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TSBs & FSAs

153K views 162 replies 5 participants last post by  miesk5 
#1 · (Edited by Moderator)
Deleted by Steve prior to his banning. miesk5 followed up with these.
 
#104 ·
TSB 97-12-13 TRANSMISSION - C6, E4OD, AOD, 4R70W - LOW TRANSMISSION FLUID LEVEL AND/OR SHIFT AND/OR ENGAGEMENT CONCERNS - 4X4 AND AWD VEHICLES ONLY

1987-96 BRONCO 1987-97 F-150, F-250, F-350
1996-97 EXPLORER, 1997 EXPEDITION, MOUNTAINEER
This TSB article is being republished in its entirety to include 1997 model year vehicles.

ISSUE: The transmission may have low fluid level and/or may have either a shift concern and/or an engagement concern. This may be caused by transmission fluid leaking from the transmission into the transfer case through the transfer case input seal.

ACTION: Replace the transfer case input seal. The new seal should reduce the possibility of fluid leaking from the transmission into the transfer case. Refer to the following Service Procedure for details.

SERVICE PROCEDURE:
1. Check the transmission fluid level. It the transmission fluid level is low and there are no visible signs of a leak, check the transfer case fluid level. The level of fluid in the transfer case should be just below the fill plug hole.
2. If the transfer case fluid level is overfull and the transmission fluid is not burnt, remove the transfer case from the vehicle following the procedure outlined in the appropriate model/year Service Manual.
3. Remove the transfer case input seal. Clean the seal bore in the transfer case.
4. Install a new Transfer Case Input Seal (F77Z-7B215-AA)
5. If the transmission fluid is burnt, repair the transmission as required and then replace the transfer case seal as outlined in Step 3.

PART NUMBER PART NAME
F77Z-7B215-AA Transfer case Input Seal
Replace Transfer Case 1.6 Hrs
1987-96 F-150-350, Bronco


Fluid Level Low, Low Transmission Fluid Level And Or Shift And Or Engagement Concerns TSB 97-12-13 for 87-96 Bronco & many others; "...Just an update, I used the part #F77Z-7B215-AA from the input shaft seal TSB and used it to cross reference new seals from a few different auto parts stores. All of them produced a seal same as the one I had, just different manufacturers. So far so good I used a paper gasket and some RTV at the intermediate tailhousing because mine had them there, a few people said I could get away with just some RTV, but it was only $6 so I sprung for the gasket. No leaks so far from the tailshaft or from the input seal, I will periodically check it over the next couple of months to make sure. One more piece of the puzzle done, next up is the fuel pump. Here is the original seal removed, I damaged it getting it out..." miesk5 Note, see his pics
Source: by slim724 at FSB
 
#105 · (Edited)
TSB 94-15-13 Dash Right Attachment Tab
Publication Date: JULY 27, 1994
LIGHT TRUCK: 1992-94 BRONCO, F SUPER DUTY, F-150-350 SERIES
ISSUE: A "rattling" noise may come from the right hand side of the instrument panel. This occurs when the cowl attachment cracks causing the instrument panel to become loose.
ACTION: Install a metal bracket to the right side of the instrument panel to secure instrument panel to cowl. Refer to Instruction Sheet #6551.
NOTE: For steps 1-7 and 16-23, refer to the 1994 Bronco/F-series Service Manual, Section 01-12A, for assistance.
NOTE: It is important for your hands and all equipment to be free of grease or oil since they can degrade plastic parts of the instrument panel, making them weak and less resistant to fracture.
1. Disconnect the battery ground cable.
2. Remove the right and left kick panels (pushpins).
3. Remove the right side windshield garnish molding (Ph#2).
4. Remove the bolt securing the broken right hand lower instrument panel attachment (8mm).
5. Remove the 2 screws connecting the bottom of the instrument panel to the 2 braces (8mm).
6. Remove the 4 instrument panel top attaching screws (7mm).
7. Remove the steering column opening cover (7mm).
8. Loosen (do not remove) the 3 bolts (15mm) securing the left hand instrument panel aluminum brace to the cowl. (Figure 1)
9. Carefully pull the right side of the instrument panel toward the rear of the vehicle. Insert a 2x4 wood block between the back of the instrument panel & the cowl. (Figure 2)
NOTE: Steps 10-17 require eye protection.
10. Grind off the remaining plastic tab on the duct. (Figure 3)
11. Align the new bracket on the duct with the large flange between the duct and the outer skin of the instrument panel. (Figure 4)
12. Insert a 3/8" x 1" bolt through the large hole of the bracket into the duct to locate the bracket into position. (Figure 5)
13. Using the bracket as a template, drill a 1/4" hole through the lower hole of the bracket into the duct. (Figure 6)
NOTE: Make sure the bracket is pressed firmly against the duct before drilling.
14. Attach the bracket at the bottom with a truss-head rivet. (Figure 7)
15. Drill 2 remaining holes, using the bracket as a template, into the right side of the duct and fasten with truss-head rivets. (Figure 8 )
16. Position the instrument panel in its installed location.
17. If needed for clearance, grind tab (Figure 8 ) so it fits to cowl side without forcing into position. The tab is made long to accomodate variations in the body sheet metal.
18. Install attaching bolt finger tight through the bracket into the A-pillar. Do not tighten.
19. Install 4 instrument panel top screws. Torque to 20 in-lb (2.2 N-m).
20. Torque 3 left hand attachment bolts to 22 ft-lb (30 N-m).
21. Install the bottom braces to the instrument panel. Torque bolts to 62 in-lb (7 N-m).
22. Torque right hand bolt in new bracket to 62 in-lb (7 N-m).
23. Install steering column opening cover. Torque screws to 20 in-lb (2.2 N-m).
24. Replace kick panels and right windshield garnish molding.
25. Connect the battery ground cable.

PART NUMBER PART NAME PRICE
F4TZ-1504366-A Instrument Panel Service Kit $30.08 (as of May 2011)
Service Kit (F4TZ-1504366-A) consists of:
One (1) bracket
Three (3) rivets
One (1) Instruction Sheet #6551

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
941513A Install Bracket 1.0 Hr.
EDIT; OUR SPONSOR HERE, Jeff's Bronco Graveyard has the Kit; 92-96 Dash Bracket Repair Kit, RH
Item #371190 - NEW! 1992-96 Ford Bronco & F series"Fix that rattling noise that is coming from the right side of the dash.
Replace your original plastic dash bracket with this new metal bracket.
Come complete with bracket, mounting hardware and instructions. Our Price: $25.00 "


Instruction Sheet #6551 Cited in TSB 94-15-13 for 92-94 Bronco, F-150-350 Series
Source: by Ford via sewiv (Sandy) at http://www.supermotors.net/vehicles/registry/11474/56399
 
#106 ·
yo
Tips to Avoid Lean Conditions TSB 91-8-13; "...Rough idle, hesitation, poor throttle response, induction backfire and stalls during cold start/warm up may be caused by the poor volatility of some high octane premium grade unleaded fuels (91 octane or higher (R+M)/2). When compared to regular grade unleaded fuel (87 octane (R+M)/2), high octane premium grade unleaded fuel may cause long crank time.
ACTION: Use a regular grade unleaded fuel in all vehicles, except where a premium unleaded fuel is recommended in the Owner Guide. If lean air-fuel type symptoms are experienced, determine the grade and brand of fuel used and offer the following service tips. Advise those using a higher octane grade fuel to switch to a regular grade unleaded fuel. For those using a regular grade fuel, advise them to try another brand. Do not advise using a higher octane unleaded fuel than is recommended for that specific engine. Ford engines are designed to perform best using a high quality regular grade unleaded fuel. Only advise using a higher octane unleaded fuel to avoid potentially damaging spark knock or ping, but do so only after mechanical fixes are ineffective. NOTE: ALL UNLEADED GASOLINES USED SHOULD CONTAIN DETERGENT ADDITIVES THAT ARE ADVERTISED AS HAVING "KEEP CLEAN" OR "CLEAN UP" PERFORMANCE FOR BOTH INTAKEVALVES AND FUEL INJECTORS..."
Source: by Ford


Octane Recommendations in a 96. Your vehicle is designed to use regular unleaded fuel with an octane rating of 87. In most cases, it is not necessary to use a fuel with an octane rating higher than 87. At service stations, the octane rating is displayed on a label on the pumps. In some parts of the country, “regular” grade fuels are sold with octane ratings of 86 or even less, especially in high altitude areas. We recommend that you do not use these fuels. Always use a fuel with an octane rating of 87, even if it is sold as a “midgrade” or “premium.” Do not be concerned if your vehicle sometimes knocks lightly when you drive up a hill or when you accelerate. However, if a fuel with the recommended octane rating knocks heavily under all driving conditions or knocks lightly driving at cruising speed on level roads, see your dealer or a qualified service technician. Persistent, heavy knocking can damage the engine..." read more
Source: by Ford via Hiller Ford via miesk5 at FSB


=======

Fuel Volatility TSB 98-26-2 for 87-96
Some vehicles using winter blend fuels may exhibit a stall on start up and a no restart, hard start condition or a no start condition in unseasonably hot weather (greater than 27°C/80°F). These concerns may be related to fuel volatility from winter blend fuels during winter-spring and autumn-winter transitions and may result in a fuel pump vapor lock condition. This condition may appear to be a fuel pump failure but may be caused by winter blend fuel.
ACTION Refer to the following text for further information.
NOTE: FUEL TANK ADDITIVES WILL NOT RESOLVE THESE CONCERNS BECAUSE VAPOR FORMS FROM CAVITATION WITHIN THE FUEL PUMP. FILLING THE TANK TO FULL MAY BE EFFECTIVE. ADVISE CUSTOMER TO USE THE RECOMMENDED OCTANE GRADE PER OWNER MANUAL AND NOT A HIGHER GRADE.

Explain to the customer that this concern may be due to a low tank level of winter blend fuel combined with unseasonably warm weather. Advise customer that filling the fuel tank to full may be effective in resolving this concern. Also, advise customer to use the recommended octane grade per their Owner Manual and not a higher grade.

