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05S28-Supplement #15
April 10, 2008
Check the Ford website to see if your VIN is affected.


Affected title branded & salvaged vehicles are eligible for this Field Service Action.

SPEED CONTROL DEACTIVATION SWITCH (SCDS) REPLACEMENT
NOTE: The brake pedal must not be depressed during the removal and replacement of the SCDS.

1. Check the brake fluid level at the master cylinder and, if necessary, fill to maximum fluid level. NOTICE: DO NOT apply fluid to the electrical connector or damage to the connector may occur. NOTICE: The 1994 Capri Brake Repair Kit contains a brass sealing washer. Install the brass washer onto the SCDS before installing it on the vehicle.
2. Add a few drops of Motorcraft High Performance DOT 3 Motor Vehicle Brake Fluid, PM1-1 or PM-1-C (US), CPM-1-C (Canada), to the fluid port at the threaded end of the new SCDS. NOTICE: Do not allow any foreign material to enter the master cylinder port once the SCDS is removed. NOTE: Call the Special Service Support Center for assistance if brake fluid does not flow from the SCDS fitting when the SCDS is removed. NOTE: If the new SCDS is not installed immediately after the original switch is removed, the master cylinder brake fluid could drop below the minimum level and air could enter the brake system. If this should occur, air must be bled from the brake system at all 4 wheels. In this situation, the labor to bleed the brake system will not be covered under this program.
3. Remove the SCDS.
4. With the brake fluid reservoir cap removed, observe for brake fluid dripping/draining from the SCDS fitting. As soon as brake fluid begins to bleed from the fitting, install the new SCDS.
5. Tighten the new SCDS as follows:
^ 18 Nm (159 lb-in) - all vehicles except 1994 Capri.
^ 13 Nm (115 lb-in) - 1994 Capri.
6. Check the brake fluid level at the master cylinder, fill to maximum fluid level and install the brake fluid reservoir cap.
7. Disconnect the speed control servo and inspect the vehicle harness connector for heat damage.
^ If no heat damage is found at the speed control servo connector (even if there is presence of brake fluid in the connector), proceed to the next step.
^ If the speed control servo connector is heat damaged, call the Special Service Support Center for further instructions.
8. With the speed control servo disconnected, use shop air only to blow the SCDS harness electrical connector and the servo connector dry of any trace of brake fluid. Do not use any type of solvent to clean the connectors.
9. Cut approximately 3 mm (1/8 in) off the grease tube applicator tip.
10. Before installing the jumper harness, fill the vehicle harness end of the jumper (male pin connector end) with Motorcraft Electrical Grease II XG-15-A.
11. Install the adapter jumper harness by connecting it to both the SCDS and the vehicle harness. Using the provided tie strap, secure the jumper harness to a nearby component such as the speed control cable or another wire harness. NOTICE: Be sure to apply and adequate amount of grease to the vehicle harness connector only. DO NOT apply the grease directly to the connector of the servo module.
12. Apply a 5 mm (3/16 in) high bead of Motorcraft Electrical Grease II XG-15-A across the entire width and length of the servo vehicle harness connector.
__________________________________________________
Field Service Action 05S28 Speed Control System Modification
Supplement #7 (THIS BULLETIN HAS BEEN REVISED SEVERAL TIMES, SO THE INFORMATION BELOW IS NOT CURRENT.)
Check the Ford website to see if your VIN is affected.



Applies to certain vehicles equipped with speed control:
1994-1996 Bronco
1994-2002 F-150/250 (Under 8500 GVW)
1997- 2002 Expedition
1998-2002 Navigator
2002 Blackwood

OVERVIEW :
This program involves performing an inspection procedure to determine which repairs to the speed control system must be performed; either installation of a fused jumper harness or replacement of the speed control deactivation switch. A flow chart has been developed to direct you to the proper service actions.

NOTE: Disconnecting the battery is no longer required when performing these repairs.

INSPECTION - ALL AFFECTED VEHICLES
1. Disconnect the speed control deactivation switch located on the brake master cylinder and inspect the harness connector for the presence of brake fluid. See Figure 1.
a. If no brake fluid is present, install the fused jumper harness (Labor Operation D).
b. If brake fluid is present, disconnect the speed control servo and inspect the vehicle harness connector for heat damage. See Figure 2.
c. If no heat damage is found at the speed control servo connector (even if there is presence of brake fluid in the connector), proceed to Labor Operation E.
d. If the speed control servo connector is heat damaged, call the Special Service Support Center for further instructions.

LABOR OPERATION D - APPLIES TO VEHICLES WITH NON-LEAKING SWITCHES

1.a. Connect the fused jumper harness (14A411) to the speed control deactivation switch and the vehicle harness.
b. Position the harness alongside the existing harness, located below the master cylinder, so that the fuse holder is higher than the rest of the jumper harness. This will cause any water that enters the engine compartment and gets on the jumper harness to run downhill away from the fuse holder.
c. Secure the jumper to the existing harness with tie straps, making sure the fuse holder is positioned vertically with the cap facing upwards. Wrap the tie straps underneath, then over the top of the existing harness and verify proper fuse holder orientation.
2. Release the vehicle.

LABOR OPERATION E - APPLIES TO VEHICLES WITH LEAKING SWITCHES

1. Remove the speed control deactivation switch from the brake master cylinder. CAUTION: Do not allow any foreign material to enter the master cylinder port once the deactivation switch is removed.
2. Add a few drops of MotorCraft High Performance DOT 3 Brake Fluid, PM-1, to the fluid port at the threaded end of the new deactivation switch. CAUTION: DO NOT apply fluid to the electrical connector.
3. Install the new speed control deactivation switch into the master cylinder and tighten to 18 Nm (13 lb-ft).
4. With the speed control servo disconnected, use shop air only to blow the speed control deactivation switch harness electrical connector and the servo connector dry of any trace of brake fluid. DO NOT USE ANY TYPE OF SOLVENT TO CLEAN THE CONNECTORS.
5. Apply Ford Electrical Grease F8AZ-19G208-AA into each cavity of the vehicle harness connector only. It is not necessary to apply grease to the servo side of the connector.
6. Reconnect the servo connector.
7. Install the adapter jumper harness by connecting it to both the deactivation switch and the vehicle harness. Using the provided tie strap, secure the jumper harness to a nearby component such as the speed control cable or another wire harness.
8. Check the brake fluid level in the master cylinder and adjust if necessary.
9. Release the vehicle.

For more details about the fused jumper harness, see this photo:


See also:
. . .

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Secondary Cruise Control Deactivator Switches

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See the FSA:
.

List price on this is ~$11 (as of the date I posted the pic), but it will be installed at NO CHARGE (parts or labor) on vehicles covered by the recall. Even though the label is wrong about the fuse being internal, it should still NEVER be replaced. If it blows, it means the brake pressure switch is leaking, and (as the label states) should be replaced with the new switch & adapter harness kit, listing for ~$20 right now.

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TSB 88-05-14 Fake Oil Pressure Gauge

Publication Date: MARCH 2, 1988

LIGHT TRUCK: 1987-88 F-SERIES, BRONCO

ISSUE: An oil pressure gauge that indicates an erratic or low reading when the engine oil pressure is within specification may be caused by the oil pressure sender. The oil pressure sender may not work properly with the magnetic oil pressure gauge.

ACTION: To correct this, install a new design oil pressure switch and new design resistor wire assembly using the following service procedure. Refer to the oil pressure switch and resistor wire application chart for the correct service parts.

OIL PRESSURE SWITCH AND RESISTOR WIRE APPLICATION CHART
Engine Application Description Service Part No.
5.0L, 5.8L, 7.3L and 7.5L Oil Pressure Switch E6SZ-9278-A
4.9L Oil Pressure Switch E8TZ-9278-A
All Resistor Wire Assembly E6SZ-9F291-A

SERVICE PROCEDURE
1. Remove the existing oil pressure sender.
2. Install the new design oil pressure switch. Torque oil pressure switch to 10-18 lbs-ft (13-34 N-m).
3. Connect the female terminal end of the 20 ohm resister wire assembly to the oil pressure switch.
4. Connect the male terminal end of the 20 ohm resistor wire assembly to the vehicle wire harness.

PART NUMBER PART NAME
E6SZ-9278-A Oil Pressure Switch
E8TZ-9278-A Oil Pressure Switch
E6SZ-9F291-A Resistor Wire Assembly

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
880514A 0.4 Hr.
_________________________________________
This shows how to UNDO this on vehicles originally built with the 6psi switch, up to ~1996.
.
Later vehicle have the resistor built into the gauge head, so the gauge would have to be swapped out for an older one to make this work.

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TSB 95-13-02 Erratic Temperature Sender

Factory temperature senders with a date code before 2774 are known to be defective. The code is stamped into the side of the hex. The format is the Julian date & the last digit of the year, so that's the 277th day of 1994. So 0085 is good; 1934 is bad; 3034 is good; 2765 is good; 3582 is bad.

The sender should test at 74 Ohms cold; 9.7 Ohms hot.

If you're having trouble with your temp gauge, try to read the date off the sender before any other diagnosis. A new sender from NAPA is under $10.

LOCATION:
The smallblock V8 location is the top L front of the intake manifold beside the distributor.
The I6 location is the R rear side of the head, below the exhaust manifold, facing the HVAC blower housing.

TESTING:
Pull the R/Wh wire's terminal off the threaded stud and ground it to the engine block. Turn the key to RUN. The gauge should peg hot within a second or 2. If it moves slowly or doesn't go to peg, the circuit has high resistance between the terminal & the gauge (possibly at the cluster connector). If it doesn't move, either the R/Wh circuit is open, or the gauge is dead. If it pegs hot even when disconnected, the wire is pinched to ground somewhere.

See also:
.

A Complete Explanation of the Engine Cooling System

For ALL OTHER GAUGES, see these:

.

Before buying cheap aftermarket parts, check for coupons & service offers from Ford.

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TSB 89-02-07 Speedometer Accuracy

Publication Date: JANUARY 25, 1989

FORD: 1989 and prior ALL CAR LINES
LINCOLN-MERCURY: 1989 and prior ALL CAR LINES
LIGHT TRUCK: 1989 and prior ALL TRUCK LINES
MEDIUM/HEAVY TRUCK: 1989 and prior ALL MEDIUM/HEAVY TRUCK LINES

ISSUE: The accuracy of speedometer/odometer readings may be influenced by several vehicle components or systems. The information in this TSB article is intended to assist technicians in speedometer/odometer concern diagnosis.

ACTION: Use the following supplemental information to assist in speedometer/odometer diagnostics.

OPERATION: A mechanical analog speedometer displays vehicle speed and the odometer displays total distance traveled. The speedometer/odometer assembly is cable driven by either a transmission or a transaxle. All speedometer/odometer assemblies, except for police vehicles are the same with respect to the speed accuracy tolerance used during calibration. The odometer gear ratio is fixed so that all are identical and have no error in the speedometer head.

Electronic digital operation is similar. It could use a drive cable or a speed sensor to drive the speedometer/odometer. An electronic signal is sent from a speed sensor to the digital speedometer/odometer assembly. The speed sensor is driven by a transmission or a transaxle, similar to a cable.

Several areas of concern that may affect speedometer/odometer readings are tires, axle gear ratio and speedometer/odometer drive and driven gears.

TIRES: Improper tire rolling radius and inflation pressure, temperature and size may contribute to inaccurate system readings. System accuracy testing should be performed after the tires are set at the correct pressure as shown on the safety compliance certification label. The tire should be warmed for a short period. Best results are obtained on smooth, dry pavement while driving at a constant speed within the posted speed limit.

AXLE/TRANSAXLE RATIO: The gear ratio of the rear axle or the final drive ratio of the transaxle must be known to select or check if the proper speedometer/odometer drive and driven gears are present. Various gear ratios are available, but usually are not a concern when dealing with speedometer/odometer concerns unless the gear ratio has been changed.
WARNING: NEVER CORRECT SPEEDOMETER READINGS BY CHANGING GEARS UNLESS THE ODOMETER IS ALSO OFF.

DRIVE/DRIVEN GEARS: The speedometer/odometer drive gear is located inside the transmission, transaxle or transfer case and is not easily accessed for change. The driven gear rotates the speedometer cable. Rear wheel drive vehicles have several driven gears with various numbers of teeth available to correct input to the speedometer/odometer head. Front wheel drive vehicles generally do not offer different gears for correction.

GENERAL DESCRIPTION: The maximum allowable odometer system accuracy error is 3.75% of the actual distance traveled. Ford Motor vehicles are well within those limits.

The speed indication is biased high, except on police vehicles with certified calibration speedometers/odometers. As a general rule, the indicated speed is equal to or greater than the actual speed. This is intended to protect the consumer against violating speed laws. Most customer concerns are related to speedometers reading too high at true speeds between 50 MPH and 65 MPH (80 - 105 Km/h). At that speed range, the worst case errors may indicate a speed that is 10% greater than true speed.

The speedometer head is an instrument which processes information sent to it by the rotating speedometer cable. If the system components send the wrong number of revolution per mile to the speedometer head, an inaccurate speed reading and amount of distanced traveled will be displayed. Since there is no error in the fixed gear ratio of the speedometer head odometer, start by checking the accuracy of the odometer even if the customer concern indicates a speed accuracy problem. Odometer accuracy can be checked by using roads established at mile increments or a known local course. If roads with mile markers are used, a five mile stretch is recommended to allow for inaccuracies. If an error is greater than 3.75%, a change to the transmission drive/driven gear selection, tire size, or tire inflation may need attention. The odometer should be checked again to verify any corrective action. If the indicated speed error exceeds 10% between 50 MPH and 60 MPH (80 - 105 Km/h), replace the speedometer/odometer assembly. Vehicles with transfer cases that have fluctuating readings may be due to slippage of drive gears, parts not splined or loose yoke nuts.

If the vehicle has speed control, the speed accuracy can be checked using the verified odometer vs. time. The formula is as follows:
3600 divded by TIME (seconds to cover one mile) = TRUE MPH(Km/h)

EXAMPLES:
60 MPH (96 Km/h) requires 60 seconds to cover one mile
55 MPH (88 Km/h) requires 65 and 3/4 seconds to cover one mile
50 MPH (80 Km/h) requires 72 seconds to cover one mile

SUPERSEDES: 84-14-06
WARRANTY STATUS: INFORMATION ONLY

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EMW/IMS(EUL) COMBO module, found on the back of the instrument cluster in '87-89 V8s.

Emissions Maintenance Warning / Inferred Mileage Sensor
.

Haynes contains a typo in some editions describing this as the "Infrared" Mileage Sensor, and wiring diagram errors showing it connected to the oil pressure switch. In any case, it serves no real purpose. Ford never offerred the service indicated by this module; certainly not now. Either remove the bulb, the module, or both.

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

TSB 89-22-08 EMW/IMS Applications

Publication Date: NOVEMBER 1, 1989

LIGHT TRUCK: 1985-89 BRONCO
1985-87 BRONCO II
1985-89 ECONOLINE, E-150, F-250, F-350
1985-88 RANGER
1986-87 AEROSTAR
MEDIUM/HEAVY TRUCK: 1988-90 F & B SERIES

ISSUE: The Emission Maintenance Warning "EMW" module operates a light that is located on the instrument panel. For 1985-87 model year vehicles, the light will display the word "EMISSIONS". For 1988-89 model year vehicles, the light will display the words "CHECK ENGINE". When the light is lit, it is indicating that the 60,000 mile emission maintenance should be performed. After the maintenance is performed the EMW module must be reset to zero time. Another type of module is the "IMS" module. This module is not part of the light circuit and does not require maintenance. At a predetermined time, the IMS module directs the EEC IV processor to make a strategy change. A third type of module is the "COMBO" module. This module combines the functions of the IMS and the EMW modules.

ACTION: Refer to the following module application charts for the specific vehicle application and location of the different types of modules.
NOTE: FOR APPLICATIONS NOT LISTED IN THE FOLLOWING MODULE APPLICATION CHARTS, THE "CHECK ENGINE" LIGHT IS CONTROLLED BY THE EEC IV PROCESSOR. THESE VEHICLES DO NOT USE THE "EMW" MODULE.

1985 & 1986 MODULE APPLICATION CHART
APPLICATION ENGINE MODULE TYPE MODULE LOCATION SERVICE PART NUMBER
Aerostar - All - EMW - Left Of Steering Column On EEC IV Bracket - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Ranger, Bronco II - All - EMW - Behind The Glove Box - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - All - EMW - Bottom Of IP Left Of Steering Column - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)

1987 MODULE APPLICATION CHART
APPLICATION ENGINE MODULE TYPE MODULE LOCATION SERVICE PART NUMBER
Aerostar - All - EMW - EEC IV Bracket - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Ranger, Bronco II - All - EMW - Behind The Glove Box E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - All - COMBO - Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1988 MODULE APPLICATION CHART
APPLICATION ENGINE MODULE TYPE MODULE LOCATION SERVICE PART NUMBER
Ranger - 2.0L - EMW - Behind The Glove Box - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - 5.8L - COMBO - Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1989 MODULE APPLICATION CHART
APPLICATION ENGINE MODULE TYPE MODULE LOCATION SERVICE PART NUMBER
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - 5.8L - COMBO Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1990 MODULE APPLICATION CHART
APPLICATION ENGINE MODULE TYPE MODULE LOCATION SERVICE PART NUMBER
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)


PART NUMBER PART NAME
E5TZ-12B514-C EMW Module - 1000 Hr
E5TZ-12B514-A EMW Module - 2000 Hr
E5TZ-12B514-A COMBO Module

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

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TSB 91-21-08 (Excerpt)

Replacing the RIGHT side radius arm bracket fasteners on vehicles built prior to February 1990.
(This does not apply to F-350 4X4 or F-250 4X4 because no radius arms are used).

NOTE: THE SPECIFIED FASTENERS AND TORQUE REQUIREMENTS MUST BE USED. SEE THE DIAGRAM FOR A DESCRIPTION OF PARTS CONTAINED IN THE RIGHT SIDE RADIUS ARM BRACKET KIT (E8TZ-3L095-A). REPLACE ONE RIVET AT A TIME TO MAINTAIN BRACKET LOCATION.

a. Start with rivet number one (1). Drill an 1/8" hole through the middle of the rivet

b. Drill the same hole with an 11/32" drill.

c. Use an air chisel to remove the rivet head.

d. Drive the rivet out with a punch.

e. Line ream the rivet hole in the frame web to a 1/2" diameter.

f. Install a 1/2" Grade 8 bolt. The bolt head must be on the inboard side of the frame. Install a 1/2" hardened washer on the outside of the bracket. Install the nut and tighten to 105 lb.ft. (142 N-m).

g. Remove the number two (2) rivet using Steps a through d.

h. Line ream the number two (2) rivet hole on the frame flange to a 9/16" diameter.

i. Install a 9/16" Grade 8 bolt. The bolt head must be on the inboard side of the frame flange. Install a 9/16" hardened washer on the outboard side of the bracket. Install the nut and tighten to 140 lb.ft. (190 N-m).

j. Repeat steps h and i for the number three (3) rivet.

NOTE: MAKE SURE THE TORQUE SPECIFICATIONS ARE FOLLOWED.

CAUTION: THE FOLLOWING STEPS APPLY ONLY TO BRONCO VEHICLES BUILT AFTER FEBRUARY 1990. THE ATTACHMENT HARDWARE (NUTS AND BOLTS) USED IN THE SERVICE REPAIR AND PRODUCTION ARE DIFFERENT AND THE TORQUE SPECIFICATIONS ARE DIFFERENT. DO NOT APPLY THESE STEPS ON BRONCOS BUILT BEFORE FEBRUARY 1990.

k. Check the torque on the nuts securing the right hand radius arm pivot bracket.

l. Check and adjust, if required, the torque of the nuts securing the right hand radius arm pivot bracket to the frame flange. The correct torque is 75 lb.ft. (100N-m).

m. Check and adjust, if necessary, the torque of the nuts securing the right hand radius arm pivot bracket to the frame web (side rail). The correct torque is 110 lb.ft. (150N-m).

See also:
. . .

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Rivet Replacement with Bolts

TSB 97-4-7 FRAME - RIVET REPLACEMENT WITH BOLTS

Publication Date: FEBRUARY 17, 1997

LIGHT TRUCK:
1980-1996 BRONCO
1980-1997 ECONOLINE, F-150-350 SERIES
1983-1997 RANGER
1984-1990 BRONCO II
1986-1997 AEROSTAR
1988-1997 F SUPER DUTY, F-47
1991-1997 EXPLORER

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.

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.

SERVICE PROCEDURE
Inspect for a loose or damaged rivet.
Remove any damaged or loose rivets.
1.) Drill a 3.175mm (1/8") hole through the rivet.
2.) Redrill the same hole through the shank of the rivet.
3.) Use an 8.731mm (11/32") drill for 3/8" and 10mm rivets.
4.) Use a 9.525mm (3/8") drill for 11.113mm (7/16") rivets.
5.) Remove the rivet head with an air chisel.
6.) Drive out the rivet with a punch and hammer.
7.) Line ream the hole to the replacement bolt nominal size with a hole tolerance of 0.127mm (0.005").
8.) Free hole of burrs after reaming to allow bolt head and nut to seat properly.
9.) Select the bolt length to have a minimum of two (2) threads protruding from outer face of nut. Refer to the 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.
NOTE: GRADE 8 BOLTS MAY BE SUBSTITUTED FOR ANY APPLICATION.

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.

10.) Tighten the bolts to the specifications shown in the Bolt Selection Chart.

See also:
. . .

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Spark Plug Wire Routing for '87-93 5.0L

ISSUE: Engine miss, spark knock, buck/jerk, surge and other driveability concerns may be caused by induction crossfire. This occurs because of improperly routed spark plug wires.

ACTION: If spark plug replacement is performed, the correct firing order and spark plug wire routing is essential to prevent the possibility of induction crossfire between cylinders. Refer to the following procedures for inspection of the spark plug wire routing and firing order. Properly reroute the spark plug wires if required.

Whenever a high-tension ignition wire is removed from a spark plug, the distributor cap, or the coil to perform a maintenance operation, Silicone Dielectric Compound must be applied to the boot before reconnection. Using a small clean screwdriver, apply a thin layer of Silicone Dielectric Compound on the entire interior surface of the boot. Do not apply compound to metal terminals.


FIRING ORDER

The firing order for 1987-1993 5.0Ls is 1-5-4-2-6-3-7-8. If #7 and #8, or #2 and #4 spark plug wires are routed next to each other at the separation bracket, an induction crossfire condition can occur.

The firing order for 1994 5.0Ls & all 5.8Ls is 1-3-7-2-6-5-4-8. On these vehicles the #1 and #3, or #5 and #6 spark plug wires must be separated to eliminate the possibility of an induction crossfire.

To eliminate the possibility of the coil wire becoming disconnected, route the coil wire under the spark plug wires at the distributor cap.

See also:
http://fordfuelinjection.com/files/compare_TFIs.gif

. . . .

Spark plug & coil wires should measure ~7KOhm/foot from the terminal inside the distributor cap to the terminal in the boot that slips over the spark plug.

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Spark Plug Wire Routing for '94-up 5.0L & all 5.8L



ISSUE: Engine miss, spark knock, buck/jerk, surge and other driveability concerns may be caused by induction crossfire. This occurs because of improperly routed spark plug wires.

ACTION: If spark plug replacement is performed, the correct firing order and spark plug wire routing is essential to prevent the possibility of induction crossfire between cylinders. Refer to the following procedures for inspection of the spark plug wire routing and firing order. Properly reroute the spark plug wires if required.

Whenever a high-tension ignition wire is removed from a spark plug, the distributor cap, or the coil to perform a maintenance operation, Silicone Dielectric Compound must be applied to the boot before reconnection. Using a small clean screwdriver, apply a thin layer of Silicone Dielectric Compound on the entire interior surface of the boot. Do not apply compound to metal terminals.


FIRING ORDER

The firing order for 1987-1993 5.0Ls is 1-5-4-2-6-3-7-8. If #7 and #8, or #2 and #4 spark plug wires are routed next to each other at the separation bracket, an induction crossfire condition can occur.

The firing order for 1994 5.0Ls & all 5.8Ls is 1-3-7-2-6-5-4-8. On these vehicles the #1 and #3, or #5 and #6 spark plug wires must be separated to eliminate the possibility of an induction crossfire.

To eliminate the possibility of the coil wire becoming disconnected, route the coil wire under the spark plug wires at the distributor cap.

See also:
http://fordfuelinjection.com/files/compare_TFIs.gif

. . .

