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66-96 Ford Broncos - Early & Full Size

miesk5

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About miesk5

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    1996

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  1. UYo George, The two codes have nothing to do with the transmission or 4WABS. See some of the items that I highlighted, such as: Air leaks after the MAF. check tubes from MAF TO TBVacuum leaks. See my Vacuum leak test @ https://www.fullsizebronco.com/forum/21-noobie-bronco-tech-questions-flame-free-zone/206824-help-dtc-codes-idle.html ... post #11 plus some I couldn't highlight due to screen freezes; Contaminated injector(s) Check vapor cannister, hoses to Vapor Management Valve (VMV) & TB.Improperly seated dip stick.EGR, Leaking gasket. Stuck open EGR valve. Leaking diaphragm.Exhaust leaks before or near the HO2S's.Verify integrity of the PCV system. Check vacuum hose & valve itself. .H47 CHECK RESISTANCE OF INJECTOR(S) AND HARNESSKey off.Disconnect PCM. Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary.Note: This erases Continuous Memory DTCs.Install breakout box, leave PCM disconnected.Note: If misfire DTCs are displayed with the Fuel Control DTCs, use the misfire DTCs to determine the injector circuits requiring testing.Measure resistance between suspect injector Test Pin(s) and Test Pin 71 or 97 at the breakout box using the chart below.Cyl# Test Pin# Cyl# Test Pin#... ➡️ETC, See Step Z1 INTERMITTENT TEST PROCEDURE But you'll need someome to run the intermittent tests with with a code reader that can show the Parameter Identification (PID) values. This allows access to powertrain control module (PCM) information. This includes analog and digital signal inputs and outputs along with calculated values and system status. I don't have access to all the values. An automotive electrical repair shop should be able to do it if local shops can"t.
  2. Yo Josh, Doubt that PB400 will fit your Bronco. Call Setina to confirm. We have used the PB100 on our 96 a few times to push cars to roadside with no damage to them or our 96.
  3. Yo Guest, WELCOME! For now; Section 04-00: Suspension, Service 1996 F-150, F-250, F-350, F-Super Duty and Bronco Workshop Manual ADJUSTMENTS Wheel Bearings, Front Raise the vehicle until the tire clears the floor. Grasp each front tire at the top and bottom and push the wheel (1007) inward and outward while lifting the weight of the tire off the front wheel bearings. Make sure the wheel rotates freely and the brake pads are retracted sufficiently to allow movement of the wheel assembly. If the wheel/hub-rotor is loose on the front wheel spindle (3105) or does not rotate freely, adjust the front wheel bearings as described in the appropriate section in Group 04. Check that the final end play of the front disc brake hub and rotor on the front wheel spindle is 0.00-0.50mm (0.000-0.002 inch). CAUTION: Excessive end play or torque greater than 2.3 Nm (20 lb-in) to rotate hub and rotor will result in excessive wear of wheel bearings. G2 INSPECT WHEEL BEARINGS Spin front tires by hand to check for wheel bearing roughness. Check bearing end play. Is end play OK? Section 05-03C: Wheel Hubs and Bearings, Front Wheels, 4-Wheel Drive 1996 F-150, F-250, F-350, and Bronco Workshop Manual ADJUSTMENTS Front Wheel Bearing, Automatic Locking Hubs SPECIAL SERVICE TOOL(S) REQUIRED Description Tool Number Hub Nut Wrench T95T-1197-A Hub Nut Wrench T95T-1197-B Raise the vehicle and install safety stands. Remove the hublock assembly. Refer to Automatic Locking Hub removal and installation in this section. Remove retaining lock ring or C-ring and three-piece thrust washers. Remove cam assembly and wheel nut retaining key (if not already removed). Loosen wheel bearing retainer (nut) using Hub Nut Wrench T95T-1197-A for F-150 and Bronco or T95T-1197-B for F-250 and F-350 with automatic locking hubs. While rotating rotor and hub, retighten wheel bearing retainer (nut) to 68 Nm (50 lb-ft) to seat wheel bearings. Back off nut 90 degrees (1/4 turn). Tighten wheel retainer nut to 1.8 Nm (16 lb-in). If necessary, tighten nut to next slot to allow installation of retainer key. Install retaining key into the spindle keyway by inserting the short leg into the aligned slot in nut. Press all the way into position until curved portion of retaining key is seated into counterbore of wheel retainer (nut). Install cam assembly. CAUTION: Improper sequence of three-piece thrust washers will result in excessive wear of assembly. Install three washers in order: metal washer first, plastic washer second and splined washer last. Install C-ring or lock ring. Align legs of cam assembly for installation of hub body. Check that the final end play of the front disc brake hub and rotor on the front wheel spindle is 0.00-0.50mm (0.000-0.002 inch). ➡️➡️ CAUTION: Excessive end play or torque greater than 2.3 Nm (20 lb-in) to rotate hub and rotor will result in excessive wear of wheel bearings. Torque required to rotate the front disc brake hub and rotor is not to exceed 2.3 Nm (20 lb-in). Install hublock. Tighten screws to 4-6 Nm (35-53 lb-in). Remove safety stands. Lower vehicle. Manual Locking Hubs SPECIAL SERVICE TOOL(S) REQUIRED Description Tool Number Hub Locknut Wrench T83T-1197-B Raise the vehicle and install safety stands. Remove caliper and brake pads. Refer to Section 06-03. Remove the hublock assembly. Refer to the Manual Locking Hub removal and installation procedures in this section. Remove C-ring and three-piece thrust washers (if not already removed). Remove the outer lock nut with Hub Lock Nut Wrench T83T-1197-B for F-150 and Bronco or Spanner Locknut Wrench D85T-1197-A or equivalent for F-250 and F-350. Remove the lockwasher and loosen inner lock nut. Using spanner lock nut wrench while rotating the front disc brake hub and rotor (1102) back and forth, tighten the inner lock nut to 68 Nm (50 lb-ft) to seat the bearing. Back off the lock nut 90 degrees. NOTE: Hole pattern of lockwasher is offset with keyway to provide half-position settings by flipping washer over to obtain closest hole. Install the lockwasher so the key is positioned in the groove of the front wheel spindle (3105). Tighten the inner lock nut, aligning the pin into the nearest lockwasher hole. Item Part Number Description 1 — Pin (Part of 1195) 2 1195 Inner Lock Nut 3 1198 Lockwasher 4 1197 Outer Lock Nut 5 T83T-1197-B (Model 44) Hub Lock Nut Wrench 6 D85T-1197-A (Models 50 and 60) Spanner Locknut Wrench A — Tighten to 68 Nm (50 Lb-Ft). Back Off 90 Degrees. B — Tighten to 217-278 Nm (160-205 Lb-Ft) Install the outer lock nut and tighten to 217-278 Nm (160-205 lb-ft) using Hub Locknut Wrench T83T-1197-B for F-150 and Bronco or Spanner Locknut Wrench D85T-1197-A or equivalent for F-250 and F-350. Check the final end play of the front wheel spindle. It should be 0.00-0.05mm (0.000-0.002 inch). Torque required to rotate the front disc brake hub and rotor is not to exceed 2.3 Nm (20 lb-in). ➡️➡️CAUTION: Improper sequence of three-piece thrust washers will result in excessive wear of assembly. Install three washers in order: metal washer first, plastic washer second and splined metal washer third. Install C-ring. Install the hublocks. Refer to Locking Hubs in the Removal and Installation portion of this section. Remove the safety stands. Lower the vehicle. Section 05-03C: Wheel Hubs and Bearings, Front Wheels, 4-Wheel Drive 1996 F-150, F-250, F-350, and Bronco Workshop Manual ADJUSTMENTS Front Wheel Bearing Automatic Locking Hubs SPECIAL SERVICE TOOL(S) REQUIRED Description Tool Number Hub Nut Wrench T95T-1197-A Hub Nut Wrench T95T-1197-B Raise the vehicle and install safety stands. Remove the hublock assembly. Refer to Automatic Locking Hub removal and installation in this section. Remove retaining lock ring or C-ring and three-piece thrust washers. Remove cam assembly and wheel nut retaining key (if not already removed). Loosen wheel bearing retainer (nut) using Hub Nut Wrench T95T-1197-A for F-150 and Bronco or T95T-1197-B for F-250 and F-350 with automatic locking hubs. While rotating rotor and hub, retighten wheel bearing retainer (nut) to 68 Nm (50 lb-ft) to seat wheel bearings. Back off nut 90 degrees (1/4 turn). Tighten wheel retainer nut to 1.8 Nm (16 lb-in). If necessary, tighten nut to next slot to allow installation of retainer key. Install retaining key into the spindle keyway by inserting the short leg into the aligned slot in nut. Press all the way into position until curved portion of retaining key is seated into counterbore of wheel retainer (nut). Install cam assembly. CAUTION: Improper sequence of three-piece thrust washers will result in excessive wear of assembly. Install three washers in order: metal washer first, plastic washer second and splined washer last. Install C-ring or lock ring. Align legs of cam assembly for installation of hub body. Check that the final end play of the front disc brake hub and rotor on the front wheel spindle is 0.00-0.50mm (0.000-0.002 inch). ➡️➡️CAUTION: Excessive end play or torque greater than 2.3 Nm (20 lb-in) to rotate hub and rotor will result in excessive wear of wheel bearings. Torque required to rotate the front disc brake hub and rotor is not to exceed 2.3 Nm (20 lb-in). Install hublock. Tighten screws to 4-6 Nm (35-53 lb-in). Remove safety stands. Lower vehicle. Manual Locking Hubs SPECIAL SERVICE TOOL(S) REQUIRED Description Tool Number Hub Locknut Wrench T83T-1197-B Raise the vehicle and install safety stands. Remove caliper and brake pads. Refer to Section 06-03. Remove the hublock assembly. Refer to the Manual Locking Hub removal and installation procedures in this section. Remove C-ring and three-piece thrust washers (if not already removed). Remove the outer lock nut with Hub Lock Nut Wrench T83T-1197-B for F-150 and Bronco or Spanner Locknut Wrench D85T-1197-A or equivalent for F-250 and F-350. Remove the lockwasher and loosen inner lock nut. Using spanner lock nut wrench while rotating the front disc brake hub and rotor (1102) back and forth, tighten the inner lock nut to 68 Nm (50 lb-ft) to seat the bearing. Back off the lock nut 90 degrees. NOTE: Hole pattern of lockwasher is offset with keyway to provide half-position settings by flipping washer over to obtain closest hole. Install the lockwasher so the key is positioned in the groove of the front wheel spindle (3105). Tighten the inner lock nut, aligning the pin into the nearest lockwasher hole. Item Part Number Description 1 — Pin (Part of 1195) 2 1195 Inner Lock Nut 3 1198 Lockwasher 4 1197 Outer Lock Nut 5 T83T-1197-B (Model 44) Hub Lock Nut Wrench 6 D85T-1197-A (Models 50 and 60) Spanner Locknut Wrench A — Tighten to 68 Nm (50 Lb-Ft). Back Off 90 Degrees. B — Tighten to 217-278 Nm (160-205 Lb-Ft) Install the outer lock nut and tighten to 217-278 Nm (160-205 lb-ft) using Hub Locknut Wrench T83T-1197-B for F-150 and Bronco or Spanner Locknut Wrench D85T-1197-A or equivalent for F-250 and F-350. Check the final end play of the front wheel spindle. It should be 0.00-0.05mm (0.000-0.002 inch). Torque required to rotate the front disc brake hub and rotor is not to exceed 2.3 Nm (20 lb-in). ➡️➡️CAUTION: Improper sequence of three-piece thrust washers will result in excessive wear of assembly. Install three washers in order: metal washer first, plastic washer second and splined metal washer third. Install C-ring. Install the hublocks. Refer to Locking Hubs in the Removal and Installation portion of this section. Remove the safety stands. Lower the vehicle.