Background
Gasolines are seasonally adjusted, meaning they have higher volatility (vaporize easier) in the winter and lower volatility in the summer. Government mandates to improve air quality have resulted in significant changes to gasolines, such as the mandatory use of oxygenates (ethanol, methyl tertiary butyl ether (MTBE), and others) in the winter or the reduction of Reid Vapor Pressure (RVP) in the summer. The addition of oxygenates (especially ethanol) increases volatility while the reduction of RVP reduces volatility.

Gasoline distribution practices often do not allow branded marketers to have much control over their gasoline's volatility other than RVP. Oxygenate (e.g., ethanol, MTBE) use is more dependent on local gasoline markets, rather than specific marketers practice. Therefore, it is difficult to recommend specific brands to avoid volatility related complaints.
Source: by Ford via miesk5

==================

Fuel Economy Service Tips TSB 90-6-15 in 4.9L, 5.0L & 5.8L for 85-90 Bronco, E &, F Series
Source: by Ford via Chilton

========

Fuel Economy Tech Tips TSB 99-26-09 for 90-96 Bronco, 90-97 F Series, Aerostar, F 350; 90-92 Ranger & Econoline; 91-2000 Explorer; 95-2000 Windstar; 97-2000 Expedition & Many Others

========

Fuel Stabilizer TSB 92-11-10 for 88-92 Bronco, Aerostar, Explorer, F Series & Ranger
Source: by Ford
Publication Date: MAY 20, 1992

LIGHT TRUCK: 1988-90 BRONCO II
1988-92 AEROSTAR, BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES, F-47, F-53, RANGER
1991-92 EXPLORER

ISSUE: During extended periods of vehicle storage (60 days or more), gasoline may deteriorate due to oxidation. This may damage rubber components and other polymers in the fuel system. It may also eventually clog small orifices in the fuel charging system.

ACTION: Add Ford Gas Stabilizer (E8AZ-19C544-A) or an equivalent commercially available fuel stabilizer such as "STA-BIL" to the vehicle's fuel tank whenever the actual or expected storage periods exceed 60 days. The instructions packaged with the product should be closely followed. The vehicle should be operated at an idle speed to circulate the additive throughout the fuel system.

PART NUMBER PART NAME
E8AZ-19C544-A Gas Stabilizer
===========


TSB 99-26-09 Fuel Economy Techtips
ISSUE: Customers may perceive that vehicle fuel economy is lower than it should be, based upon Environmental Protection Agency (EPA) estimates. Fuel economy is most influenced by vehicle usage and duty cycle.

ACTION: Refer to the Figures of this TSB. Consult this TSB and share with customers to improve their understanding of fuel economy factors.
MPG TechTips
- Economy/Mileage Improvement
by Ford
=========

TSB 96-10-07 California ReFormulated Gasoline (CaRFG)
ISSUE: California introduced CaRFG around March 1, 1996 and statewide it must be available at all service stations by June 1, 1996 to help reduce emissions and improve gasoline quality. It will replace the traditional gasoline sold in Northern California and improve the reformulated gasoline that has been sold in Southern California since January 1995. California Air Resources Board (CARB) projects smog forming emissions from motor vehicles to be reduced by about 15 percent.
ACTION: The following text is provided to give some answers to some commonly asked questions by our customers.

Ford Motor Company recommends the use of CaRFG as a cost effective means of reducing emissions to provide cleaner air. We have participated in vehicle and laboratory testing of CaRFG to make sure it is acceptable for our customers' use. There are no unusual vehicle performance concerns expected based upon these studies. The use of CaRFG will not affect Ford's new vehicle and/or emissions warranty.
WHAT DOES CaRFG CONSIST OF?
CaFRG consists of the same basic components as other gasolines, but it reduces pollution because of its cleaner burning components. Features are:
reduced aromatic hydrocarbons to form less smog emissions
added oxygenates to reduce emissions
decreases the amount of fuel evaporating from the vehicle
lowered sulfur content to provide more efficient operation of the vehicle's catalytic converter
reduced benzene by about one-half
IS CaRFG MORE HAZARDOUS THAN CONVENTIONAL GASOLINES?
CaRFG is a hazardous substance like convential gasoline. Precautions should continue to be taken to avoid exposure to vapors or liquid when it is pumped or handled. It should never be siphoned or swallowed.
HOW WILL CaRFG AFFECT VEHICLE PERFORMANCE?
Properly blended CaRFG should have no adverse effect on vehicle performance or the durability of engine and fuel system components. Its basic properties are not significantly different than other cleaner burning gasolines that have been used in the U.S. for several years.
If the vehicle is a certified California calibration 1996 or later model year, it was designed to operate on CaRFG gasoline. The vehicle will operate satisfactorily on gasolines in the other 49 states, but emission control system performance may be affected. Using gasolines other than CaRFG have substantially increased emissions from motor vehicles.
WILL THE USE OF CaRFG AFFECT CALIFORNIA VEHICLE WARRANTY?
No. The coverage of Ford's new vehicle warranty is not affected. In fact, Ford Owner Guides have consistently approved the use of properly blended reformulated gasolines containing oxygenates. Further information about properly fueling your vehicle is included in the Owner Guide.

WILL FUEL ECONOMY BE AFFECTED?
A very small reduction in fuel economy of less than one-half mile per gallon is possible if the customer was using gasoline without oxygenates. This is attributed to the lower energy content of oxygenates which have been in all Southern California gasolines since January of 1995 and in some gasolines since the 1970's.

Many factors affect fuel economy like driving habits, vehicle maintenance, weather conditions, etc. Fuel economy can vary by more than a mile per gallon from one fill-up to the next with the same gasolines. For further details see TSB Article �95-12-2� for customer expectations regarding fuel economy.

ARE SPECIAL ADDITIVES NECESSARY FOR CaRFG?
No. It is not necessary to add anything to the vehicle fuel tank after the gasoline is purchased from the service station. California regulations require deposit control additives in CaRFG to minimize port fuel injector and intake valve deposits.

WILL OLDER VEHICLES OPERATE SATISFACTORILY WITH THE NEW CaRFG?
Older vehicles are expected to operate satisfactorily on CaRFG because vehicles have been operating on gasolines similar to CaRFG for a number of years. However, considerable testing indicates that older, high mileage vehicles are more susceptible to fuel system problems due to age and normal wear and tear regardless of whether they are operated on conventional or CaRFG gasolines. Owners of these older vehicles are encouraged to follow their vehicle manufacturer's recommendations regarding vehicle maintenance.

WILL THE SMELL BE DIFFERENT THAN CONVENTIONAL GASOLINE?
CaRFG is not expected to smell different than the gasoline most vehicles are currently using. If an unusual odor is noticed, it would probably be from oxygenates. Most service stations use vapor recovery systems to minimize the release of gasoline vapors while refueling. The use of CaRFG should result in little or no "rotten egg" smell from the exhaust because CaRFG has much lower sulfur than conventional gasoline.

WAS CaRFG TESTED BEFORE INTRODUCTION?
It was tested for over five million miles in more than 800 vehicles under the guidance of CARB including experts representing automobile manufacturers, gasoline suppliers, fleet operations and government. There was no increase in problems identified with the use of CaRFG.

DOES CaRFG COST MORE?
The price at the pump cannot be accurately predicted, although a modest increase is likely. The price of CaRFG is subject to the competitive forces in the marketplace. Many factors including production costs, supply and demand, weather, crude oil prices, and taxes affect gasoline prices.

WHERE CAN I GET MORE INFORMATION ON CaRFG?
Additional information within the state of California on CaRFG is available from the California Air Resources Board toll-free at 1-800-922-7349 (within California only).
 
#107 ·
Steering Gear Box Meshload In-Vehicle Adjustment

Section 11-02B: Steering Gear, Power, Ford 1996 F-150, F-250, F-350, F-Super Duty and Bronco Workshop Manual
In-Vehicle Adjustment
Meshload
During the vehicle breaking-in period, some factory adjustments may change. These changes in adjustment will not necessarily affect operation of the steering gear assembly. If excessive steering lash is encountered, then meshload should be checked and adjustment may be required.
SPECIAL SERVICE TOOL(S) REQUIRED Description Tool Number
Pitman Arm Puller T64P-3590-F
Adjust total on center load to eliminate excessive lash between the sector and rack teeth as follows.
With the engine (6007) off, turn the steering wheel (3600) from full right stop to full left stop at least once.
Refer to Section 11-04 for proper steering wheel hub cover removal procedure.
Disconnect the steering gear sector shaft arm (3590) from the steering gear sector shaft (3575) using Pitman Arm Puller T64P-3590-F. MIESK5 note; this is the pitman arm
Attach a newton meter (pound-inch) torque wrench to the steering wheel hub nut and determine the torque required to rotate the power steering gear input shaft and control (3D517) back and forth across the center position (± 90 degrees).
Reset the meshload only if the measured torque for total on-center load is less than 1.5 Nm (13 lb-in). If reset is required, loosen the adjuster lock nut and turn the sector shaft adjuster screw until the measured total on-center load torque is 2.0 Nm (18 lb-in). Hold the sector shaft screw in place and tighten the lock nut to 48-61 Nm (35-45 lb-ft).
Recheck torque readings and replace the steering gear sector shaft arm. Tighten the pitman arm-to-sector shaft nut 230-310 Nm (170-228 lb-ft).
Verify no binding condition in steering throughout full stop-to-stop travel. Verify customer concern is resolved.
Replace steering wheel hub cover.
===========


This applies to all Ford truck (& many car) steering gear boxes used from the mid '70s to the '00s.



1. Disconnect the pitman arm from the sector shaft using a Pitman Arm Puller (Tool T64P-3590-F).

2. Disconnect the fluid return line at the reservoir and cap the reservoir return line nipple to retain the fluid in the reservoir.

3. Place the end of the return line in a suitable container and turn the steering wheel from stop-to-stop several times to discharge the fluid from the gear. Discard the fluid.