Spark plug & coil wires should measure ~7KOhm/foot from the terminal inside the distributor cap to the terminal in the boot that slips over the spark plug.

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TSB 93-13-10 1985-93 5.0L &1988-93 5.8L Spark Knock
Publication Date: JUNE 23, 1993

LIGHT TRUCK: 1985-1993 BRONCO, ECONOLINE, F-150-350 SERIES

ISSUE: Spark knock may be caused by variability in ignition PIP (Profile Ignition Pick-up) output due to a combination of engine torsional vibrations and distributor electrical characteristics. A spark advance spike is generated which repeats every eight firings.

ACTION: Perform the following Service Bay Diagnostic System procedure and, if necessary, replace the distributor.

NOTE: THE FOLLOWING SBDS PROCEDURE MUST BE USED TO VERIFY IF THE SPECIFIED CONDITION EXISTS ON A GIVEN EFI/TFI 5.0L/5.8L ENGINE. DISTRIBUTORS ON ENGINES THAT HAVE A DETONATION CONCERN AND THAT DO NOT PASS THE SBDS TEST MUST BE RETURNED THROUGH WARRANTY WITH A "BEFORE AND AFTER" PRINTOUT OF THE SBDS IGNITION GRAPH (WITH THE SPIKING CLEARLY SHOWN) TO QUALIFY FOR REIMBURSEMENT.

SERVICE BAY DIAGNOSTIC SYSTEM PROCEDURE

1. Use SBDS 60 pin roadtest monitor/record. Select parameters PIP and Spout.
2. Start the warm engine and idle for at least two (2) minutes to allow EEC IV to learn and correct for normal PIP variance.
a. Record data using PVA pendant.
b. Store the data in a buffer.
3. Upload the data to the Cart and go to the playback graph mode.
4. Select Digital PIP and analog spark. Move the cursor to the smoothest (least noise) section of the spark curve.
5. Zoom in on the recording as much as possible. Look for timing spikes that REPEAT EVERY EIGHTH FIRING OF THE DIGITAL PIP SIGNAL.
6. Move the cursor across all spikes to read the timing difference.
NOTE: THE SPARK ADVANCE WILL SPIKE UPWARD AT LEAST 2° ON SUSPECT VEHICLES.
7. Print the graph for warranty use.
Downward spikes would indicate a retarded spark condition and will NOT cause detonation.
Graphs without spikes indicate that the distributor is NOT to be replaced.
8. If spiking is found, replace the distributor with the appropriate 12127 assembly. Refer to the Dealer Master Parts Catalog for correct parts usage.
a. Reuse the TFI module, cap and rotor.
b. Rerun the procedure and PRINT THE NEW GRAPH to verify that the new distributor corrected the spark knock condition.
c. Do not disassemble or rebuild the old distributor.
d. Return the distributor with the "before and after" graphs to the Warranty Parts Return Center.

OTHER APPLICABLE ARTICLES: NONE

WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 1992/93 Models, Basic Warranty Coverage For All Other Models And Emissions Warranty Coverage

OPERATION DESCRIPTION TIME
931310A 1985-93 5.0L (EFI/TFI) - 1988-93 5.8L (EFI/TFI) Bronco and F-Series 1.5 Hrs.
931310B 1985-93 5.0L (EFI/TFI) - 1988-93 5.8L (EFI/TFI) Econoline 1.6 Hrs.

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TSB 98-5A-04 Brake Vibration / Lug Nut Torque

Publication Date: MARCH 18, 1998

FORD: 1972-97 THUNDERBIRD
1976-86 LTD
1976-97 MUSTANG
1981-97 CROWN VICTORIA
1982-88 EXP
1982-98 ESCORT
1984-94 TEMPO
1986-97 TAURUS
1988-93 FESTIVA
1989-97 PROBE
1994-97 ASPIRE
1995-98 CONTOUR
LINCOLN-MERCURY: 1979-83 MONARCH, ZEPHYR
1979-97 COUGAR
1980-83 MARK VI
1980-98 CONTINENTAL, TOWN CAR
1981-86 LYNX
1983-86 MARQUIS
1984-92 MARK VII
1984-94 TOPAZ
1986-97 SABLE
1987-89 TRACER
1987-97 GRAND MARQUIS
1991-94 CAPRI
1991-97 TRACER
1993-98 MARK VIII
1995-98 MYSTIQUE
LIGHT TRUCK: 1979-96 BRONCO
1979-97 ECONOLINE, F-150-350 SERIES
1984-90 BRONCO II
1984-97 RANGER
1986-97 AEROSTAR
1988-97 F SUPER DUTY
1991-97 EXPLORER
1993-97 VILLAGER
1995-98 WINDSTAR
1997 EXPEDITION
1998 NAVIGATOR

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.

The "ACCUTORQ" socket is intended for lug nut installation, not removal. When using the "ACCUTORQ" socket, the output torque of the air impact tool must be set to 217-339 N-m (160-250 lb-ft), usually this will be the lowest setting on the air impact tool.

The "ACCUTORQ" lug nut sockets are available through Rotunda Equipment. The four-piece set (164-R0314) fits most Ford Motor Company cars and light trucks. The tool set consists of four (4) lug nut sockets and a storage case. The set can be ordered by calling Rotunda Equipment at 1-800-ROT-UNDA (768-8632).

CAUTION: AIR IMPACT TOOLS SHOULD NOT BE USED TO TIGHTEN WHEEL LUG NUTS UNLESS THE "ACCUTORQ" LUG NUT SOCKET OF THE CORRECT SPECIFICATION IS USED.

NOTE: DO NOT USE AIR IMPACT TOOLS ON LOCKING WHEEL LUG NUTS. THEY ARE TO BE HAND-TORQUED ONLY.

OTHER APPLICABLE ARTICLES:

SUPERSEDES: 97-17-6
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 301000, 303000, 306000
---------------------------------------------------------------------------
.

F-150 and Bronco with steel wheels use conventional 1/2-20 lug nuts.
F-150 and Bronco with aluminum wheels use styled steel 1/2-20 bulge lug nuts.
F-250 steel wheels use conventional 9/16-18 lug nuts.
F-250 HD aluminum wheels use conventional 9/16-18 lug nuts.
F-350 single rear wheels use conventional 9/16-18 lug nuts.
F-350 and F-Super Duty dual rear wheels use flat (integral two-piece swiveling) 9/16-18 lug nuts; conventional NOT permitted.

WARNING: When a wheel is installed, always remove any corrosion, dirt or foreign material present on the mounting surfaces of the wheel or the surface of the wheel hub, brake drum, or brake rotor that contacts the wheel. Installing wheels without proper metal-to-metal contact at the wheel mounting surfaces can cause the lug nuts to loosen and the wheel to come off while the vehicle is in motion, causing loss of control.

---------------------------------------------------------------------------
RETIGHTEN to proper torque specifications at 800 km (500 miles) after any wheel change or ANY OTHER TIME the lugnuts have been loosened.

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TSB 95-02-11 Short Circuits, Common Locations on '94-95 Trucks
IF THE IMAGE IS TOO SMALL, click it.

Inspect the vehicle for any aftermarket accessories and either electrical or body modifications. Any electrical accessory not approved by Ford Motor Company and improperly installed can be the cause of possible short circuits in the electrical system. Any aftermarket body modification, such as running boards, for example, may have been installed where the attaching screws have punctured a wire causing a short in the circuit. Inspect the vehicle and repair or replace the wiring harness as necessary. Refer to the following charts for more examples and information.


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TSB 92-19-08 Engine Connector (C101)

Publication Date: SEPTEMBER 9, 1992

LIGHT TRUCK: 1992 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: The power network box bracket has been redesigned to accommodate the 42-way connector. It is located between the (12A581) engine compartment wiring harness and the (9D930) engine wiring harness on top of the engine.

ACTION: A procedure has been developed for removing the 42-way connector. Remove the 42-way connector by using the following service procedure.

SERVICE PROCEDURE
1. Position the blade of a screwdriver between the tab and bracket (F2TZ-14A254-B).
2. Twist the screwdriver slightly, then slide the connector (F2TZ-14489-C) toward the screwdriver.
3. Slide the connector to the end of the slot, then move the connector up and out of the bracket.

PART NUMBER PART NAME
F2TZ-14A254-B Bracket
F2TZ-14489-C 42-Way Connector

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

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

TSB 98-24-06 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.



ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)

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TSB 98-24-6 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.


ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)

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TSB 95-15-11 Hesitation, Stumble, Stall, Miss, No Start, No Spark

ISSUE: '93-95 light truck vehicles with 4.9L, 5.0L, 5.8L, or 7.5L gas engines may exhibit various driveability symptoms, such as no start, no spark, hesitation/stumble/stall/miss and/or Diagnostic Trouble Code (DTC) 211. The symptoms may occur during any drive mode or at idle. These concerns may be caused by the shielding drain wire (Circuit 48.) cutting through the insulation of, and shorting to, the Profile Ignition Pickup (PIP) wire (Circuit 395) or the spark output (SPOUT) wire (Circuit 929) near the Powertrain Control Module (PCM) 60-pin connector. A protruding wire from Splice 145 may also cause the same concern as the wire strand shorts to the PIP, SPOUT, or the foil wrap surrounding the drain wire.

ACTION: Inspect PIP - Circuit 395 (GY/O), Ignition Ground (IGN GND) - Circuit 259 (O/R), and SPOUT - Circuit 929 (PK) for possible cut insulation from Circuit 48. Also, inspect Splice 145 - Circuit 395 (GY/O) for stray wire strands. If wire insulation is cut, exposing copper wire, repair cut insulation with 3M Mastic Tape. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Disconnect battery ground cable.
2. If vehicle has the speed control option, remove the speed control servo bracket and position it out of the way for improved access.
3. Disconnect the connector at the Ignition Control Module (ICM - formerly TFI).
4. Unbolt the 60-pin connector from the PCM and pull the wiring up to work on.
5. Remove the 1" (25.4mm) diameter convoluted tubing from the wiring assembly. The date code tag will remain taped to the convoluted tubing.
6. Remove/cut the tape of the wiring assembly. Work toward the the ICM connector (pull back convoluted tubing as needed).
7. Unravel aluminum foil tape and electrical drain wire (Circuit 48.) from main bundle, exposing the junction or "Y" splice between the ICM tapeout and the PCM tapeout. Be careful with the foil wrap because it will be reused.
NOTE: THE FOIL WRAP LENGTH WILL BE ABOUT 5" (127mm) BEYOND THE "Y" BRANCH. THE END WILL BE TOWARD THE ICM CONNECTOR.
8. After the foil wrap is removed, look for the three (3) "grouped" wires in question at the "Y" splice. The three (3) wires are: PIP - Circuit 395 (GY/O), IGN GND - Circuit 259 (O/R), and SPOUT - Circuit 929 (PK).
9. Locate the (bare) electrical drain wire. Wire end is toward the ICM connector, again, about 5" (127mm) from the "Y" splice. Unravel wire from the top (ICM) end and down to the area where the bare wire makes contact with the three (3) wires mentioned above.
10. Inspect for any damage to the insulation of the three (3) wires in question. If wire insulation is cut, exposing copper wire, repair cut insulation with 3M Electrical Moisture Sealant-Mastic Tape (3M Part No. 054007-06147).
11. Inspect Splice 145 - Circuit 395 (GY/O) for stray wire strands (Figure 3). If stray wire is found, apply pressure on the wire with pliers to bend the wire down and wrap the splice with three (3) layers of flame retardant vinyl tape, or equivalent, to ensure the wire does not make contact with other wires or the foil wrap.
12. Carefully rewrap the bare electrical drain wire and foil. Work backward, toward the ICM connector end. Tape end of foil wrap to secure.
13. Retape worked area securely (between PCM and ICM connectors) with flame retardant vinyl tape, or equivalent.
14. Reinstall all convoluted tubing and tape ends of tubing to the tubing with flame retardant vinyl tape, or equivalent.
15. Reinstall PCM connector to the PCM.
16. Reinstall the ICM connector.
17. Reinstall the speed control servo bracket (two bolts) if applicable, and tighten bolts to 15-18 N-m (11-13 lb-ft).
18. Reconnect battery ground cable.

See also:
. . . .

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TSB 88-16-16 Hazard Stumble

Publication Date: AUGUST 3, 1988

LIGHT TRUCK: 1987-88 F-SERIES, BRONCO

ISSUE: An engine miss or stumble when the headlamp hi-beams, hazard, stop or turn signals are turned "ON/OFF" may be caused by a voltage spike. A voltage spike may be induced into the EEC IV ignition system and read by the EEC IV processor as a PIP signal. This creates false timing information resulting in the miss or stumble. Vehicles that are used to pull trailers (electrical brake equipped) may have similar symptoms.

ACTION: To correct this, install a ground strap between the battery negative (-) terminal and the radiator support bracket using existing attaching hardware or a #10 sheet metal screw.

PART NUMBER PART NAME
E8UZ-19A095-A Ground Strap

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
881616A 0.3 Hr.

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TSB 88-03-13 Fuel Pressure Specs
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: FEBRUARY 2, 1988

FORD: 1988 ESCORT/EXP, MUSTANG, TEMPO, THUNDERBIRD, TAURUS, CROWN VICTORIA
LINCOLN-MERCURY: 1988 TOPAZ, COUGAR, SABLE, GRAND MARQUIS, MARK VII, CONTINENTAL, LINCOLN TOWN CAR
LIGHT TRUCK: 1988 ALL LIGHT TRUCK LINES

ISSUE: The fuel pressure specification ranges for some engine applications are incorrect as published in the 1988 Engine/Emission Diagnosis Manual, Pinpoint Test "H", Section 19, Page 130.

ACTION: If service is required, use the fuel pressure specifications from the chart.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY



To trigger the FP relay on pre-'96 EFIs, see the bottom of this diagram:


To connect the gauge on a V8, see these:
.

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TSB 02-16-4 Fuel Pump Whining/Buzzing Comes Through Radio Speaker
Publication Date: AUGUST 6, 2002

FORD:
1990-1994 TEMPO
1990-1997 ESCORT, PROBE, THUNDERBIRD
1990-1998 MUSTANG
1990-1999 TAURUS
1990-2002 CROWN VICTORIA
1997-1999 CONTOUR
2001 TAURUS
1990 BRONCO II
1990-1996 BRONCO
1990-1997 AEROSTAR, F SUPER DUTY, F-250 HD, F-350
1990-1999 F-250 LD
1990-2002 ECONOLINE, F-150, RANGER
1991-2002 EXPLORER
1995-2002 WINDSTAR
1997-2003 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION, EXPLORER SPORT TRAC, EXPLORER SPORT
2001-2002 ESCAPE

LINCOLN:
1990-1992 MARK VII
1990-1994 CONTINENTAL
1990-2002 TOWN CAR
1998-2003 NAVIGATOR
2002 BLACKWOOD

MERCURY:
1990-1994 TOPAZ
1990-1997 COUGAR
1990-1999 SABLE
1990-2002 GRAND MARQUIS
1991-1997 TRACER
1997-1999 MYSTIQUE
2001 SABLE
1993-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: A "whining"/"buzzing" noise in the speakers of the entertainment radio or two-way radio on vehicles with an in-tank electric fuel pump may be caused by electrical noise from the fuel pump.

ACTION: Install an electronic noise Radio Frequency Interference (RFI) Filter (F1PZ-18B925-A) on the fuel pump inside the fuel tank. Refer to the following Test Procedure to confirm that the concern exists, then refer to the Service Procedure for repair details.

NOTE: IF THE VEHICLE HAS AN ELECTRONIC RETURNLESS FUEL SYSTEM, DO NOT INSTALL A RFI FILTER INLINE TO THE FUEL PUMP. ONLY VEHICLES WITH MECHANICAL RETURNLESS FUEL SYSTEMS (PRESSURE REGULATOR IN THE TANK), OR SYSTEMS WITH THE PRESSURE REGULATOR ON THE FUEL RAIL SHOULD BE APPROVED FOR THE RFI FILTER INSTALLATION.

NOTE: SOME LIGHT TRUCKS REQUIRE ONE (1) RFI FILTER FOR EACH IN-TANK ELECTRIC FUEL PUMP ON MULTI-TANK VEHICLES.

NOTE: THIS TSB DOES NOT INCLUDE TAURUS FLEXIBLE FUEL VEHICLES (FFVs) OR 1999 RANGER 3.0L FFVs.

TEST PROCEDURE
Fuel pump radio noise is relatively constant and changes only slightly with vehicle speed. If the frequency of the noise varies or the noise comes and goes with the vehicle speed, then it is not the fuel pump and this fix will not be effective. The following procedure will help determine if the fuel pump is the cause of the radio noise:

Turn on the radio before the key is turned on (assuming the radio will operate without the ignition key - you may need to put the ignition key in the Accessory position). Turn the ignition key to the Run position (do not start the engine). The fuel pump should run for about 1 second with the key in the Run position with the engine not running. Listen for noise in the radio. If noise is present while the pump is running and stops when the pump stops, then the noise is being generated by the pump and this procedure should help.

SERVICE PROCEDURE
Remove the fuel pump sender assembly from the fuel tank. Refer to the appropriate model year Workshop Manual for removal procedure.
On vehicles without a fuel delivery module, remove the negative and positive connectors from the fuel pump, Figure 1 . Cut the wires to the fuel pump 76mm (3") from the flange of the fuel pump and discard the wires. Connect the RFI filter connectors to the spade terminal on the fuel pump. Cut and solder both the red and black wires of the RFI filter to the red and black wires of the flange. Use Heat Shrink Tubing (F5AZ-14A099-AA) over the solder connections.
NOTE: HEAT SHRINK TUBING MUST BE USED OVER ALL SOLDERED CONNECTIONS MADE PER THIS TSB. USE SUFFICIENT TUBING (ABOUT 50mm (2")) OF THE SPECIFIED TYPE TO ENTIRELY COVER EACH SOLDERED CONNECTION AND SHRINK APPROPRIATELY TO PREVENT EXPOSURE OF THE CONNECTIONS.

NOTE: FOR SOME VEHICLES WITH EXTREMELY LONG FUEL PUMP GROUND WIRE CIRCUITS, IT MAY BE NECESSARY TO SHORTEN THE GROUND WIRE TO A POINT CLOSE TO THE FUEL TANK. IF THE GROUND IS MOVED, BE SURE IT IS SECURE AND PROTECTED FROM CORROSION SINCE IT IS THE OPERATING GROUND FOR THE PUMP. CHECK SERVICE LITERATURE (EVTM, ETC.) FOR GROUND LOCATIONS.

WARNING: ALL SOLDERING AND HEAT SHRINKING MUST BE COMPLETED AWAY FROM THE FUEL TANK AREA. USE A SOLDERING IRON ONLY FOR SOLDERING AND HEAT GUN ONLY FOR APPLYING SHRINK TUBING.

On light trucks and compact trucks with a fuel delivery module (FDM), cut the fuel pump wires to the fuel delivery module 50mm (2") from the flange and discard the wires, Figure 2 .
Cut the connectors from the RFI filter and solder wires to the fuel delivery module (red to red and black to black). Use heat shrink tubing over solder connections. Solder wires from the RFI filter to the flange wires (red to red and black to black). Use heat shrink tubing over soldered connections.
NOTE: HEAT SHRINK TUBING MUST BE USED OVER ALL SOLDERED CONNECTIONS MADE PER THIS TSB. USE SUFFICIENT TUBING (ABOUT 50mm (2")) OF THE SPECIFIED TYPE TO ENTIRELY COVER EACH SOLDERED CONNECTION AND SHRINK APPROPRIATELY TO PREVENT EXPOSURE OF THE CONNECTIONS.

NOTE: FOR SOME VEHICLES WITH EXTREMELY LONG FUEL PUMP GROUND WIRE CIRCUITS, IT MAY BE NECESSARY TO SHORTEN THE GROUND WIRE TO A POINT CLOSE TO THE FUEL TANK. IF THE GROUND IS MOVED, BE SURE IT IS SECURE AND PROTECTED FROM CORROSION SINCE IT IS THE OPERATING GROUND FOR THE PUMP. CHECK SERVICE LITERATURE (EVTM, ETC.) FOR GROUND LOCATIONS.

WARNING: ALL SOLDERING AND HEAT SHRINKING MUST BE COMPLETED AWAY FROM THE FUEL TANK AREA. USE A SOLDERING IRON ONLY FOR SOLDERING AND HEAT GUN ONLY FOR APPLYING SHRINK TUBING.

Secure the RFI filter to the fuel pump and sender assembly with a Bundling Strap (95873-S101) to prevent rattling in the tank, Figure 1 and Figure 2 .
Reinstall the fuel pump sender assembly into the fuel tank.
CAUTION: INSTALL NEW GASKETS WHEN REINSTALLING SENDER TO PREVENT LEAKS. REFER TO THE PARTS CATALOG FOR PROPER APPLICATIONS.

Check the appropriate Electrical and Vacuum Troubleshooting Manual (EVTM) (or other service literature) for the location of the fuel pump ground. If ground is more than 0.9m (3') from the tank, cut wire and ground fuel pump end within 0.9m (3') of the tank to prevent ground wire from acting as an antenna. Be sure ground is secure and protected from corrosion since it is the operating ground for the fuel pump. Install the fuel tank in the vehicle as outlined in the appropriate Service or Workshop Manual.

PART NUMBER PART NAME
F1PZ-18B925-A Radio Frequency Interference (RFI) Filter
95873-S101 Bundling Strap
F5AZ-14A099-AA Heat Shrink Tubing

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 01-7-3
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
021604NA Diagnose And Install RFI Filter 1990-1996 Bronco 2.0 Hrs.
021604AA Diagnose And Install RFI Filter 1990-1997 Thunderbird/Cougar 2.1 Hrs.
021604BA Diagnose And Install RFI Filter 1990-1999 And 2001 Taurus/Sable 1.4 Hrs.
021604CA Diagnose And Install RFI Filter 1992-1997 Crown Victoria/Grand Marquis/Town Car 1.2 Hrs.
021604CB Diagnose And Install RFI Filter 1990-1991 Crown Victoria/Grand Marquis/Town Car 1.6 Hrs.
021604CC Diagnose And Install RFI Filter 1998-2002 Crown Victoria/Grand Marquis 2.2 Hrs.
021604DA Diagnose And Install RFI Filter 1998-2002 Town Car 1.9 Hrs.
021604EA Diagnose And Install RFI Filter 1990-1998 Mustang 1.7 Hrs.
021604FA Diagnose And Install RFI Filter 1990-1998 Mustang 1.6 Hrs.
021604GA Diagnose And Install RFI Filter 1990-1994 Continental 1.5 Hrs.
021604HA Diagnose And Install RFI Filter 1990 Escort 1.6 Hrs.
021604IA Diagnose And Install RFI Filter 1991-1996 Escort Tracer 0.8 Hr.
021604IB Diagnose And Install RFI Filter 1997 Escort/Tracer 1.6 Hrs.
021604JA Diagnose And Install RFI Filter 1997 Contour/Mystique 0.8 Hr.
021604JB Diagnose And Install RFI Filter 1998-1999 Contour/Mystique 1.8 Hrs.
021604KA Diagnose And Install RFI Filter 1990-1992 Mark VII 2.0 Hrs.
021604LA Diagnose And Install RFI Filter 1990-1992 Probe 0.8 Hr.
021604LB Diagnose And Install RFI Filter 1993-1997 Probe 1.8 Hrs.
021604MA Diagnose And Install RFI Filter 1990-2002 Econoline Single Fuel Tank 1.6 Hrs.
021604MB Diagnose And Install RFI Filter 1990-1991 Econoline Both Fuel Tanks 2.6 Hrs.
021604OA Diagnose And Install RFI Filter 1991-1994 Explorer 1.8 Hrs.
021604OB Diagnose And Install RFI Filter 1995-2002 Explorer 1.5 Hrs.
021604PA Diagnose And Install RFI Filter 1997-2002 Mountaineer 1.5 Hrs.
021604QA Diagnose And Install RFI Filter 1995-2002 Windstar 1.4 Hrs.
021604RA Diagnose And Install RFI Filter 1993-2002 Villager 1.9 Hrs.
021604SA Diagnose And Install RFI Filter 1997-2003 Expedition/Navigator 1.7 Hrs.
021604TA Diagnose And Install RFI Filter 1990-1997 Ranger Standard Cab 1.3 Hrs.
021604TB Diagnose And Install RFI Filter 1990-1997 Ranger Super Cab 1.8 Hrs.
021604TC Diagnose And Install RFI Filter 1998-2002 Ranger 4X4 1.8 Hrs.
021604TD Diagnose And Install RFI Filter 1998-2002 Ranger 4X2 1.6 Hrs.
021604UA Diagnose And Install RFI Filter 1990-1997 Aerostar 1.5 Hrs.
021604VA Diagnose And Install RFI Filter 1990 Bronco II 1.9 Hrs.
021604WA Diagnose And Install RFI Filter 1990-1996 F-150/250/350/Super Duty And 1997 F-350/Superduty Rear 1.4 Hrs.
021604WB Diagnose And Install RFI Filter 1990-1996 F-150/250/350/Super Duty And 1997 F-350/Superduty Front 1.4 Hrs.
021604WC Diagnose And Install RFI Filter 1990-1996 F-150/250/350/Super Duty And 1997 F-350/Superduty Both Tanks 2.1 Hrs.
021604WD Diagnose And Install RFI Filter 1998-2002 F-150 1.6 Hrs.
021604XA Diagnose And Install RFI Filter 2000-2002 Excursion 1.6 Hrs.
021604XB Diagnose And Install RFI Filter 1999-2002 Super Duty F-Series: Front Tank 1.6 Hrs.
021604XC Diagnose And Install RFI Filter 1999-2002 Super Duty F-Series: Rear Tank 1.5 Hrs.
021604XD Diagnose And Install RFI Filter 1999-2002 Super Duty F-Series: Both Tanks 2.7 Hrs.
021604YA Diagnose And Install RFI Filter 2001-2002 Escape 0.8 Hr.
021604ZA Diagnose And Install RFI Filter 2002 Blackwood 1.9 Hrs.