  4. Yo Buddy, What a bummer! Hope lady luck smiles on your stable soonest!
  5. Yo tjg, This often happens. Use penetrating oil or make your own w/acetone (or nail polish remover) and ps fluid or auto trans fluid, 50/50 mix. Let it soak in for 20 minutes. Tap around the brass body. Most use a slightly smaller socket to tap into place. Or a tool similar to a Bolt Extractor https://www.amazon.com/Tools-Power-Grip-Extractor-7-Piece-394100/dp/B000EF1EHY/ref=asc_df_B000EF1EHY/?tag=hyprod-20&linkCode=df0&hvadid=309763890402&hvpos=1o1&hvnetw=g&hvrand=13312005223394683489&hvpone=&hvptwo=&hvqmt=&hvdev=t&hvdvcmdl=&hvlocint=&hvlocphy=9003904&hvtargid=pla-423287065638&psc=1 Our former local MOM and POP parts store would loan it out to regular customers. Now, the chain store owners quit helping. OTC automotive tools seem to dwell on recent years and current. Ford model years. Blazenxlt did this;pointing right on the old one, kinda a bitch to get to.new unit➡️old one out, took the trusty dremel to it so I could fit a rachet on it new one in." In past, some mechanics would use a Dremel remove some brass to fit a smaller socket on. "Use a sensor safe liquid thread sealant to coat the threads before installation. Using a tape type of sealant may electrically insulate the sensor not allowing the gauge to register. Install a new sensor.Tighten the 6-14 ft. lbs. (8-19 Nm) using a box-end wrench or sending unit pressure switch socket.
  6. Yo George, LTNS! This is Fords pin-point test that a Ford dealer tech would do with Ford's old Break-Out Box and th.e. electronic ignition (EI) system tester; so, as I mentioned in another thread here; In place of the break-out box, go to the EEC V connector pin instead; Substitute EEC V connector pin Number for breakout box number. EEC V Connector Pin Diagram http://broncozone.com/uploads/monthly_07_2011/post-3816-0-58198100-1310643563.gif Legend:( IGNORE �). Pin Number Circuit Circuit Function 1 315 (P/O) PCM to Transmission Shift Solenoid No. 2 2 658 (P/LG) PCM to Check Engine Indicator Lamp 3 Not Used 4 Not Used 5 Not Used 6 651 (BK/Y) Dedicated Ground 7 Not Used 8 Not Used 9 Not Used 10 Not Used 11 Not Used 12 Not Used 13 107 (P) PCM Flash EEPROM Power Supply 14 784 (LB/BK) 4x4 Low Range Switch to PCM Indicator Lamp 15 915 (PK/LB) J1850 Bus Negative/Data Negative (Return) to PCM 16 914 (T/O) J1850 Bus Positive/Data Positive 17 Not Used 18 Not Used 19 Not Used 20 Not Used 21 Not Used 22 Not Used 23 259 (O/R) Dedicated Ground to TFI Module 24 570 (BK/W) Dedicated Ground PCM 25 875 (BK/LB) Ground Logic Module 26 � Not Used 27 237 (O/Y) PCM to Transmission Shift Solenoid No. 1 28 � Not Used 29 224 (T/W) Transmission Overdrive Cancel Switch to PCM 30 � Not Used 31 � Not Used 32 � Not Used 33 676 (PK/O) Vehicle Speed Sensor � Negative (Return) to PCM 34 � Not Used 35 392 (P/LG) Heated Exhaust Gas Oxygen Sensor No. 3 to PCM 36 968 (T/LB) Mass Airflow Return 37 923 (O/BK) Transmission Oil Temperature to PCM 38 354 (LG/R) Engine Coolant Temperature Sensor to PCM 39 743 (GY) Air Charge Temperature Sensor to PCM 40 238 (DG/Y) Fuel Pump Monitor to PCM/Fuel Pump Relay to Safety Switch 41 198 (DG/O) A/C Pressure Switch to Control Relay 42 � Not Used 43 � Not Used 44 200 (BR) PCM to Air Management No. 2 (Was TAD) 45 � Not Used 46 � Not Used 47 360 (BR/PK) PCM to Electronic Vacuum Regulator � Constant Current 48 382 (Y/BK) PCM to Test Connector No. 2 49 395 (GY/O) Profile Ignition Pickup to PCM 50 929 (PK) PCM to Spark Angle Pulse Width/Spark Output 51 570 (BK/W) Dedicated Ground � PCM 52 � Not Used 53 924 (BR/O) PCM to Transmission Coast Clutch Solenoid 54 480 (P/Y) PCM to Transmission Converter Clutch Control 55 37 (Y) Battery to Load 56 191 (LG/BK) PCM Top Vapor Management Valve � Constant Current 57 310 (Y/R) Knock Sensor No. 1 to PCM 58 679 (GY/BK) Vehicle Speed Sensor � Positive to PCM 59 917 (DG/LG) Misfire Detection Sensor � Feed 60 74 (GY/LB) Heated Exhaust Gas Oxygen Sensor No. 1 to PCM 61 � Not Used 62 � Not Used 63 � Not Used 64 199 (LB/Y) Manual Lever Position Sensor to PCM 65 352 (BR/LG) Delta Exhaust Pressure Transducer to PCM 66 � Not Used 67 � Not Used 68 � Not Used 69 � Not Used 70 190 (W/O) PCM to Air Management No. 1 (Was TAB) 71 361 ® Power Output from PCM Relay 72 561 (T/R) PCM to Fuel Injector No. 7 Cylinder 73 559 (T/BK) PCM to Fuel Injector No. 5 Cylinder 74 557 (W) PCM to Fuel Injector No. 3 Cylinder 75 555 (T) PCM to Fuel Injector No. 1 Cylinder or Bank No. 1 76 570 (BK/W) Dedicated Ground � PCM 77 570 (BK/W) Dedicated Ground � PCM 78 � Not Used 79 911 (W/LG) PCM to Output Circuit Indicator Lamp/Overdrive Cancel Indicator 80 926 (LG/O) PCM to Fuel Pump Relay Control 81 925 (W/Y) PCM to Electronic Pressure Control No. 1 82 � Not Used 83 264 (W/LB) PCM to Idle Speed Control Motor No. 1 84 136 (DB/Y) Output Shaft Speed to PCM 85 � Not Used 86 � Not Used 87 94 (R/BK) Heated Exhaust Gas Oxygen Sensor No. 2 to PCM 88 See 967 (LB/R) Mass Air Flow Sensor to PCM 89 355 (GY/W) Throttle Position Sensor to PCM/Diesel Fuel Injector Pump Lever Sensor 90 351 (BR/W) Power to Engine Sensors 91 359 (GY/R) Sensor Signal Return 92 511 (LG) Stoplamp (Brake On/Off) Switch to Stoplamps 93 387 (R/W) HEGO Sensor Heater Voltage Monitor No. 1 to PCM 94 388 (Y/LB) HEGO Sensor Heater Voltage Monitor No. 2 to PCM 95 389 (W/BK) HEGO Sensor Heater Voltage Monitor No. 3 to PCM 96 � Not Used 97 361 ® Power Output from PCM Relay 98 562 (LB) PCM to Fuel Injector No. 8 Cylinder 99 560 (LG/O) PCM to Fuel Injector No. 6 Cylinder 100 558 (BR/LB) PCM to Fuel Injector No. 4 Cylinder 101 556 (W) PCM to Fuel Injector No. 2 Cylinder or Bank No. 2 102 � Not Used 103 570 (BK/W) Dedicated Ground � PCM 104 � Not Used ... DTCs P0172, P0174, P0171 AND P0175: FUEL SYSTEM AT THE CORRECTED ADAPTIVE LIMITS Diagnostic Trouble Codes (DTCs) P0171 bank (1) (cylinder #1) and DTC P0174 bank (2) indicate the fuel/air ratio is too lean. miesk5 NOTE; FORD'S naming convention is that bank one is the same bank as where the number one cylinder is; sensor one and two are in the Y before the cat & sensor 3 is after the cat. Source The fuel adaptive system is at the rich correction limit. DTC P0172 bank (1) and DTC P0175 bank (2) indicate the fuel/air ratio is too rich. The fuel adaptive system is at the lean correction limit.DTCs HO2S Reference list: HO2S-11 = DTCs P0171 and P0172 DTCs P0174 and P0175 Possible causes:Fuel system Excessive fuel pressure. Leaking fuel injector(s). Leaking fuel pressure regulator. Pull vacuum hose off, any fuel or aroma, replace FPR. Low fuel pressure. Contaminated injector(s) Induction system: Air leaks after the MAF. check tubes from MAF TO TB Vacuum leaks. See my Vacuum leak test @ https://www.fullsizebronco.com/forum/21-noobie-bronco-tech-questions-flame-free-zone/206824-help-dtc-codes-idle.html ... post #11. Restricted air inlet from atop radiator support through air filter through throttle body. Check air intake for leaks, obstructions and damage. Fuel purge system. Check vapor cannister, hoses to Vapor Management Valve (VMV) & TB. Improperly seated dip stick. EGR, Leaking gasket. Stuck open EGR valve. Leaking diaphragm. Base engine: Oil overfill. Cam timing. Cylinder compression. Exhaust leaks before or near the HO2S's. Verify integrity of the PCV system. Check vacuum hose & valve itself. Are there any of the above concerns? Yes SERVICE as necessary. RERUN Quick Test. No, GO to Pinpoint Test Step DC25. If MAF reading is within specification, return to Pinpoint Test Step H42. Check MAF for contamination; see below) *** Over oiled K&N Air filters can cause this *** H42 INITIATE KOER SELF-TEST Key off. Scan Tool connected. Disconnect fuel vapor hose from TB and plug fitting at TB. Start engine and run at 2000 rpm for 1 minute and return to idle. Enter Key On Engine Running (KOER) Self-Test. Are HO2S DTCs P1127, P1128 P1129, P1131, P1132, P1151 or P1152 present? Yes If DTC(s) P1127, P1128, or P1129 are present, GO to Section 5A, Powertrain Diagnostic Trouble Code (DTC) Charts and SERVICE those DTCs first. If DTC(s) P0131 and/or P0151 are present in Continuous Memory, SERVICE DTC P0131 or P0151 in the order they are displayed. GO to H27. All others, GO to H43. No For DTCs P1130, P1150, P0171, P0174, P0172 and P0175: GO to H43. If DTC(s) P1132 and/or P1152 are no longer present, RECONNECT fuel vapor line. GO to HW43. All others: The fault that produced the DTC is an intermittent. GO to Pinpoint Test Step Z1 with the following data: HO2S-11, 21 PIDs and list of Possible Causes. H43 CHECK FUEL PRESSURE WARNING: THE FUEL SYSTEM IS PRESSURIZED WHEN THE ENGINE IS NOT RUNNING. TO PREVENT INJURY OR FIRE, USE CAUTION WHEN WORKING ON THE FUEL SYSTEM. Key off. Install fuel pressure gauge. Verify vacuum source to fuel pressure regulator. If engine will start: Start engine and idle. Record fuel