4. Turn the steering wheel to the right stop, then back left 45 degrees.

5. Attach an inch-pound torque wrench to the steering wheel nut and determine the torque required to rotate the shaft slowly approximately one-eighth turn (45°) toward center from the initial 45 degree position. Note this first value.

6. Turn the steering gear back to center and determine the torque required to rotate the shaft back and forth across the center position (± 90°). Compare the center value to the first value, using the following criteria:
* Vehicles with less than 5,000 miles (8046 Km):
If total meshload over mechanical center is less than 15 in-lb (1.7 Nm) or greater than 24 in-lb (2.7 Nm), RESET to first value PLUS 11-15 in-lb (1.2-1.7 Nm).
* Vehicles with more than 5,000 miles (8046 Km), or with new sector shaft:
If meshload over mechanical center is NOT 7 in-lb (0.8 Nm) GREATER than the first value, RESET to 10-14 in-lb (1.13-1.6 Nm) GREATER than first value.

7. If reset is required, loosen the adjuster locknut and turn the sector shaft adjuster screw until the reading is the specified value greater than the torque at 45 degrees from the stop. Hold the sector shaft screw in place, and tighten the locknut.

8. Re-check torque readings and replace the pitman arm and steering wheel hub cover.

9. Connect the fluid return line to the reservoir and fill the reservoir to specification with the specified fluid. Check belt tension & adjust if necessary.

Do not pry against the reservoir to obtain proper belt load. Pressure will deform the reservoir and cause it to leak.


by Ford via Steve83
 
#108 ·
"...There are two types of EEC IV Self-Tests, Key On Engine Off (KOEO) & Key On Engine Running (KOER).
While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Test after any codes associated with hard faults are output.
Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse. A technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (111) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (111) to mean that Continuous Memory does not contain any codes...."

"...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accessories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. On all vehicles equipped with a 4.9L engine, the clutch must be depressed during the KOEO Test. On all vehicles equipped with a 7.3L diesel engine, the throttle must be depressed (WOT) during the entire Key On Engine Off Self-Test. Engine ID codes are issued at the beginning of the KOER Test and are one-digit numbers represented by the number of pulses sent out. During KOER; For gasoline engines, the engine ID code is equal to one-half the number of engine cylinders (i.e. 2 pulses = 4 cylinders). For the 7.3L Diesel engine, the ID code = 5. These codes are used to verify the proper PCM is installed and that the Self-Test has been entered.
The Dynamic Response code is a single pulse that occurs 6-20 seconds after the engine identification code. When/if the Dynamic Response code occurs, perform a brief Wide-Open Throttle (WOT). The dynamic response check is used on some applications to verify operation of the TP, MAF, MAP & KS sensors. On vehicles equipped with the Power Steering Pressure (PSP) switch, within 1 to 2 seconds after the ID code, the steering wheel must be turned at least one-half turn and released.
The PSP Switch signals the EEC Module when power steering pressure exceeds 350 psi ±50. The engine then increases idle speed to compensate for the additional load. It appears the PSP switch was deleted from the 94 model year. PSP Switch is screwed into the high pressure port of the PS pump(5.0L Only).
On vehicles equipped with Brake On/Off (BOO) input (such as E4OD), the brake pedal MUST be depressed and released AFTER the ID Code has been displayed. This tests the ability of the EEC system to detect a change of state in the Brake Lamp Switch. On vehicles equipped with Transmission Control Switch (TCS) such as da E4OD, the switch must be cycled after the ID code has been displayed. This tests the ability of the EEC system to detect a change of state in the TCS. TCS = Transmission Control Indicator Light (TCIL) on E4OD it is also ref to as the OD on/off LED/Switch @ end of tranny gear stalk. see Steve83's Article here on the sequence; Fix any codes from the KOEO test before you do the running test (KOER, key on, engine running).
Look Codes up in my broncolinks.com site using the new Search function
 
#109 ·
FREE Wiring Diagram Database & Technical Service Bulletins (TSBs)
by bbbind.com @ http://www.bbbind.com/tech_database.html
MANY MAKES & Models...

For FORDs;
Wiring Diagrams from 1986

Technical Service Bulletins (TSBs) from 1969

Suggest doing what you need to do in case ...
 
#111 · (Edited)
View attachment 19950 Fuel Filter Restricted, Poor Driveability REV TSB 91-23-11 for 90-92 Bronco, F Series, Super Duty, Econoline, F47 & F53
 
#112 ·
Universal Joint TSB 97-20-15 by Ford for 90-96
ISSUE: Available U-joints for driveshaft service are not always identifiable through model application charts. Some customers may request greaseable U-joints as a personal preference.
ACTION: Refer to the following Service Information for availability of U-joint with grease fittings.
SERVICE INFORMATION
TO IDENTIFY U-JOINT BY MEASUREMENT:
1. Remove the old U-joint.
2. Measure U-joint using the following measuring procedure.
a. Remove bearing cups.
b. Remove excess grease from bottom of bearing cups and trunnions.
c. Remove seals from bearing cups and trunnions.
d. Reinstall bearing cups on trunnions.
e. Measure as follows, permitting a tolerance of ±0.005" at Dimension "G" in Figure 1 with Dimension "D" and "E" at ±0.003".



3. Identify U-joint part number using reference dimensions in the Light Truck Cross Reference Chart found at the end of this TSB article.
TO IDENTIFY GREASEABLE U-JOINT FOR SERVICE:
For customers who demand greaseable U-joints due to their specific vehicle duty cycle, refer to Light Truck Cross Reference Chart found at the end of this TSB article.
Greaseable U-joints are typically recommended only for vehicles which operate 100% of the time in a high grit environment (e.g., coal mines).
NOTE: GREASEABLE U-JOINTS DO NOT CONTAIN END PLAY THRUST WASHERS AND MAY CAUSE NOISE/VIBRATION/HARSHNESS (NVH) CONCERNS ON CERTAIN APPLICATIONS




OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 509000, 590000, 597997
 
#113 ·
Windshield & Interior Glass Fog Film TSB 96-22-01 by Ford for 86-96
This TSB article is being republished in its entirety to update the model years.
ISSUE: Customers with concerns of glass fogging (film) and with the chemicals that cause this fog can be advised that Ford Motor Company has extensively tested this material and found that it is not a health hazard. The film is caused by some of the chemicals used during the manufacture of the interior trim.
ACTION: At the present time, there is no known field fix to prevent the window fogging, however, glass cleaner such as Ford Glass Cleaner (E4AZ-19C507-AA) has been found to be the best for film removal.
PART NUMBER PART NAME
E4AZ-19C507-AA Ford Glass Cleaner

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 86-13-06
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 102000, 107000
 
#114 ·
Wheel Lug Nuts, Over-tightened and/or Unevenly Torqued - Preventing Brake Vibration Tip Rev TSB 98-5A-4 by Ford for 79-96
ISSUE: The use of air impact tools to tighten wheel lug nuts can lead to overtightened and/or unevenly tightened wheel lug nuts. Air impact tools typically used for wheel lug nut removal and installation can generate up to 475 N-m (350 lb-ft) of torque. Overtightened and/or unevenly torqued wheel lug nuts may cause:
- Brake vibration
- Distortion of the wheel hub
- Distortion of the brake rotor
- Brake rotor runout
- Damage to the wheel
- Damage to the wheel nuts and studs
ACTION: All wheel lug nuts should only be tightened to specification using a torque wrench or by using the Rotunda ACCUTORQ 164-R0314 or equivalent on a 1/2" drive air impact tool. The "ACCUTORQ" lug nut sockets limit the torque of the air impact tool, preventing overtightening or uneven tightening of the wheel lug nuts. The torque limiting devices (regulators) on air impact tools will not reduce the output torque enough to prevent overtightening of the wheel lug nuts.
NOTE: REFER TO THE APPROPRIATE SERVICE MANUAL OR THE CHART IN «FIGURE 1» FOR THE CORRECT WHEEL LUG NUT TORQUE SPECIFICATION. THE CHART IN «FIGURE 1» ALSO PROVIDES THE CORRECT "ACCUTORQ" LUG NUT SOCKET TO USE.
 
#115 ·
Water Intrusion of MLP/TR Sensor TSB 95-2-12 by Ford for 89-94
01/30/95
TRANSMISSION - E40D - DIAGNOSTIC TROUBLE CODES - WATER INTRUSION OF THE MLP/TR SENSOR
TRANSMISSION - E40D - POSSIBLE WATER INTRUSION INTO THE MLP/TR SENSOR CAUSING SHIFT CONCERNS AND/OR HARSH ENGAGEMENT CONCERNS
TRANSMISSlON - E40D - SHIFT CONCERNS AND/OR HARSH ENGAGEMENT CONCERNS DUE TO WATER INTRUSION OF THE MLP/TR SENSOR
1989-94 BRONCO, ECONOLINE, F-150-350 SERIES, F-47, F-53, F-59
ISSUE: Some vehicles may exhibit a shift concern and/or a harsh engagement concern due to water intrusion into the MLP/TR sensor and vehicle harness. There may also be a number of different DTC's along with those concerns.
ACTION: Replace the MLP/TR sensor and vehicle harness connector if signs of water penetration are evident. Refer to the following for service details.
SERVICE PROCEDURE
1. Verify the customer concern.
2. Perform normal on-board diagnostics.
3. Inspect the MLP/TR sensor for signs of water contamination.
4. If water penetration is present and/or DTC's have been set, replace the MLP/TR sensor and the vehicle harness connector with the TR Sensor Service Kit (F5TZ-7A247-A).
The TR Service Kit contains:
One (1) TR Sensor
One (1) Connector Assembly
One (1) "Red" Pin Separator Plate
One (1) 6-Pin Grommet
One (1) 8-Pin Grommet
One (1) 7-Pin Grommet
One (1) Instruction Sheet
PART NUMBER PART NAME
F5TZ-7A247-A TR Sensor Service Kit
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-94 Models, Basic Warranty Coverage For All Other Model Years
OPERATION DESCRIPTION TIME 950212A Perform Electronic 2.0 Hrs.
Transmission Diagnostics, Replace MLP/TR Sensor
DEALER CODING BASIC PART NO. CONDITION CODE 7F293 08
 