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TSB 93-01-16 Fuel Pulse Damper 4.9L
TSB 93-13-09 Fuel Pulse Damper 5.8L

Publication Date: JANUARY 5, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: A fuel system "knocking" noise may be heard. The noise is caused by fuel injector pulsations that are transmitted through the fuel lines.

ACTION: Install a new front fuel line assembly with a pulse damper. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Relieve the fuel system pressure. Refer to the 1992 F-150-350, Bronco Service Manual, Page 10-01A-26, for fuel system pressure relief procedure.
2. Remove the existing front frame to engine fuel line assembly. Refer to Figures 1 and 3 for fuel line disconnecting procedures on each end.
3. If any material was installed to isolate the "knocking" noise previously, remove it.
4. Install the new front fuel line assembly (F3TZ-9J338-G or F3TZ-9J338-H) with the pulse damper. Refer to Figures 2 and 3 for installation procedure.
5. Check the system to be sure there are no leaks.

PART NUMBER PART NAME
F3TZ-9J338-G 4.9L Front Fuel Line Assembly (Bronco And Regular Cab F-Series)
F3TZ-9J338-H 4.9L Front Fuel Line Assembly (Super Cab F-Series)
F3TZ-9J338-J 5.8L Front Fuel Line Assy. (F-Series, Regular Cab And Bronco)
F3TZ-9J338-K 5.8L Front Fuel Line Assembly (F-Series Super Cab)

SUPERSEDES: 92-24-11
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage And 1992 And Later Model Emissions Warranty

OPERATION DESCRIPTION TIME
930116A Replace 4.9L Front Fuel Line 0.4 Hr.

See also:


930116A Replace 5.8L Front Fuel Line 0.9 Hr.

.

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FSA 01M05 Fuel Cross-Flow
Check the Ford website to see if your VIN is affected.

. . .

ATTACHMENT III: Technical Information
--------------------------------------------------------------------------------
FUEL CROSS FLOW WARRANTY EXTENSION AFFECTED VEHICLES: ALL 1990, 1991, 1992 AND 1993 MODEL YEAR F-SERIES VEHICLES EQUIPPED WITH 4.9, 5.0, 5.8 OR 7.5 LITER ENGINES AND DUAL FUEL TANKS

NOTE: Check OASIS to see if either Safety Recall 00S57 or 93S68 is open. If either recall is open, do not continue with this procedure. Instead, perform the appropriate safety recall and return vehicle to the owner.

SERVICE PROCEDURE:
1. Attach an EFI/CFI fuel pressure gauge to the Schrader valve on the engine fuel rail.
WARNING: FUEL IN THE FUEL SYSTEM REMAINS UNDER HIGH PRESSURE, EVEN WHEN THE ENGINE IS NOT RUNNING. BEFORE SERVICING OR DISCONNECTING ANY OF THE FUEL LINES OR FUEL SYSTEM COMPONENTS, THE FUEL SYSTEM PRESSURE MUST BE RELIEVED TO PREVENT ACCIDENTAL SPRAYING OF FUEL, CAUSING PERSONAL INJURY OR A FIRE HAZARD.
2. Start the engine and record the fuel pressure reading. Turn the ignition key to the OFF position. Then relieve the fuel system pressure by slowly opening the manual valve on the fuel pressure gauge. Remove the gauge from the fuel rail.


ALL EXCEPT CHASSIS CAB

6-CYLINDER ENGINES
- If the fuel pressure is 55 PSI or less, perform all of the following:
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.
- If the fuel pressure exceeds 55 PSI, perform all of the following:
* Fuel Pressure Regulator Replacement.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.

8-CYLINDER ENGINES
- If the fuel pressure is 39 PSI or less, perform all of the following:
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.
- If the fuel pressure exceeds 39 PSI, perform all of the following:
* Fuel Pressure Regulator Replacement.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.


CHASSIS CAB

6-CYLINDER ENGINES
- If the fuel pressure is 55 PSI or less, perform all of the following:
* Fuel Delivery Module Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.
- If the fuel pressure exceeds 55 PSI, perform all of the following:
* Fuel Pressure Regulator Replacement.
* Fuel Delivery Module Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.

8-CYLINDER ENGINES
- If the fuel pressure is 39 PSI or less, perform all of the following:
* Fuel Delivery Module Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.
- If the fuel pressure exceeds 39 PSI, perform all of the following:
* Fuel Pressure Regulator Replacement.
* Fuel Delivery Module Installation And Return Line Inspection %uFFFD%uFFFD Rear Tank.
* External Check Valve Installation And Return Line Inspection %uFFFD%uFFFD Front Tank.

FUEL PRESSURE REGULATOR REPLACEMENT
NOTE: Perform only if fuel pressure exceeds levels specified earlier in this procedure.

1. Install a memory saver, then disconnect the battery negative cable.
2. Disconnect the vacuum line from the fuel pressure regulator, which is located on the fuel rail.
3. Remove the retaining screws from the fuel pressure regulator.
4. Remove and discard the fuel pressure regulator, gasket and O-ring seal from the fuel rail manifold.
5. Lubricate the new fuel pressure regulator O-ring with light oil (10W30 oil WSE-M2C903-A2 or equivalent). Install the new O-ring and the new gasket on the new regulator.
6. Position the new fuel pressure regulator with O-ring and gasket onto the fuel rail and install the retaining screws. Tighten the screws to 4 Nm (35 lb-in).
7. Connect the vacuum line to the new fuel pressure regulator.

EXTERNAL CHECK VALVE INSTALLATION AND RETURN LINE INSPECTION %uFFFD%uFFFD REAR TANK (NON-CHASSIS CAB VEHICLES)

1. Install a memory saver, then disconnect the battery negative cable.
2. Drain the rear fuel tank, using Rotunda Fuel Storage Tanker 034-00002, 034-00014 or equivalent.
3. Raise the vehicle on a hoist.
4. Position the spare tire out of the way.
5. Loosen the hose clamp at the fuel filler hose connection to the rear fuel tank.
6. Position a safety stand under the rear fuel tank.
7. Remove the fuel tank support straps.
8. Access the fuel delivery module (FDM) at the top of the tank by lowering the tank while guiding the fuel filler hose from the tank.
9. NOTE: For vehicles equipped with stainless steel braided flex lines, proceed to the next step. Inspect the nylon fuel return lines for kinking.
- If the nylon fuel return line is not kinked or the vehicle is equipped with stainless steel braided flex lines, proceed to the next step.
- If the nylon return line is kinked, repair the line as necessary using Rotunda Tool 134-000001 (Plastic Fuel Line Fitting Connector Tool), before continuing this procedure.
10. NOTE: Remove and discard the black hairpin clip on 1990 and 1991 model year vehicles. A new clip will be used when reconnecting the fuel supply line. Disconnect the fuel supply line at the FDM.
11. If equipped, remove and discard the old external check valve.
12. Install the external check valve to the supply tube of the FDM. Install the fuel line clip onto the external check valve.
13. Connect the fuel supply line to the external check valve. Install a new black hairpin clip on 1990 and 1991 model year vehicles.
14. Raise the rear fuel tank back into position while guiding the fuel filler hose onto the fuel tank.
15. Install the fuel tank straps. Tighten bolts to 38 Nm (28 lb-ft).
16. Tighten the fuel filler hose clamp to 4 Nm (35 lb-in).
17. Remove the safety stand.
18. Reposition the spare tire.
19. Lower the vehicle.

EXTERNAL CHECK VALVE INSTALLATION AND RETURN LINE INSPECTION %uFFFD%uFFFD FRONT TANK (ALL VEHICLES)

1. Drain the front fuel tank, using Rotunda Fuel Storage Tanker 034-00002, 034-00014 or equivalent.
2. Raise the vehicle on a hoist.
3. Remove the skid plate if equipped.
4. Loosen the hose clamp at the fuel filler hose connection to the front tank.
5. Position a safety stand under the fuel tank.
6. Remove the fuel tank support strap bolts.
7. Access the FDM at the top of the tank by lowering the tank while guiding the fuel filler hose from the tank.
8. NOTE: For vehicles equipped with stainless steel braided flex lines, proceed to the next step. Inspect the nylon fuel return line for kinking.
- If the nylon fuel return line is not kinked or the vehicle is equipped with stainless steel braided flex lines, proceed to the next step.
- If the nylon return line is kinked, repair the line as necessary using Rotunda Tool 134-000001 (Plastic Fuel Line Fitting Connector Tool), before continuing this procedure.
9. NOTE: Remove and discard the black hairpin clip on 1990 and 1991 model year vehicles. A new clip will be used when reconnecting the fuel supply line. Disconnect the fuel supply line at the fuel delivery module.
10. If equipped, remove and discard the old external check valve.
11. Install the external check valve to the supply tube of the fuel delivery module. Install the fuel line clip onto the external check valve.
12. Connect the fuel supply line to the external check valve. Install a new black hairpin clip on 1990 and 1991 model year vehicles.
13. Reinstall the skid plate if removed.
14. Lower the vehicle.
15. Fill the fuel tanks.
16. Connect the battery negative cable, then remove the memory saver.
17. Without starting the engine, turn the ignition key on and off several times to pressurize the fuel system and check for leaks.

FUEL DELIVERY MODULE REPLACEMENT AND RETURN LINE INSPECTION %uFFFD%uFFFD REAR TANK (CHASSIS CAB VEHICLES)

1. Install a memory saver, then disconnect the battery negative cable.
2. Drain the rear fuel tank, using Rotunda Fuel Storage Tanker 034-00002, 034-00014 or equivalent.
3. Raise the vehicle on a hoist.
4. Position the spare tire out of the way.
5. Loosen the hose clamp at the fuel filler hose connection to the rear fuel tank.
6. Position a safety stand under the rear fuel tank.
7. Remove the fuel tank support skid plate bolts.
8. Access the fuel delivery module (FDM) at the top of the tank by lowering the tank while guiding the fuel filler hose from the tank.
9. NOTE: Remove and discard the black hairpin clip. A new clip will be used when reconnecting the fuel supply line.
Disconnect the fuel supply line, fuel return line and the electrical connector (not shown) from the FDM. 10. Disconnect the vapor line from the fuel tank.
11. Lower the fuel tank while guiding the fuel filler hose out of the tank.
12. NOTE: For vehicles equipped with stainless steel braided flex lines, proceed to the next step. Inspect the nylon fuel return line for kinking.
- If the nylon fuel return line is not kinked or the vehicle is equipped with stainless steel braided flex lines, proceed to the next step.
- If the nylon return line is kinked, repair the line as necessary, using Rotunda Tool 134-000001 (Plastic Fuel Line Fitting Connector Tool) before continuing this procedure.
13. Clean any dirt from the top of the tank around the FDM.
14. Remove the locking ring from the FDM.
15. Remove the FDM, then remove and discard the gasket.
16. Clean the FDM mounting flange on the fuel tank, then install a new gasket onto the flange.
17. Install the new FDM, then install the locking ring. Tighten the locking ring to 62 Nm (46 lb-ft).
18. Raise the tank up into the vehicle, leaving enough room to make the connections on the top of the tank.
19. Connect the vapor line to the fuel tank.
20. Connect the fuel supply, fuel return and electrical connector to the FDM. Install a new black hairpin clip on the fuel supply line connection.
21. Raise the rear fuel tank into position while guiding the fuel filler hose into the tank.
22. Install the fuel tank support skid plate bolts. Tighten bolts 44 Nm (32 lb-ft).
23. Tighten the fuel filler hose clamp to 4 Nm (35 lb-in).
24. Remove the safety stand.
25. Reposition the spare tire.
26. Lower the vehicle.

ATTACHMENT II: Labor & Parts Information
--------------------------------------------------------------------------------
Labor Allowances

Check fuel pressure and inspect for kinked fuel lines. Install two check valves (or install one check valve and one FDM on Chassis Cab vehicles)
Description Labor Operation Labor Time*
1990/91 4.9L, 5.0L, 5.8L, and 7.5L Engine (Except Chassis Cab) 01M05B 1.5 Hour
1992/93 4.9L Engine 01M05C 1.9 Hour
1992/93 5.0L, 5.8L, and 7.5L Engine 01M05D 1.8 Hour
1990/91 Chassis Cab 4.9L Engine 01M05E 2.4 Hour
1990/91 Chassis Cab 5.0L, 5.8L, and 7.5L 01M05F 2.3 Hour

Check fuel pressure and inspect for kinked fuel lines. Install new fuel pressure regulator and two check valves (or fuel pressure regulator, one check valve, and one FDM on Chassis Cab vehicles)
Description Labor Operation Labor Time*
1990/91 4.9L, 5.0L, 5.8L, and 7.5L Engine (Except Chassis Cab) 01M05G 1.6 Hour
1992/93 4.9L Engine 01M05H 2.0 Hour
1992/93 5.0L, 5.8L, and 7.5L Engine 01M05J 1.9 Hour
1990/91 Chassis Cab 4.9L Engine 01M05M 2.5 Hour
1990/91 Chassis Cab 5.0L, 5.8L, and 7.5L Engine 01M05N 2.4 Hour

*NOTE: When additional time is required due to the conditions described below, this must be claimed as actual time. Use "MT01M05" as the labor operation for the additional time.
Trucks equipped with fuel tank skid plates
Trucks over 8,500 lbs. GVW and equipped with a 5.8L engine

Parts Ordering Information
Parts will not be direct shipped for this program. Order your parts requirements through normal order processing channels as noted below:

Stock Orders Effective immediately Normal order process
Interim Orders Effective immediately Normal order process
Emergency Orders First 30 days after launch Call 1-800-325-5621
Emergency Orders 31 days after launch Normal order process

Dealers will need to call 1-800-325-5621 for emergency orders for 60 days after campaign launch.
NOTE: ONLY A VERY SMALL PERCENTAGE OF VEHICLES WILL NEED THIS REPAIR BECAUSE IT IS ONLY FOR VEHICLES THAT HAVE HAD THE ORIGINAL RECALL (93S68 OR 00S57) COMPLETED AND HAVE HAD A SUBSEQUENT CROSS FLOW CONDITION.

Parts Requirements
Part Number Description Quantity

1L3Z-9J274-BA Check Valve for 1990/91 4.9L/5.0L/5.8L/7.5L Engines (Also used for Chassis Cab Vehicles) - 1 package per vehicle (2 per pkg.)

1L3Z-9J274-AA Check Valve for 1992/93 4.9L/5.0L/5.8L/7.5L Engines - 1 package per vehicle (2 per pkg.)

The following part is used only for 90-91 vehicles requiring repairs. See Attachment III.
(Owner Letters for this vehicle population will be mailed sometime in late July 2001).

N806190-S1901 Black Hairpin Clip (Retainer-Push Connect) 90-91 vehicles only - 2 per vehicle (4 per pkg.)

FOR CHASSIS CAB vehicles with 137" WB or 161" WB , ALSO ORDER THE PART BELOW. (only one check valve must be installed on the forward/mid-ship tank; the check valve will not fit on the rear tank) Dealers MUST install a fuel delivery module on the rear tank.

F6TZ-9A407-EA Fuel Delivery Module (rear plastic tank for Chassis Cab only) MUST CALL 1-800-325-5621 FOR ALL ORDER TYPES 1 per vehicle (ONLY FOR CHASSIS CAB VEHICLES)


DOR/COR NUMBER
DOR/COR for this program is 50243. This number identifies parts ordered for this campaign through the Special Service Support Center (1-800-325-5621).

DEALER PRICE
For latest prices, check or call your:
DOES II
Updated Price Book
EXCESS STOCK RETURN

Excess stock returned for credit must have been purchased from Ford Customer Service Division in accordance with Policy Procedure Bulletin 4000.

ATTACHMENT I: Owner Letter
-----------------------------------------------------------------------------------
At Ford Motor Company, we are constantly working to improve our products. The reason for this letter is to tell you about a no charge coverage program (Extended Coverage Program 01M05).

What is the no charge coverage program? Your vehicle may experience a fuel cross-flow condition if the check valve in the fuel pump/sender assembly becomes damaged. If this check valve becomes damaged, fuel may be supplied from one tank and some or all of the unused fuel may be returned to the other tank. Should this occur, the capacity of the receiving tank may be exceeded and fuel may overflow from the filler cap.Note: Your vehicle was covered under Safety Recall 93S68 which was initiated in late 1993 to address fuel cross-flow. If Safety Recall 93S68 has never been performed on your vehicle, we encourage you to have it performed. If Safety Recall 93S68 was performed and you are still experiencing fuel cross-flow, then the cost to repair the cross-flow condition will be covered under this extended coverage program, number 01M05.

Note: Your vehicle was covered under Safety Recall 93S68 which was initiated in late 1993 to address fuel cross-flow. If Safety Recall 93S68 has never been performed on your vehicle, we encourage you to have it performed. If Safety Recall 93S68 was performed and you are still experiencing fuel cross-flow, then the cost to repair the cross-flow condition will be covered under this extended coverage program, number 01M05.

What does Extended Coverage Program 01M05 cover?... This program extends the coverage for the cross-flow condition to 12 years or 150,000 miles from your vehicle's warranty start date, whichever occurs first. This coverage will automatically transfer to subsequent owners. If the vehicle already has more than 150,000 miles, this coverage will last until December 31, 2001.

If your vehicle should experience a fuel cross-flow condition, your dealership will repair the condition free of charge (parts and labor).

Refunds ... If your vehicle had a fuel cross-flow condition which was the cause of a repair which occurred before the date of this letter, Ford is offering a full refund. For the refund, please give your paid original receipt to your Ford or Lincoln Mercury dealer. To avoid delays, do not send receipts to Ford Motor Company.

If you've changed address or sold the vehicle... Please fill out the enclosed prepaid postcard and mail it to us if you have changed address or sold the vehicle.

Quality Care is the commitment of Ford Motor Company and its dealerships to provide you with a superior service and ownership experience. We stand committed with our dealers to assist you with all of your automotive service needs. With our nationwide dealer network, we're here to ensure you receive Quality Care service so that your vehicle maintains peak performance throughout your ownership experience.

We hope this no charge coverage confirms our commitment to your satisfaction. We pride ourselves on becoming the world's leading consumer company for automotive products and services.
------------------------------------------------------------------------------
Safety Recall 93S68 - All 1990, 1991, 1992 and certain 1993 Model Year F-Series Vehicles equipped with 4.9, 5.0, 5.8 or 7.5 Liter Engines and Dual Fuel Tanks

Affected Vehicles
All 1990, 1991, 1992 and certain 1993 model F-Series vehicles equipped with 4.9, 5.0, 5.8 or 7.5 Liter engines and dual fuel tanks.

Reasons For Recall
Some of the affected vehicles may experience a cross tank fuel flow condition due to the damaged check valve in the fuel pump/sender assembly. Fuel may be supplied from one tank and some or all of the unused fuel may be returned to the other tank. Should this occur, the capacity of the receiving tank may be exceeded and fuel may overflow from the filler cap. Fuel spillage in the presence of an ignition source could potentially result in a fire.

To correct this condition, the fuel pressure regulator will be replaced and a check valve will be installed between each fuel supply line and fuel tank.

Free Fuel Line Removal Tool
Standard fuel line removal tools can be used to disconnect fuel lines. However, because of the number of vehicles to be serviced, two free tools (#T93T-9550-AH) will be provided to each Ford dealer. These tools will be in your next Dealer Mail System (DMS) shipment (DMS packing slip #930902).

Parts Kit Codes
The required parts kit code for each vehicle will be shown on the attached VIN listing and will be printed at the top of each Owner Letter. Ask owners for the kit code shown on their letter when the owner calls for a service appointment.

Affected Vehicles: 1990 - 1992 and certain 1993 Model Year F-Series vehicles with 4.9, 5.0, 5.8 or 7.5 Liter Engines and Dual Fuel Tanks

WARNING: DO NOT SMOKE, CARRY LIGHTED TOBACCO OR ANY OPEN FLAME OF ANY TYPE WHEN WORKING ON OR NEAR ANY FUEL-RELATED COMPONENT. HIGHLY FLAMMABLE MIXTURES ARE ALWAYS PRESENT AND MAY BE IGNITED, RESULTING IN POSSIBLE PERSONAL INJURY.

WARNING: FUEL SUPPLY LINES WILL REMAIN PRESSURIZED FOR LONG PERIODS OF TIME AFTER ENGINE SHUTDOWN. THIS PRESSURE MUST BE RELIEVE BEFORE SERVICING OF THE FUEL SYSTEM IS BEGUN.

CAUTION: Each kit and instruction sheet is unique. Be sure to use the kit and instruction sheet that matches the vehicle to be serviced. Detailed instructions are not reproduced here but are included in each kit.


Follow all instructions in each kit carefully. In particular, note the following items:
* Be sure to leak test each truck before returning it to the customer.
* Be careful not to kink fuel lines when reinstalling fuel tanks.
* Do not mix parts. Some parts look similar. For example, some kits contain short check valve connectors (orange tag with part number imprinted); other kits contain long check valve connectors (white tag with part number imprinted).
(See detailed instructions included in each kit)

Kit AA:
(I.S. 8115) 1990/91 F-Series with Dual Fuel Tanks and 4.9L Engine (except 137" and 161" WB).

Kit BB:
(I.S. 8116) 1990/91 F-Series with Dual Fuel Tanks and 5.0L/5.8L/7.5L Engine (except 137" and 161" WB).

Kit CC:
(I.S. 8117) 1992/93 F-Series with Dual Fuel Tanks and 4.9L Engine (except 137" and 161" WB).

Kit DD:
(I.S. 8118 ) 1992/93 F-Series with Dual Fuel Tanks and 5.0L/5.8L/7.5L Engine (except 137" and 161" WB).

Kit EE: (Chassis Cab)
(I.S. 8122) 1990/91 F-Series Chassis Cab 137" WB with Dual Fuel Tanks and 4.9L Engine.

Kit FF: (Chassis Cab)
(I.S. 8123) 1990/91 F-Series Chassis Cab 137" WB with Dual Fuel Tanks and 5.0L/5.8L/7.5L Engine.

Kit GG: (Chassis Cab)
(I.S. 8124) 1990/91 F-Series Chassis Cab 161" WB with Dual Fuel Tanks and 4.9L Engine.

Kit HH: (Chassis Cab)
(I.S. 8125) 1990/91 F-Series Chassis Cab 161" WB with Dual Fuel Tanks and 5.0L/5.8L/7.5L Engine.

Labor Allowances
Install new fuel pressure regulator and check valves (or new fuel lines with built-in check valves):

APPLICATION PARTS KIT TIME LABOR CODE
1990/91 4.9L Engine AA 1.6 Hrs. Insert in Box "B" on Form 1864
1990/91 5.0L/5.8L/7.5L Engine BB 1.5 hrs. Insert in Box "B" on Form 1864
1992/93 4.9L Engine CC 1.9 hrs. Insert in Box "B" on Form 1864
1992/93 5.0L/5.8L/7.5L Engine DD 1.8 Hrs. Insert in Box "C" on Form 1864
1990/91 Chassis Cab 4.9L Engine EE, GG 2.5 Hrs. Insert in Box "C" on Form 1864
1990/91 Chassis Cab 5.0L/5.8L/7.5L FF, HH 2.4 Hrs. Insert in Box "C" on Form 1864


NOTE:
Add 0.1 hour Administrative Allowance to the total repair time.