pressure. Increase engine speed to 2500 rpm and maintain for one minute. Record fuel pressure. No Start: Cycle key on and off several times. Record fuel pressure. Is the fuel pressure between 30-45 psi (210-310 kPa)? Yes Fuel system is capable of required fuel pressure. GO to H44. No Fuel pressure out of specification. GO to Pinpoint Test HC. H44 CHECK SYSTEM ABILITY TO HOLD FUEL PRESSURE Fuel pressure gauge installed. Cycle key on and off several times. Verify there are no external leaks (repair as necessary). Does the fuel pressure remain within 5 psi of the highest reading after one minute? Yes For DTCs P1130, P1150, P0171, P0172, P0174 and P0175: GO to H45. For No Starts: GO to H46. For fuel control DTCs displayed with misfire DTCs: GO to H47. All other DTCs: GO to H51. No No Excessive pressure loss. GO to Pinpoint Test Step HC3. H45 CHECK SYSTEM ABILITY TO HOLD FUEL PRESSURE WITH KEY ON Fuel pressure gauge installed. Cycle key on then off several times. Turn key on and engine off, monitor fuel pressure gauge. Does the fuel pressure remain within 5 psi of the highest reading after 10 seconds? Yes For DTCs P1130, P1150, P0171 and P0174: GO to H47. No For DTCs P0172 and P0175: GO to H49. H46 CHECK ABILITY OF INJECTOR(S) TO DELIVER FUEL Pressure gauge installed. Cycle key several times. Locate a6nd disconnect the Inertia Fuel Shutoff (IFS) Switch. Monitor pressure gauge while cranking the engine for at least five seconds. Was there a pressure drop greater than 5 psi (34 kPa) while cranking the engine? Yes The EEC-V System is not the cause of the no start. REMOVE the fuel pressure gauge. RECONNECT the IFS switch. REFER to Symptom Flowcharts, Symptom Flowcharts, for further diagnosis. No, REMOVE fuel pressure gauge. RECONNECT IFS switch. GO to H47. H47 CHECK RESISTANCE OF INJECTOR(S) AND HARNESS Key off. Disconnect PCM. Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary. Note: This erases Continuous Memory DTCs. Install breakout box, leave PCM disconnected. Note: If misfire DTCs are displayed with the Fuel Control DTCs, use the misfire DTCs to determine the injector circuits requiring testing. Measure resistance between suspect injector Test Pin(s) and Test Pin 71 or 97 at the breakout box using the chart below. Cyl# Test Pin# Cyl# Test Pin# 1 75 5 73 2 101 6 99 3 74 7 72 4 100 8 98 Is the resistance between 11.0-18.0 ohms? Yes Fuel injector and harness resistance is OK. GO to H50. No GO to H48. H48 CHECK CONTINUITY OF FUEL INJECTOR HARNESS Key off. Breakout box installed, PCM disconnected. Disconnect injector harness connector at the suspect injector. Measure the resistance between Test Pin 71 or 97 at the breakout box and the VPWR pin at the injector harness connector. Measure resistance between the Injector Test Pin(s) at the breakout box and the Injector Signal Pin at the injector connector. (Refer to chart in H47 for Injector Pin location.) JIs each resistance less than 5.0 ohms? Yes GO to H49. No SERVICE open harness circuit. REMOVE breakout box. RECONNECT PCM and fuel injectors. RERUN Quick Test. H49 CHECK INJECTOR HARNESS CIRCUIT FOR SHORT TO POWER OR GROUND Key off. Breakout box installed, PCM disconnected. Suspect fuel injector harness disconnected. Measure resistance between the injector Test Pin(s) and Test Pin 71 or 97, 24, 76 and 103 at the breakout box (refer to chart in H47). Measure the resistance between the Injector Test Pin(s) at the breakout box and chassis ground. Is each resistance greater than 10,000 ohms? Yes GO to H50. No SERVICE short circuit. REMOVE breakout box. RECONNECT PCM and all fuel injector(s). RERUN Quick Test. H50 CHECK INJECTOR DRIVER SIGNAL Requires standard 12 volt test lamp. Key off. Breakout box installed. Connect PCM to breakout box. Connect test lamp between Test Pin 71 or 97 and each injector Test Pin (refer to chart in H47). Crank or start engine. Note: Properly operating system will show a dim glow at idle on the test lamp. Does test lamp have a dim glow while cranking or running engine? Yes REMOVE breakout box. RECONNECT PCM. GO to H51. No, No light/Continuous bright light. REPLACE PCM. REMOVE breakout box. RERUN Quick Test. H51 FLOW TEST FUEL INJECTOR(S) Flow test fuel injector(s). Use the Rotunda Injector Tester 164-R3750, SBDS Injector Tester or equivalent to flow test the injectors according to the instructions for the injector tester. Is the leakage and flow within specification? Yes DTCs P0171, P0172, P0174 and P0175: The fault that produced the DTC is an intermittent. GO to Pinpoint Test Step Z1 with the following data: SF1, SF2, LFT1, LFT2 PIDs and list of possible causes. No REPLACE injector. RERUN Quick Test. Z1 INTERMITTENT TEST PROCEDURE Note: All Intermittent Procedures are used in conjunction with the Intermittent Symptom Charts and the Typical Diagnostic Reference Values at the end of the pinpoint. If directed here from another pinpoint test, refer to PIDs, circuits or components that were recommended or else refer to the Symptom Chart at the end of the pinpoint for the proper selection. Based on the Intermittent Prioritization Chart, choose an Intermittent Diagnostic Procedure below: Input Test - This test is used on sensing devices such as temperature, position, oxygen, etc. Output Test - This test is used on output devices such as relays, coils, solenoids, etc. Water Soak Test - This test is used on both input and output devices. Especially useful on spark plug wires, relays and hall effect sensors. Road Test - This test is used on both input and output devices. Four modes of engine operation are monitored for intermittent. Note: The electronic ignition (EI) system tester is not capable of diagnosing coil on plug (COP) systems. Ignition Test - This test is for non coil on plug only and used to diagnose the ignition system using the Electronic Ignition (EI) System Tester. Coil on plug applications will use the input, output, water soak and road test only. Select the next priority from the intermittent prioritization chart. Have you chosen an Intermittent Diagnostic Test procedure? Yes for the Input Test: GO Z10. For Output Test: GO to Z20. For Water Soak Test: GO to Z30. For Road Test: GO to Z40. For Ignition Test: GO to Z50. No To diagnose other driveability symptoms, GO to Symptom Flowcharts, Symptom Flowcharts. Z10 INTERMITTENT KOEO INPUT WIGGLE PROCEDURE WARNING: USE CAUTION WHEN PERFORMING ANY OF THE TEST STEPS. ALWAYS BE AWARE OF HANDS, CLOTHING OR TOOLS NEAR COOLING FANS, ENGINE DRIVE BELTS OR HOT SURFACES. Key off. Connect Scan Tool to DLC. Access PIDs based on information from the pinpoint test or Intermittent Symptom Charts at the end of this pinpoint test. Go to the area of the suspected wiring or component fault. Key on, engine off. If input is a switch-type component, turn on manually. Lightly tap on component while viewing PID values. Wiggle and pull each component wire (Signal, Signal Return and VREF, if applicable) at the component. Look for abrupt changes in PID values. Compare the actual PID values to the KOEO Diagnostic Reference PID Values at the end of this pinpoint test. Are any PID values out of range or suddenly drop out and back into range? Yes Possible wiring or component problem. CHECK each wire for corrosion, bent or loose terminals and poor wire terminal crimps. SERVICE as necessary. Otherwise, REPLACE component. VERIFY repair. If unable to verify, REINSTALL original part and GO to Z11. No GO to Z11 for PCM wiring check WARNING: USE CAUTION WHEN PERFORMING ANY OF THE TEST STEPS. ALWAYS BE AWARE OF HANDS, CLOTHING OR TOOLS NEAR COOLING FANS, ENGINE DRIVE BELTS OR HOT SURFACES. Key off. Connect Scan Tool to DLC. Access PIDs based on information from the pinpoint test or Intermittent Symptom Charts at the end of this pinpoint test. Go to the area of the suspected wiring or component fault. Key on, engine off. If input is a switch-type component, turn on manually. Lightly tap on component while viewing PID values. Wiggle and pull each component wire (Signal, Signal Return and VREF, if applicable) at the component. Look for abrupt changes in PID values. Compare the actual PID values to the KOEO Diagnostic Reference PID Values at the end of this pinpoint test. Are any PID values out of range or suddenly drop out and back into range? Yes Possible wiring or component problem. CHECK each wire for corrosion, bent or loose terminals and poor wire terminal crimps. SERVICE as necessary. Otherwise, REPLACE component. VERIFY repair. If unable to verify, REINSTALL original part and No GO to Z11. Z11 INTERMITTENT KOEO INPUT WIGGLE PROCEDURE Continue to monitor the information from the previous step. Go to the area of the suspected wiring or component fault. Turn ignition key to the ON position. Wiggle and pull each sensor wire (Signal, Signal Return and VREF, if applicable) from the component back to the PCM