#116 ·
Throttle Position Sensor (TPS) Function & Diagnosis TSB 94-26-4 by Ford for 93-95
ISSUE: The following Throttle Position Sensor (TPS) TSB has been developed for service use. This TSB includes the following topics:
Description And Background Of TPS
(A1) and (A2) - Diagnostic Trouble Codes (Service Tips)
(B) - Troubleshooting The TPS
(C) - TPS Application Charts
ACTION: If TPS diagnosis or repair is required, refer to the following procedures for service details.
DESCRIPTION The Throttle Position Sensor (TPS) is a rotary potentiometer that provides a voltage signal to the Powertrain Control Module (PCM) that is linearly proportional to the throttle plate/shaft angular position. The TP sensor has a three-blade electrical connector that is plated. The plating increases the corrosion resistance on terminals and increases the connector durability. The TP sensor is mounted on the throttle body and is non-adjustable. As the TP sensor is rotated by the throttle shaft, four (4) operating conditions are determined by the PCM from the TP sensor.
The four (4) vehicle operating conditions are:
Closed throttle (idle or deceleration)
Part throttle (cruise, moderate acceleration)
Wide open throttle (maximum acceleration, de-choke on crank and A/C shut-off)
Throttle angle rate.
BACKGROUND: Recently, revisions have been made to the TPS, which have improved reliability and durability.
(A1) - DIAGNOSTIC TROUBLE CODES (DTC)
A key difference between EEC-IV, OBD I and EEC-V, OBD II is the monitors. EEC-IV monitors are designed to identify system and component issues. EEC-V monitors are designed to measure the ability of systems and components to maintain low emission levels.
To minimize the replacement of good components, be advised that the following non-EEC areas may be the issue:
Excessive blow-by
PCV malfunction
Vacuum leaks
Fuel pressure
Throttle sticking or linkage binding.
(A2) - EEC-IV DIAGNOSTIC TROUBLE CODES (DTC)
When a Diagnostic Trouble Code (DTC) 121, 124 or 125 are set in continuous memory, the technician is directed to Pinpoint Test G of the Powertrain Control/Emissions Diagnosis (PC/ED) Manual. Pinpoint Test G is named: In-Range MAF/TP/Fuel Injector Pulse Width Test. The description of the test is as follows:
EEC-IV DTC Code 121, 124, and 125 Description.
This In-Range Self-Test was designed to identify in-range concerns of the MAF sensor, TP sensor, or the fuel delivery system. The PCM will use information from these three (3) areas based on vehicle load to generate three (3) independent values. The three (3) independent values will be continuously monitored by the PCM. If one (1) of the values differs significantly from the others during normal vehicle operation, a Continuous Memory Diagnostic Trouble Code (DTC) will be stored.
EEC codes for the TPS are intended as a supplemental aid to diagnostics. They do not indicate the root cause since more than one (1) component can set the same code.
For example: EEC-IV, OBD I Codes 122 and 123 and EEC-V, OBD II Codes P0122 and P0123 for "TP circuit too low" or "TP circuit too high", limit the condition to the TP circuit, connector, or vehicle harness.
EEC-IV, OBD I Codes: 121, "TP inconsistent with air meter", 124, "TP higher than expected", 125, "TP lower than expected" and OBD II Code P1121, "TP inconsistent with MAF sensor" are a result of a comparison of the TP signal to a given airflow. Any un-metered air (downstream of MAF) that enters the engine, either due to a mechanical situation or electrical sensor condition, may result in these codes. PC/ED Pinpoint Tests will guide you to the root cause and avoid customer repeat repairs.
EEC-IV (OBD I) Codes 124 and 125 are set in memory as follows: Codes 124-125 are a comparison of a given airflow to the TPS voltage (throttle plate position).
Code 124: The PCM has indicated that the airflow rate is too low for the position of the throttle plate angle.
Causes for EEC-IV, OBD I Code 124:
Air bypass solenoid flow low/blocked (MAF may indicate low during the event).
Throttle body obstructed.
EGR flow low.
TPS circuit concern when accompanied by Codes 122 or 123.
BP sensor low.
Code 125: The PCM has indicated that the airflow rate is too high for the position of the throttle plate.
Causes of EEC-IV, OBD I Code 125:
Air bypass solenoid high/stuck open (MAF may indicate high during this event).
Throttle plate not closing.
EGR flow high.
TPS circuit concern when accompanied by Codes 122 or 123.
BP sensor high.
These codes are designed to set while in the part throttle drive mode, and often the MIL light flashes on and off until the condition is gone. In some cases, it is difficult to repeat the codes in a test drive since the PCM requires a long drive time to calculate the error in the system. At other times, it may be difficult to repeat because the condition that set the code may be intermittent. Pinpoint Test G of the PC/ED Manual will guide you to the root cause.
Causes of EEC Codes 122: TPS sensor circuit voltage above maximum.
Causes of EEC codes 123: TPS sensor circuit voltage below minimum.
Harness damage.
Connector damage or water in connector.
Defective TPS, open or short.
Check VREF for correct output.

(B) - TROUBLESHOOTING THE TPS
The following is a list of vehicle symptoms which have been associated with the TPS, but can also be related to other vehicle components.
Check engine light
Stalls/quits
Hesitation/stumble
Fast idle
If an EEC error code has identified the TPS as suspect, perform PC/ED Manual pinpoint tests on the TPS.

Testing the TPS in the vehicle electrical circuit:
The TPS is supplied with a 5.0 volt reference signal. As the TPS senses throttle plate rotation, the output voltage changes to a value in the range of 0.4 volts to 4.8 volts depending on vehicle application. A voltmeter, New Generation Star Tester (NGS) or Service Bay Diagnostics System (SBDS) is the recommended test equipment for checking the TPS output.
The reason SBDS or NGS are the preferred tools is that they allow TPS voltage monitoring without disturbing the connector. Many conditions can be caused by loose, dirty, oxidized, or poor connections that may correct themselves for a short time if the connector is disturbed during testing. This can mislead technicians into replacing a TPS that is okay, and the true cause, a bad connection, may return at some future time.
Measuring the TPS voltage at idle is key when diagnosing a TPS since most of its operational life is within 10 degrees of idle. Figures 2 and 3 include a guide to TPS output voltages for 1993-95 model year vehicles.


Figure 2 - Article 94-26-4


Figure 3 - Article 94-26-4

Figure 1 is a graph that shows how the TPS output voltage changes between engine idle and WOT conditions.


Figure 1 - Article 94-26-4
The TPS voltage increases when the throttle is depressed. Idle is typically in the 0.4 volt to 1.2 volt range. (Refer to idle voltage range chart.) As the TPS senses plate rotation toward Wide Open Throttle (WOT), the voltage increases. WOT is typically in the 4.0 volt range. A voltmeter, NGS, or SBDS is the recommended test equipment for checking the TPS output.
CAUTION:
MANY VOLTMETERS WILL AUTOMATICALLY CHANGE RANGES WHEN MEASURING TPS OUTPUT FROM IDLE TO WOT. WHEN A VOLTMETER IS USED TO MEASURE TPS OUTPUT FROM IDLE TO WOT, THE METER SCALES OR CHANGES RANGES AUTOMATICALLY. THERE MAY BE AN ERRONEOUS METER DISPLAY UNTIL THE VOLTMETER HAS LOCKED TO THE APPROPRIATE VOLTAGE READING. THE ERRONEOUS METER DISPLAY DOES NOT REPRESENT A DEFECTIVE TPS.
NOTE: IT IS RECOMMENDED THAT THE "RANGE LOCK" FEATURE ON MANY METERS BE SET FOR CHECKING TPS VOLTAGE.
Use the 0.00 range to measure TPS voltage.
If your voltmeter does not change ranges automatically and the meter is set to millivolt scale when reading full range voltages, the meter display may not indicate a valid value. This can be misinterpreted as an open circuit or suspect TPS. Ensure the meter is set to volts for measuring full range voltage levels.
(C) - APPLICATION CHARTS
Figures 2 and 3 are 1993-95 Throttle Position Sensor Service Part Application Charts for car and light truck. The charts also contain TPS idle voltage ranges. These idle voltage values should be used instead of the values published in the 1993-95 PC/ED Manuals.
 
#117 ·
Tailgate Applique Appearance TSB 95-1-6 by Ford for 90-95
ISSUE: In some cases, tailgate appliques are being replaced because of the appearance of cracks in the plastic around the FORD letters. This is due to the manufacturing process where the plastic material flows around the FORD letter depressions.
It then cools at different rates and comes back together but does not mix, resulting in a “knit line” that appears to be a crack.
ACTION: This applique should not be replaced because of the “knit lines”. Every part will have this appearance (98425A34 for Bronco and 99425A34 for F-Series).
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 106000, 108000
 
#118 ·
Roof Cracks Repair Procedure TSB 96-20-11 by Ford for 80-96
This TSB is being republished in its entirety to include Bronco through the current model year of 1996.
ISSUE: Cracks may appear on the roof panel or on the corner panel sheet metal near the end of the drip rail at the B-pillar.
ACTION: Repair roof sheet metal cracks by using the Roof Repair Kit (F5TZ-9850223-A). Refer to Instruction Sheet #6661, included in the kit, for service details.
NOTE: BE SURE TO REPAIR BOTH SIDES AT THE SAME TIME. IF ONLY ONE SIDE IS CRACKED, ALSO REPAIR THE SIDE THAT IS NOT CRACKED.
The Roof Repair Kit (F5TZ-9850223-A) contains the following:
<
One (1) Reinforcement -Body Side RH One (1) Reinforcement -Body Side LH
One (1) Reinforcement -Roof Inner Panel RH .One (1) Reinforcement -Roof Inner Panel LH .Two (2) Plates -Roof Side Rail Enforcement .One (1) Epoxy -2 Part
Fourteen (14) Rivets One (1) Instruction Sheet (I.S. #6661)
PART NUMBER F5TZ-9850223-A PART NAME Roof Repair Kit
OTHER APPLICABLE ARTICLES: NONE SUPERSEDES: 95-14-9
WARRANTY STATUS: Eligible Under The Provisions Of Bumper-to-Bumper Warranty Coverage For 1992-96 Vehicles, Basic Coverage For All Others
OPERATION 962011A DESCRIPTION Repair Roof Cracks (Includes Installation of New Headliner If Necessary) TIME 3.5 Hrs.
DEALER CODING CONDITION CODE 01 BASIC PART NO. 7050202 OASIS CODES: 106000, 110000