Add additional 0.3 hour if truck is equipped with fuel tank skid plates.

Add additional 0.1 hour if truck is over 8,500 lbs. and equipped with a 5.8L engine.

Parts Requirements

Parts will not be direct shipped for this recall.

For Kits AA, BB, CC, and DD, order your parts requirements through normal order processing channels.

For Kits EE, FF, GG, and HH, order your parts by calling Renkim Corporation at 1-800-325-5621. When calling, be prepared to announce Recall 93S68, give your name, dealer name, P & A code, the VIN number of the vehicle to be serviced, and the kit part number required (do not order Kits AA, BB, CC or DD by calling this number.).

PART NUMBER DESCRIPTION CLASS DEALER PRICE
F4PZ-9155-A Kit AA - 1990/91 4.9L (all wheel bases except 137" WB and 161" WB) AG $25.00
F4PZ-9155-B Kit BB - 1990/91 5.0L/5.8L/7.5L (all wheel bases except 137" WB and 161" WB) AG $25.00
F4PZ-9155-C Kit CC - 1992/93 4.9L Engines AG $25.00
F4PZ-9155-D Kit DD - 1992/93 4.9L Engines AG $25.00
F4PZ-9155-E * Kit EE - 1990/91 4.9L Chassis Cab 137" WB AG $50.00
F4PZ-9155-F 1 Kit FF - 1990/91 4.9L Chassis Cab 161" WB AG $50.00
F4PZ-9155-G 1 Kit GG - 1990/91 4.9L Chassis Cab 161" WB AG $50.00
F4PZ-9155-H 1 Kit HH - 1990/91 5.0L/5.8L/7.5L Chassis Cab 161" WB AG $50.00

* Must be ordered by calling 1-800-325-5621 - see instructions above..
------------------------------------------------------------------------------
Safety Recall 00S57 - Certain 1993 Model Year F-Series Vehicles Equipped with Dual Fuel Tanks and 4.9, 5.0, 5.8 or 7.5 Liter Engines - Fuel Pressure Regulator

AFFECTED VEHICLES

The following 1993 model year Ford F-Series Trucks equipped with dual fuel tanks and 4.9, 5.0, 5.8 or 7.5 Liter engines produced at the following assembly plants:

Kansas City Assembly Plant from November 13, 1992 through August 21, 1993
Michigan Truck plant from November 23, 1992 through August 13, 1993
Norfolk Assembly Plant from November 12, 1992 through August 2, 1993
Chassis Cab vehicles built at Ontario Assembly Plant from November 11, 1992 through August 24, 1993
SAFETY CONCERN

The affected vehicles have a carbon steel fuel pressure regulator in the fuel system that may wear out during the life of the vehicle. If this should occur, the vehicle may experience a cross tank fuel flow condition. Fuel may be supplied from one tank and some or all of the unused fuel may be returned to the other tank. Should this occur, the capacity of the receiving tank may be exceeded and fuel may overflow from the filler cap. Fuel spillage in the presence of an ignition source could potentially result in a fire.

SERVICE ACTION

To correct this condition, the fuel pressure regulator will be replaced on all affected vehicles.

OTHER COVERAGE

All of the vehicles affected by Safety Recall 00S57 (Fuel Pressure Regulator Replacement) are also affected by Owner Notification Program 01M05 (extended coverage for the cross-flow condition). For this reason, 00S57 is being launched concurrently with Owner Notification Program 01M05. If an affected customer reports fuel cross-flow, always complete Safety Recall 00S57 first and release the vehicle. Program 01M05 only applies if the customer reports fuel cross-flow after Safety Recall 00S57 has been completed.

Technical Information
For replacement of the Fuel Pressure Regulator, please follow the procedures in the appropriate Workshop Manual.

Labor Allowances
Description Labor Operation Labor Time
Replace Fuel Pressure Regulator 00S57B 0.5 Hour
Administrative Allowance Misc. Expense
Code "ADMIN" 0.1 Hour

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PS22 Fuel Level Sender

Apparently, this fits all '90-96 Broncos. '90-97 F-series use PS19 in the front tank & PS23 in the rear. List is ~$80 tax from Ford; I paid ~$55 total from Parts Plus. It should read ~16 Ohms Full (Up), ~160 Ohms Empty (Down, as shown).

Before buying a new one, try disassembling the plastic cover from the metal plate & polishing all the contact surfaces with super-fine steel wool to remove the fuel deposits that can interfere with the electrical flow.

Before buying craptasmic cheapo aftermarket parts, check for coupons & service offers from Ford.
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TSB 88-18-03 Fuel Gauge Erratic

Publication Date: AUGUST 31, 1988

FORD: 1987-88 MUSTANG, TAURUS
LINCOLN-MERCURY: 1987-88 SABLE
1988 LINCOLN TOWN CAR
LIGHT TRUCK: 1987-88 BRONCO, F-SERIES

ISSUE: An erratic fuel gauge needle when the fuel tank is 1/2 to 1/4 full may be caused by excessive wear of the resistive film on the fuel pump sender assembly. The wear occurs during transporting of the vehicles via rail or truck over long distances. The fuel gauge will indicate correctly from a full tank to about 1/2 or 1/4 tank of fuel. When the fuel gauge needle is below the 1/2 to 1/4 tank range the needle will swing all the way above the full mark on the fuel gauge.

ACTION: To correct this, install a new fuel pump sender assembly. Refer to the appropriate 1988 Car/Light Truck Shop Manual, Section 24 for detailed service information. Refer to the following fuel pump sender application chart for the correct service part number.

Fuel Pump Sender Application Chart
Model Year Application Engine Tank Size Service Part
1987-88 Mustang 2.3L./5.0L All E7ZZ-9275-A
1988 Lincoln Town Car 5.0L All E8TZ-9H307-G
1987-88 F-Series/Bronco 4.9L/5.0L All E9VY-9275-A
1987-88 Taurus/Sable 2.5L 16.0 E8DZ-9H307-F
1987-88 Taurus/Sable (W/ Tripminder) 2.5L 18.6 E8DZ-9H307-E
1987-88 Taurus/Sable (W/O Tripminder) 2.5L 18.6 E8DZ-9H307-A
1987-88 Taurus/Sable 3.0L 16.0 E8DZ-9H307-C
1987-88 Taurus/Sable (W/ Tripminder) 3.0L 18.6 E8DZ-9H307-D
1987-88 Taurus/Sable (W/O Tripminder) 3.0L 18.6 E8DZ-9H307-B

PART NUMBER PART NAME
E8DZ-9H307-A Fuel Pump Sender Assembly
E8DZ-9H307-B Fuel Pump Sender Assembly
E8DZ-9H307-C Fuel Pump Sender Assembly
E8DZ-9H307-D Fuel Pump Sender Assembly
E8DZ-9H307-E Fuel Pump Sender Assembly
E8DZ-9H307-F Fuel Pump Sender Assembly
E8TZ-9H307-G Fuel Pump Sender Assembly
E7ZZ-9275-A Fuel Pump Sender Assembly
E9VY-9275-A Fuel Pump Sender Assembly

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
881803A F Series Aft Of Axle Tank 1.2 Hrs.
881803A F Series Midship Tank 0.9 Hr.
881803A F Series Both Tanks 2.0 Hrs.
881803A Bronco 1.2 Hrs.
881803A Lincoln Town Car 1.4 Hrs.
881803A Mustang 0.9 Hr.
881803A Taurus/Sable 1.0 Hr

See also:
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TSB 99-26-09 Fuel Economy Techtips
IF THE IMAGE IS TOO SMALL, click it.

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

See also:
. . .
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FUEL ECONOMY SERVICE TIPS 4.9L, 5.0L AND 5.8L ENGINES
Article No.90-6-15
FORD: 1985-1990 BRONCO, E SERIES, F SERIES

ISSUE: Fuel economy, considered unsatisfactory by some customers, may be due to a lack of customer awareness of various conditions that can unfavorably affect fuel economy. Use the following sections to assist in diagnosing complaints of low fuel economy. Refer to the Engine/Emission Diagnosis Manual for additional diagnostic information.

CUSTOMER INTERVIEW
1. Determine how the fuel economy is being calculated.
NOTE: SOME CUSTOMERS USE OUT OF POCKET COST AS A BASIS TO MEASURE FUEL ECONOMY RATHER THAN ACTUAL CALCULATION OF MPG.
Two tanks of fuel are usually needed to accurately calculate fuel economy. Canadian fuel economy is calculated with the following formula:
Kilometers Traveled/Liters Used x 2.819 = Miles/Imperial Gallons
2. Ask the customer to describe their driving habits. See the conditions below that decrease fuel economy:
- Stop and go city driving is 17% less efficient than steady highway driving
- Short trips of 3 miles or less increase fuel ACTION usage due to lower engine operating temperatures
- A loss of fuel economy due to an increase in posted speed limits or operating a vehicle at higher than posted speeds. Test results indicate a loss of about 2.4 MPG for every 10 MPH increase above 40 MPH
- Hilly or mountainous terrain requires more power from the engine to maintain a constant speed thus demanding more fuel
- Use of speed control in hilly and mountainous terrain
- Idling for long periods can consume about 0.7 gallons of fuel per hour
- Vehicles frequently loaded down or used to pull a trailer. Fuel economy decreases due to the increase in total weight and frontal area.

VEHICLE INSPECTION
1. Tire pressure should be set at the vehicle manufacturer's specification. Under inflated tires have a higher rolling resistance which requires more power to roll. Under inflated tires can reduce fuel economy by as much as 1 MPG.
2. Bug deflectors, running boards, and sun shields affect fuel economy. Each item affects fuel economy by 1-2 MPG. The faster the vehicle is operated, the greater the effect.
3. Look for vacuum leaks and restrictions. Pay particular attention to the MAP and EGR vacuum lines.
4. Look for electrical concerns such as broken, chafed or disconnected wires. Examples of areas to check are:
- Electrical grounds must have good continuity (0.4 omhs or less with the battery positive cable and the EEC processor disconnected).
- Battery cables must be clean and free of corrosion
- Non-factory items such as two-way radios, electric trailer brakes and mobile telephones must have the wiring at least 5 cm away from any factory electronics.
NOTE
ELECTRICAL POWER FOR NON-FACTORY ITEMS SHOULD BE TAKEN DIRECTLY FROM THE BATTERY OR FUSE PANEL. THE SHORTEST POSSIBLE ROUTE IS RECOMMENDED.
5. Ignition timing, including spark advance, should be checked to make sure it is within specification.
6. The speedometer/odometer calibration could be inaccurate due to aftermarket tires that are oversize. Oversize tires will cause the speedometer to indicate lower than actual vehicle speed. They also cause the odometer to indicate less than actual miles traveled which could appear as a 10% reduction in fuel economy.

FUEL QUALITY
Fuel quality can be checked for water, alcohol, lead, and fuel vapor pressure using Rotunda Gas Check Test Kit 113-00004. These items can cause poor fuel economy.
Lead in fuel has the following effect:
- Contaminates the EGO sensor causing inaccurate reading to the processor. This results in an over-rich fuel condition.
- Catalytic converter may overheat and plug, creating high exhaust back pressure.
Alcohol in fuel has the following effect:
- Incomplete combustion because alcohol does not burn as hot as gasoline. If fuel quality is poor, the fuel should be replaced before proceeding. The catalytic converter and EGO sensor may require attention also.

BOTTLE TEST
A bottle test may be the only way to resolve a fuel economy concern.
- Using Rotunda Mileage Tester 021-00042, bottle test the vehicle at a steady speed of 60 MPH over the same section of road in both directions.
- Repeat the test as necessary for consistency.
- Average the results to account for normal test-to-test variations such as hills and wind.

NOTE: IF THE FUEL ECONOMY IS NOT SATISFACTORY, REFER TO THE ENGINE/EMISSIONS DIAGNOSIS MANUAL FOR FURTHER ACTION.

OTHER APPLICABLE ARTICLES: none
SUPERSEDES: 88-26-14
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 4500, 640200
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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.

POSITION: 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).

OTHER APPLICABLE ARTICLES: 95-12-02

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TSB 98-26-02 Fuel Volatility Tips

ISSUE: 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 27C/80F). 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: 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.

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.

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.

OTHER APPLICABLE ARTICLES: 91-08-13
SUPERSEDES: 96-05-04

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TSB 91-08-13 Tips to Avoid Lean Conditions

ISSUE: 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 INTAKE VALVES AND FUEL INJECTORS.

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TSB 92-11-10 Fuel Stabilizer

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

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 87-7-16
WARRANTY STATUS: INFORMATION ONLY

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TSB 88-17-11 Injector Diagnosis

Publication Date: AUGUST 17, 1988

FORD: 1983-88 ESCORT, THUNDERBIRD
1984-88 EXP
1986-88 MUSTANG, TAURUS, CROWN VICTORIA
1988 TEMPO
LINCOLN-MERCURY: 1983-86 LYNX
1983-88 COUGAR
1986 CAPRI
1986-88 SABLE, GRAND MARQUIS, MARK VII, CONTINENTAL, LINCOLN TOWN CAR
1988 TRACER, TOPAZ
MERKUR: 1987-88 XR4TI
1988 SCORPIO
LIGHT TRUCK: 1985-88 RANGER, F-SERIES, BRONCO
1986-88 E-SERIES, AEROSTAR

ISSUE: Port fuel injected vehicles that have cold hesitation, lack of power, rough engine idle or a surging condition at steady speeds may be caused by dirty fuel injectors. When no-detergent fuel is used, deposits form on the fuel metering surfaces of the fuel injectors. The deposits that form reduce the fuel flow resulting in a lean condition.

ACTION: To correct this, follow normal diagnostics as shown in the Engine/Emissions Diagnosis Manual, Section 2. If you get to a step that instructs you to replace a fuel injector, FIRST try cleaning the injector with the Rotunda Tester/Cleaner, 113-00001. If the condition still exists after cleaning, the injectors should be flow tested to make sure they are functioning properly. If the flow test indicates lean injectors, a second cleaning may be necessary because of severe injector fouling. Refer to the diagnostic chart for step-by-step instructions.
CAUTION: NEVER ATTEMPT TO FLOW TEST INJECTORS WITH THE CLEANING SOLUTION MIXTURE. THIS WILL PRODUCE FALSE TEST RESULTS. ONLY USE CLEAN GASOLINE.

In cases where fouled injectors were the cause of the driveability concern, it should be recommended to the customer that a better quality gasoline be used. The Owner Guide, Maintenance Schedule and Operating Guide address the fuel quality issue.

NOTE: IT IS VERY IMPORTANT THAT THE CORRECT CLEANING SOLVENT IS USED WITH THE ROTUNDA TESTER/CLEANER. THE CORRECT CLEANING SOLVENTS ARE:
Power Flush Injector Fluid E6AZ-19579-C
Carburetor and Combustion Chamber Cleaner D9AZ-19579-BA

DO NOT USE
Injector and Fuel System Cleaner E6AZ-19579-A

Rotunda Tester/Cleaner Equipment Update
The following items are available for use with the Rotunda Tester/Cleaner:

3.8L ENGINE INJECTOR ADAPTER HARNESS 113-00005
To flow test injectors on the 1988 3.8L with EFI, a wire harness is available to allow a direct connection to the injector harness 8-pin connector.
2B SPAN TUBE 113-00003
To flow test the Tracer 1.6L, Light Truck 7.5L and 3.8L supercharged engine.
CAUTION: NEVER LEAVE CLEANING SOLUTION IN THE ROTUNDA TESTER/CLEANER. ALWAYS DRAIN THE TANK AND LINES COMPLETELY.

PART NUMBER PART NAME
E6AZ-19579-C Power Flush Injector Cleaner
D9AZ-19579-BA Carburetor and Combustion Chamber Cleaner

OTHER APPLICABLE ARTICLES: 86-13-22
SUPERSEDES: 87-09-08
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
881711 Refer to the Service Labor Time Standards Manual

See also:
. .

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TSB 90-02-04 Deposit-Resistant Injectors
TSB 93-15-07 Deposit-Resistant Injector ID Chart

Publication Date: January 17, 1990

FORD: 1990 TAURUS, TEMPO
LINCOLN-MERCURY: 1990 CONTINENTAL, SABLE, TOPAZ
LIGHT TRUCK: 1990 BRONCO, E-150, E-250, F-150, F-250

ISSUE: Deposit resistant injectors (DRI) have two (2) unique features which are tolerant to deposit formation. The DRI's are tan in body color (not connector color) and do not require cleaning.

ACTION: No cleaning action is required for deposit resistant injectors. The two (2) unique DRI features are:
1. The Bosch (DRI) meter fuel through a 4-hole director plate.
2. The Nippondenso (DRI) allows a wider tip opening by metering the fuel upstream with an internal orifice. The wider tip allows a deposit buildup which does not affect the fuel flow and vehicle function.

NOTE: THE PINTLE-TYPE INJECTORS USED ON EARLIER MODEL YEAR CARS AND TRUCKS MAY HAVE DEPOSIT FORMATION AT THE PINTLE AND SEAT AREA. THESE PINTLE-TYPE INJECTORS ARE BLACK OR GRAY IN COLOR. THEY MUST BE CLEANED WHEN REQUIRED BECAUSE DEPOSIT BUILD-UP CAN AFFECT PERFORMANCE.

PART NUMBER PART NAME
FO3Z-9F593-A Fuel Injector (2.3L EFI)
FOSZ-9F593-A Fuel Injector (3.8L EFI)
FOTZ-9F593-A Fuel Injector (5.8L EFI)

OTHER APPLICABLE ARTICLES: 89-25-08
SUPERSEDES: 93-07-05
WARRANTY STATUS: INFORMATION ONLY
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Any single injector should measure 13-15 Ohms; a bank of 3 (6-cyl) should measure 4-5 Ohms; a bank of 4 (V8s) should measure 3-3.5 Ohms.
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TSB 98-09-09 NON-WARRANTY FUEL INJECTOR TESTING INFORMATION
Publication Date: MAY 11, 1998

FORD: 1992-94 TEMPO
1992-97 PROBE, THUNDERBIRD
1992-98 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
LINCOLN-MERCURY: 1992-94 TOPAZ
1992-97 COUGAR
1992-98 CONTINENTAL, GRAND MARQUIS, SABLE, TOWN CAR, TRACER
1993-98 MARK VIII
1999 COUGAR
LIGHT TRUCK: 1992-96 BRONCO
1992-97 AEROSTAR
1992-98 ECONOLINE, F-150, F-250 LD, RANGER, SUPER DUTY F SERIES
1993-98 EXPLORER
1997-98 EXPEDITION, MOUNTAINEER
1998 NAVIGATOR

ISSUE: In-vehicle testing of multi-port fuel injectors, using Rotunda Fuel Injector Tester 164-R3750, will no longer be warranty reimbursable. Lack of tester updates and improvements in the design of fuel injectors has led to the discontinuation of this Service Procedure. A significant number of warranty returned injectors test within engineering specification. All diagnostic tools and procedures are being re-evaluated for effectiveness.

ACTION: Acceptable fuel injector tests include: Service Bay Diagnostic System (SBDS) relative injector flow, fuel pressure decay, cylinder drop/balance techniques, and misfire detection tools. Using the acceptable fuel injector tests eliminates the possibility of a misdiagnosed fuel injector concern due to inaccuracy of this test equipment. Since the introduction of Deposit Resistant Injectors in 1991, lean fuel conditions caused by deposit formation have been eliminated. Diagnostic concentration is on single fuel injector inoperative concerns in a particular cylinder.

NOTE: CLEANING OF FUEL INJECTORS IS NOT WARRANTY REIMBURSABLE EXCEPT FOR THE FOLLOWING VEHICLES:
1992-96 AEROSTAR 4.0L
1992 EXPLORER 4.0L
1992 RANGER 4.0L

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

See also:
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The NAPA / Wix filter number that includes the O-ring for the reservoir is 3268. See also:
. .

FSA 89S76 Cold Fuel Line Leak
Check the Ford website to see if your VIN is affected.

ISSUE: Ford Motor Company of Canada, Limited (Ford) has determined that certain 1986, 1987, 1988 and 1989 model F-150/250/350 Trucks and Broncos sold in specific areas of Canada where severe winter weather is experienced contain a fuel tube that may develop a leak.

Technical Instructions: The new stainless steel reinforced Teflon fuel line replaces both the short "jumper" fuel line from the high-pressure frame-mounted fuel pump to the filter, and the long fuel line from the filter to the fuel rail on the engine. The existing In-Line Fuel Filter will be removed and discarded. A canister-type Fuel Filter will be added to the existing fuel reservoir on the frame rail behind the high pressure pump.
NOTE: The frame mounted fuel filter was repositioned to between the fuel pump and engine during 1986 model year production. This was incorporated in February, 1986.

Fuel System Pressure Relief

EFI Engines
CAUTION: Fuel supply lines on 4.9L EFI, 5.0L EFI, 5.8L EFI and 7.5L EFI engines will remain pressurized for some period of time after the engine is shut off. This pressure must be relieved before servicing of the fuel system.

Before opening the fuel system on vehicles with EFI engines, relieve fuel pressure as follows:
1. Locate and disconnect the electrical connection to either the fuel pump relay, the inertia switch or the in-line high pressure fuel pump.
2. Crank engine for approximately ten seconds.
NOTE: Engine may start and run for a short time. If so, crank engine an additional five seconds after engine stalls.
3. Connect the electrical connector that was disconnected in Step 1.
4. Disconnect battery ground cable.
5. Raise vehicle on hoist. Refer to the appropriate model year Volume F, Pre-Delivery Shop Manual, Section 50-04, Hoisting and Jacking.

Canister-Type Fuel Filter Installation

CAUTION: If the fuel filter canister is being serviced with the rear of the truck higher than the front, or if the tank is pressurized, fuel leakage or siphoning from the tank fuel lines could occur. To prevent this condition, maintain the vehicle front end at or above the level of the rear of vehicle. Also, relieve tank pressure by loosening the fuel fill cap. Cap should be retightened after pressure is relieved. If vehicle is warm, install the fuel filter before the pressure rebuilds.
1. Remove the reservoir shield on 4 x 4 vehicles by removing either three or four screws (depending on vehicle). On 4 x 4 vehicles it may be necessary to disconnect the rear of the front driveshaft to allow for tool clearance.
NOTE: To maintain driveshaft balance, mark the rear slip yoke in relation to the transfer case yoke for correct positioning during reinstallation. Then remove the nuts and U-bolts (bolts for F350 transfer case) that connect the front driveshaft to the rear slip yoke of the transfer case.
2. Unscrew the lower canister of the reservoir using a flexible strap type oil filter wrench, and slide canister out from frame rail.
NOTE: Fuel canister will be full of fuel.
3. Empty fuel from the fuel canister. Remove and discard the O-ring.
4. Remove the stand pipe from the reservoir by pulling it down sharply. Discard the stand pipe.
5. Install grommet (supplied with filter) into top of filter cartridge, then install the fuel filter cartridge into fuel canister.
6. Position new O-ring so that it is seated in the O-ring groove of the canister.
7. While keeping canister level, so as not to dislodge O-ring, position canister to bottom of reservoir housing and tighten loosely by hand. It may be necessary to loosen reservoir-to-frame mounting bolts to access the canister. Using a flexible strap type oil filter wrench, complete filter canister tightening by turning canister about one-sixth of a turn past initial O-ring compression.
NOTE: The rubber grommet on the filter will automatically seat on the piloted stud of the upper housing as the canister is tightened.
REMINDER: If reservoir-to-frame mounting bolts were loosened in above step, re-tighten.