connector. Look for abrupt changes in PID values. Compare the actual values to the KOEO Diagnostic Reference PID Values. Are any PID values out of range or suddenly drop out and back into range? Yes Possible wiring or component problem. CHECK each wire for corrosion, bent or loose terminals and poor wire terminal crimps. SERVICE as necessary. Otherwise, if the value dropped out while checking the PCM harness connector and there is no evidence of a fault, REPLACE PCM. If unable to verify, REINSTALL original PCM. Return to Z1 and choose another procedure to follow. Unable to verify fault. No GO to Z12 KOER Wiggle Test. Z12 INTERMITTENT KOER INPUT WIGGLE PROCEDURE WARNING: USE CAUTION WHEN PERFORMING ANY OF THE TEST STEPS. ALWAYS BE AWARE OF HANDS, CLOTHING OR TOOLS NEAR COOLING FANS, ENGINE DRIVE BELTS OR HOT SURFACES. Key off. Access PIDs based on information from the pinpoint test or from the Intermittent Symptom Chart. Go to the area of the suspected wiring or component fault. Key on, engine running. Lightly tap on component while viewing PID values. Also wiggle and pull each component wire (Signal, Signal Return and VREF, if applicable) at the component. Look for abrupt changes in PID values. Compare the actual values to the HOT IDLE Diagnostic Reference PID Values. Are any PID values out of range or suddenly drop out and back into range? Yes Possible wiring or component problem. CHECK each wire for corrosion, bent or loose terminals and poor wire terminal crimps. SERVICE as necessary. Otherwise, REPLACE component. VERIFY repair. If unable to verify, REINSTALL original part, and GO to Z13. No GO to Z13 for PCM wiring check. Z13 INTERMITTENT KOER INPUT WIGGLE PROCEDURE Continue to monitor the information from the previous step. Go to the area of the suspected wiring or component fault. Key on, engine running. Wiggle and pull each component wire (Signal, Signal Return and VREF, if applicable) from the component back to the PCM connector. Look for abrupt changes in PID values. Compare the actual values to the HOT IDLE Diagnostic Reference PID Values. Are any PID values out of range or suddenly drop out and back into range? Yes Possible wiring or component problem. CHECK each wire for corrosion, bent or loose terminals and poor wire terminal crimps. SERVICE as necessary. Otherwise if the value dropped out while checking the PCM harness connector and there is no evidence of a wiring fault, REPLACE PCM. If unable to verify repair, REINSTALL original PCM and RETURN to Z1 and choose another procedure to follow. No Unable to verify fault. RETURN to Z1 and choose another procedure to follow. .... Test & Overview, W/Differential Pressure Feedback (DPFE) Sensor by Mike N at smpcorp.com via web.archive.org KSLOW TO LOAD, so I'll give you the text here; MIESK5 NOTE: only 95 5.8L California models & all 96 have the DPFE Sensor instead of EGR Valve Position Sensor (EVP) & Trucks never used a Pressure Feedback Exhaust (PFE) Sensor "...The first step is to perform a thorough visual inspection of the system. If the inspection reveals nothing obvious, then some diagnostics are in order. Install a vacuum gauge in the vacuum line between the EGR valve and the control solenoid. Next, run the Key On-Engine Running self test. At one point during the self test, the PCM will check the EGR system by applying vacuum to the EGR valve. It accomplishes this by grounding the EGR regulating solenoid at a duty cycle of approximately 30%. If you see that the vacuum gauge indicates a vacuum reading of a few inches or more, you can be sure that the PCM, wiring, vacuum lines, and the regulating solenoid are functional. If not, then you must investigate where the source of the problem lies. If you do get a vacuum signal, then, exit the self test. With the engine at idle, apply vacuum to the EGR valve with a vacuum pump. When you apply vacuum, you should notice a change in engine RPM, with the possibility that the engine may stall. If the engine RPM changes, then we know the EGR is working. If there are no changes, then either the EGR valve is not functioning, or, the EGR passages are blocked with carbon. If engine RPM does change, then our next step is to examine the DPFE (Differential Pressure Feedback) sensor. The three wires consist of a 5 volt reference (which is shared with other sensors), a sensor ground (which is also shared), and a dedicated signal or output wire which is connected to the PCM. The DPFE sensor measures the difference between the upstream pressure (exhaust side), and the downstream pressure (intake side). Both sides are separated by an orifice assembly which is a calibrated opening that exhaust gas flows through when the EGR valve opens (refer to diagram #1). The DPFE sensor should measure equal pressure on both sides with the EGR valve closed. This means that we can measure and compare the signal voltage at idle with the signal voltage at key on, engine not running. Under these two conditions, if we see a difference in voltage output, then the EGR valve must be open (normally it should not be open at idle, or, with the engine not running). When the EGR valve opens under normal conditions, the upstream pressure should begreater than the downstream pressure. If not, then one of the hoses of the sensor is either off or plugged, or the orifice is blocked. The signal of the DPFE sensor at idle ranges from .20 to .90 volts DC. The actual voltage will vary depending upon the vehicle. Any voltage reading that is out of that range at idle will usually set a fault code. A fault code will also set if the PCM does not see a sufficient voltage change when EGR operation is commanded. Testing of the DPFE sensor can be done by monitoring its output voltage while applying vacuum to the EGR valve. If you notice an RPM change, or, the engine stalls, and the output voltage does not change, then the sensor is suspect. This assumes that the reference voltage and ground circuits are good. Also, tap on the sensor LIGHTLY to see if the output voltage changes. If the output changes, then the sensor is suspect. The DPFE’s output voltage with "Key On, Engine Off" is between .30 and .60 volts DC. This figure is applicable to the sensor with the aluminum housing. Look for an output voltage that’s about .2 to .3 volts higher for the sensor with the black plastic housing. If you apply vacuum to the EGR valve with the engine at idle, you should notice a change in the sensor’s output voltage, as well as some change in the idle RPM. The common causes of sensor failure are contamination, and excessive exhaust backpressure. Contamination can be caused by exhaust by-products as well other problems such as coolant from a failed gasket. Moisture from condensation can also present problems. One final note about all EEC V OBD II systems: the EGR system will not set any codes as long as the ambient temperature sensor "sees" the temperature below 32°F. Under these conditions, it is likely that if condensation has occurred, it will freeze and create some type of problem..." .... Test, Vacuum Video in a 96 5.0, using a hand-held vacuum pump/gauge Source: by Tony K (Boat Dude, Big Blue) at http://api.viglink.com/api/click?format=go&jsonp=vglnk_147377247401612&key=6ed47b392b9edfe394b9e89b72717104&libId=it1i0tmm01000bgv000MAbv6q70se&loc=http%3A%2F%2Fwww.fullsizebronco.com%2Fforum%2F2674020-post2.html&v=1&out=http%3A%2F%2Fwww.supermotors.net%2Fregistry%2Fmedia%2F586142&ref=https%3A%2F%2Fwww.google.com%2F&title=Ford%20Bronco%20Forum%20-%20View%20Single%20Post%20-%20Code%20P0171%20Lean%20bank%201%20(already%20seached)&txt=Test%2C%20Vacuum%20Video%20in%20a%2096%205.0%2C%20using%20a%20hand-held%20vacuum%20pump%2Fgauge%20%0ASource%3A%20by%20Tony%20K%20(Boat%20Dude%2C%20Big%20Blue)%20at%20SuperMotors.net%20 .... For the hand-held vacuum pump/gauge, if you don't have or can't borrow one from pals, ck out parts stores or AZ's LOAN-A-TOOL® PROGRAM Vacuum Pump, Gauge reads 0 to 30 inches of mercury. All aluminum construction with reverse pistol grip for easy one-handed operation. One 24 inch piece of clear plastic tubing included with pump. OEM27010.. they placed it under Valve Train Repair for some reason.⚠️ 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). WARNING: DO NOT DISASSEMBLE THE MAF SENSOR. by Ford via miesk5 .. clean it anyway *** Over oiled K&N Air filters can cause this *** MAF Cleaning, in a F 150 Source: by Dan N via http://www.fordf150.net/howto/clean-maf-mass-airflow-sensor.php ...
  7. Yo First Time, Welcome! Turn signals light, but do not flash Check that flasher is in securely in place and/or replace flasher. Both the turn signal flasher and the hazard warning flasher are mounted on the fuse panel on the truck. To gain access to the fuse panel, remove the cover from the lower edge of the instrument panel below the steering column. First remove the two fasteners from the lower edge of the cover. Then pull the cover downward until the spring clips disengage from the instrument panel. The turn signal flasher unit is mounted on the front of the fuse panel, and the hazard warning flasher is mounted on the rear of the fuse panel. Use a regular flasher, not a heavy duty unit.