ROOF REPAIR SERVICE PROCEDURE – BRONCO
Kit Contents – F5TB-9850223-AA
Part Number Description Quantity
372820 Rivet (2 Extra Supplied) 14
F5TB-9827946-AA Reinforcement – Body Side Inner Panel RH (Sail) 1
F5TB-9827947-AA Reinforcement – Body Side Inner Panel LH (Sail) 1
F5TB-98500A54-AA Reinforcement – Roof Inner Panel RH 1
F5TB-98500A55-AA Reinforcement – Roof Inner Panel LH 1
F5TB-98514B12-AA Plate Roof Side Rail Reinforcement 2
10581 (Kent Ind.) Epoxy (2 Part) with Mixing Nozzle 1
I.S. 6661 Instruction Sheet 1

NOTE: This kit contains parts to repair both sides of vehicle. Always repair both sides, even if only one side is cracked, otherwise the repair may not be effective.
REMOVAL:
Remove dome light fuse or equivalent to prevent battery from draining during the repair.
Move both seats forward and place protective cover of the interior of the vehicle including the carpets, front seats, rear seat, and B-pillar trim. It is not necessary to remove the seats.
Remove header and side fiberglass roof molding. For removal, refer to Service Manual Section 45-16 (before 1991) or 01-05 (after 1990).
Remove fiberglass roof bolts and slide roof back about one foot. For removal, refer to Service Manual Section 46-51 (before 1991) or 01-08 (after 1990).
Remove A-pillar and windshield garnish moldings. For removal, refer to Service Manual Section 45-16 (before 1991) or 01-05 (after 1990).
Remove sun visors and dome lamp. For removal, refer to Service Manual Section 45-41 and 32-61 (before 1991) or 01-05 and 17-02 (after 1990).
Remove roof console if equipped. For removal, refer to Service Manual Section 13-07 (1994-1996).
Remove B-pillar trim panels. For removal, refer to Service Manual Section 45-11 (before 1991) or 01-05 (after 1990).
Remove the headliner (if equipped). For removal, refer to Service Manual Section 45-41 (before 1991) or 01-05 (after 1990).
Remove seat belt anchor bolts in B-pillars. For removal, refer to Service Manual Section 41-50 (before 1991) or 01-20 (after 1990).
CUTTING THE 3.5" X 5" ACCESS HOLE
Use the template which locates off the seat belt anchor in the B-pillar and the scribed line to orient the template. Then mark the rectangular hole using a grease pencil (refer to Figures 1A and 1B). Center punch hole location for ¼" hole using template.
Use a ¾" hole saw at the four corners of the rectangle and drill ¼" hole (refer to Figure 2).
Use a nibbler saw or equivalent between the drilled holes to make the access hole.
NOTE: On the driver’s side of the vehicle, there is a wire for the high-mount stop lamp, which runs down the pillar along the inner roof. Cut away the rear portion of the access hole first and bend it out of the way. Then use a wire hook to grab the wire and pull it out the way before cutting the rear of the access hole (refer to Figure 3).
If the wire is accidentally cut, then splice using butt splice or equivalent, and wrap with electrical tape. Check and replace fuse No.8 if it has been blown.
Use a pair of pliers or vice-grips to bend the curled down portion of the left hand drip rail straight for better access to the sail panel underneath it (refer to Figure 4).
NOTE: The remainder of this repair must be performed with all four wheels in the same plane. If repair is performed with the body twisted, then the braces will be stressed when the vehicle is level.
OUTER SKIN CRACK REPAIR
Remove the weather strip on the aft end of the roof for the fiberglass cap. For removal, refer to Service Manual Section 46-51 (before 1991) or 01-08 (after 1990).
Sand the localized area to bare metal.
Drill out the ends of the cracks with a 1/8" bit (refer to Figure 5).
MIG weld the crack using ER70S-6 wire.
Metal finish and prepare for prime coat.
PREPARING THE METAL, APPLYING THE METAL REINFORCEMENTS AND EPOXY
NOTE: To dispense epoxy, use Kent Ind. Dual Syringe Gun (Part No. 90375). If needed, order from Kent Ind., 1-800-554-6333, the cost is$49.95.
Use a grinding stone, sandpaper, or wire brush on a drill to remove surface rust on the inside of the roof and sail panels and to clean the surface where the two-part epoxy will be applied (refer to Figure 6).
Use a grinding stone, sandpaper, or wire brush on a drill to score the periphery of the access hole for better adhesion of the two-part epoxy for the cover plate (refer to Figure 6).
Prepare the surfaces for the two-part epoxy by wiping them with a solvent using a clean cloth. Ensure that there is no residue left on the surfaces. All surfaces should be scored and cleaned (refer to Figure 7).
Score the surfaces of the metal reinforcements. Use a solvent and clean cloth to wipe the surfaces clean for better adhesion with the two-part epoxy (refer to Figure 8).
If the unit is equipped with a brace (refer to Figure 9), then pump the two-part epoxy between the brace, the outer sheet metal roof, and the sail panel. Use a blunt chisel and hammer to bend the forward standing flange on the brace as close to the outboard side of the roof and sail panels as possible, without contacting the roof and sail panels (refer to Figure 9).
To prevent loss of reinforcement down the B-pillar, stuff it with cloth towels or block by other means. Practice inserting and removing the reinforcements to get used to handling the parts in the confined space. Determine if the reinforcement for the sail panel fits snug; if not, bend the reinforcement so that it does (refer to Figure 10B).
Apply the two-part epoxy to the sail panel and the sail panel reinforcement, and place into position (refer to Figures 10A and 10B). The reinforcement should fit snug and should not require clamping. If the unit is not equipped with a brace from the factory, then ensure that the offset is filled with two-part epoxy material.
Apply the two-part epoxy to the roof panel and the roof panel reinforcement, and place into position (refer to Figures 11A and 11B). The reinforcement should rest in place on top of the drip molding and should not require clamping.
Apply 10 degree F direct heat for five minutes using a heat gun. Hold the heat gun 8-10 inches from the inside surface of roof and sail panels and apply heat through the 3.5" x 5" access hole.
COVERING THE ACCESS HOLE
Shape cover plate by hand, to conform to contour of inner roof (refer to Figure 12).
Secure upper rear attachment with standard part sheet metal screw (refer to Figure 13).
Align cover plate over access hole and drill. Secure attachment holes in sequence (refer to Figure 14). Install each screw right after drilling hole. Do not drill several holes at once, otherwise holes may not match perfectly.
Remove sheet metal screws (refer to Figure 15).
Score the periphery of the plate and wipe clean (refer to Figure 16).
Apply two-part epoxy around the perimeter of the cover plate (refer to Figure 17).
Secure the cover plate in the inner roof with 6 rivets (refer to Figure 18).
PRIME, PAINT, AND HOLD UNIT
Sand and clean the roof for priming.
Mix and apply (2.0 mils) urethane primer surfacer per manufacturer’s label.
Mix and apply (2.0 mils) topcoat material per manufacturer’s label instructions.
Re-install the fiberglass roof and all trim panels.
NOTE: If the vehicle was not equipped with a headliner, install one for the customer.
Hold the vehicle for 24 hours to ensure sufficient curing time for the two-part epoxy material.













------
Roof Cracks Repair Kit pic in TSB 96-20-11 for 80-96; part# F5TZ-9850223

by Trucky18 (B'co)
 
#119 ·
Programmable Speedometer/Odometer Module (PSOM) Pointer Waiver TSB 96-21-11 by Ford for 92-96
Programmable Speedometer/Odometer Module Pointer Waiver Article No. 96-21-11
ISSUE: The speedometer needle may waver and/or a light surge may occur on some vehicles when speed control is used
at highway speeds between 80-113 km/h (50-70 mph). This may be due to slight dents/chips in either the exciter ring
or the Vehicle Speed Sensor (VSS) and air gaps between the VSS and the exciter ring.
ACTION: Replace the Programmable Speedometer/Odometer Module (PSOM) if required. New PSOM's come with increased immunity to system
variability. Refer to the following Diagnostic Procedure for details.
DIAGNOSTIC PROCEDURE
BRONCO/F-SERIES - Perform normal PSOM diagnostics per Pinpoint Tests "H" and "J" of the 1996 F-Series/Bronco
Body/Chassis Service Manual, Pages 13-01-30 through 13-01-32 and Pinpoint "B" of the 1996 Powertrain/Drivetrain Service Manual,
Page 10-03-11.
1. Any slight dents, chips, etc., in either the exciter ring or VSS will create needle waver. Measure air gap between
the VSS and exciter ring. It should be 0.38-0.51 mm (0.015-0.020").
2. Check exciter ring runout per the same ring gear backface runout procedure of the appropriate model 1996
Powertrain/Drivetrain Service Manual, Section 05-00. Make sure the exciter ring is mounted correctly to the
ring gear. If runout is more than 0.1 mm (0.004"), perform the differential runout check per the procedure in the
appropriate model 1996 Powertrain/Drivetrain Service Manual, Section 05-02A or 05-02D, to find cause and repair as needed.
3. If all items listed above check good, replace the Instrument Cluster Assembly. Obtain the correct service part number from the Parts Catalogue
and then contact the Electronic Odometer Exchange Center at (800) 259-9700 for U.S. Dealers and (800) 663-9974 for Canadian Dealers.
NOTE: DEALERSHIP MUST TELL THE ODOMETER EXCHANGE CENTER THAT YOU NEED A PSOM3 LEVEL CLUSTER FOR A SPEEDOMETER NEEDLE WAVER CONCERN.
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
Bronco 962111B Replace Programmable 0.7 hour
BASIC PART NO. CODE 10849 06
OASIS CODES: 204000, 204100, 204200, 205000
 