Fuel Line Replacement:

CAUTION: Fuel lines may still contain fuel. Use caution when disconnecting.
1. Remove the three bolts holding the fuel filter bracket to the frame. Retain one bolt for subsequent use.
2. Disconnect "Push Connect" fitting at the high pressure pump outlet nipple by removing hairpin clip and twisting the line while pulling on it.
3. Using a 16 mm wrench for the fitting and a 14 mm wrench (on the boss of the fuel pump) for backup, unscrew outlet nipple from the front of the high pressure fuel pump. Discard nipple and copper sealing washer.
4. Install new copper washer (E6TZ-9374-A) on the new fuel pump nipple (E6TZ-9416-A). Screw this new nipple into the pump. Torque to 12-16 Nm (9-12 lb-ft), while keeping a 14 mm wrench (on the boss of the fuel pump) for backup.
5. Select the appropriate new fuel line as per Parts Ordering Information.
6. Remove red shipping plug on fuel pump outlet connector of the fuel line if present. Leave white shipping plug on for protection. Install the end of the fuel line with the small bell-shaped connector to the new fuel pump outlet nipple. Push on to nipple until distinct click is heard or felt. Pull on line to test for and confirm retention. Engage the retainer clip to line and nipple by firmly pushing down on the clip.
NOTE: If fuel line removal is required use tool T90T-9550-B to release connector.
7. Route fuel line forward inside frame rail, following routing of fuel return line. Install clip N800558-S100 to retain fuel lines, by bolting to lower front bolt hole in frame, that was previously used for the fuel filter bracket. Use bolt from Step 1 and nut N620480-S100. Torque to 8-12 Nm (6-9 lbs. ft.) Ensure fuel line is pressed against frame rail web to clear automatic transmission shift linkage.
8. Disconnect the fuel supply line at the engine fuel rail as follows:
a) lift the tethered retaining clip off the coupling connection. Move it aside, leaving it hanging by its tether.
b) disconnect the fuel line spring lock coupling, using the proper special service tool.
9. 5.0L or 4.9L engines equipped vehicles. Remove the complete fuel supply line, filter and jumper fuel line as an assembly. Mutilate and scrap.
10. 5.8L or 7.5L engine equipped vehicles. Use a pair of diagonal side cutters to cut both ends of the fuel supply line flush with the foil insulation wrapping. This leaves the wrapped section of the original supply line in place, which is not to be disturbed. Use caution to avoid damaging fuel return line. Mutilate and scrap the ends of fuel lines, fuel filter and bracket and "jumper" fuel line.
11. Remove white shipping cap and connect fuel line to engine fuel rail. Install retainer clip previously removed in Step 8.
12. (5.0L or 4.9L) Strap new fuel line to existing fuel return line using tie straps 95874-S at 8" (20cm) intervals. Cut off excess tie strap length.
13. (5.8L or 7.5L) Strap new fuel line to existing fuel line insulation bundle. Locate tie straps 95874-S at 8" (20 cm) intervals. Ensure heat shield is installed as shown. Use additional strap to secure fuel line to shield. Cut off excess tie strap length. Slight excess fuel line length is allowed to form a "hump" at the upper end of the fuel line near the engine.
14. Lower vehicle.
15. Reconnect battery ground cable.
16. Cycle ignition key to "ON" position 5 times at 2 second intervals to prime the fuel system. Inspect reservoir, pump nipple and fuel line connections for leaks (correct as required).
17. Start engine and reinspect the fuel system for leaks. (Correct as required).
18. (4 X 4 only) Reinstall fuel reservoir shield. Torque attaching bolts to 16-20 Nm (12-15 lb-ft).
19. (4 x 4 only) Reinstall driveshaft, if removed, making sure markings on rear slip yoke and transfer casing yoke line up so as to maintain driveshaft balance.
20. Mutilate and scrap all removed parts.

This Recall Supersedes and Replaces Safety Recall 88S57

Recall Time Limitation
None

Parts Return
No

LABOR ALLOWANCES
LABOR TIME: Install new fuel line from the high-pressure frame-mounted fuel pump to the engine and install filter in frame mounted reservoir 1.5 Hrs.
Administrative allowance 0.1 Hrs.
LABOR CODE: B

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TSB 95-5-21 Fuse "E" Inoperative - ABS Light On - Back-Up Lamps Inoperative - DRLs Inoperative - MIL On - Speedometer Inoperative
Publication Date: MARCH 13, 1995

LIGHT TRUCK: 1992-1995 BRONCO, F-150-350 SERIES

ISSUE: On some vehicles the HO2S wires in the 12A690 (subassembly of the 14B060 battery cable) harness may become chafed and the vehicle could exhibit any one of the following conditions:
ABS light on
Speedometer inoperative
Back-up lamps inoperative
Daytime running lamps inoperative
Trailer battery charge relay inoperative
MIL on, displaying Codes: 172, 173 or 41 for HO2S failure
Inadvertent PCM Self-Test

ACTION: Replace the damaged wire harness and HO2S sensor. Refer to the following procedure for service details.

SERVICE PROCEDURE:
1. Disconnect negative battery cable.
2. Disconnect the solenoid terminal and positive battery cable from the starter.
3. Pull the cable downward to inspect the 12A690 harness for chafing, pinholes, etc. If necessary, remove the convolute and tape from the 12A690 harness located next to the lower RH side engine mount.
4. If the 12A690 harness is damaged, replace the 14B060 assembly (F5TZ-14300-EA) and the HO2S sensor (F4UZ-9F472-A).
5. Inspect Fuse "E" and replace if necessary (D9ZZ-14526-D).
6. Clear all codes stored in memory.
7. Retest and verify the concern has been resolved.

PART NUMBER - PART NAME
D9ZZ-14526-D Fuse - 15 Amp
F5TZ-14300-EA Harness Assembly
F4UZ-9F472-A HO2S Sensor

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OPERATION - DESCRIPTION - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TIME
950521A - - - - - Replace Harness Assembly, HO2S Sensor And Fuse "E" (If Overloaded) - 0.7 Hr.

See also:
. . .

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TSB 89-08-12 Insulation Shrunk

Publication Date: APRIL 19, 1989

LIGHT TRUCK: 1987 BRONCO, F-150, F-250, F-350

ISSUE: Wire insulation may shrink away from terminals at three connectors of the 14290 wire harness. The 14290 wire harness is located on the left hand fender apron in the engine compartment. Shrinkage is caused by high ambient engine temperatures and grease filled connectors.

ACTION: Check for exposed wire at the terminals and wrap with electrical tape if required. Refer to the following service procedure.

SERVICE PROCEDURE
1. Check the wires where they exit the connectors and see if the insulation is present.
2. If the wires are exposed, remove the wires and terminals from the connector.
3. Wipe off the grease from the terminals.
4. Using air pressure, blow the remaining grease out of the connector.
CAUTION: DO NOT USE ANY DEGREASING SOLUTION BECAUSE IT COULD DAMAGE THE CONNECTOR.
5. Tightly apply electrical tape on the exposed wires.
6. Reinstall terminals in the connector.

OTHER APPLICABLE ARTICLES: NONE

OPERATION DESCRIPTION TIME
890812A Wrap Wires With Electrical Tape 0.5 Hr.

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

TSB 98-24-06 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.



ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)

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TSB 96-21-04 Generator Harness Connector

Publication Date: OCTOBER 7, 1996

FORD: 1985-90 ESCORT, TEMPO
1986 TAURUS
1986-90 CROWN VICTORIA
1987-92 THUNDERBIRD
1987-93 MUSTANG
LINCOLN-MERCURY: 1985-87 LYNX
1985-90 TOPAZ
1986 SABLE
1986-90 GRAND MARQUIS, TOWN CAR
1987-92 COUGAR
LIGHT TRUCK: 1985-90 BRONCO II
1985-91 AEROSTAR
1986-91 ECONOLINE
1986-92 RANGER
1986-93 BRONCO
1986-94 F-150-350 SERIES

.

ISSUE: When a generator fails, there are a few failure modes that may cause heat to be produced at the wiring harness-to-generator connector. This excess heat may damage the female terminals on the wiring harness, resulting in increased resistance. The increased resistance produces more heat. When the generator is replaced, the resistance produced by a damaged connector may damage the new generator and could result in a repeat repair, including installation of another generator. High resistance (caused by a damaged connector) will not go away until the damaged connector is replaced.

ACTION: Visually inspect the harness-to-generator connector for damage (heat, corrosion, distortion and cracking) before installing a new generator. Install the Generator Wiring Harness Connector Kit (E5AZ-14305-AA) if the harness-to-generator connector is damaged.

The Generator Wiring Harness Connector Kit (E5AZ-14305-AA) contains the following:

One (1) Red Wire Butt Connector
Two (2) Yellow Wire Butt Connectors
One (1) Wire Connector Assembly
One (1) Instruction Sheet (I.S. 6849)

PART NUMBER PART NAME
E5AZ-14305-AA Generator Wiring Harness Connector Kit

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 95-25-04
WARRANTY STATUS: INFORMATION ONLY

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

To test the alt, first install a good CHARGED battery. Then momentarily ground the screw on the back of the alt where it says GROUND HERE TO TEST (the Field brush screw) using a jumper wire with the engine at 1500-2500RPM. Have a voltmeter connected across the battery posts. The voltage should instantly spike over 15.5V, and continue to climb slowly. Don't ground that screw for any longer than it takes to make this observation (a couple of seconds). If it fails, the fault could be in the alternator, the wiring, or any connection (including the alt to the block).


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

TSB 98-24-06 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.

Electrical Grease (F8AZ-19G208-AA)



ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)



DO NOT CONFUSE WITH D7AZ-19A331-A : Silicone Brake Caliper Grease And Dielectric Compound


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FSA94E52 TFI Emissions Recall
Check the Ford website to see if your VIN is affected.

Ignition Control (IC) Module Inspection And Replacement

Affected Vehicles:
1995 Model E and F-Series Trucks as follows:
Kentucky Truck Plant 11/23 Thru 28, 1994
Lorain Assembly 11/22 Thru 28, 1994
Norfolk Assembly 11/22 Thru 29, 1994

1. Locate ignition control module under hood. On F-Series models, it is located on the left inner fender panel near the hood hinge. On E-Series models, it is located behind the battery on the dash panel.
2. On Econoline models only, disconnect and position battery out of the way.
3. Remove two screws retaining ignition control module heat-sink assembly to left fender apron.
4. Disconnect harness connector from ignition control module.
5. Inspect date code on module. See Figure for date code location. If the date code is 4L18B, the module must be replaced. Continue on to next step. If not, go to step 9.
6. Remove two screws (5.5mm or 7/32" thin-walled hex driver) retaining ignition control module to heat-sink and remove ignition control module.
7. Coat metal baseplate of the replacement ignition control module uniformly with silicone compound, approximately .0179mm (1/32-inch) thick. Use Silicone Dielectric Compound WA-10 D7AZ-19A331-A (ESE-M1C171-A) or equivalent.
8. Position ignition control module onto heat-sink and tighten two retaining screws to 1.7-4.0 N-m (15-35 in-lb).
9. Install ignition control module heat-sink assembly useing two retaining screws, and tighten to 9-14 N-m (80-124 in-lb).
10. Connect engine control sensor wiring to the ignition control module.
11. On Econoline models only, reposition and connect battery. Start engine, verify operation.

Authorized Modifications Labels And California "Emissions Recall-Proof of Corrections" Certificates
* Obtain, prepare and attach an Authorized Modifications Label (available at no-charge {package of 25 with overlay} as part number FCS-8262 or DOES II). Write on the label "IC Module Inspected/Replaced", authority, Emissions Recall 94E52", your P&A Code and date of repair as shown below.
* Provide California owners with "Emissions Recall-Proof of Correction " Certificates.

See also:

http://fordfuelinjection.com/files/compare_TFIs.gif

. .

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Driveability TSBs '84-89

If it's too small to read, click it to VIEW ORIGINAL SIZE.

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TSB 89-12-09 Driveability 351HO

Publication Date: JUNE 14, 1989

LIGHT TRUCK: 1984-87 ECONOLINE, F SUPER DUTY, F-150, F-250, F-350
MEDIUM/HEAVY TRUCK: 1984-87 F & B SERIES

ISSUE: A rich running engine at high altitude may be caused by incorrect vacuum hose and electrical connections. The overly rich condition can cause stalling, hard starting, or poor fuel economy.

ACTION: Listed below are some incorrect vacuum and electrical connections that have been found in the field. Technicians should check for these conditions before trying further diagnosis.
* Spark port or EGR port vacuum supplied to 5" and 10" Hg. vacuum switch instead of manifold vacuum.
* Manifold vacuum signal applied to off-idle vacuum switch instead of EGR port vacuum signal.
* Wrong vacuum hose routing for the altitude compensator system (check vacuum schematic).
* Wrong electrical connections - like connecting a wire to a 7V source when it should be connected to a 12V power source.
* Vacuum filter is restricted or plugged by a cap or other object.

OTHER APPLICABLE ARTICLES: 86-12-17
WARRANTY STATUS: INFORMATION ONLY

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TSB 91-12-11 Catalytic Converter Diagnosis



Publication Date: JUNE 12, 1991

LIGHT TRUCK: 1986-91 BRONCO, ECONOLINE, F-150-350 SERIES
1988-91 F SUPER DUTY, F47

ISSUE: Lack of power or a no start condition may be diagnosed as an exhaust restriction caused by a plugged catalytic converter. A plugged catalytic converter (internal deterioration) is usually caused by abnormal engine operation.

ACTION: Diagnose the catalytic converter to confirm internal failure. Refer to the Catalyst and Exhaust System Diagnostic Section, in the Engine/Emissions Diagnostic Shop Manual and the following procedures for service details.

SERVICE PROCEDURE
1. Lack of proper HEGO operation may cause, or be the result of a rich or lean fuel condition, which could cause additional heat in the catalyst. Perform self test KOEO and KOER, service any codes.
NOTE: IF TWO DIGIT CODES 41, 42, 85 OR THREE DIGIT CODES 171, 172, 173, 179, 181, 182, 183 AND 565 ARE RECIEVED, CHECK FOR PROPER HEGO GROUND.
If the HEGO ground is good, the following areas may be at fault:
* Ignition Coil
* Distributor Cap
* Distributor Rotor
* Fouled Spark Plug
* Spark Plug Wires
* Air Filter
* Stuck Open Injector
* Fuel Contamination Engine OIL
* Manifold Leaks Intake/Exhaust
* Fuel Pressure
* Poor Power Ground
* Engine Not At Normal Operating Temperature
* HEGO Sensor
2. Spark timing that is retarded from specification may increase exhaust gas temperature and shorten catalyst life. Refer to the following procedure for service details.
a. Check spark timing. Check base timing with spout disconnected. Set base timing to the specification on the vehicle emission decal.
b. Check computed timing with spout connected.
NOTE: COMPUTED TIMING IS EQUAL TO BASE TIMING PLUS 20° BTDC ± 3°.
3. Misfiring spark plugs may cause an unburned fuel air mixture to pass through the catalyst, which could cause higher than normal catalyst temperatures. Refer to the following procedure for service details. Check secondary ignition, hook the vehicle up to an engine analyzer and check for a secondary ignition misfire.
NOTE: SERVICE ANY ITEM THAT IS NOT PERFORMING AT PROPER SPECIFICATIONS BEFORE CONTINUING.
4. Fuel pressure that is too high may cause rich air fuel mixtures to pass through the catalyst which could cause higher than normal catalyst temperatures. Refer to the following procedure for service details.
a. Check fuel pressure, install fuel pressure gauge, start and run the engine at idle. Fuel pressures between 28 and 34 PSI are typical (4.9L typically is 15 PSI higher).
b. Disconnect the vacuum line going to the fuel pressure regulator. Fuel pressure typically jumps to 40 PSI ± 3 PSI (4.9L typically is 15 PSI higher). Visually inspect vacuum line for raw fuel.
NOTE: FUEL PRESSURES ABOVE THESE VALUES SHOULD BE CORRECTED. HOWEVER, THIS MAY NOT BE THE CAUSE OF THE CONCERN. SERVICE AS NECESSARY.
5. Throttle plates in the throttle body not returning to the proper closed position may cause excessive catalyst temperatures during downhill grades. Refer to the following procedure for service details. Visually inspect the throttle body and linkage for:
* Binding or sticking throttle linkage.
* Tight speed control linkage or cable.
* Vacuum line interference.
* Electrical harness interference.
NOTE: AFTERMARKET GOVERNORS, THROTTLE LINKAGE AND CABLES ASSOCIATED WITH POWER TAKE-OFF UNITS, MAY ALSO INTERFERE WITH PROPER THROTTLE RETURN. SERVICE AS NECESSARY.
6. It is extremely important that all systems related to the engine and emission systems operate properly.
a. Visually inspect the engine compartment to make sure all vacuum hoses and spark plug wires are properly routed and securely connected.
b. Inspect all wiring harnesses and connectors for insulation damage, burned, overheated, loose or broken conditions.
c. Verify proper operation of the thermactor system. Thermactor systems that fail to dump thermactor air to the atmosphere properly or at the correct time can cause high catalyst temperatures.
d. Visually inspect thermactor system for damaged or kinked hoses and perform a function test on following components: air control valve, check valve, silencer, filter and the air bypass solenoid.
e. Verify proper operation of the engine cooling system thermostat.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage, Emissions Warranty Coverage

OPERATION DESCRIPTION TIME
911211A Diagnostics - Perform KOEO And KOER Self Tests 0.5 Hrs.
911211B Timing - Check Or Adjust Spark Timing, Check Computed Timing And Check Secondary Ignition System With Engine Analyzer 0.5 Hrs.
911211C Check - Fuel Pressure And Inspect Vacuum Line For Raw Fuel 0.2 Hrs.
911211D Inspect - Throttle Body And Linkage 0.1 Hrs.
911211E Inspect - Vacuum Hoses, Electrical Harnesses, Connectors And Spark Plug Wires For Routing Damage 0.1 Hrs.
911211F Thermactor System - Inspect For Proper Operation And Damaged Component. Includes Function Check Of Air Control Valve, Thermactor Air Bypass Solenoid, Check Valves, Silencer And Filter 0.3 Hrs.
911211G Thermostat - Check For Proper Operation 0.2 Hrs.
------------------------------------------------------------------------------------------------------
Another quick way to check a converter is to simply strike its case with a RUBBER mallet, or the side of your fist (if the cat is cool). If the substrate is shattered, there will be an obvious rattle.
------------------------------------------------------------------------------------------------------
See also:
http://www.fourdoorbronco.com/board/showthread.php?t=5427

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DPFE with 2 rubber hoses. A sensor with only 1 hose is a PFE. Most '80-95 trucks had NEITHER.

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

TSB 88-26-06 PFE Moisture

Publication Date: DECEMBER 21, 1988

FORD: 1988-89 ESCORT, EXP, TEMPO, TAURUS, THUNDERBIRD
LINCOLN-MERCURY: 1988-89 TOPAZ, SABLE, COUGAR, CONTINENTAL
MERKUR: 1988-89 SCORPIO

ISSUE: The pressure feedback electronic (PFE) EGR transducer sensor changes an exhaust pressure signal into analog voltage. The EEC IV processor uses this to control EGR flow. Condensation (water) is a natural by-product of combustion and may collect in the PFE sensor port or the PFE sensor silicon hose. Water in the PFE sensor port or PFE hose does not indicate an abnormal operating condition or failed sensor. The water in the PFE sensor port or PFE hose will drain back into the EGR tube because of the downward slope of the hose. Refer to the application chart of this TSB article for the affected vehicles.

PFE SENSOR APPLICATION CHART
MODEL YEAR VEHICLE ENGINE REGION
1988-89 Escort-Exp 1.9L CFI 50 State
1988-89 Tempo/Topaz 2.3L HSC 50 State
1988-89 Thunderbird/Cougar 3.8L 50 State
1988-89 Taurus/Sable 3.0L California
1988-89 Taurus/Sable 3.8L 50 State
1988-89 Continental 3.8L 50 State
1988-89 Scorpio 2.9L 50 State

ACTION: Before replacing a PFE sensor for water in the sensor port or silicon tube, perform an EEC IV self test. If no service codes are found indicating a faulty PFE sensor, do not replace the sensor.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

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TSB 89-24-04 Replacement IAC Inoperative or Rough Idle
IF THE IMAGE IS TOO SMALL, click it.

Ford:
Escort, EXP, Thunderbird 1983-88
Mustang 1984-88
Crown Victoria, Taurus 1986-88
Tempo 1988
Lincoln/Mercury:
LN7 1983
Lynx 1983-86
Cougar 1983-88
Capri 1984-86
Continental, Grand Marquis, Mark VII, Sable, Town Car 1986-88
Topaz 1988
Merkur:
XR4TI 1985-88
Scorpio 1988
Light Truck:
Bronco, F150, F250 Ranger 1985-88
Aerostar, BroncoII, Econoline 1986-88
F350 1987-88
F SuperDuty 1988

ISSUE: A rough idle created when the air bypass valve (idle air control) is replaced may be caused by a revision made to the valve's wiring harness. Vehicles built before the 1989 model year had a diode in the air bypass valve's wiring harness. The new replacement valves have a "D" marking on the plastic portion of the solenoid, above the connector cap, Figure 1. They have a diode in the air bypass valve. On the air bypass valve used on vehicles built before the 1989 model year, the positive and negative leads are not important to the valve's operation. However, the polarity on the new replacement air bypass valve is important because, if the wiring harness is reversed, the valve will not work.

ACTION: Reverse the wires in the air bypass valve connector and retest the valve. Refer to the EFI Engine Application Chart for engines using these air bypass valves.

OTHER APPLICABLE ARTICLES: None
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 620800

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Advance Auto Parts sells a genuine Ford (MotorCraft) IAC in a Wells box for ~1/2 the Ford price. Check for the Ford PN pin-printed into the aluminum casting.

TSB 97-09-05 Long Crank / Sticking IAC

Alternate Cleaning Procedure
NOTE: Method to be used only when the Rotunda Fuel Injector Tester/Cleaner 113-00001 and Air Bypass Valve Actuator 113-00009 or equivalent for the recommended method are not available.

1. Remove the idle air control valve from the throttle body.
2. Remove the electrical solenoid assembly from the mechanical portion of the idle air control valve by removing the two screws, then sliding the mechanical portion away from the solenoid.
3. Soak the mechanical portion in Carburetor Tune-Up Cleaner D9AZ-19579-BA meeting Ford specification ESR-M14P9-A or equivalent for two to three minutes maximum. CAUTION: Do not exceed three minutes soak time, and do not use choke cleaner as an internal O-ring may begin to deteriorate.
4. With the mechanical portion completely submerged, shake in all directions: up, down, right and left. Then push in on the rod that mates with the solenoid assembly, and again shake in all directions with the unit submerged and the rod held in as far as possible.
5. Remove the unit from the cleaning fluid and dry out thoroughly using shop air.


Idle Air Control Valve Recommended Cleaning Procedure
CAUTION: This cleaning procedure may be used with sludge tolerant bodies which are identified with a yellow/black "attention" label. No attempt should be made to clean the throttle body bore/plate area by directly spraying or scrubbing. Do not run engines with airflow meters during the cleaning procedure.

1. Plug the Rotunda Air Bypass Valve Actuator 113-00009 or equivalent into the Rotunda Fuel Injector Tester/Cleaner 113-00001 or equivalent.
2. Remove the air cleaner outlet tube (9B659) to the throttle body (9E926).
3. Disconnect the idle air control valve signal lead.
4. Attach the Rotunda Air Bypass Valve Actuator 113-00009 or equivalent plug to the idle air control valve (IAC valve) (9F715).
5. CAUTION: Do not start engines that have airflow meters. Start the actuator and then start the engine.
6. Spray Carburetor Tune-Up Cleaner D9AZ-19579-BA meeting Ford specification ESR-M14P9-A or equivalent for about five seconds into the inlet passage while the actuator is operating. Avoid direct spraying on throttle plate/bore area.
7. Stop the engine and actuator. Let everything soak for 15 minutes.
8. CAUTION: Do not start engines that have airflow meters. Start the actuator and then start the engine.
9. Spray Carburetor Tune-Up Cleaner D9AZ-19579-BA, meeting Ford specification ESR-M14P9-A or equivalent, into the idle air control valve passage leading to the inlet of the valve for up to one minute. Do not spray for longer than six continuous seconds on engines that have airflow meters and are not running.
10. Stop the actuator and stop the engine if running.
11. Reinstall the air cleaner outlet tube.
12. Start and run the engine for about one minute to dry out the solvent residue.
13. Operate the actuator to make sure the solvent is purged from the idle air control valve.
14. Disconnect the actuator from the idle air control valve.
15. Reattach the control signal lead to the idle air control valve.
16. Check the engine for normal operation.

For the full procedure to reset the throttle stop screw, see this caption:


See also:
.

Idle Air Trim

Idle Air Trim is designed to adjust the Idle Air Control (IAC) calibration to correct for wear and aging of components. When engine conditions meet the learning requirement, the strategy monitors the engine and determines the values required for ideal idle calibration. The Idle Air Trim values are stored in a table for reference. This table is used by the PCM as a correction factor when controlling idle speed. The table is stored in keep alive memory (KAM) and retains the learned values even after the engine is shut off. A Diagnostic Trouble Code (DTC) is output if the Idle Air Trim has reached its learning limits.