  8. Yo ThaMarine817, Welcome! is the older rear an 8.8 or 9" or; Installation in a Dana 60 in a 95Source: by Shadofax (TheJuice, The Juice, Mark Z) & Speed Sensor Recalibrator Overview for other than Ford 8.8 Differentials; This is the kit you need to convert from the stock 8.8 to any aftermarket rearend. The kit allows your stock speedo to function properly and shift your E4OD Correctly. $350 "...we have been working on this for a while and it is the nicest design I have worked with. You dont have to send your flange out for a core and the sensor spacing is adjustable and it is mathmaticaly the same as stock. Im working out all of the math for common tire sizes and gear ratios. Final pricing will be available early next week. Let me know what you think and any queations you have. It comes with /100%.jpg of the parts you need and should very easy for most people to install. With original location for ford trucks, the sensor is essentially past or after the gears but before the tires if you think of the drivetrain in a straight line, so only tire size changes affect your speedo reading.When you move the tone ring (the little ring with the magnets) up to the output shaft, you put it before the gears, so now gears and tires will affect it. Factory setup:engine-transmission/tcase------gears(diff)tone ring----axles---tires; new setup: engine-transmission/tcase-tone ring------gears(diff)----axles---tires..."Source: by mkiefer (Mark Kiefer) at http://www.southwestperformance.net/ Mark is a-ok! [858]449-2292 PO BOX 3040 RAMONA CA 92065 VSS Kit 92-96 Bronco E4OD And all other fords with BOLT ON yoke BW1356 transfer caseETACT Superlift® TruSpeedâ„¢ Speed Sensor Recalibrator Overview & Installation Instructions in 92-96; "...Our TruSpeed calibrator addresses all speed signal-related problems; it doesn't just correct the speedometer. How? The TruSpeed module installs in-line with the factory electronic speed sensor and converts the wrong speed signal into the correct one for your vehicle's new tire and / or axle gear ratio combination. Because the signal is altered at its source, all speed-sensitive vehicle systems will receive the correct speed data, which restores all proper functions. The TruSpeed is available for most domestic and import vehicles equipped with an electronic we..."; READ MORESource: by Superlift® Superlift® TruSpeed Speed Sensor Recalibrator Review; "...Easy to install/adjust, but expensive. They have separate models for RABS or 4WABS..."Source: by monkei Re-Locator, Brea @ https://m.facebook.com/breaautoelectric Re-Locator, Curt LeDuc pic in a 95Source: by motoxscott "Buy a kit or spec it out had have a machine shop make the tone ring.FYI: tone rings are specific for gear ratio & tire dia.Don't get one that installs on the diff joint or housing. The transfer mount is very safe based on my experience."Paul □■□ Was speed control, if equipped recall work completed by dealership? Call local dealer or register and view status @ https://owner.ford.com; or @ https://vinrcl.safercar.gov/vin/ ... have VIN ready. "Summary: ON CERTAIN PICKUP TRUCKS, PASSENGER VEHICLES, SPORT UTILITY VEHICLES, AND MOTOR HOMES CHASSIS, THE SPEED CONTROL DEACTIVATION SWITCH MAY, UNDER CERTAIN CONDITIONS, LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN. THIS COULD RESULT IN AN UNDERHOOD FIRE." See this guide by jowens1126 to confirm recall status @ https://www.fullsizebronco.com/forum/23-technical-write-ups/457065-93-94-96-cruise-control-recalls-repair.html#post6530073 Note that the 93 recall is different than 94-96. Here is the 1995 Bronco Dealer Brochure Free registration for some wiring diagrams (86 through 96) and Technical Service Bulletins, (80 through 96) with Recalls, same as by Ford @ BBB Industries- Premium Alternators, Starters, Power Steering Products | TSB's & Wiring Diagrams GL MARINE! AL
  9. Yo dfjson, WELCOME! That screw or bolt is plugging a vacuum hose from the main vacuum "tree". See info on this below. ● For surging, try a [URL="http://broncozone.com/topic/14269-code-reader/? pid=74587&mode=threaded"]Self Test for Diagnostic Trouble Codes (DTC)s[/URL] by my pal, BroncoJoe19 Post Code(s) here according to: KOEO & KOER A helper can assist you by counting the codes. Some use their smart phones to record them. BEWARE OF FAN, BELTS, PULLEYS, HOT HOSES, IGNITION HIGH TENSION WIRES, AND ENGINE COMPONENTS Or ask local mom and dad parts stores if they will test it for you. The majority of parts chain stores tests just OBDII vehicles now. Or purchase a coder reader such as; "Innova ODB-1 and we generally recommend getting the extension cord with it, so you can work the ignition key in the cab while watching/holding the reader. It will save the codes but knowing when to go through the cycles and ensuring you get it right the first time can save time and hassle, especially if you're working on it by yourself, as most of us do." by BikerPepe` Some no code Surging usual suspects by Ford; Vacuum leak, see my leak diagnosis link in post #11 Air filter, is it relatively clean? Air inlet atop radiator support to filter box and to throttle body; look for obstruction; damaged tubing, openings in tubing, loose fit at throttle body or at MAP sensor. Fuel quality; Oxidized fuel often turns darker over time and may even smell sour. You can check stored gasoline by pouring some into a clear glass container and comparing it side-by-side with known fresh gasoline. If your old sample looks noticeably darker than the fresh gas, you have strong evidence the gas has gone bad. Electrical connectors; inspect for corrosion, etc at coil, firewall, ICM, distributor, PCM, etc. especially those with broken locking tabs. ● "found one line that runs to no where and is not capped. " I assume it's circled in red. Based on its Location and its a rubber or silicone vacuum hose its attached to the top port of the Thermactor Air Bypass (TAB) Solenoid (on driver side next to ignition coil, see more info below) and goes directly to the Thermactor Air Bypass (TAB) Valve located on the passenger side near the fire wall. by SeattleFSB ● The fuel rated hose that originates from under the battery and runs for about two feet is from the evaporative emission (EVAP) canister. It is a storage device for fuel vapors that are emitted by the fuel tank in hot soak conditions. When the vehicle is at normal operating conditions the vapors are purged from the EVAP canister. The EVAP canister is controlled by the Canister Purge Solenoid Valve (CanP/CPRV) used in EEC IV that allows the passage of the fuel vapors into the intake manifold where they are mixed with air and burned in the engine. By storing the fuel vapors and purging them into the engine at a later time hydrocarbon emissions are reduced, and fuel efficiency is increased.." Source: by Ford motorcraftservice.com Canister Location pic in a 93 by Bbronco311 The activated charcoal inside the canister absorbs gasoline vapor from the fuel tank until the CANP (canister purge) valve opens, allowing manifold vacuum to pull fresh air in thru the dust cap(s), collecting the stored vapors, & drawing them into the engine to be burned. Any leak in the vacuum lines to or from the canister and CanP valve will result in dirty air entering the intake manifold, and possibly water or other contaminants. Being virtually a zero-maintenance system, most faults are simple valve failures, hose leaks, or mechanical damage (collision, road debris, etc.). CANP valve pics in a SeattleFSB vapor line shown is from canister to throttle body. ● Vacuum Tree atop intake manifold serves emissions components and vacuum tank; and to HVAC Vacuum tank. Vacuum Line Routing Diagram for 93 Notes: FPRC is the Fuel Pressure Regulator on rear of driver side fuel rail described below. VRESER is emission vacuum reservoir, aka vacuum tank, coffee can that often leaks vacuum due to rust at bottom, etc. SEE BELOW. EGR is tge EGR Valve Position (EVP) sensor attached to the top of the EGR valve. SEE BELOW. Both AIR B (Thermactor Air Bypass Solenoid (TAB, AIRB, AM1)) & AIR D (Thermactor Air Diverter Solenoid (TAD, AIRD, AM2)) are on driver side next to ignition coil The pink and yellow hoses go to AIB B & AIR B VALVES. See below V REST Vapor Valve (Roll-Over) Valve on later year Depictions & Location Diagrams in 5.0, 5.8, 7.5, & 4.9; "...All fuel tank vapor valves make use of a small orifice that tends to allow only vapor and not fuel to pass into the line running forward to the vapor storage canister. This