#120 ·
Frame Rivet TSB 97-4-7 for 80-96
This TSB article is being republished in its entirety to include 1997 model year vehicles.
ISSUE: Damaged or loose frame rivets should be replaced with approved service bolts. WELDING IS NOT ACCEPTABLE.
ACTION: If service is required, replace standard rivets with approved service bolts. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
NOTE: THE "HUCK" RIVET BETWEEN THE #1 CROSSMEMBER AND THE LH FRAME RAIL SHOULD BE SERVICED PER TSB 91-25-18. THIS PROCEDURE DOES NOT APPLY.
1. Inspect for a loose or damaged rivet.
2. Remove any damaged or loose rivets.
a. Drill a 3.175mm (1/8") hole through the rivet.
b. Redrill the same hole through the shank of the rivet.
l Use an 8.731mm (11/32") drill for 3/8" and 10mm rivets.
l Use a 9.525mm (3/8") drill for 11.113mm (7/16") rivets.
c. Remove the rivet head with an air chisel.
d. Drive out the rivet with a punch and hammer.
3. Line ream the hole to the replacement bolt nominal size with a hole tolerance of ±0.127mm (0.005").
4. Free hole of burrs after reaming to allow bolt head and nut to seat properly.
5. Select the bolt length to have a minimum of two (2) threads protruding from outer face of nut. Refer to the following Bolt Selection Chart for correct parts usage.
NOTE: IF A FLANGE HEAD NUT AND BOLT ARE NOT AVAILABLE, GRADE 5 HEX HEADS MAY BE SUBSTITUTED WITH ONE (1) FLATWASHER REQUIRED UNDER THE NUT AND ONE (1) FLATWASHER REQUIRED UNDER THE BOLT HEAD.
6. Check to be sure there is a 12.7mm (1/2") minimum clearance of bolt to adjacent components, except engine and transmission, which must have at least 19.05mm (3/4") clearance to allow for powertrain roll.
7. Tighten the bolts to the specifications shown in the Bolt Selection Chart.
NOTE: GRADE 8 BOLTS MAY BE SUBSTITUTED FOR ANY APPLICATION.


OTHER APPLICABLE ARTICLES: ² 96-4-11 SUPERSEDES: 96-15-11
WARRANTY STATUS: Eligible Under The Provisions Of Bumper to Bumper Warranty Coverage For 1992-97 Model Year Vehicles, Basic Warranty Coverage For All Other Model Year Vehicles
LABOR ALLOWANCE

OASIS CODES: 304000, 305000, 390000
 
#121 ·
Power Steering Noise TSB 93-26-5 by Ford for 90-94
This TSB Article is being republished in its entirety to include 1994 model year vehicles and to update the service procedure. This TSB article supersedes TSB 93-7-3 and TSB 93-3-4.
ISSUE: Noise heard from the Power Steering Pump may be caused by air in the system.
ACTION: Purge all air from the system to eliminate any noise caused by air. Perform the following "Purge Air From Power Steering System" service procedure for either of the following conditions:
l For Pre-Delivery vehicles with power steering noise complaints and evidence of aerated fluid. If noise persists, proceed with service diagnostics and repair procedures.
l For all other vehicles following the disconnecting/decoupling of any power steering hydraulic connections/couplings or for vehicles with evidence of aerated fluid. This does not include fluid top off procedures.
NOTE: IF THE AIR IS NOT PURGED FROM THE POWER STEERING SYSTEM CORRECTLY, A SECOND CUSTOMER CONCERN OR PUMP FAILURE COULD RESULT. THIS CONDITION CAN ONLY OCCUR ON PRE-DELIVERY VEHICLES WITH EVIDENCE OF AERATED FLUID OR VEHICLES THAT HAVE HAD STEERING COMPONENT SERVICE.
FLUID LEVEL TOP OFF - PROCEDURE
1. Check and fill pump reservoir to dipstick FULL COLD or remote reservoir center mark.
2. Disable ignition by disconnecting the EDIS/DIS/TFI module or, for remote TFI, disconnect CMP/Hall Effect/PIP sensor.
NOTE:
ON 7.3L DIESEL VEHICLES, THE FUEL SHUTOFF SOLENOID (ON THE INJECTION PUMP) MUST BE DISCONNECTED TO PREVENT STARTING.
3. Crank engine 30 seconds, check fluid level and add if required.
4. Crank engine 30 seconds while cycling the steering wheel lock to lock.
NOTE: DO NOT HOLD STEERING WHEEL ON STOPS.
5. Check fluid level and add fluid if required.
AIR PURGE WITH VACUUM EXTERNAL SOURCE - PROCEDURE
1. Tightly insert the rubber stopper of the air evacuator assembly into pump reservoir.
2. Reconnect connection used to disable ignition and start vehicle.
3. Apply 20-25 in-Hg. (68-85 kPa) maximum vacuum for minimum of three minutes at idle; maintain maximum vacuum with vacuum source. Refer to Figure 1.

4. Release vacuum and remove vacuum source.
5. Add fluid to FULL WARM or reservoir center mark.
6. Reinstall vacuum source and apply 20-25 in-Hg (68-85 Kpa) vacuum.
7. Cycle steering wheel from lock to lock every 30 seconds for approximately 5 minutes.
NOTE:
DO NOT HOLD STEERING WHEEL ON STOPS.
8. Shut engine off, release vacuum and remove vacuum source.
9. Add fluid if necessary and install dipstick or reservoir cap.
10. Start engine and cycle steering wheel from lock to lock every 30 seconds for approximately 5 minutes.
NOTE:
DO NOT HOLD STEERING WHEEL ON STOPS.
11. Check for oil leaks at all connections.
NOTE:
IN SEVERE CASES IT MAY BE NECESSARY TO REPEAT AIR PURGE WITH VACUUM SOURCE PROCEDURE.
OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 93-7-3
WARRANTY STATUS: Eligible Under Basic Warranty Coveraage For 1990-91 Model Ford, Mercury And Light Trucks, Major Component Coverage For 1990 Model Lincolns, Bumper To Bumper Warranty Coverage For 1992 And Later Model Ford, Mercury And Light Trucks And 1991 And Later Model Lincolns
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 303000, 702000, 702100
 
#122 ·
Paint Color Chart, Aftermarket Supplier Cross-Reference List TSB 95-24-04
ISSUE: The following color charts provide all of the supplier paint code numbers from the Ford two-digit paint codes listed on the Vehicle Certification Label