Whenever an IAC component is replaced or cleaned or a service affecting idle is performed, it is recommended that keep alive memory be cleared. This is necessary so the idle strategy does not use the previously learned Idle Air Trim values. It is important to note that erasing DTCs with a scan tool does not reset the Idle Air Trim table.

Once keep alive memory has been reset, the engine must idle for 15 minutes (actual time varies between strategies) to learn new idle air trim values. Idle quality will improve as the strategy adapts. Adaptation occurs in four separate modes. The modes are shown in the following table.

IDLE AIR TRIM LEARNING MODES
Transmission Range - Air Conditioning Mode
NEUTRAL - A/C ON
NEUTRAL - A/C OFF
DRIVE - A/C ON
DRIVE - A/C OFF

Idle Speed Control Closed Throttle Determination

One of the fundamental criteria for entering rpm control is an indication of closed throttle. Throttle mode is always calculated to the lowest learned throttle position (TP) voltage seen since engine start. This lowest learned value is called "ratch," since the software acts like a one-way ratch. The ratch value (voltage) is displayed as the TPREL PID. The ratch value is relearned after every engine start. Ratch will learn the lowest, steady TP voltage seen after the engine starts. In some cases, ratch can learn higher values of TP. The time to learn the higher values is significantly longer than the time to learn the lower values. The brakes must also be applied to learn the higher values.

All PCM functions are done using this ratch voltage, including idle speed control. The PCM goes into closed throttle mode when the TP voltage is at the ratch (TPREL PID) value. Increase in TP voltage, normally less than 0.05 volts, will put the PCM in part throttle mode. Throttle mode can be viewed by looking at the TP MODE PID. With the throttle closed, the PID must read C/T (closed throttle). Slightly corrupt values of ratch can prevent the PCM from entering closed throttle mode. An incorrect part throttle indication at idle will prevent entry into closed throttle rpm control, and could result in a high idle. Ratch can be corrupted by a throttle position sensor or circuit that "drops out" or is noisy, or by loose/worn throttle plates that close tight during a decel and spring back at a normal engine vacuum.

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TSB91-25-07IACSludge.jpg | Hits: 10945 | Size: 37.76 KB | Posted on: 4/22/09 | Link to this image


TSB 91-25-07 IAC Sludge; Poor Idle
Publication Date: DECEMBER 13, 1991

IF THE IMAGE ABOVE IS TOO SMALL TO READ, CLICK IT

FORD: 1983-87 EXP
1983-91 ESCORT
1984-90 MUSTANG, THUNDERBIRD
1986-90 TAURUS
1986-91 CROWN VICTORIA
1988-90 TEMPO
LINCOLN-MERCURY: 1983-85 LN7
1983-87 LYNX
1984-88 CAPRI
1984-90 COUGAR
1986-90 CONTINENTAL, MARK VII, SABLE
1986-91 GRAND MARQUIS, TOWN CAR
1988-90 TOPAZ
1991 TRACER
LIGHT TRUCK: 1985-90 BRONCO II, BRONCO
1985-91 ECONOLINE, F-150-350 SERIES
1985-92 RANGER
1986-91 AEROSTAR
1991 EXPLORER

ISSUE: Hard cold starts, hesitation and stalls on initial start-up or during idle or decel may be caused by sludge in the throttle body and/or idle by-pass valve. Sludge deposits or oil film on the throttle body bore and plate or the idle air by-pass valve may cause one or more of the following conditions.
Hard Cold Start
Stall On Initial Start-Up
Stall During Idle
Stall During Decel
Rough Idle
Rolling Idle
Hesitation During Acceleration

ACTION: A new idle air by-pass service kit (F2PZ-9F939-A) is now available for service use to correct sludge contamination concerns of the throttle bore and plate only. It eliminates the need to clean the majority of past model throttle body applications. Cleaning is not required on sludge tolerant throttle body designs released for 1991 and newer model years.

Install an idle air by-pass service kit (F2PZ-9F939-A) as applicable to provide a permanent correction for symptoms caused by throttle body sludge deposits. Refer to the instruction sheet included in the kit for installation details. Refer to Figure 1 for a specific application list of EFI (port fuel Injection) engines involved in this TSB article.

The idle air by-pass service kit (F2PZ-9F939-A) includes the following items.

One (1) Idle Adjust Spacer
Two (2) Gaskets
Two (2) Attaching Bolts
One (1) "Attention" Sticker
One (1) Instruction Sheet
Refer to the figure for the kit's components.
NOTE: EFFECTIVE WITH THIS TSB, THROTTLE BODY CLEANING IS NO LONGER COVERED UNDER 5/50 EMISSIONS WARRANTY, UNLESS AS SPECIFIED IN THE FOLLOWING APPLICATION CHARTS. FAILURE TO FOLLOW THE CORRECT PROCEDURE MAY RESULT IN THE CLAIM BEING DISALLOWED.
The idle air adjust spacer incorporates sludge tolerant design features that eliminate throttle body sludge related conditions. Once installed, throttle body cleaning is not allowed and periodic adjustment of the throttle body is not required.

CHECKS TO MAKE PRIOR TO SERVICE KIT INSTALLATION
Confirm that the following items are not causing the idle quality concern before proceeding with the service kit installation.

Contamination within the idle air by-pass solenoid
Lack of fuel system control (excessively rich or lean)
Ignition timing change
Incorrect or malfunctioning EGR system
Incorrect or malfunctioning cooling system
Vacuum leaks (air intake manifold, vacuum hoses, vacuum reservoirs, power brake booster where applicable).
EEC diagnostics have been performed and vehicle malfunction indicated service output codes have been resolved and cleared.
If any of the areas listed above are found to be at fault, correct them before proceeding with the service kit installation.

IDLE SPEED ADJUSTMENT
WARNING: BEFORE PROCEEDING WITH THE IDLE SPEED ADJUSTMENT, VERIFY THAT THE FOLLOWING ITEMS ARE TAKEN CARE OF PROPERLY.
The transmission is in PARK or Neutral.
The parking brake is applied.
The wheels are properly blocked.
The engine is at operating temperature.
The heater. A/C, cooling fan and other accessories are OFF.
The EFI throttle body idle speed adjustment procedures for the various model year passenger cars and light trucks are outlined in step-by-step procedures. Select the appropriate procedure for the vehicle involved and adjust the throttle body idle RPM accordingly, after service kit installation.

THROTTLE BODY AND IDLE AIR BY-PASS SOLENOID SERVICE PROCEDURE
Detailed application charts for throttle body and idle air by-pass solenoid service procedures by engine VIN #/engine displacement/vehicle application and model year are shown. Refer to these charts to see if the service kit is to be installed and which service cleaning procedure, if any, is to be used.

SERVICE CLEANING PROCEDURES
The following items should be noted prior to beginning the service cleaning procedure.

Confirm that the correct service cleaning procedure is identified in the Application Charts, Figures 6-11, for the vehicle/engine combination being serviced.
Do not clean throttle bodies identified to accept service kit (F2PZ-9F939-A), IDLE AIR ADJUST SPACER.
Use a 1" (25.4mm) to 1 1/2" (38.1mm) wire stemmed horse hair or nylon bottle cleaner type brush.
Use rubber gloves and eye protection.
Do not clean throttle bodies identified with a yellow/black "ATTENTION" label.
Do not clean "Black" plastic air by-pass valves. Refer to TSB 89-13-8 for service details.
Do not run vehicles with air flow meters when the air duct is removed.
Do not use carburetor cleaner as a cleaning solvent. Use Carburetor Tune-up Cleaner (D9AZ-19579-AA).

PROCEDURE #1
THROTTLE BODY AND IDLE AIR BY-PASS VALVE CLEANING
CAUTION: DO NOT RUN VEHICLES EQUIPPED WITH AIR FLOW METERS DURING THE CLEANING PROCEDURE. IF THERE IS A YELLOW/BLACK "ATTENTION" LABEL ON THE THROTTLE BODY ADVISING NOT TO CLEAN, OR IF THE VEHICLE IS IDENTIFIED AS ACCEPTING SERVICE KIT (F2PZ-9F939-A), USE PROCEDURE #2 FOR IDLE AIR BY-PASS VALVE CLEANING ONLY.
Plug the actuator into the connector in the Rotunda Cleaner/Tester, Tool 113-00009.
Remove the air duct to the throttle body inlet.
Disconnect the idle air by-pass valve signal lead.
Attach the actuator harness plug to the idle air by-pass valve.
Start the actuator and then start the engine. Do not start engines that have air flow meters.
Spray just enough Carburetor Tune-up Cleaner (D9AZ-19579-AA) into the throttle bore to wet the bore and throttle plate.
Spray the Carburetor Tune-up Cleaner for about five (5) seconds into the idle air by-pass valve inlet passage while the actuator is operating.
Stop the engine and actuator. Let everything soak for fifteen (15) minutes.
After a fifteen (15) minute soak, saturate the cleaning brush with solvent and scrub between the throttle body bore and plate while holding the throttle wide open.
NOTE: IT IS NECESSARY TO APPLY SOME PRESSURE ON THE BRUSH WHILE SCRUBBING.
Repeat saturating the brush and scrubbing for one (1) to two (2) minutes, making sure to reach into the corners where the throttle shaft meets the bore wall.
Start the actuator and the start the engine. Do not start engines that have air flow meters.
Spray Carburetor Tune-up Cleaner into the throttle bore for up to one (1) minute to wash away residue. Do not spray for longer than six (6) continuous seconds on engines that have air flow meters and are not running.
Spray Carburetor Tune-up Cleaner into the idle by-pass valve passage leading to the inlet of the valve for up to one (1) minute. Do not spray for longer than six (6) continuous seconds on engines that have air flow meters and are not running.
Stop actuator and stop engine, if running.
NOTE: MAKE SURE THE THROTTLE PLATES OPERATE FREELY AND CLOSE PROPERLY.
Reinstall the air duct.
Start and run the engine for about one (1) minute to dry out the solvent residue.
Operate the actuator to make sure the solvent is purged from the idle by-pass valve.
Disconnect the actuator from the idle air by-pass valve.
Reattach the control signal lead to the air by-pass valve.
Check engine for normal operation. It may be necessary to reset the idle speed due to a previous adjustment for an idle concern. (Refer to the respective Powertrain/Emissions Diagnosis Service Manual, Throttle Body Section, for idle speed adjust procedure.)

Alternate Cleaning Procedure for Hitachi IACs
NOTE: Method to be used only when the Rotunda Fuel Injector Tester/Cleaner 113-00001 and Air Bypass Valve Actuator 113-00009 or equivalent for the recommended method are not available.

1. Remove the idle air control valve from the throttle body.
2. Remove the electrical solenoid assembly from the mechanical portion of the idle air control valve by removing the two screws, then sliding the mechanical portion away from the solenoid.
3. CAUTION: Do not exceed three minutes soak time, and do not use choke cleaner as an internal O-ring may begin to deteriorate. Soak the mechanical portion in Carburetor Tune-Up Cleaner D9AZ-19579-BA meeting Ford specification ESR-M14P9-A or equivalent for two to three minutes maximum.
4. With the mechanical portion completely submerged, shake in all directions: up, down, right and left. Then push in on the rod that mates with the solenoid assembly, and again shake in all directions with the unit submerged and the rod held in as far as possible.
5. Remove the unit from the cleaning fluid and dry out thoroughly using shop air.

PROCEDURE #2
IDLE AIR BY-PASS VALVE CLEANING ONLY
CAUTION: THIS CLEANING PROCEDURE MAY BE USED WITH SLUDGE TOLERANT THROTTLE BODIES WHICH ARE IDENTIFIED WITH A YELLOW/BLACK "ATTENTION" LABEL AND THOSE USING SERVICE KIT (F2PZ-9F939-A). NO ATTEMPT SHOULD BE MADE TO CLEAN THROTTLE BODY BORE/PLATE AREA BY DIRECT SPRAYING OR SCRUBBING. DO NOT RUN VEHICLES WITH AIR FLOW METERS DURING CLEANING PROCEDURE.
Plug the actuator into the connector in the Rotunda Air By-Pass Valve Adapter 113-00009, or equivalent.
Remove the air duct to the throttle body inlet.
Disconnect the idle air by-pass valve signal lead.
Attach the actuator harness plug to the idle air by-pass valve.
Start the actuator and then start the engine.
NOTE: DO NOT START ENGINES THAT HAVE AIR FLOW METERS.
Spray the Carburetor Tune-up Cleaner for about five (5) seconds into the idle air by-pass valve inlet passage while the actuator is operating.
CAUTION: AVOID DIRECT SPRAYING ON THROTTLE PLATE/BORE AREA
Stop the engine and actuator. Let everything soak for fifteen (15) minutes.
Start the actuator and the start the engine.
CAUTION: DO NOT START ENGINES THAT HAVE AIR FLOW METERS.
Spray Carburetor Tune-up Cleaner into the throttle bore for up to one (1) minute.
CAUTION: DO NOT SPRAY FOR LONGER THAN SIX (6) CONTINUOUS SECONDS ON ENGINES THAT HAVE AIR FLOW METERS AND ARE NOT RUNNING.
Stop actuator and stop engine if running.
Reinstall the air duct.
Start and run the engine for about one (1) minute to dry out the solvent residue.
Operate the actuator to make sure the solvent is purged from the idle by-pass valve.
Disconnect the actuator from the idle air by-pass valve.
Reattach the control signal lead to the air by-pass valve.
Check engine for normal operation.
NOTE: IT SHOULD NOT BE NECESSARY TO RESET THE IDLE SPEED SINCE ONLY THE IDLE AIR BY-PASS VALVE WAS SERVICED IN THIS PROCEDURE

Alternate Cleaning Procedure for Hitachi IACs
NOTE: Method to be used only when the Rotunda Fuel Injector Tester/Cleaner 113-00001 and Air Bypass Valve Actuator 113-00009 or equivalent for the recommended method are not available.

1. Remove the idle air control valve from the throttle body.
2. Remove the electrical solenoid assembly from the mechanical portion of the idle air control valve by removing the two screws, then sliding the mechanical portion away from the solenoid.
3. CAUTION: Do not exceed three minutes soak time, and do not use choke cleaner as an internal O-ring may begin to deteriorate. Soak the mechanical portion in Carburetor Tune-Up Cleaner D9AZ-19579-BA meeting Ford specification ESR-M14P9-A or equivalent for two to three minutes maximum.
4. With the mechanical portion completely submerged, shake in all directions: up, down, right and left. Then push in on the rod that mates with the solenoid assembly, and again shake in all directions with the unit submerged and the rod held in as far as possible.
5. Remove the unit from the cleaning fluid and dry out thoroughly using shop air.

WARRANTY COVERAGE
Throttle bodies and idle air by-pass valves on all EFI (Port Fuel Injection) engines through the 1992 model year that can be cleaned (as identified in the application charts) are covered under 5/50 Emissions Warranty Coverage.

For those throttle bodies identified as having sludge tolerant designs or using service kit (F2PZ-9F939-A) where cleaning is not allowed per the application charts, the warranty claims for cleaning will not be reimbursed even within the 12/12 warranty coverage period. Cleaning is not allowed. Service kit installation (single time) is covered under 5/50 emission warranty.

LABOR STANDARDS OPERATIONS
The labor operations shown in the following Operation/Description/Time columns are identified by procedure number and vehicle line. Specific engines for various vehicles are identified in the sludge cleaning procedure application charts. The throttle body cleaning operations with combinations and the air by-pass valve cleaning combinations will appear in future Labor Manuals under the following operation numbers.

9926 B - Throttle body and idle air by-pass valve cleaning
9926 B2 - Adjust idle speed
9715 A - Air by-pass valve cleaning only
9715 A1 - Adjust idle speed

PART NUMBER PART NAME
F2PZ-9F939-A Idle Air By-pass Service Kit
D9AZ-19579-AA Carburetor Tune-Up Cleaner

OTHER APPLICABLE ARTICLES: 89-13-8
SUPERSEDES: 88-24-5, 88-24-6, 89-16-5, 91-10-9, 91-7-4
WARRANTY STATUS: Eligible Under Warranty Coverage As Stated In The Text Of This Article

OPERATION DESCRIPTION TIME
912507A Idle Air By-Pass Valve Cleaning - 1983-85 Escort, EXP, LN7, LYNX 1.6L EFI. 0.5 Hr.
912507B Idle Air By-Pass Valve Cleaning - 1986-91 Escort 1.9L EFI, 1986/87 EXP, Lynx 1.9L EFI, 1991 Tracer 1.9L EFI. 0.5 Hr.
912507C Idle Air By Pass Valve Cleaning - 1984-87 Mustang 2.3L T/C, 1986/87 Capri, Cougar 2.3L T/C, 1984-88 T-Bird 2.3L T/C, 1987/92 Mustang 2.3L EFI. 0.5 Hr.
912507D Idle By-Pass Valve Cleaning - 1988-91 Tempo, Topaz 2.3L HSC, 1985-92 Ranger 2.3L EFI. 0.6 Hr.
912507E Idle Air By-Pass Valve Cleaning - 1986/87 Aerostar 2.3L EFI, 1985 Bronco II 2.3L EFI. 0.7 Hr.
912507F Idle Air By-Pass Valve Cleaning - 1986-90 Bronco II 2.9L EFI, 1986-92 Ranger 2.9L EFI. 0.7 Hr.
912507G Idle Air By-Pass Valve Cleaning - 1991/92 Probe 3.0L EFI, 1986-91 Taurus 3.0L EFI, 1987-91 Sable 3.0L EFI. 0.6 Hr.
912507H Idle Air By-Pass Valve Cleaning - 1986-91 Aerostar 3.0L EFI, 1991 Ranger 3.0L EFI. 0.7 Hr.
912507I Idle Air By-Pass Valve Cleaning - 1988 Continental, Cougar, Taurus, T-Bird, Sable 3.8L EFI. 1988 Cougar, T-Bird 3.8L S/C. 0.6 Hr.
912507J Idle Air By-Pass Valve Cleaning - 1990-92 Aerostar 4.0L EFI, 1990 Bronco II 4.0L EFI, 1991/92 Explorer 4.0L EFI, 1990-92 Ranger 4.0L EFI. 0.7 Hr.
912507K Idle Air By-Pass Valve Cleaning - 1987-92 Bronco 4.9L EFI, 1987-92 F-Series 4.9L EFI, 1987/90 Econoline (Without Rear Heater) 4.9L EFI, 1991/92 Econoline (All) 4.9L EFI. 0.7 Hr.
912507L Idle Air By-Pass Valve Cleaning - 1986-88 Cougar, T-Bird 5.0L EFI, 1986-87 Continental, Mark VII 5.0L EFI, 1986/91 Crn - Victoria, Grn - Marquis 5.0L EFI, 1986-92 Mark VII 5.0L HO, 1982-92 Mustang 5.0L HO. 0.6 Hr.
912507M Idle Air By-Pass Valve Cleaning - 1985-92 Bronco, E-Series, F-Series 5.0L EFI. 0.7 Hr.
912507N Idle Air By-Pass Valve Cleaning - 1988-90 Bronco, F-Series 5.8L. 1991 Econo, F-Series, Bronco 5.8L (Do not Clean Solenoid, Calib; 1-64E-R10,1-64H-R10,1-64J-R10,1-64K-R10,1-64M-R10,1-64P-R10,1-64R-R10,1-75A-R00,1-76A-R00,1-76B-R00,1-76C-R00) 0.7
912507O Idle Air By-Pass Valve Cleaning - 1991/92 F And B Series, 7.0L EFI. 0.7 Hr.
912507P Idle Air By-Pass Valve Cleaning - 1987-92 E-Series, F-Series 7.5L EFI. 0.7 Hr.
912507Q Throttle Body And Idle Air By-Pass Valve Cleaning - 1989/90 Probe 3.0L EFI. 0.9 Hr.
912507R Throttle Body And Idle Air By-Pass Valve Cleaning - 1987-90 Econoline (With Rear Heat) 4.9L EFI. 0.8 Hr.
912507S Throttle Body And Idle Air By-Pass Valve Cleaning - 1988-90 Econoline 5.8L EFI. 0.9 Hr.
912507T Service Kit Install - All Cars And Light Trucks (Except Aerostar And Econoline) - Refer To The Service Procedure Application Charts, For Vehicle Application. 1.0 Hr.
912507U Service Kit Install - Aerostar, Econoline - Refer To Service Procedure Application Charts - For Vehicle Application. 1.2 Hr.

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TSB 95-07-12 IAC Hooting

Publication Date: APRIL 10, 1995

LIGHT TRUCK: 1993-95 ECONOLINE, F SUPER DUTY, F-250, F-350, F-47

ISSUE: During highway deceleration or engine start-up, there may be a "Hooting" noise coming from the engine compartment and/or higher than normal engine idle speed. This may be caused by a resonance in the fresh air supply tube to the IAC Valve (brought on by the IAC Valve pintle bouncing).

ACTION: Check for any loose vacuum lines and repair as necessary. If the noise persists, install an Expansion Chamber Hose Assembly to break up the resonance wave and IAC valve pintle bouncing, and install a new IAC valve.

PART NUMBER PART NAME
F5TZ-9F763-A Expansion Chamber Tube - F-Series
F5UZ-9F763-B Expansion Chamber Tube - Econoline
F2LY-9F715-A Idle Air Control Valve

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 94-26-11
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage And Emissions Warranty Coverage

OPERATION DESCRIPTION TIME
950712A Time To Replace IAC Valve And Install New Hose - F-Series 0.3 Hr.
950712B Time To Replace IAC Valve And Install New Hose - Econoline 0.4 Hr.

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TSB 89-14-07 TPS Screws

Publication Date: JULY 14, 1989

FORD: 1983-89 CROWN VICTORIA, MUSTANG, TEMPO, THUNDERBIRD
1984-89 ESCORT
1986-89 TAURUS
LINCOLN-MERCURY: 1983-89 CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VII, TOPAZ, TOWN CAR
1984-87 LYNX
MERKUR: 1985-89 ALL MERKUR LINES
LIGHT TRUCK: 1983-89 ALL LIGHT TRUCK LINES

ISSUE: All Throttle Position Sensor (TPS) mounting screws have a "Pozidrive" head. The "Pozidrive" head looks a lot like a Phillips screw head. Use of a Phillips head screwdriver to remove a "Pozidrive" screw will normally result in a rounded or damaged screw head. Many technicians think it is an overtorqued or "frozen" screw. An adhesive was also used as a thread sealant starting with the 1988 model year. This adhesive requires still more effort to loosen and remove the screw.

ACTION: To prevent rounded or damaged screw heads when servicing the TPS mounting screws, technicians should always use a #2 "Pozidrive" screwdriver.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

For the full procedure to reset the throttle stop screw, see this caption:

_____________________________________________________________________________
Idle Speed Control Closed Throttle Determination

One of the fundamental criteria for entering rpm control is an indication of closed throttle. Throttle mode is always calculated to the lowest learned throttle position (TP) voltage seen since engine start. This lowest learned value is called "ratch," since the software acts like a one-way ratchet. The ratch value (voltage) is displayed as the TPREL PID. The ratch value is relearned after every engine start. Ratch will learn the lowest, steady TP voltage seen after the engine starts. In some cases, ratch can learn higher values of TP. The time to learn the higher values is significantly longer than the time to learn the lower values. The brakes must also be applied to learn the higher values.

All PCM functions are done using this ratch voltage, including idle speed control. The PCM goes into closed throttle mode when the TP voltage is at the ratch (TPREL PID) value. Increase in TP voltage, normally less than 0.05 volts, will put the PCM in part throttle mode. Throttle mode can be viewed by looking at the TP MODE PID. With the throttle closed, the PID must read C/T (closed throttle). Slightly corrupt values of ratch can prevent the PCM from entering closed throttle mode. An incorrect part throttle indication at idle will prevent entry into closed throttle rpm control, and could result in a high idle. Ratch can be corrupted by a throttle position sensor or circuit that "drops out" or is noisy, or by loose/worn throttle plates that close tight during a decel and spring back at a normal engine vacuum.

See also:
.

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TSB 93-26-05 Power Steering Air Purge with external vacuum source

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.
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.

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Front axle tag on a '96 EB Bronco 5.8L E4OD 3.54 Open diff with 3-screw auto locks & 4WABS

Dana tag . . . . . . . . Ford tag
.
____________________________________________

TSB 92-05-14 Front Axle Tag

Publication Date: FEBRUARY 26, 1992

LIGHT TRUCK: 1985-90 BRONCO II
1985-92 BRONCO, F-150-350 SERIES, RANGER
1991-92 EXPLORER

ISSUE: The 1991 and prior model front drive axles had identification information in the following three (3) places:
1. It was on a metal tag attached to a carrier cover mounting bolt.
2. It was stamped into the left side axle arm (tube) front face inboard of the U-Joint.
3. It was on a paper tape tag wrapped around the axle arm (tube).

