check engine light

[miesk5]

Update, I went and had the codes read again and got new codes.

P1351 and P1359 From what I understand this is either the ignition module or the PCM. Can someone please help me out here. The P1359 is SPOUT sent by a digital signal from the PCM, so is that fault code part of the first and lead me to the PCM? Or can the SPOUT be control by the Ignition Module as well???

yo!

been away and working for awhile;

For P1359; look @ SPOUT Connector; make sure it is in place; ck harness for frayed strands/insulation; lastly, for now, Rangers and other Ford have a TSB on this P1359; it is

97-21-12 OCT 97 PCM - MIL ON/DTC P1359 ,Stored in Memory - and they fix is to re-program the PCM; which can be done at service shops other than Ford; which is addressed by a Bronco 5.8 specific TSB (also includes other Fords):

Powertrain Control Module Reprogramming in 96's TSB 99-4-3 by Ford via diesel-central.com (click OK button a few times on password window)

http://www.diesel-central.com/Tech/ford/docs/99-4-3.doc

--------------------------

also, "99-4-3 - Reprogramming PCMS out of truck

Problem - The EPA has required that all aftermarket service centers be able to reprogram PCMs or be able to obtain timely, reasonably priced programming.

Action - Refer to Application Chart for more details..."

&

"Phillip Hedley from Lockhart, Texas, brought Ford TSB No. 99-4-3 to our attention. According to that publication, Ford has released an out-of-- vehicle EEC-V reprogramming cable that now allows an independent shop to bring the PCM in for recalibration. The vehicle itself does not have to be brought back to the dealer"

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

P1351

will look later for info, but again, ck for wiring harness faults, esp. if any work has been done on da Bronco and tools or big hands like mine have ham-handed the wiring.

& First, the relationship between successive PIP events is evaluated to determine whether the PIP signal is rational.

Too large a change in 3 successive PIP indicates a missing or noisy PIP signal (P0320). Next, the CMP edge

count is compared to the PIP edge count. If the proper ratio of CMP events to PIP events is not being maintained

(for example, 1 CMP edge for every 8 PIP edges for an 8-cylinder engine), it indicates a missing or noisy CMP

signal (P0340). Finally, the relationship between IDM edges and PIP edges is evaluated. If there is not an IDM

edge (coil firing) for every PIP edge (commanded spark event), the PCM will look for a pattern of failed IDM events

If the ignition coil is not identified or if the engine is running and

there are no IDM edges, the IDM circuit is malfunctioning (P1351).

 

[miesk5]

View attachment 3428Ok I took a pic cause I have no clue where my PCM is, in the pic there are actually 4 "boxes" the one on the far right is the Ignition Control Module mounted on the left wheel well, so using that as a reference point can someone tell me what the next three components are??

http://www.autozone.com/servlet/UiBroker?F...23d800a2d1a.jsp

sorry, can't figure out the pic...my eyes are going due to sand storms

Fig. 14: COMPONENT CONNECTOR LOCATIONS - 1993-95 5.0L/5.8L ENGINES

almost same as our 96's exc we have MAF----No MAP sensor is used on our 96 MAF sensor equipped bronco 5.0 or 5.8

& Ryan's info!!! http://fordfuelinjection.com/index.php?p=10

 

[Ski]

http://www.autozone.com/servlet/UiBroker?F...23d800a2d1a.jsp

sorry, can't figure out the pic...my eyes are going due to sand storms

Fig. 14: COMPONENT CONNECTOR LOCATIONS - 1993-95 5.0L/5.8L ENGINES

almost same as our 96's exc we have MAF----No MAP sensor is used on our 96 MAF sensor equipped bronco 5.0 or 5.8

& Ryan's info!!! http://fordfuelinjection.com/index.php?p=10

Thank you for that info, however what I need to know is where my PCM is and how I can get the information off of it to get a new one.

 

[miesk5]

under dash - drivers side, area - behind the kick panel - small silver box-code will be on it or it's wiring harness -

disconn batty - cable before attempting removal

think the PCM is held in by a MM bolt; maybe 10mm

a PCM Cal Label pic

http://www.supermotors.net/getfile/201278/...ze/100_0056.jpg

also,

Check under the hood for a dealer reprogram sticker. Dealers "reflash" your Ford's computer when an update has been issued from Ford, sometimes without your knowledge. If your computer has been reflashed, there is usually a sticker on the top of your radiator with a series of letters and numbers (example: F82D-41A145-BG).

 

[miesk5]

Instead of pulling the PCM, have you looked at the Spout Connector and harness wiring?

Read this by Brian; "SPOUT Signal

The PIP signal is one of the many inputs processed by the PCM. After receiving all of its sensor inputs, the PCM produces a new signal called the SPOUT. The spark output signal represents the engine operating condition "electronically" and is sent back to the TFI module for comparison with the PIP signal. The TFI module then uses both of these signals to fire the coil at the proper timing interval. While watching the SPOUT signal on my scope, the square wave became jagged and jumpy as the engine sputtered, and then became a flat line before the engine died. Now we had a suspect - the PCM.

A Break

I noticed that when I unplugged the SPOUT connector to check base timing, and let the engine run at base timing, it never died. Unfortunately, this pointed me back to the PCM as a possible cause of my fault. But, when I plugged the SPOUT connector back together, I could make the engine falter and die by gently twisting the harness. Yes! I was sure I had located the fault, and I was right. Look at the figure with the yellow spark output signal wire that is without a section of insulation. This section happens to run through a shield ground that provided a convenient ground source for the SPOUT signal. Just the right bump in the road or vibration from the engine would provide a path of lesser resistance for the SPOUT signal, killing the coil trigger."

this is just one check; look at the SPOUT Shorting Bar (connector).

 

[Yardape]

The PCM is the second from the right, has the 10mm bolt head. you have to remove that then you remove the drivers side kick panel, silver box held in with a weird looking white clip. You cant miss it.

 

[miesk5]

Broke out my Ford Tech Manual CD and found nada on P1359, which is mfgr. specific; other makes use same code, but fault reasons may be different than Ford's.

But did look at Ignition/PCM, etc. ckt and still believe the SPOUT is damaged/loose, off/wiring @ connector is iffy, etc. and maybe you had KEY ON during test; so have Code(s) cleared, check Spout and re-test; do a wiggle test too.

 

[Ski]

Instead of pulling the PCM, have you looked at the Spout Connector and harness wiring?

Read this by Brian; "SPOUT Signal

The PIP signal is one of the many inputs processed by the PCM. After receiving all of its sensor inputs, the PCM produces a new signal called the SPOUT. The spark output signal represents the engine operating condition "electronically" and is sent back to the TFI module for comparison with the PIP signal. The TFI module then uses both of these signals to fire the coil at the proper timing interval. While watching the SPOUT signal on my scope, the square wave became jagged and jumpy as the engine sputtered, and then became a flat line before the engine died. Now we had a suspect - the PCM.

A Break

I noticed that when I unplugged the SPOUT connector to check base timing, and let the engine run at base timing, it never died. Unfortunately, this pointed me back to the PCM as a possible cause of my fault. But, when I plugged the SPOUT connector back together, I could make the engine falter and die by gently twisting the harness. Yes! I was sure I had located the fault, and I was right. Look at the figure with the yellow spark output signal wire that is without a section of insulation. This section happens to run through a shield ground that provided a convenient ground source for the SPOUT signal. Just the right bump in the road or vibration from the engine would provide a path of lesser resistance for the SPOUT signal, killing the coil trigger."

this is just one check; look at the SPOUT Shorting Bar (connector).

Thank You

ALot of good information, I will let you know what I find out.