Figure 3 - Article 93-24-04
OTHER APPLICABLE ARTICLES: NONE WARRANTY STATUS: INFORMATION ONLY OASIS CODES: 106000
 
#123 ·
MIL Explanation with No Self Test Codes TSB 92-24-03 by Ford for 91-93
Publication Date: NOVEMBER 18, 1992
This TSB article is being republished in its entirety to include the Taurus and Sable models.
ISSUE: Occasionally, there are reports of the Malfunction Indicator Lamp (MIL) "Check Engine" or "Service Engine Soon" lamp being lit with no Self-Test codes in Continuous Memory. An explanation of three digit EEC IV Self-Test Codes has been developed along with reasons for the MIL lamp being lit with no accompanying Continuous Memory Self-Test codes.
ACTION: Refer to the following explanation of three digit EEC IV Self Test Codes to determine why the MIL lamp is sometimes lit with no accompanying Continuous Memory Self-Test codes.
OVERVIEW OF THREE DIGIT EEC IV SELF-TEST CODES
Ford went from two-digit to three-digit EEC IV Self-Test codes in 1991 to service the increasing number of service codes required to support various government On-Board Diagnostic (OBD) regulations. The phase-in from two-digit to three-digit codes started in the 1991 model year and is largely complete except for some medium/heavy trucks that will retain two digit codes through the 1994 model year.
MIL LAMP ACTIVATION
Following is a list of reasons why a technician may see the MIL lamp lit with no accompanying Continuous Memory Self-Test codes.
1) Technician Not Familiar With Self-Test Code Output
There are two types of EEC Self-Tests, Key On Engine Off (KOEO) and Key On Engine Running (KOER). While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Self-Test after any codes associated with hard faults are output.
Self-Test Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse.
A technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (111) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (111) to mean that Continuous Memory does not contain any codes.
2) Inadvertent Erasure Of Continuous Memory Self-Test Codes
Continuous Memory Self-Test codes are erased by ungrounding STI before KOEO Self-Test is complete and all KOEO and Continuous Memory codes have been displayed. It is possible to inadvertently erase Continuous Memory codes by ungrounding STI without realizing that KOEO Self-Test is not complete or the processor has not finished displaying all the codes.
The EEC Self-Test codes are not only used by service technicians, they are used as a final system test in the assembly plants. To make this test as efficient as possible, Self-Test codes are output as a very fast, short pulsewidth signal before the codes are displayed by the flashing MIL. These "FAST" codes can only be interpreted by end-of-line equipment or code-reading testers like Ford's Self-Test Automatic Readout (STAR) testers.
The EEC IV processor puts out both 2-digit and 3-digit Self-Test codes in both formats, "FAST" pulsewidth mode and "SLOW" pulsewidth mode. While all "STAR" type testers display 2-digit codes, the original STAR tester cannot display 3-digit service codes. If the STAR tester is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. The SUPER STAR II tester will only display 3-digit service codes in "FAST" code mode. If slow code mode is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. For more information on running Self-Test, refer to the "EEC IV Quick Test Procedures and Appendix" section of the Powertrain Control/Emissions Diagnosis Service Manual.
Since certain STAR testers are capable of reading and displaying fast codes before the slow codes are finished being output on the MIL, a technician can assume that since he sees codes displayed, he can unground STI and move on. If he ungrounds STI before all slow codes are output, Continuous Memory will be erased and could put out a pass code (11/111) the next time KOEO Self-Test is run. The technician may also realize that his tester is in "SLOW" mode after he has initiated the KOEO test and stop the test to change tester settings. Another possibility is that another person, a vehicle owner or another technician, could have erased the codes before the technician reporting the situation has run Self-Test. In any of these situations, the vehicle must be driven until the Continuous Memory codes are reset.
3) The Concern That Set The Continuous Memory Code Is No Longer Present
The EEC processor will erase a Continuous Memory code if the concern that caused it has not been present for 40 or 80 warm-up cycles, depending on the vehicle. A warm-up cycle occurs when the vehicle is started with the coolant temperature below 120° F (49° C) and then shutdown with the coolant temperature above 150° F (66° C). If a vehicle is brought in for service with a MIL complaint and the vehicle is driven or otherwise allowed to warm-up before Self-Test is run, the code may be cleared before the technician tests it.
4) Grounded STO/MIL Circuit
The processor controls the MIL by grounding the STO/MIL circuit (Pin 17). If this circuit shorts to ground, whether the processor is controlling it or not, the MIL will be lit. Starting in 1991, if the processor has lit the MIL, it will hold it on for a minimum of 10 seconds. If the MIL flashes quickly, the concern is probably the STO/MIL circuit shorting intermittently to ground.
5) Engine Running In HLOS
The EEC processor will enter Hardware Limited Operation Strategy (HLOS) if it detects a problem that could cause further damage to the system. Under HLOS, the processor modifies its operating strategy so that certain functions are disabled but the vehicle can be safely driven in for service. If the vehicle is in HLOS, Continuous Memory codes will not be set and Self-Test cannot be initiated. However, Continuous codes that were set before the processor entered HLOS will be retained.
6) Misinterpretation Of MIL Bulb Check
The MIL will light as a bulb check if the key is on and the engine is not running. If the engine is running and stalls or stops for any reason with the key on, the MIL will be lit and no Continuous Memory codes will be set. When the key is first turned on, the MIL will stay lit briefly after the engine is started as part of the bulb check feature.
7) MIL Flashes During Self-Test
The circuit that controls the MIL is also the Self-Test Output (STO) circuit that goes to the Self-Test connector. The MIL will flash during Self-Test as the STO circuit is cycled on and off. This is normal and no Continuous codes are set.
8) Processor KAM Is Erased Or Fails
The Keep Alive Memory (KAM) within the processor must always have voltage supplied to it. This voltage is supplied by the Keep Alive Power (KAPWR) circuit (Pin 1) that connects directly to the battery. KAM contains adaptive parameter tables that allow the processor to adapt to different operating requirements. It also contains the Continuous Memory codes. Continuous Memory codes will be erased any time KAPWR is disconnected (i.e. battery disconnected, processor disconnected, breakout box installed, open in the wire, etc.). If KAM fails within the processor, all Continuous codes will also be erased.
9) Damaged STAR Tester
A damaged STAR tester can produce erroneous code output or accidentally erase Continuous Memory.
10) KOEO Processor RAM Test Failed
The processor's Random Access Memory (RAM) is tested during KOEO Self-Test. If the processor's RAM has failed, the MIL will light and no codes are output.
11) Intermittent VSS Fault Detected In Wiggle Mode
If in wiggle mode (STI grounded) and an intermittent Vehicle Speed Sensor (VSS) fault is detected, the MIL can be lit momentarily. If the VSS signal returns to normal, the associated code is erased. In normal operation, the VSS will not light the MIL.
12) IDM Pulsewidth Not Recognized By Processor (EDIS Vehicles)
EDIS vehicles can have the MIL on with no Continuous codes if the processor does not recognize the Ignition Diagnostic Monitor (IDM) pulsewidth. In this case, coil pack failure codes may not be set since the fault filters can be erased before they reach the threshold that sets the code.
13) Intermittent Ignition System Fault
Vehicles with a Cylinder Identification (CID) sensor can light the MIL with no Continuous codes present if an intermittent ignition system fault is present long enough to activate the MIL and then goes away. The CID sensor can indicate that the fault was momentary and clear the coil pack faults but the CID fault may not register if the fault goes away fast enough.
14) Intermittent Open STI Circuit
If the Self-Test Input (STI) circuit opened during KOEO Self-Test or code output, Continuous Memory would be cleared.
15) Power Lost To EEC Processor
On some applications, the processor can lose power while the MIL stays powered. The MIL can light if a ground path is present through the processor.
16) Other Warning Lamps Mistaken For MIL
The MIL can sometimes be confused with other warning lamps like the amber Air Bag lamp if they are located near each other in the dash panel.
17) Development Testing Or Wrong Processor Released To Production
The MIL can be lit without Continuous codes during testing or if the wrong processor is installed.
 
#124 ·
Oil, SAE Viscosity Recommendation TSB 98-8-16 by Ford for 89-96
APRIL 26, 1999
ISSUE: Ford Motor Company now recommends SAE 5W-30 viscosity grade forservicing any Ford gasoline-powered vehicle regardless of model year.
ACTION: When servicing any Ford gasoline-powered vehicle, use SAE 5W-30 viscosity grade motor oil. Refer to the following text for further details.
Both SAE 10W-30 and SAE 5W-30 viscosity grade motor oils have been recommended in the past depending on vehicle model and model year.
Tests have proven SAE 5W-30 viscosity grade motor oil provides the optimum protection and benefits for Ford gasoline engines. At both high and low ambient temperature conditions, SAE 5W-30 provides the best overall protection. It allows faster starts under cold ambient temperatures.
SAE 5W-30 also provides approximately 1/2% increase in fuel economy over SAE 10W-30.
SAE 5W-30 viscosity grade motor oils certified for gasoline engines by the American Petroleum Institute (API) should be used for all service procedures requiring replacement of the motor oil.
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 490000, 499000
 
#125 ·
Fuel Pressure Regulator (FPR) Delay TSB 93-22-14 for 90-93 4.9
This TSB article is being republished in its entirety to include calibration 1-52J-R00 and to correct a typographical error in calibration 0-51H-R00.
CALIBRATION:
0-51R-R00, 0-51R-R02, 0-51F-R00, 0-51F-R02, 0-51H-R00, 0-51H-R02, 0-51G-R00, 0-51G-R02, 0-51E-R00, 0-51E-R02, 0-52L-R00, 0-52L-R02, 0-52R-R00, 0-52R-R02, 0-52S-R00, 0-52S-R02, 0-52Q-R00, 0-52Q-R02, 0-52K-R00, 0-52K-R01, 0-52K-R10, 0-52J-R00, 0-52J-R01, 0-52H-R00, 0-71J-R00, 0-71J-R01, 0-71J-R02, 0-72J-R00, 0-72J-R02, 1-51R-R00, 1-51F-R00, 1-51H-R00, 1-51G-R00, 1-51E-R00, 1-52L-R00, 1-52R-R00, 1-52S-R00, 1-52Q-R00, 1-52K-R00, 1-52J-R00, 1-52H-R00, 1-71J-R00, 1-72J-R00, 2-51R-R00, 2-51F-R00, 3-51F-R00, 2-51H-R00, 2-51G-R00, 2-51E-R00, 2-52L-R00, 2-52R-R00, 2-52S-R00, 2-52Q-R00, 2-52K-R00, 2-52J-R00, 2-52H-R00, 1-71J-R10, 1-72J-R10, 2-72M-R00
WARNING:
THIS MODIFICATION IS AUTHORIZED ONLY FOR THE LISTED ENGINE. PERFORMING THIS MODIFICATION ON OTHER ENGINE CALIBRATIONS IS UNAUTHORIZED AND COULD CREATE LIABILITY UNDER APPLICABLE FEDERAL OR LOCAL LAWS.
ISSUE: A stall may occur in NEUTRAL or PARK on initial start-up, within 15 seconds, as the engine RPM is coming off fast idle. This occurs because of insufficient fuel pressure on the cold start.
ACTION: Install a ported vacuum switch in the heater inlet hose to delay vacuum to the fuel pressure regulator and boost fuel pressure. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Confirm that the vehicle has been properly maintained. Verify a pass code 11 or 111 in EEC IV Self Test.**//
2. Confirm no other concerns are present such as ignition, fuel pressure, air intake, exhaust, etc. After all these areas have been checked and no other concerns exist, then proceed to Step 3.
3. Install an 85° F (29° C) ported vacuum switch (D5VY-9D473-B) in the heater inlet hose to delay vacuum to the fuel pressure regulator, boosting fuel pressure about 10 PSI on the cold start.
a. Cut the heater inlet hose about 12" (305 mm) from the inlet tube on the the thermostat housing, Figure 1.

Figure 1 - Article 93-22-14
b. Install tee assembly (F2TZ-18B402-A) and clamp both sides, Figure 1. Install switch into truck.
c. Install a 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the lower fitting (labeled S) of the ported vacuum switch. Using a vacuum elbow fitting (387065-S), connect it to the red vacuum line that goes to the fuel pressure regulator, Figure 1.
d. Add another 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the top fitting (labeled E) of the ported vacuum switch. Connect it to the fuel pressure regulator.
4. Install a fuel pressure gauge and verify that the fuel pressure drops about 10 PSI, at idle, when the engine temperature nears 85° F (29° C).
Obtain an Authorized Modifications Decal and list the date, dealer number, and summary of alterations performed. Select a prominent place adjacent to the Vehicle Emission Control Information Decal suitable for installing the Authorized Modifications Decal. Clean the area, install the decal, and cover it with a clear plastic decal shield.