assembly mounts directly to the fuel tank using a rubber seal. Fuel vapors trapped in the sealed fuel tank are vented through the orificed vapor valve assembly in the top of the tank. The vapors leave the valve assembly through a single vapor line and continue to the carbon canister for storage, until they are purged to the engine. The vapor valve assembly mounted on the top of the fuel tank is used to control the flow of fuel vapor entering the fuel tank vapor delivery line which conducts vapor forward to the canister in normal circumstances. If due to extreme conditions, excessive pressure is generated inside the tank, the purge port opens up, allowing fuel vapor to escape to the atmosphere, and stabilizes pressure inside the tank. The valve assembly has a head valve which prevents the fuel tank from overfilling during refueling operation. The valve assembly also has a spring supported float assembly, which prevents liquid fuel from entering the vapor delivery line during severe handling, steep grades or in the event of vehicle rollover. The fuel fill cap is sealed and includes a built-in pressure-vacuum relief valve. Fuel system vacuum relief is provided after 3.5 kPa (0.50 psi) and pressure relief after 11.0 kPa (1.6 psi). Under normal operating conditions, the fill cap operates as a check valve, allowing air to enter the tank as fuel is used, while preventing vapors from escaping the tank through the cap..." by Ford via Steve See EVR, MAP below. By Steve Vacuum Line Routing Diagram, Heater/AC in a 93 Source: by Bronco Rob Staying on driver side for now: Locations in a 96, same for your 93 [ 1 ECT Sensor Location sends coolant temperature to computer aka electronic engine control (EEC) 2 9F593 Fuel Injector 3 9C968 Fuel Pressure Regulator 4 9D280 Fuel Injection Supply Manifold 5 9D930 Fuel Charging Wiring 6 — Fuel Return Tube (Part of 9F792 Assembly) 7 — Intake Air Temp (IAT) Sensor 8 — Water Temperature Sender Location for temperature gauge Pic by Shawn C ... Intake Air Temp (IAT); (Air Charge Temperature [ACT] prior to 1992); Overview & Testing; "...This measures the temperature of the air entering the engine. Which impacts the fuel ratio; the cooler the incoming air is the denser it is. Denser air can utilize more fuel, giving us even greater accuracy in obtaining our desired air to fuel ratio. Before you start blaming the air charge temperature sensor and replacing it make sure the rest of the coolant system is in good condition. All of the following items will affect the ACT; Coolant level, Radiator Fan, Engine Temperature..." READ MORE @ http://web.archive.org/web/20101201014236/http://fordfuelinjection.com/index.php?p=29 by Ryan M Location in an 85; "...screwed into the middle drivers side of the intake..."Source: by Chris ACT, ECT, PCV, Water Temperature Gauge Sender Location in an Edelbrock Perfomer Lower Intake Manifold Diagram Source: by GACKNAR 92-96 IAT is located on the back side of the air filter box. (towards the fuse block) Intake Air Temp (IAT); (Air Charge Temperature [ACT] prior to 1992) IAT pic by Richard C ... The engine coolant temperature sensor (ECT sensor) changes resistance in response to changing temperature of the engine coolant. The engine coolant temperature sensor resistance decreases as the engine coolant temperature increases providing a signal to the EEC. pic by Shawn C. .. Oil Pressure Sender for oil pressure gauge pic by Shawn C. ... Knock Sensor, back of engine, secondary air injection system crossover tube in background. pic by waltman Detects cylinder block vibrations caused by engine knock and send a signal to the computer to retard ignition timing. FAILURE SYMPTOMS, Engine knock, loss of power, CEL. .... Staying on driver side: Master Cylinder & Booster Location in a 92 on firewall. Source: by Zach K (BurnedB, BurnedBronco, Badassbronco) ... Electronic Engine Control IV (EEC IV, aka Powertrain Control Module (PCM), COMPUTER) Location pic, accessible in engine bay, passenger side. Remove after loosening and wedging driver side plastic fender liner. If you have Cruise control, unbolt the cruise control module from the fender for easier access. Lay it aside across the engine to get it out of the way. . EEC Black Connector Bolt is shown above EEC MODULE IN ABOVE PIC (BLUE TERMINALS SHOWN) by bossind Earlier years in same location, but can be removed fron drivers kick panel Ignition Control Module (ICM) Location pics (near driver's side hood hinge); "...SPOUT connector wires come out of the ignition module wiring connector loom. Be careful when prying the tabs on both sides away to pull out the spout, they break easily. Pretty much the reason for the zip tie....the other sides missing! ..." Source: by DNBELOWBRONCO (Kevin, Labor of Love) ... Self Test Connectors for Diagnostic Trouble Codes (DTC)s; "They are located in the engine compartment on the driver's side just above the wheel well, (between the fire wall and the air filter box) it looks like this picture..." by my pal, BroncoJoe19 ... Power Steering Pressure Switch (5.0); The Power Steering Pressure Switch signals the EEC IV when power steering pressure exceeds 350 psi ±50. The engine then increases idle speed to compensate for the additional load. miesk5 note; It appears the switch was deleted from the 94 model year. It only shows up in the diagrams until 93. the switch is directly above the steering box. Your 92 may not have this switch. ... Distributor, Idle Air Control (IAC) Valve, Schrader Valve, & Vacuum Tree (far top R) pic by Steve . Idle Air Control (IAC) Valve by Bobby (blue) The idle air control valve (IAC valve) is used to control engine idle speed and dashpot functions. The idle air control valve is mounted on the throttle body and allows air to bypass the throttle plate. The amount of air allowed to bypass the throttle plate, will be determined by the EEC IV and will be controlled by a duty cycle signal. ... Ignition Coil, EGR Vacuum Regulator (EVR), TAB, TAD. . Ignition Coil replaced with Red MSD Coil by SeattleFSB Notes: The Exhaust Gas Recirculation (EGR) System is designed to reintroduce exhaust gas into the combustion cycle lowering combustion temperatures and reducing the formation of Nitrous Oxide. The amount of exhaust gas reintroduced and the timing of the cycle varies by calibration and is controlled by factors such as engine speed, engine vacuum, exhaust system back pressure, coolant temperature and throttle angle. All EGR valves are vacuum actuated. The vacuum diagram is shown on the emission decal for each calibration. EGR flow is controlled by the EEC through an EGR Valve Position (EVP) sensor attached to the top of the EGR valve. The valve is operated by a vacuum signal from the EGR Vacuum Regulator (EVR) Solenoid that actuates the valve diaphragm. As supply vacuum overcomes the spring load, the diaphragm is actuated. This lifts the pintle off its seat allowing exhaust gas to recirculate (flow). The amount of flow is proportional to the pintle position. EGR Valve Position (EVP) Sensor provides the EEC system with a signal indicating position of the EGR valve to the EEC. The EGR valve for this system is a vacuum operated EGR valve which maintains a sonic flow in the valve seat/pintle area. The EVP sensor and EGR valve are serviced separately. EGR Vacuum Regulator (EVR) Solenoid; also called EGR Vacuum Solenoid, solenoid is an electromagnetic device which controls vacuum output to the EGR valve. An electric current in the coil induces a magnetic field in the armature which pulls on a disk closing the vent to atmosphere. The EEC, aka Powertrain Control Module (PCM) outputs a duty cycle to the EVR which regulates the vacuum level to the EGR valve. As the duty cycle is increased, so is the vacuum signal to the EGR valve. The vacuum source is manifold vacuum. After opening, vacuum will be directed to the EGR valve so it may open and allow gases to be recirculated into the intake manifold. EGR Valve is required in EEC systems where EGR flow is controlled by the EEC. through an EGR Valve Position (EVP) sensor. EGR valve for this system is a vacuum operated EGR valve which maintains a sonic flow in the valve seat/pintle area. EVP sensor (9G428 ) and EGR valve (9H473) are serviced separately. EVP atop EGR by waltman who points to the EGR Tube below EGR Valve, the white EVP sits atop the valve. ... Connector C178 appears to me to be the fuel injector harness. Diagram by Ford via Jem270 Top center front of engine, near distributor. . Squirrels set up a nest, chewed the harness, etc. on my 96. ... This harness Depiction is difficult to read, but it's the only one I could locate. . Item Part Number Description 1 — To Fuel Injector No. 4 (Part of 9D930) 2 — To Fuel Injector No. 3 (Part of 9D930) 3 — To Fuel Injector No. 2 (Part of 9D930) 4 — To Fuel Injector No. 1 (Part of 