The 1992 model year axles use a glue-on label that replaces all three of the prior identification markings. The new label is on the rear face of the right hand arm (tube).

ACTION: Since this glue-on label is the only identification, be sure that the information on the label is recorded in a retrievable place before any service actions are taken which will damage/destroy or remove the label.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
____________________________________________
'93 EB Bronco 5.8L E4OD 4WABS 3.54 open diff, 5-screw autos, sliding calipers


'95 XLT Bronco 5.8L E4OD 4WABS 3.54 open diff, 5-screw autos, floating calipers


D44IFS Bills of Material (Dana Part Numbers):

610062-1 Standard 3.00 80 1/2-ton
610062-2 Standard 3.00 80 1/2-ton
610062-3 Standard 3.50 80 1/2-ton
610062-4 Standard 3.50 80 1/2-ton
610062-5 Trac Lok 3.50 80 1/2-ton
610062-6 Trac Lok 3.50 80 1/2-ton
610062-7 Standard 3.00 80 1/2-ton
610062-8 Standard 3.00 80 1/2-ton
610062-9 Standard 3.50 80 1/2-ton
610062-10 Standard 3.50 80 1/2-ton
610062-11 Trac Lok 3.50 80 1/2-ton
610062-12 Trac Lok 3.50 80 1/2-ton
610062-13 Standard 3.00 80 1/2-ton
610062-14 Standard 3.00 80 1/2-ton
610062-15 Standard 3.50 80 1/2-ton
610062-16 Standard 3.50 80 1/2-ton
610062-17 Trac Lok 3.50 80 1/2-ton
610062-18 Trac Lok 3.50 80 1/2-ton
610062-19 Standard 3.00 80 1/2-ton
610063-1 Standard 3.54 80 3/4-ton
610063-2 Standard 3.54 80 3/4-ton
610063-3 Trac Lok 3.54 80 3/4-ton
610063-4 Trac Lok 3.54 80 3/4-ton
610063-5 Standard 4.09 80 3/4-ton
610063-6 Standard 3.54 80 3/4-ton
610146-1 Standard 3.00 81 3/4 & 1-ton
610146-2 Trac Lok 3.00 81 3/4 & 1-ton
610146-3 Standard 3.54 81 3/4 & 1-ton
610146-4 Trac Lok 3.54 81 3/4 & 1-ton
610146-5 Standard 3.00 81 3/4 & 1-ton
610146-6 Standard 3.54 81 3/4 & 1-ton
610146-7 Standard 3.54 81 3/4 & 1-ton
610146-8 Standard 4.09 81 3/4 & 1-ton
610146-9 Trac Lok 3.54 81 3/4 & 1-ton
610185-1 Standard 3.00 81 & 82 1/2-ton
610185-2 Standard 3.00 81 & 82 1/2-ton
610185-3 Standard 3.50 81 & 82 1/2-ton
610185-4 Standard 3.50 81 & 82 1/2-ton
610185-5 Trac Lok 3.50 81 & 82 1/2-ton
610185-6 Trac Lok 3.50 81 & 82 1/2-ton
610185-7 Standard 3.50 81 & 82 1/2-ton
610185-8 Standard 3.00 81 & 82 1/2-ton
610185-9 Standard 3.00 81 & 82 1/2-ton
610185-10 Standard 3.50 81 & 82 1/2-ton
610185-11 Standard 3.50 81 & 82 1/2-ton
610185-12 Trac Lok 3.50 81 & 82 1/2-ton
610185-13 Standard 3.50 81 & 82 1/2-ton
610185-14 Standard 3.07 81 & 82 1/2-ton
610185-15 Standard 3.07 81 & 82 1/2-ton
610185-16 Trac Lok 3.54 81 & 82 1/2-ton
610185-17 Standard 3.54 81 & 82 1/2-ton
610185-18 Standard 3.54 81 & 82 1/2-ton
610166-1 Standard 3.50 81.5 & 82 F150 SnowPlow
610166-2 Standard 3.50 81.5 & 82 F150 SnowPlow
610166-3 Trac Lok 3.00 81.5 & 82 F150 SnowPlow
610168-1 Standard 3.00 83 1/2-ton
610168-2 Standard 3.50 83 1/2-ton
610168-3 Trac Lok 3.50 83 1/2-ton
610168-4 Standard 3.00 83 1/2-ton
610168-5 Standard 3.00 83 1/2-ton
610168-6 Standard 3.50 83 1/2-ton
610168-7 Standard 3.50 83 1/2-ton
610168-8 Trac Lok 3.50 83 1/2-ton
610168-9 Standard 3.07 83 1/2-ton
610168-10 Standard 3.07 83 1/2-ton
610168-11 Trac Lok 3.54 83 1/2-ton
610168-12 Standard 3.54 83 1/2-ton
610168-13 Standard 3.54 83 1/2-ton
610167-2 Standard 3.50 83 F150 SnowPlow
610167-4 Standard 3.54 83 F150 SnowPlow
610169-1 Standard 3.00 83 3/4 & 1-ton
610169-2 Standard 3.54 83 3/4 & 1-ton
610169-3 Standard 3.00 83 3/4 & 1-ton
610169-4 Standard 3.54 83 3/4 & 1-ton
610169-5 Standard 3.54 83 3/4 & 1-ton
610169-6 Standard 4.09 83 3/4 & 1-ton
610169-7 Trac Lok 3.54 83 3/4 & 1-ton
610178-1 Standard 3.07 84 1/2-ton
610178-2 Standard 3.07 84 1/2-ton
610178-3 Trac Lok 3.54 84 1/2-ton
610178-4 Standard 3.54 84 1/2-ton
610178-5 Standard 3.54 84 1/2-ton
610178-9 Standard 3.07 84 1/2-ton
610178-10 Standard 3.07 84 1/2-ton
610178-11 Trac Lok 3.54 84 1/2-ton
610178-12 Trac Lok 3.54 84 1/2-ton
610178-13 Trac Lok 3.54 84 1/2-ton
610177-1 Standard 3.54 84 F150 SnowPlow
610177-4 Standard 3.54 84 F150 SnowPlow
610179-1 Standard 3.54 84 3/4 & 1-ton
610179-2 Standard 3.54 84 3/4 & 1-ton
610179-3 Standard 3.54 84 3/4 & 1-ton
610179-4 Standard 3.54 84 3/4 & 1-ton
610179-5 Standard 3.54 84 3/4 & 1-ton
610179-6 Standard 4.09 84 3/4 & 1-ton
610179-7 Trac Lok 3.54 84 3/4 & 1-ton
610179-8 Trac Lok 3.54 84 3/4 & 1-ton
610198-1 Standard 3.07 84.5 & 85 1/2-ton
610198-2 Standard 3.07 84.5 & 85 1/2-ton
610198-3 Trac Lok 3.54 84.5 & 85 1/2-ton
610198-4 Standard 3.54 84.5 & 85 1/2-ton
610198-5 Standard 3.54 84.5 & 85 1/2-ton
610198-9 Standard 3.07 84.5 & 85 1/2-ton
610198-10 Standard 3.07 84.5 & 85 1/2-ton
610198-11 Trac Lok 3.54 84.5 & 85 1/2-ton
610198-12 Standard 3.54 84.5 & 85 1/2-ton
610198-13 Standard 3.54 84.5 & 85 1/2-ton
610198-14 Standard 3.50 84.5 & 85 1/2-ton
610198-15 Standard 3.50 84.5 & 85 1/2-ton
610198-16 Trac Lok 3.50 84.5 & 85 1/2-ton
610198-17 Standard 4.09 84.5 & 85 1/2-ton
610198-18 Trac Lok 4.09 84.5 & 85 1/2-ton
610197-1 Standard 3.54 84.5 & 85 F150 SnowPlow
610197-4 Standard 3.54 84.5 & 85 F150 SnowPlow
610197-5 Standard 3.50 84.5 & 85 F150 SnowPlow
610199-1 Standard 3.54 84.5 & 85 3/4-ton
610199-2 Standard 3.54 84.5 & 85 3/4-ton
610199-3 Standard 3.54 84.5 & 85 3/4-ton
610199-4 Standard 3.54 84.5 & 85 3/4-ton
610199-5 Standard 3.54 84.5 & 85 3/4-ton
610199-6 Standard 4.09 84.5 & 85 3/4-ton
610199-7 Trac Lok 3.54 84.5 & 85 3/4-ton
610199-8 Standard 4.09 84.5 & 85 3/4-ton
610199-9 Trac Lok 4.09 84.5 & 85 3/4-ton
610199-10 Trac Lok 4.09 84.5 & 85 3/4-ton
610229-1 Standard 3.54 85 3/4-ton
610229-2 Standard 3.54 85 3/4-ton
610229-3 Standard 3.54 85 3/4-ton
610229-4 Trac Lok 3.54 85 3/4-ton
610229-5 Standard 4.09 85 3/4-ton
610229-6 Trac Lok 4.09 85 3/4-ton
610231-1 Standard 3.54 85 3/4 & 1-ton
610231-2 Standard 3.54 85 3/4 & 1-ton
610231-3 Standard 4.09 85 3/4 & 1-ton
610231-4 Trac Lok 3.54 85 3/4 & 1-ton
610231-5 Standard 4.09 85 3/4 & 1-ton
610231-6 Trac Lok 4.09 85 3/4 & 1-ton
610241-1 Standard 3.07 85.5 1/2-ton
610241-2 Trac Lok 3.54 85.5 1/2-ton
610241-3 Standard 3.54 85.5 1/2-ton
610241-4 Standard 3.50 85.5 1/2-ton
610241-5 Trac Lok 3.50 85.5 1/2-ton
610241-6 Standard 4.09 85.5 1/2-ton
610241-7 Trac Lok 4.09 85.5 1/2-ton
610242-1 Standard 3.54 85.5 F150 SnowPlow
610242-2 Standard 3.50 85.5 F150 SnowPlow
610243-1 Standard 3.54 88.5 3/4-ton
610243-2 Standard 3.54 88.5 3/4-ton
610243-3 Standard 4.09 88.5 3/4-ton
610243-4 Trac Lok 3.54 88.5 3/4-ton
610243-5 Standard 4.09 88.5 3/4-ton
610243-6 Trac Lok 4.09 88.5 3/4-ton
610261-1 Standard 3.07 86 1/2-ton
610261-2 Standard 3.54 86 1/2-ton
610261-3 Standard 3.50 86 1/2-ton
610262-1 Standard 3.07 86 1/2-ton
610262-2 Trac Lok 3.54 86 1/2-ton
610262-3 Standard 3.54 86 1/2-ton
610262-4 Standard 3.50 86 1/2-ton
610262-5 Trac Lok 3.50 86 1/2-ton
610262-6 Standard 4.09 86 1/2-ton
610262-7 Trac Lok 4.09 86 1/2-ton
610263-1 Standard 3.54 86 F150 SnowPlow
610263-2 Standard 3.50 86 F150 SnowPlow
610264-1 Standard 3.54 86 & 87 3/4-ton
610264-2 Standard 3.54 86 & 87 3/4-ton
610264-3 Standard 4.09 86 & 87 3/4-ton
610264-4 Trac Lok 3.54 86 & 87 3/4-ton
610264-5 Standard 4.09 86 & 87 3/4-ton
610264-6 Trac Lok 4.09 86 & 87 3/4-ton
610266-1 Standard 3.54 87 & 88 SnowPlow
610266-2 Standard 3.50 87 & 88 SnowPlow
610267-1 Standard 3.07 87 & 88 1/2-ton
610267-2 Trac Lok 3.54 87 & 88 1/2-ton
610267-3 Standard 3.54 87 & 88 1/2-ton
610267-4 Standard 3.50 87 & 88 1/2-ton
610267-6 Standard 4.09 87 & 88 1/2-ton
610268-1 Standard 3.07 87 & 88 1/2-ton
610268-2 Standard 3.54 87 & 88 1/2-ton auto
610306-1 Standard 3.54 88 3/4-ton
610306-2 Standard 4.09 88 3/4-ton
610309-1 Standard 3.07 88.5 F150 SnowPlow
610309-2 Trac Lok 3.54 88.5 F150 SnowPlow
610309-3 Standard 3.54 88.5 F150 SnowPlow
610309-4 Standard 4.09 88.5 F150 SnowPlow
610311-1 Standard 3.54 88.5 - 91 1/2-ton
610311-2 Standard 4.09 88.5 - 91 1/2-ton
610310-1 Standard 3.07 88.5 - 92 1/2-ton
610310-2 Standard 3.54 88.5 - 92 1/2-ton
610335-1 Standard 3.07 88.5 - 92 1/2-ton
610335-2 Trac Lok 3.54 88.5 - 92 1/2-ton
610335-3 Standard 3.54 88.5 - 92 1/2-ton
610335-4 Standard 4.09 88.5 - 92 1/2-ton
610407-1 Standard 3.07 92.5 1/2-ton
610407-3 Standard 3.54 92.5 1/2-ton
610408-1 Standard 3.07 92.5 1/2-ton
610408-3 Standard 3.54 92.5 1/2-ton
610408-4 Standard 4.09 92.5 1/2-ton
610408-6 Trac Lok 3.54 92.5 1/2-ton
610408-7 Standard 3.07 92.5 1/2-ton
610408-9 Standard 3.54 92.5 1/2-ton
610411-1 Standard 3.07 93 & 93.5 Bronco
610411-2 Trac Lok 3.54 93 & 93.5 Bronco
610411-3 Standard 3.54 93 & 93.5 Bronco
610411-4 Standard 4.09 93 & 93.5 Bronco
610411-7 Standard 3.07 93 & 93.5 Bronco
610411-8 Standard 3.54 93 & 93.5 Bronco
610414-1 Standard 3.07 93 & 93.5 F150
610414-3 Standard 3.54 93 & 93.5 F150
610414-4 Standard 4.09 93 & 93.5 F150
610414-6 Trac Lok 3.54 93 & 93.5 F150
610414-7 Standard 3.07 93 & 93.5 F150
610414-9 Standard 3.54 93 & 93.5 F150
610443-3 Standard 3.54 94 - 96 Bronco
610443-9 Standard 3.54 94 - 96 Bronco
610447-3 Standard 3.54 94 - 96 Bronco
610447-9 Standard 3.54 94 - 96 Bronco
610447-10 Standard 3.54 94 - 96 Bronco
610444-1 Standard 3.07 94 F150
610444-2 Standard 3.31 94 F150
610444-3 Standard 3.54 94 F150
610444-4 Standard 4.09 94 F150
610444-5 Trac Lok 3.31 94 F150
610444-6 Trac Lok 3.54 94 F150
610444-7 Standard 3.07 94 F150
610444-8 Standard 3.31 94 F150
610444-9 Standard 3.54 94 F150
610446-1 Standard 3.07 95 & 96 F150
610446-2 Standard 3.31 95 & 96 F150
610446-3 Standard 3.54 95 & 96 F150
610446-5 Trac Lok 3.31 95 & 96 F150
610446-6 Trac Lok 3.54 95 & 96 F150
610446-10 Standard 3.07 95 & 96 F150
610446-11 Standard 3.31 95 & 96 F150
610446-12 Standard 3.54 95 & 96 F150
610608-1 Standard 3.54 96.5 Bronco
610608-2 Standard 3.54 96.5 Bronco
610607-1 Standard 3.07 96.5 F150
610607-2 Standard 3.31 96.5 F150
610607-3 Standard 3.54 96.5 F150
610607-4 Standard 4.09 96.5 F150
610607-5 Trac Lok 3.31 96.5 F150
610607-6 Trac Lok 3.54 96.5 F150
610607-7 Standard 3.07 96.5 F150
610607-8 Standard 3.31 96.5 F150
610607-9 Standard 3.54 96.5 F150

For more detailed info, read this Dana PDF:
http://www2.dana.com/pdf/X510-9.pdf

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TSB97-06-28MotoringTorque.jpg | Hits: 8543 | Size: 51.3 KB | Posted on: 1/2/07 | Link to this image


TSB 97-06-28 Ratcheting Noise from the Front Axle and/or a Self-Engagement of the Automatic Hub Locks, Motoring Torque

ISSUE: A "ratcheting" noise from the front axle and/or a self-engagement of the automatic hub locks may occur on some vehicles. This may be caused by a combination of high axle motoring torque and hub locks which require little torque input to engage.

ACTION: Reduce the axle motoring torque by replacing the differential side gear thrust washers and adjusting the pinion preload. This procedure will reduce the axle motoring torque to a level below the required hub lock torque to engage. Refer to the following Service Procedure for details.

NOTE: THE FRONT AXLE SHOULD BE "BROKEN-IN" FOR 402 km (250 MILES) PRIOR TO PROCEEDING WITH ADDITIONAL DIAGNOSIS OR REPAIRS. TO BREAK-IN THE FRONT AXLE, ENGAGE FOUR-WHEEL-DRIVE, DRIVE FORWARD AND THEN SHIFT OUT OF FOUR-WHEEL-DRIVE WITHOUT DISENGAGING THE HUB LOCKS. DRIVING WITH THE HUBS ENGAGED WILL BREAK-IN THE AXLE. IF THE VEHICLE IS BACKED UP DURING THIS TIME PERIOD, THE HUB LOCKS WILL DISENGAGE AND WILL HAVE TO BE ENGAGED AGAIN BY REPEATING THIS PROCEDURE.
SERVICE PROCEDURE

Remove the front driveshaft and tie a 12-pound test monofilament fish line between the front output yoke of the transfer case and the round locator hole on the side of the transfer case (Figure 1). Drive the vehicle in two-wheel-drive with the hubs unlocked for a minimum of 3 km (2 miles), including some lock-to-lock figure eight turns. Refer to the following two conditions. If the fish line breaks, the concern is being generated by the transfer case. It will require further diagnosis and possible repair. Refer to Section C - Transfer Case Diagnosis And Repair of this article. If the fish line did not break, proceed to Section A - Measure The Motoring Torque Of The Front Drive Axle of this article and follow through all of the service procedure until the concern is resolved.

A - MEASURE THE MOTORING TORQUE OF THE FRONT DRIVE AXLE
1. With the vehicle on a lift, remove both hub locks.

2. With the left axle shaft free to rotate:
a. Slowly rotate the right axle shaft in a clockwise direction using the Axle Torque Metering Socket (T96T-3219-A for F-150/Bronco and T96T-3219-B for F-250, found in the 1996 Essential Service Tool Kit), and a dial or beam-type inch-pound torque wrench. Stop at the highest reading, then restart and record the breakaway torque reading. Repeat this procedure in a counterclockwise direction, stopping at the highest reading, then restart and record the breakaway torque reading.
b. Repeat the procedure in Section A, 2a, for the left axle shaft.

3. With the left axle shaft held from rotating (place a screwdriver in the U-joint to prevent the axle shaft from rotating):
a. Repeat the procedure in Section A, 2a.
b. Repeat the procedure in Section A, 2b.

4. If all of the torque readings through the differential obtained in Section A, 2a and 2b, are 2.8 N-m (25 lb-in) or less AND if all of the torque readings through the pinion (opposite axle held) obtained in Section A, 3a and 3b are 6.8 N-m (60 lb-in) or less, return the vehicle to the customer and ask that an additional 240 km (150 miles), with the hubs engaged, be put on the vehicle and note any additional occurrence of hub lock self-engagement.

5. After the 240 km (150 miles) have been driven, repeat Section A, Steps 2 and 3.
a. If the torque measurements have dropped, the self-engagement should be eliminated.
b. If the torque measurements have not dropped, and the concern continues, proceed to Section B.

B - FRONT DRIVE AXLE DIAGNOSIS AND REPAIR
1. If all torque readings obtained in Section A, 2a and 2b, are 2.8 N-m (25 lb-in) or less, the differential side gear thrust washers DO NOT need to be replaced. Proceed to Section B, Step 2. If any of the torque readings through the differential obtained in Section A, 2a and 2b, were over 2.8 N-m (25 lb-in), replace the two (2) flat differential side gear thrust washers (Figure 2) with the 0.635mm (0.025") thick washers supplied with the Axle Motoring Torque Reduction Kit (F6TZ-4228-BA). Follow the procedure listed in the appropriate year F-Series/Bronco Powertrain/Drivetrain Service Manual, Section 05-03A for differential and carrier removal instructions.

2. If any of the torque readings through the pinion (opposite axle held) obtained in Section A, 3a and 3b, are over 6.8 N-m (60 lb-in), measure the pinion bearing pre-load to determine if the pinion should be re-shimmed using the Axle Motoring Torque Reduction Kit (F6TZ-4228-BA).
a. Follow the procedure listed in the appropriate year F-Series/Bronco Powertrain/Drivetrain Service Manual, Section 05-03A for differential and carrier removal instructions.
b. While the differential assembly is out of the axle housing, check the pinion for smooth, pulse-free rotation.
c. Slowly rotate the pinion in the carrier using a dial or beam-type inch-pound torque wrench. Stop at the highest reading, then restart and record the breakaway torque reading. Measure and record the torque required to rotate the pinion.
d. If the breakaway torque is more than 0.7 N-m (6 lb-in) greater than the torque to rotate and/or the pinion rotation is not smooth and pulse-free, inspect the pinion bearings for cage deformation and/or irregular roller or cup wear patterns. Replace the bearing (4621-outer, 4630-inner) if either condition is found.

NOTE: USE OLD PINION NUT AND WASHER TO ESTABLISH THE SHIM PACK REQUIRED FOR REDUCED PINION TORQUE TO ROTATE. ONLY USE NEW PINION NUT AND WASHER AFTER REQUIRED SHIM PACK HAS BEEN ESTABLISHED.

e. If the pinion torque to turn is greater than 2.3 N-m (20 lb-in), adjust the shim pack (using the shims provided in the kit) so that pinion torque to turn is 1.7 N-m (15 lb-in). For each thousandth of an inch added to the shim pack, the torque to rotate the pinion will decrease by approximately 0.9 N-m (8 lb-in).

WARNING: DO NOT ALLOW ANY PINION END PLAY IN THE PINION BEARING ADJUSTMENT.

f. While the axle shafts are out of the axle assembly, inspect the U-joints for freedom of movement and replace if seized.

CAUTION: DO NOT USE 80W90 OR 90W GEAR LUBE.

g. Reassemble the front drive axle following the procedure listed in the appropriate year F-Series/Bronco Powertrain/Drivetrain Service Manual, Section 05-03A for differential and carrier installation instructions. Replace the pinion nut and washer with those supplied in the kit. If the ring gear was removed from the differential, replace the ring gear bolts with those supplied in the kit. Fill the axle assembly with 4X4 Gear Oil (F1TZ-19580-A or equivalent meeting Ford specification WSL-M2C191-A).
h. Recheck torque reading in Section A, Step 2a to verify that axle modifications have been performed properly.
i. Return the vehicle to the customer and ask the customer to drive the vehicle for 80 km (50 miles) with the hubs locked to "break-in" the modified axle. To break-in axle, engage four-wheel-drive, drive forward, and then shift out of four-wheel-drive without disengaging the hub locks. If the vehicle is backed up during this time period, the hub locks will disengage and will have to be engaged again by repeating this procedure.

If this procedure has not resolved the concern, call the Self-Engagement Hotline at 1-503-786-5486 (Monday-Friday, 10:00 AM-6:30 PM Eastern Time).

C - TRANSFER CASE DIAGNOSIS AND REPAIR

1. Check the transfer case for proper amount of Automatic Transmission Fluid (ATF).

2. Measure the end play of the rear output shaft using a dial indicator. If the end play is over 1.27mm (0.050"), there is a possibility that one (1) of the two (2) rear output snap rings is missing or out of position. Note end play for reassembly purposes. Regardless of end play, proceed to the following Step 2a.
a. Disassemble the transfer case following the procedure listed in the appropriate year F-Series/Bronco Powertrain/Drivetrain Service Manual, Section 07-07.
b. Inspect for missing or out of place rear output shaft snap rings. Repair or replace as necessary. THIS STEP DOES NOT APPLY TO THE BORG WARNER 4407 TRANSFER CASE.
c. Check for a minimum of 0.25mm (0.010") clearance between sprocket and lockup hub on the rear output shaft using a shim gauge. If insufficient clearance exists, replace rear output shaft (-7061-), drive sprocket (-7177-), and hub shift collar (-7100- for manual shift and -7G362- for electric shift).
d. Inspect the disassembled transfer case for galling in the following locations:
* Between the drive sprocket bore and the rear output shaft journal. If galling exists, replace both components.
* Between the sprocket thrust faces, the rear output shaft shoulder and hub shift collar. If galling exists, replace the rear output shaft, sprocket and lockup hub.
e. Assemble the replacement sprocket and lockup hub on the rear output shaft with a snap ring.
f. Clean pump screen and magnet.