OTHER APPLICABLE ARTICLES: ² 91-22-8 ² 92-12-17 ² 92-18-11 ² 92-9-13
SUPERSEDES: 93-9-15
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 92/93 Models, Basic Warranty Coverage For 90/91 Models
OASIS CODES: 602300, 607000, 607400, 607500
 
#126 ·
MAF Servicing TSB 96-22-5 by Ford for 94-96
ISSUE: The Mass Air Flow (MAF) sensor is not designed to be removed from its body (die-cast or plastic) for servicing. The sensing elements located inside the by-pass tube can be damaged by poking/probing/touching.
ACTION: Service the MAF sensor as an assembly (refer to Figure 1).

Figure 1 - Article 96-22-5
WARNING: DO NOT DISASSEMBLE THE MAF SENSOR.
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 203000, 204000, 206000, 607000, 610000, 610500, 611000, 611500, 614000, 614500, 698298
 
#127 ·
MAF Contamination TSB 98-23-10 by Ford for 94-96
ISSUE: This TSB article is a diagnostic procedure to address vehicles that exhibit lean driveability symptoms and may or may not have any Diagnostic Trouble Codes (DTCs) stored in memory.
ACTION: Follow the diagnostic procedures described in the following Service Tip. The revised diagnostic procedure is a more accurate means of diagnosing the symptoms.
SERVICE TIP MASS AIR FLOW (MAF) DISCUSSION
MAF sensors can get contaminated from a variety of sources: dirt, oil, silicon, spider webs, potting compound from the sensor itself, etc. When a MAF sensor gets contaminated, it skews the transfer function such that the sensor over-estimates air flow at idle (causes the fuel system to go rich) and under-estimates air flow at high air flows (causes fuel system to go lean). This means Long Term Fuel Trims will learn lean (negative) corrections at idle and learn rich (positive) corrections at higher air flows.
If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to provide maximum power. If the MAF sensor is contaminated, the fuel system will actually be lean because of under-estimated air flow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections that have been learned during closed loop operation. These corrections are often lean corrections learned at lower air flows. This combination of under-estimated air flow and lean fuel trim corrections can result in spark knock/detonation and lack of power concerns at WOT and high loads.
One of the indicators for diagnosing this condition is barometric pressure. Barometric pressure (BARO) is inferred by the Powertrain Control Module (PCM) software at part throttle and WOT (there is no actual BARO sensor on MAF-equipped vehicles, except for the 3.8L Supercharged engine). At high air flows, a contaminated MAF sensor will under-estimate air flow coming into the engine, hence the PCM infers that the vehicle is operating at a higher altitude. The BARO reading is stored in Keep Alive Memory (KAM) after it is updated. Other indicators are Long Term Fuel Trim and MAF voltage at idle.
NOTE: THE FOLLOWING PROCEDURE MAY ALSO BE USED TO DIAGNOSE VEHICLES THAT DO NOT HAVE FUEL SYSTEM/HO2S SENSOR DTCs.
Symptoms
Lack of Power
Spark Knock/Detonation
Buck/Jerk
Hesitation/Surge on Acceleration
Malfunction Indicator Lamp (MIL) Illuminated - DTCs P0171, P0172, P0174, P0175 may be stored in memory
OBDII DTCs
P0171, P0174 (Fuel system lean, Bank 1 or 2)
P0172, P0175 (Fuel system rich, Bank 1 or 2)
P1130, P1131, P1132, (HO2S11 lack of switching, Bank 1)
P1150, P1151, P1152, (HO2S21 lack of switching, Bank 2)
OBDI DTCs
181, 189 (Fuel system lean, Bank 1 or 2)
179, 188 (Fuel system rich, Bank 1 or 2)
171, 172, 173 (HO2S11 lack of switching, Bank 1)
175, 176, 177 (HO2S21 lack of switching, Bank 2)
184, 185 (MAF higher/lower than expected)
186, 187 (Injector pulse width higher/lower than expected)
NOTE: DO NOT DISCONNECT THE BATTERY. IT WILL ERASE KEEP ALIVE MEMORY AND RESET LONG TERM FUEL TRIM AND BARO TO THEIR STARTING/BASE VALUES. THE BARO PARAMETER IDENTIFICATION DISPLAY (PID) IS USED FOR THIS DIAGNOSTIC PROCEDURE. ALL OBDII APPLICATIONS HAVE THIS PID AVAILABLE. THERE ARE SOME OBDI VEHICLES THAT DO NOT HAVE THE BARO PID, FOR THESE VEHICLES OMIT THE BARO CHECK AND REFER ONLY TO STEPS 2, 3, AND 4 IN THE DIAGNOSTIC PROCEDURE.
1. Look at the BARO PID. Refer to the Barometric Pressure Reference Chart in this article. At sea level, BARO should read about 159 Hz (29.91 in. Hg). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be about 144 Hz (24.88 in. Hg.). Normal learned BARO variability is up to ±6 Hz (±2 in. Hg.). If BARO indicates a higher altitude than you are at (7 or more Hz lower than expected), you may have MAF contamination. If available, Service Bay Diagnostic System (SBDS) has a Manifold Absolute Pressure (MAP) sensor that can be used as a barometric pressure reference. Use "MAP/BARO" test under "Powertrain," "Testers and Meters." Ignore the hookup screen. Connect GP2 to the reference MAP on the following screen.
NOTE: REMEMBER THAT MOST WEATHER SERVICES REPORT A LOCAL BAROMETRIC PRESSURE THAT HAS BEEN CORRECTED TO SEA LEVEL. THE BARO PID, ON THE OTHER HAND, REPORTS THE ACTUAL BAROMETRIC PRESSURE FOR THE ALTITUDE THE VEHICLE IS BEING OPERATED IN. LOCAL WEATHER CONDITIONS (HIGH AND LOW PRESSURE AREAS) WILL CHANGE THE LOCAL BAROMETRIC PRESSURE BY SEVERAL INCHES OF MERCURY (±3 Hz, ±1 in. Hg.).
NOTE: BARO IS UPDATED ONLY WHEN THE VEHICLE IS AT HIGH THROTTLE OPENINGS. THEREFORE, A VEHICLE WHICH IS DRIVEN DOWN FROM A HIGHER ALTITUDE MAY NOT HAVE HAD AN OPPORTUNITY TO UPDATE THE BARO VALUE IN KAM. IF YOU ARE NOT CONFIDENT THAT BARO HAS BEEN UPDATED, PERFORM THREE OR FOUR HEAVY, SUSTAINED ACCELERATIONS AT GREATER THAN HALF-THROTTLE TO ALLOW BARO TO UPDATE.
2. On a fully warmed up engine, look at Long Term Fuel Trim at idle, in Neutral, A/C off, (LONGFT1 and/or LONGFT2 PIDs). If it is more negative than -12%, the fuel system has learned lean corrections which may be due to the MAF sensor over-estimating air flow at idle. Note that both Banks 1 and 2 will exhibit negative corrections for 2-bank system. If only one bank of a 2-bank system has negative corrections, the MAF sensor is probably not contaminated.
3. On a fully warmed up engine, look at MAF voltage at idle, in Neutral, A/C off (MAF V PID). If it's 30% greater than the nominal MAF V voltage listed in the Powertrain Control/Emissions Diagnosis (PC/ED) Diagnostic Value Reference Charts for your vehicle, or greater than 1.1 volts as a rough guide, the MAF sensor is over-estimating air flow at idle.
4. If at least two of the previous three steps are true, proceed to disconnect the MAF sensor connector. This puts the vehicle into Failure Mode and Effects Management (FMEM). In FMEM mode, air flow is inferred by using rpm and throttle position instead of reading the MAF sensor. (In addition, the BARO value is reset to a base/unlearned value.) If the lean driveability symptoms go away, the MAF sensor is probably contaminated and should be replaced. If the lean driveability symptoms do not go away, go to the PC/ED Service Manual for the appropriate diagnostics.
NOTE:
DUE TO INCREASINGLY STRINGENT EMISSION/OBDII REQUIREMENTS, IT IS POSSIBLE FOR SOME VEHICLES WITH MAF SENSOR CONTAMINATION TO SET FUEL SYSTEM DTCs AND ILLUMINATE THE MIL WITH NO DRIVEABILITY CONCERNS. DISCONNECTING THE MAF ON THESE VEHICLES WILL, THEREFORE, PRODUCE NO IMPROVEMENTS IN DRIVEABILITY. IN THESE CASES, IF THE BARO, LONGFT1, LONGFT2, AND MAF V PIDs INDICATE THAT THE MAF IS CONTAMINATED, PROCEED TO REPLACE THE MAF SENSOR.
After replacing the MAF sensor, disconnect the vehicle battery (5 minutes, minimum) to reset KAM, or on newer vehicles, use the "KAM Reset" feature on the New Generation Star (NGS) Tester and verify that the lean driveability symptoms are gone.
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 206000, 610000, 610500, 610600, 610700, 611000, 611500, 612000, 612500, 614000, 614500, 614600, 698298
 
#128 ·
Instrument Panel, Loose Right Hand Attachment to Cowl Side TSB 94-15-13 by Ford for 92-94 Bronco, F-150-350 Series
NOISE—“RATTLE” COMING FROM RIGHT SIDE OF INSTRUMENT PANEL
FORD: 1992-1994 BRONCO, F SUPER DUTY, F-150-350 SERIES
ISSUE
A “rattling” noise may come from the right hand PART NUMBER PART NAME
side of the instrument panel. This occurs when the F4TZ-1504366-A Instrument Panel Service Kit
cowl attachment cracks causing the instrument
panel to become loose. OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The
ACTION Provisions Of Bumper To
Install a metal bracket to the right side of the Bumper Warranty Coverage
instrument panel to secure instrument panel to cowl. OPERATION DESCRIPTION TIME
Refer to Instruction Sheet #6551. 941513A Install Bracket 1.0 Hr.
DEALER CODING
Service Kit (F4TZ-1504366-A) consists of:
CONDITION
• One (1) bracket BASIC PART NO. CODE
• Three (3) rivets 04366 01
• One (1) Instruction Sheet #6551 OASIS CODES: 107000, 702300

see dash repair brackets fabrication & installation in a 95 by 95_BRONCO_XLT_GW (95_G&W_XLT)
 
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