9D930) 5 — To Idle Speed Control (Part of 9D930) 6 — To EVP (Part of 9D930) 7 — To Distributor (Part of 9D930) 8 — To Engine Coolant Temperature Switch (Part of 9D930) 9 — To TPS (Part of 9D930) 10 14305 Wiring Harness to Generator 11 9F472 Heated Oxygen Sensor Assembly 12 9D930 Wiring Assembly 13 — To Radio Capacitor (reduce/eliminate Ignition noise/static in AM Band, Part of 9D930) 14 — To Tab (Part of 9D930) 15 — To Fuel Injector No. 7 (Part of 9D930) 16 — To Fuel Injector No. 8 (Part of 9D930) 17 — To Knock Sensor (Except 5.8L Engine) (Part of 9D930) 18 — To Power Steering Pressure Switch (PSPS Except 5.8L Engine) (Part of 9D930) 19 — To 12A581 Wiring Assembly (Part of 9D930) 20 — To Ignition Coil (Part of 9D930) 21 — To Intake Air Temperature Sensor (IAT, Part of 9D930) 22 — To Distributor Pigtail (Part of 9D930) 23 — To A/C Clutch (Part of 9D930) 24 — To Water Temperature Switch for temperature gauge (Part of 9D930) 25 — To Fuel Injector No. 5 (Part of 9D930) 26 — To EGR (Part of 9D930) 27 — To Fuel Injector No. 6 (Part of 9D930) Engine Wiring, 5.0L and 5.8L Engines in a 96, similar to 92 for identification only: Item Part Number Description 1 12029 Coil and Bracket Assembly 2 40904-S36 Screw 3 18801 Capacitor Assembly — Radio Ignition Interference Suppression 4 9D930 Wiring Assembly 5 — Screw (Part of 12029) 6 18832 Capacitor Assembly 7 — Existing Nut (Part of 12029) Capacitor Assembly ... Lost my reply describing components shown in this diagram by Stephen due to tablet freeze; ! Will try to edit this as I save it and add more information a bit at a time. Plenum is upper intake manifold where throttle body and some sensors are mounted. Induction System The fuel/air mixture needed for burning in the cylinders is provided by sequential fuel injection (SFI) or multiport fuel injection (MFI in 92). Fuel is metered into the air intake stream in accordance with engine demand by eight solenoid injection valves mounted in the lower intake manifold (9424). Fuel is supplied from the vehicle's fuel tank by a high-pressure electric fuel pump (9350) mounted in the fuel tank. The fuel is filtered and sent to the fuel injection supply manifold (9F792). A fuel pressure regulator (9C968) on this fuel injection supply manifold (9D280) controls the fuel delivery pressure at a constant 269 kPa (39 psi). The eight fuel injectors are mounted above each intake runner and are connected in parallel with the fuel pressure regulator. Excess fuel supplied by the fuel pump, but not needed by the engine, is returned to the vehicle fuel tank by a fuel return line. These fuel induction systems are mounted on an intake manifold which in turn is bolted to cast iron cylinder heads. CANP aka Canister Purge Solenoid Valve vents fuel vapors from the fuel tank to the charcoal canister, it controls the purging of these and other vapors from the fuel tank into the intake manifold when certain engine speed and temperature conditions are attained. Above idle, the mixture becomes very rich. Stumble on acceleration, poor fuel mileage, flooded charcoal canister and catalytic converter overheat can occur. Check for ruptured diaphragms inside the valve and misrouted or damaged hoses. CANP pic, passenger side of throttle body by SeattleFSB Alternator is shown in lower right above "Supermotors" EGR Valve: The Exhaust Gas Recirculation (EGR) System is designed to reintroduce exhaust gas into the combustion cycle lowering combustion temperatures and reducing the formation of Nitrous Oxide. The amount of exhaust gas reintroduced and the timing of the cycle varies by calibration and is controlled by factors such as engine speed, engine vacuum, exhaust system back pressure, coolant temperature and throttle angle. All EGR valves are vacuum actuated. The vacuum diagram is shown on the emission decal for each calibration. Did you check with dealer for this VECI label? EGR & EVP pic by SeattleFSB Below the EGR is its Tube aka EGR Tube, attached to EGR valve & ends @ lower intake manifold port. pic by Ryan M in a 5.0 "....you can see the other end of the egr pipe going into the center of the intake..." by Waltman Starter Relay, to extreme left is a relay switch is an electrically operated switch used to connect the windings in the starter motor solenoid to the battery. The relay consists of a coil, plunger and contact disc. When the coil is connected to battery power through the ignition switch, it becomes an electromagnet. The magnetic force draws the plunger into the coil core. A disc connected to the plunger contacts the relay terminal, completing the battery to solenoid circuit. When the key or button is released, the magnetic field in the coil collapses and spring pressure returns the plunger and contact disc to the open circuit position. Relay pic in a 90 by ElKabong (Ken, El Kabong) Air Pump Filter, Filter Intake, Air Pump Waste is for the Secondary Air Injection; Pump (Smog Pump) that pumps fresh air into the exhaust system, to burn left over hydrocarbons, lowering emissions. The EEC IV uses 2 air valves (TAB & TAD) to control where the air flows depending on engine operation. Thermactor Air Bypass (TAB) shunts air to the atmosphere, when no air is needed. When air is needed it sends air to the second valve TAD. Thermactor Air Diverter (TAD) diverts air either to the exhaust manifold, or directly to catalytic converter..." Emissions Vac Reservoir aka VRESER or coffee can stores vacuum and provides "muscle" vacuum. It prevents rapid fluctuations or sudden drops in a vacuum signal such as those seen during an acceleration period. When charged initially with 51-67 kPa (15-20 in-Hg) vacuum, vacuum loss shall not exceed 2 kPa (.5 in-Hg) in 60 seconds. If it does, replace the reservoir due to rust. pic by SeattleFSB Resistors Blower Motor Control. Three of four operating speeds (LOW, MEDIUM LOW and MEDIUM HIGH) are controlled by a heater blower motor switch resistor connected in series with three of the operating positions and the ground. The MEDIUM LOW and MEDIUM HIGH positions on the heater control are identified by dots on the control. With the heater blower motor switch in its LOW position, current flow in the ground circuit passes through three of the coils in the heater blower motor switch resistor. In MEDIUM LOW, current flows through two coils. In MEDIUM HIGH, current flows through one coil. In HIGH, current flow in the motor ground circuit bypasses the heater blower motor switch resistor to provide maximum speed. They often become packed with leaf debris, as does the blower motor. Blower Motor is housed in the A/C blower housing) inside the engine compartment. Blower speed is controlled by the heater blower motor switch located on the heater control on the instrument panel to the right of the steering column. A blower motor wheel is attached to the blower motor. The blower motor and blower motor wheel control the volume of air delivered to the passenger compartment, which is determined through blower motor speed selection Low Pressure Switch is located on the accumulator. This is also called the receiver/dryer. It is a cylinder, black or aluminum, mounted just ahead of the evaporator/blower assembly. The switch is threaded onto a port on the side of the accumulator. Here is a tiny photo of the general area you will be looking at; There should be a two wire plug attached to the switch. Unplug the connector, use a jumper wire to short the two pins together. Start the truck, turn on the A/C, verify if the clutch engages. If it does, then it a bad switch or extremely low charge of refrigerant that is causing your problem. The low pressure/clutch cycling switch is closed between ~24 and 45 PSI.If it does not work then it is another electrical problem further upstream. Your A/C should also have a high pressure switch. It should be attached to the line between the compressor and condenser, that would also prevent the clutch from engaging. The high pressure switch is supposed to open at ~400PSI. by rla2005 (Randy) Accumulator aka suction accumulator/drier is mounted to the front side of the A/C evaporator case and attaches directly to the outlet tube. Refrigerant enters the accumulator/drier canister through the inlet tube and the heavier, oil-laden refrigerant falls to the bottom of the canister. A small diameter aspirator tube is located close to the bottom of the canister and runs to the top of the vapor return tube. This aspirator tube is covered with a filter screen and allows a small amount of the heavier liquid refrigerant and oil mixture to re-enter the A/C manifold and tube at a controlled rate. When the heavier liquid refrigerant and oil mixture enters the compressor evaporator to compressor suction line (19867), it has a second opportunity to vaporize and circulate through the A/C compressor without causing damage to the A/C compressor due to refrigerant slugging. A desiccant bag is mounted inside the suction accumulator/drier canister to absorb any moisture that may be in the refrigerant system. A fitting located on the side of the canister is used to attach the A/C cycling switch. A long-travel Schrader valve stem core is installed in the fitting opening to prevent refrigerant loss when the A/C cycling switch is removed. Low Port aka Low Pressure Port; & High Pressure Port Location in a 93; "...The port on the left (passenger side), located on the accumulator, is the low side. http://s694.photobucket.com/user/dencaw/media/newbroncoacphoto1.jpg.html pic by Bill "The one on the right (driver side), on the line leading to the condenser, is the high side. You very well may be throwing money away by trying to charge the system without checking for why it is empty in the first place. It's a crap shoot whether it will hold a charge for any length of time or not..." by rla2005 (Randy) Orifice aka A/C Evaporator Core Orifice. The inlet tube to the A/C evaporator core is fitted with an A/C evaporator core orifice to control refrigerant flow. This A/C evaporator core orifice can be removed from the inlet tube and A/C evaporator core for replacement if it becomes necessary. However, Fixed Orifice Tube Tool D80L-19990-A or equivalent is necessary to prevent breakage when removing the A/C evaporator core orifice. The A/C evaporator core orifice is a restriction between the high and low pressure refrigerant and meters the flow of liquid refrigerant into the A/C evaporator core. The diameter of the orifice within the A/C evaporator core orifice is 1.575mm (0.062 inch). The A/C evaporator core orifice can be identified by the RED body color and white outlet tip. The A/C evaporator core orifice is located in the evaporator core inlet tube and has filter screens on the inlet and outlet ends of the body. The filter screens act as strainers for the liquid refrigerant flowing through the opening. O-rings on the A/C evaporator core orifice prevent the high pressure liquid refrigerant from bypassing the A/C evaporator core orifice. Adjustment or repairs cannot be made to the A/C evaporator core orifice and it must be replaced as a unit. Fresh/Outside Recerc Vac Motor is the Recirculation/Fresh Air Control vacuum "motor" & vac line as shown in this pic by John D. The vehicle heating system draws outside air into it and distributes this fresh air throughout the passenger compartment in all positions except OFF. If the vehicle is equipped with air conditioning, outside air is distributed throughout the vehicle in all positions except OFF and MAX A/C. In these positions (OFF, MAX A/C) the A/C fresh air inlet door is in the closed position and air within the passenger compartment is recirculated throughout. MAP aka Manifold Absolute Pressure Sensor operates as a piezoelectric (pressure-sensing) disc. However, rather than generating a voltage, its output is a frequency change. The sensor changes frequency relative to intake manifold vacuum. The sensor frequency increases as vacuum increases. The MAP sensor allows the EEC IV to determine what the engine load is. Its signal affects air/fuel ratio, ignition timing, EGR flow and altitude compensation. MAP pic (circled) by Jem270 Some stragglers: Throttle body is the part of the air intake system that controls the amount of air flowing into the engine, in response to driver accelerator pedal input in the main. The largest piece inside the throttle body is the throttle plate, which is a butterfly valve that regulates the airflow. The accelerator pedal motion is communicated via the throttle cable, to activate the throttle linkages, which move the throttle plate. Throttle Body with its black plastic cover atop intake manifold Without cover pics by Xris Throttle Position Sensor (TPS) monitors the throttle opening for the EEC IV to adjust fuel flow. FAILURE SYMPTOMS, Hesitation, tip in surge, engine pinging,no torque converter lock-up. "Check Engine" light on. Inspect for proper operation and adjust voltages when necessary. Check for corrosion on connectors pic by Xris
  10. Yo Tom, It looks like a great deal!!!! I assume it's an 89? If so, here are the 1989 EVTM, Emissions & Pre-Delivery Manuals, Partial via mrnewland1 in Google Drive @ https://drive.google.com/drive/mobile/folders/0Bz1eScc6s4raOHd0WlVnMUw4WjQ?usp=drive_web Slow scrolling for me with slow Comcast service.. Find page # of item desired in contents, then flip screen flip down like spinning a bearing (a no-no) then stopping periodically to see which page you're on. Suggest you download for faster scrolling and to use the page index. 1989 Bronco Dealer Brochure @ 1989 Ford Bronco Free registration for some wiring diagrams (86 through 96) and Technical Service Bulletins, (80 through 96), same as by Ford @ BBB Industries- Premium Alternators, Starters, Power Steering Products | TSB's & Wiring Diagrams GL Tom! Al
  11. Yo Tom, Welcome! Is your Bronco an 89? Add your location for shipping cost estimates. GL! Al
  12. Yo gib, Please post price and a pic or more will help. GL! Al
  13. Rest in Peace Randy, my friend.

    Randy helped many here in the Zone and at https://www.fullsizebronco.com/forum/index.php

    He never hesitated to assist others with their Bronco issues.

    Randy is Sadly Missed, but Never Forgotten.

    Al

  14. Yo Greg, I was searching for one for a friend yesterday. Not available at: Dorman https://www.dormanproducts.com/gsearch.aspx?year=1979&make=Ford&model=Bronco&origin=YMM&q=Charcoal Canister Rock Auto https://www.rockauto.com/en/catalog/ford,1979,bronco,5.8l+351cid+v8,1105625,exhaust+&+emission Broncograveyard https://shop.broncograveyard.com/searchprods.asp NPD https://www.npdlink.com/search/products?search_terms=vapor%2Bcanister&top_parent=50000&year=1979 Nor at https://www.wildhorses4x4.com/category/Full_Size_Ford_Bronco ➡️However, consider a Used 73-79 Ford Truck F100 78-79 Bronco Emissions Smog Charcoal Canister eBay $35.00 used +$14.35 shipping. No tax https://www.ebay.com/i/133085629719?chn=ps&norover=1&mkevt=1&mkrid=711-117182-37290-0&mkcid=2&itemid=133085629719&targetid=596465893868&device=t&mktype=pla&googleloc=9003904&poi=&campaignid=6470474827&mkgroupid=83197473768&rlsatarget=pla-596465893868&abcId=1140476&merchantid=6296724&gclid=CjwKCAjwtuLrBRAlEiwAPVcZBvo97RjHLLsXhpdeU15qAMgvL75kvnFE1KmK15rBLWult_wdPWkcZxoChVcQAvD_BwE Search e bay for a better price including shipping. For a YARD SEARCH on-line, I use; https://www.hollanderparts.com A yard that uses Hollander Interchange can search other yards and have it shipped. "...For over eighty years, Hollander has been making the best tool for fast, interchangeable part matches. The new Edition Hollander Interchange contains more interchangeable options than ever before. The Hollander Interchange provides auto recyclers and auto collectors, rebuilders, and others with the easiest and most comprehensive solution for identifying interchangeable auto parts..." See their yard Directory @: https://www.hollanderparts.com/SellerDirectory Can select certain parts[, /B] including some Canadian yards. Has Vehicle Pics for some vehicles If a specific part, such as the tailgate torsion bar isn't listed, search again for the next higher assembly, such as in this instance, the tailgate. ¤ or http://www.car-parts.com/ Can select certain parts, but some Canadian postal codes entries I tried resulted in "INVALID POSTAL CODE INPUT" Can search by year range, such as 92 through 96 & has best item condition descriptions such as "COVER BAD LEATHER PWR BKT GRY" Has Vehicle Pics for some vehicles incl. interior/dash, back seat, front & rear and engine bay ¤ Bronco Used Part Search @ https://www.partshotlines.com/parts/ford/bronco/ with source, cost, yard and phone # ¤ Concord Spare Parts @ https://www.concord-parts.com/ 732-374-3872 adv@concord-parts.com ¤ http://www.picknpull.com This is a Company name w/yard locations in various states Can NOT Select certain parts Has Vehicle Pics for some vehicles ¤ B&R Autowrecking, in CA, WA, NV, OR. "We have a fleet of over 60 trucks that deliver to business addresses all over Oregon and Washington. Outside of Oregon and Washington, we have daily shipping services. Contact Us for a quote." "Will ship to their closest yard for $50 flat" by StemCellResearch", 2019 ¤ http://row52.com/Search Can NOT Select certain parts Has Vehicle Pics for some vehicles AND Want a Part? It's Easy... 1. You create a Parts Wanted Listing. 2. Parts Pullers respond with offers. 3. You pick the best one. A Parts Puller gets the parts you need. ¤ For obsolete parts by Ford long version pn: http://www.partsvoice.com/ http://www.rearcounter.com http://www.greensalescompany.com https://nospartsltd.com GL! Al
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