3. After reassembly, refill the transfer case with Motorcraft MERCON® Multi-Purpose Automatic Transmission Fluid (ATF) (XT-2-QDX), or equivalent meeting the Mercon specification, to just below the fill plug hole.

4. If the transfer case diagnosis and repair has not resolved the concern, proceed to Section A - Measure The Motoring Torque Of The Front Drive Axle.

The Axle Motoring Torque Reduction Kit (F6TZ-4228-BA) contains the following:
* Two (2) 0.025" Differential Side Gear Washers
* Two (2) 0.005" Pinion Shims
* Three (3) 0.003" Pinion Shims
* One (1) Pinion Seal
* One (1) Pinion Washer
* One (1) Pinion Nut
* Ten (10) Ring Gear Bolts
* One (1) Keystone Boot Clamp
* One (1) Instruction Sheet (I.S. 7144)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 96-26-20
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OASIS CODES: 509000, 597997, 702100

See also:
What's the DIFF?
Dana Axle Expert
. . . . . . .

D44IFS Bills of Material (Dana Part Numbers):

610062-1 Standard 3.00 80 1/2-ton
610062-2 Standard 3.00 80 1/2-ton
610062-3 Standard 3.50 80 1/2-ton
610062-4 Standard 3.50 80 1/2-ton
610062-5 Trac Lok 3.50 80 1/2-ton
610062-6 Trac Lok 3.50 80 1/2-ton
610062-7 Standard 3.00 80 1/2-ton
610062-8 Standard 3.00 80 1/2-ton
610062-9 Standard 3.50 80 1/2-ton
610062-10 Standard 3.50 80 1/2-ton
610062-11 Trac Lok 3.50 80 1/2-ton
610062-12 Trac Lok 3.50 80 1/2-ton
610062-13 Standard 3.00 80 1/2-ton
610062-14 Standard 3.00 80 1/2-ton
610062-15 Standard 3.50 80 1/2-ton
610062-16 Standard 3.50 80 1/2-ton
610062-17 Trac Lok 3.50 80 1/2-ton
610062-18 Trac Lok 3.50 80 1/2-ton
610062-19 Standard 3.00 80 1/2-ton
610063-1 Standard 3.54 80 3/4-ton
610063-2 Standard 3.54 80 3/4-ton
610063-3 Trac Lok 3.54 80 3/4-ton
610063-4 Trac Lok 3.54 80 3/4-ton
610063-5 Standard 4.09 80 3/4-ton
610063-6 Standard 3.54 80 3/4-ton
610146-1 Standard 3.00 81 3/4 & 1-ton
610146-2 Trac Lok 3.00 81 3/4 & 1-ton
610146-3 Standard 3.54 81 3/4 & 1-ton
610146-4 Trac Lok 3.54 81 3/4 & 1-ton
610146-5 Standard 3.00 81 3/4 & 1-ton
610146-6 Standard 3.54 81 3/4 & 1-ton
610146-7 Standard 3.54 81 3/4 & 1-ton
610146-8 Standard 4.09 81 3/4 & 1-ton
610146-9 Trac Lok 3.54 81 3/4 & 1-ton
610185-1 Standard 3.00 81 & 82 1/2-ton
610185-2 Standard 3.00 81 & 82 1/2-ton
610185-3 Standard 3.50 81 & 82 1/2-ton
610185-4 Standard 3.50 81 & 82 1/2-ton
610185-5 Trac Lok 3.50 81 & 82 1/2-ton
610185-6 Trac Lok 3.50 81 & 82 1/2-ton
610185-7 Standard 3.50 81 & 82 1/2-ton
610185-8 Standard 3.00 81 & 82 1/2-ton
610185-9 Standard 3.00 81 & 82 1/2-ton
610185-10 Standard 3.50 81 & 82 1/2-ton
610185-11 Standard 3.50 81 & 82 1/2-ton
610185-12 Trac Lok 3.50 81 & 82 1/2-ton
610185-13 Standard 3.50 81 & 82 1/2-ton
610185-14 Standard 3.07 81 & 82 1/2-ton
610185-15 Standard 3.07 81 & 82 1/2-ton
610185-16 Trac Lok 3.54 81 & 82 1/2-ton
610185-17 Standard 3.54 81 & 82 1/2-ton
610185-18 Standard 3.54 81 & 82 1/2-ton
610166-1 Standard 3.50 81.5 & 82 F150 SnowPlow
610166-2 Standard 3.50 81.5 & 82 F150 SnowPlow
610166-3 Trac Lok 3.00 81.5 & 82 F150 SnowPlow
610168-1 Standard 3.00 83 1/2-ton
610168-2 Standard 3.50 83 1/2-ton
610168-3 Trac Lok 3.50 83 1/2-ton
610168-4 Standard 3.00 83 1/2-ton
610168-5 Standard 3.00 83 1/2-ton
610168-6 Standard 3.50 83 1/2-ton
610168-7 Standard 3.50 83 1/2-ton
610168-8 Trac Lok 3.50 83 1/2-ton
610168-9 Standard 3.07 83 1/2-ton
610168-10 Standard 3.07 83 1/2-ton
610168-11 Trac Lok 3.54 83 1/2-ton
610168-12 Standard 3.54 83 1/2-ton
610168-13 Standard 3.54 83 1/2-ton
610167-2 Standard 3.50 83 F150 SnowPlow
610167-4 Standard 3.54 83 F150 SnowPlow
610169-1 Standard 3.00 83 3/4 & 1-ton
610169-2 Standard 3.54 83 3/4 & 1-ton
610169-3 Standard 3.00 83 3/4 & 1-ton
610169-4 Standard 3.54 83 3/4 & 1-ton
610169-5 Standard 3.54 83 3/4 & 1-ton
610169-6 Standard 4.09 83 3/4 & 1-ton
610169-7 Trac Lok 3.54 83 3/4 & 1-ton
610178-1 Standard 3.07 84 1/2-ton
610178-2 Standard 3.07 84 1/2-ton
610178-3 Trac Lok 3.54 84 1/2-ton
610178-4 Standard 3.54 84 1/2-ton
610178-5 Standard 3.54 84 1/2-ton
610178-9 Standard 3.07 84 1/2-ton
610178-10 Standard 3.07 84 1/2-ton
610178-11 Trac Lok 3.54 84 1/2-ton
610178-12 Trac Lok 3.54 84 1/2-ton
610178-13 Trac Lok 3.54 84 1/2-ton
610177-1 Standard 3.54 84 F150 SnowPlow
610177-4 Standard 3.54 84 F150 SnowPlow
610179-1 Standard 3.54 84 3/4 & 1-ton
610179-2 Standard 3.54 84 3/4 & 1-ton
610179-3 Standard 3.54 84 3/4 & 1-ton
610179-4 Standard 3.54 84 3/4 & 1-ton
610179-5 Standard 3.54 84 3/4 & 1-ton
610179-6 Standard 4.09 84 3/4 & 1-ton
610179-7 Trac Lok 3.54 84 3/4 & 1-ton
610179-8 Trac Lok 3.54 84 3/4 & 1-ton
610198-1 Standard 3.07 84.5 & 85 1/2-ton
610198-2 Standard 3.07 84.5 & 85 1/2-ton
610198-3 Trac Lok 3.54 84.5 & 85 1/2-ton
610198-4 Standard 3.54 84.5 & 85 1/2-ton
610198-5 Standard 3.54 84.5 & 85 1/2-ton
610198-9 Standard 3.07 84.5 & 85 1/2-ton
610198-10 Standard 3.07 84.5 & 85 1/2-ton
610198-11 Trac Lok 3.54 84.5 & 85 1/2-ton
610198-12 Standard 3.54 84.5 & 85 1/2-ton
610198-13 Standard 3.54 84.5 & 85 1/2-ton
610198-14 Standard 3.50 84.5 & 85 1/2-ton
610198-15 Standard 3.50 84.5 & 85 1/2-ton
610198-16 Trac Lok 3.50 84.5 & 85 1/2-ton
610198-17 Standard 4.09 84.5 & 85 1/2-ton
610198-18 Trac Lok 4.09 84.5 & 85 1/2-ton
610197-1 Standard 3.54 84.5 & 85 F150 SnowPlow
610197-4 Standard 3.54 84.5 & 85 F150 SnowPlow
610197-5 Standard 3.50 84.5 & 85 F150 SnowPlow
610199-1 Standard 3.54 84.5 & 85 3/4-ton
610199-2 Standard 3.54 84.5 & 85 3/4-ton
610199-3 Standard 3.54 84.5 & 85 3/4-ton
610199-4 Standard 3.54 84.5 & 85 3/4-ton
610199-5 Standard 3.54 84.5 & 85 3/4-ton
610199-6 Standard 4.09 84.5 & 85 3/4-ton
610199-7 Trac Lok 3.54 84.5 & 85 3/4-ton
610199-8 Standard 4.09 84.5 & 85 3/4-ton
610199-9 Trac Lok 4.09 84.5 & 85 3/4-ton
610199-10 Trac Lok 4.09 84.5 & 85 3/4-ton
610229-1 Standard 3.54 85 3/4-ton
610229-2 Standard 3.54 85 3/4-ton
610229-3 Standard 3.54 85 3/4-ton
610229-4 Trac Lok 3.54 85 3/4-ton
610229-5 Standard 4.09 85 3/4-ton
610229-6 Trac Lok 4.09 85 3/4-ton
610231-1 Standard 3.54 85 3/4 & 1-ton
610231-2 Standard 3.54 85 3/4 & 1-ton
610231-3 Standard 4.09 85 3/4 & 1-ton
610231-4 Trac Lok 3.54 85 3/4 & 1-ton
610231-5 Standard 4.09 85 3/4 & 1-ton
610231-6 Trac Lok 4.09 85 3/4 & 1-ton
610241-1 Standard 3.07 85.5 1/2-ton
610241-2 Trac Lok 3.54 85.5 1/2-ton
610241-3 Standard 3.54 85.5 1/2-ton
610241-4 Standard 3.50 85.5 1/2-ton
610241-5 Trac Lok 3.50 85.5 1/2-ton
610241-6 Standard 4.09 85.5 1/2-ton
610241-7 Trac Lok 4.09 85.5 1/2-ton
610242-1 Standard 3.54 85.5 F150 SnowPlow
610242-2 Standard 3.50 85.5 F150 SnowPlow
610243-1 Standard 3.54 88.5 3/4-ton
610243-2 Standard 3.54 88.5 3/4-ton
610243-3 Standard 4.09 88.5 3/4-ton
610243-4 Trac Lok 3.54 88.5 3/4-ton
610243-5 Standard 4.09 88.5 3/4-ton
610243-6 Trac Lok 4.09 88.5 3/4-ton
610261-1 Standard 3.07 86 1/2-ton
610261-2 Standard 3.54 86 1/2-ton
610261-3 Standard 3.50 86 1/2-ton
610262-1 Standard 3.07 86 1/2-ton
610262-2 Trac Lok 3.54 86 1/2-ton
610262-3 Standard 3.54 86 1/2-ton
610262-4 Standard 3.50 86 1/2-ton
610262-5 Trac Lok 3.50 86 1/2-ton
610262-6 Standard 4.09 86 1/2-ton
610262-7 Trac Lok 4.09 86 1/2-ton
610263-1 Standard 3.54 86 F150 SnowPlow
610263-2 Standard 3.50 86 F150 SnowPlow
610264-1 Standard 3.54 86 & 87 3/4-ton
610264-2 Standard 3.54 86 & 87 3/4-ton
610264-3 Standard 4.09 86 & 87 3/4-ton
610264-4 Trac Lok 3.54 86 & 87 3/4-ton
610264-5 Standard 4.09 86 & 87 3/4-ton
610264-6 Trac Lok 4.09 86 & 87 3/4-ton
610267-1 Standard 3.07 87 & 88 1/2-ton
610267-2 Trac Lok 3.54 87 & 88 1/2-ton
610267-3 Standard 3.54 87 & 88 1/2-ton
610267-4 Standard 3.50 87 & 88 1/2-ton
610267-6 Standard 4.09 87 & 88 1/2-ton
610268-1 Standard 3.07 87 & 88 1/2-ton
610268-2 Standard 3.54 87 & 88 1/2-ton
610266-1 Standard 3.54 87 & 88 SnowPlow
610266-2 Standard 3.50 87 & 88 SnowPlow
610306-1 Standard 3.54 88 3/4-ton
610306-2 Standard 4.09 88 3/4-ton
610309-1 Standard 3.07 88.5 F150 SnowPlow
610309-2 Trac Lok 3.54 88.5 F150 SnowPlow
610309-3 Standard 3.54 88.5 F150 SnowPlow
610309-4 Standard 4.09 88.5 F150 SnowPlow
610311-1 Standard 3.54 88.5 - 91 1/2-ton
610311-2 Standard 4.09 88.5 - 91 1/2-ton
610310-1 Standard 3.07 88.5 - 92 1/2-ton
610310-2 Standard 3.54 88.5 - 92 1/2-ton
610335-1 Standard 3.07 88.5 - 92 1/2-ton
610335-2 Trac Lok 3.54 88.5 - 92 1/2-ton
610335-3 Standard 3.54 88.5 - 92 1/2-ton
610335-4 Standard 4.09 88.5 - 92 1/2-ton
610407-1 Standard 3.07 92.5 1/2-ton
610407-3 Standard 3.54 92.5 1/2-ton
610408-1 Standard 3.07 92.5 1/2-ton
610408-3 Standard 3.54 92.5 1/2-ton
610408-4 Standard 4.09 92.5 1/2-ton
610408-6 Trac Lok 3.54 92.5 1/2-ton
610408-7 Standard 3.07 92.5 1/2-ton
610408-9 Standard 3.54 92.5 1/2-ton
610411-1 Standard 3.07 93 & 93.5 Bronco
610411-2 Trac Lok 3.54 93 & 93.5 Bronco
610411-3 Standard 3.54 93 & 93.5 Bronco
610411-4 Standard 4.09 93 & 93.5 Bronco
610411-7 Standard 3.07 93 & 93.5 Bronco
610411-8 Standard 3.54 93 & 93.5 Bronco
610414-1 Standard 3.07 93 & 93.5 F150
610414-3 Standard 3.54 93 & 93.5 F150
610414-4 Standard 4.09 93 & 93.5 F150
610414-6 Trac Lok 3.54 93 & 93.5 F150
610414-7 Standard 3.07 93 & 93.5 F150
610414-9 Standard 3.54 93 & 93.5 F150
610443-3 Standard 3.54 94 - 96 Bronco
610443-9 Standard 3.54 94 - 96 Bronco
610447-3 Standard 3.54 94 - 96 Bronco
610447-9 Standard 3.54 94 - 96 Bronco
610447-10 Standard 3.54 94 - 96 Bronco
610444-1 Standard 3.07 94 F150
610444-2 Standard 3.31 94 F150
610444-3 Standard 3.54 94 F150
610444-4 Standard 4.09 94 F150
610444-5 Trac Lok 3.31 94 F150
610444-6 Trac Lok 3.54 94 F150
610444-7 Standard 3.07 94 F150
610444-8 Standard 3.31 94 F150
610444-9 Standard 3.54 94 F150
610446-1 Standard 3.07 95 & 96 F150
610446-2 Standard 3.31 95 & 96 F150
610446-3 Standard 3.54 95 & 96 F150
610446-5 Trac Lok 3.31 95 & 96 F150
610446-6 Trac Lok 3.54 95 & 96 F150
610446-10 Standard 3.07 95 & 96 F150
610446-11 Standard 3.31 95 & 96 F150
610446-12 Standard 3.54 95 & 96 F150
610608-1 Standard 3.54 96.5 Bronco
610608-2 Standard 3.54 96.5 Bronco
610607-1 Standard 3.07 96.5 F150
610607-2 Standard 3.31 96.5 F150
610607-3 Standard 3.54 96.5 F150
610607-4 Standard 4.09 96.5 F150
610607-5 Trac Lok 3.31 96.5 F150
610607-6 Trac Lok 3.54 96.5 F150
610607-7 Standard 3.07 96.5 F150
610607-8 Standard 3.31 96.5 F150
610607-9 Standard 3.54 96.5 F150

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TSB 96-12-09 Traction-Lok Differential - 7.5" and 8.8" Chatter During Tight Turns, or Turns After Extended Highway Driving

Publication Date: JUNE 3, 1996

FORD: 1989-96 CROWN VICTORIA, MUSTANG, THUNDERBIRD
LINCOLN-MERCURY: 1989-96 COUGAR, GRAND MARQUIS, TOWN CAR
LIGHT TRUCK: 1989-96 AEROSTAR, BRONCO, E-150, RANGER
1989-97 F-150
1991-96 EXPLORER

ISSUE: A "chatter" noise can be felt and/or heard during tight turns or turns after an extended period of highway driving. This is due to insufficient specified friction modifier, or over-shimming of the clutch packs within Traction-Lok differentials.

ACTION: Install revised Clutch Pack Replacement Kit (F5ZZ-4947-BA for 7.5" ring gear and F5AZ-4947-BA for 8.8" ring gear), with improved friction material, in the differential after confirming the "chatter" concern with a road test of the vehicle. Refer to the Instruction Sheet within the kit for details.

NOTE: THE CLUTCH PACK REPLACEMENT KIT INCLUDES SELECTED SHIMS. IT WILL NOT REQUIRE THE ORDERING OF INDIVIDUAL SHIMS BASED UPON TEARDOWN MEASUREMENTS.

REAR AXLE ASSEMBLY IDENTIFICATION
See metal Service Identification tag for rear axle ring gear size and differential type. The identification tag is attached to the rear axle cover by means of a cover bolt.

The Clutch Pack Replacement Kit (F5ZZ-4947-BA) for the 7.5" ring gear traction-lok rear axle contains the following:
Two (2) Clutch Packs
One (1) Pinion Shaft Lockbolt
One (1) 4 oz. bottle of Friction Modifier
Two (2) Shims - 0.025" thick
Two (2) Shims - 0.030" thick
Two (2) Shims - 0.035" thick
Two (2) Shims - 0.040" thick
Two (2) Shims - 0.045" thick
One (1) Instruction Sheet (I.S. #7145)

The Clutch Pack Replacement Kit (F5AZ-4947-BA) for the 8.8" ring gear traction-lok rear axle contains the following:
Two (2) Clutch Packs
One (1) Pinion Shaft Lockbolt
One (1) 4 oz. bottle of Friction Modifier
Two (2) Shims - 0.025" thick
Two (2) Shims - 0.030" thick
Two (2) Shims - 0.035" thick
Two (2) Shims - 0.040" thick
Two (2) Shims - 0.045" thick
One (1) Instruction Sheet (I.S. #7146)

PART NUMBER PART NAME
F5ZZ-4947-BA Clutch Pack Replacement Kit - 7.5" Ring Gear Traction-Lok Differential
F5AZ-4947-BA Clutch Pack Replacement Kit - 8.8" Ring Gear Traction-Lok Differential
EOAZ-19554-AA 242 Loctite Threadlocker
F1TZ-19580-B High Performance Rear Axle Lubricant (For 8.8" Ring Gear Traction-Lok Differential - 1996 Explorer With 5.0L And 1993-94 Light Trucks With 4.10:1 Ratio)

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-96 Vehicles And Basic Warranty Coverage For All Other Vehicles

OPERATION DESCRIPTION TIME
961209A Replace Traction-Lok Differential Clutch Packs - Crown Victoria/Grand Marquis, Mustang, Town Car, E/F-150, Bronco, Aerostar, Explorer, Ranger 1.4 Hrs.
961209B Replace Traction-Lok Differential Clutch Packs - Thunderbird/Cougar 2.9 Hrs.

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TSB 93-04-06 Rear Brakes "Grab" when cold
Publication Date: FEBRUARY 17, 1993

LIGHT TRUCK: 1987-1993 BRONCO, F-150

ISSUE: The rear brakes may "grab" in the morning and/or after the vehicle sits for a long period of time. This condition may especially occur in cool and damp weather conditions. High humidity increases the friction of the brake linings.

ACTION: Replace the existing rear brake linings with new brake linings that are less sensitive to humidity/temperature conditions. Refer to the following service procedure.

SERVICE PROCEDURE
1) Remove the rear brake shoes. Refer to the appropriate model year Service Manual, Section 06-02, for the removal procedure.
2) Install new brake shoe and lining assembly Kit (F3UZ-2200-A). Refer to the appropriate model year Service Manual, Section 06-02, for the installation procedure.
3) Clean the brake assemblies and drums.
4) Adjust the brakes according to the Service Manual.

PART NUMBER PART NAME CLASS
F3UZ-2200-A Brake Shoe And Lining Assembly Kit B
**SUPERCEDED by 2U2Z-2V200-KARM**

OTHER APPLICABLE ARTICLES: 01-19-02
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 1992/93 Models, Basic Warranty Coverage For All Other Models

OPERATION DESCRIPTION TIME
930406A Replace Rear Brake Linings 1.0 Hr.

DEALER CODING
BASIC PART NO.: 2200
CONDITION CODE: 41

OASIS CODES: 301000
__________________________________________________________

Before buying craptasmic brakes or other common parts, check for coupons & service offers from Ford.

For more info, see these pics:


For '97-00 trucks, TSB 01-19-02 recommends F85Z-2200-AA shoes.

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Emissions Recall 90E90
Check the Ford website to see if your VIN is affected.

Ford Motor Company is voluntarily recalling (Emissions Recall 90E90) certain 1987, 1988, and 1989 Model 4.9L California engine equipped F-Series and Bronco trucks. Your truck's engine may be releasing air pollutants which exceed California standards. This service should have little or no effect on your truck except to reduce air pollutants. If you do not have this service done, your emission warranty may be reduced. Also, your truck may not pass emissions or smog tests that may be required in your area.

What the Dealer Will Do
At no cost to you, your Ford dealer will replace the electronic engine control processor and adjust the ignition timing on your truck according to the instructions provided by Ford.

How Long Will It Take?
The time needed to repair your truck is approximately one hour. However, due to service scheduling times, your dealer may need your truck for one full working day. Call your dealer without delay. Ask for a service date and if parts are in stock. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week. When you bring your truck in, give the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge. If the dealer doesn't make the repair promptly and without charge, you may contact the Ford Parts and Service Division by calling 1-800-392-FORD.

Involved Vehicles: All 1987 / 88 / 89 - Model California F-150/250 and Bronco trucks equipped with manual transmissions and 4.9L having calibration 7-51R-R00.

Modification Kit Installation Instructions
1. Replace the existing electronic engine control processor with the new processor (Part number E8TZ-12A650-AAB) provided in kit.
2. Reset the initial ignition timing from 10 degrees to 7 degrees BTDC.
3. Important Electronic Engine Control (EEC) Processor Engine Idle Adaptation: The new processor will have to adapt to the sensors that provide it information.
a) With the engine running and the transmissions in neutral, increase the engine speed to 2,500 RPM and hold for two minutes.
b) Let the engine return to idle.
c) Increase the engine speed to 1,500 RPM, then let it return and remain at idle for 45 seconds. Repeat this step four times.
4. With the "Sharpie" marking pen provided in the kit, mark the Vehicle Emissions Control Information (VECI) decal to show that the initial timing was changed to 7 degrees BTDC (1987-Model Trucks also require marking the idle speed setting). Refer to the examples.

Parts Kit
E8TZ-12A650-AAB EEC Processor
Authorized Modifications Decal
E7TG-12A661-AA Special Service Information Decal
Sharple Marking Pen
I.S. 8001 Instruction Sheet

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TSB 88-08-09 Oil Dipstick
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: APRIL 15, 1988

FORD: 1984-88 ALL CAR LINES
LINCOLN-MERCURY: 1984-88 ALL CAR LINES
MERKUR: 1985-88 ALL CAR LINES
LIGHT TRUCK: 1984-88 ALL LIGHT TRUCK LINES

ISSUE: The "markings" on the engine oil level dipstick (indicator) may not be read correctly or could possibly be misinterpreted. This can result in overfilling the engine with oil in newly delivered vehicles or thinking that the engine has been overfilled with the specified amount of oil during oil and filter changes.

ACTION: If service is required, use the following guidelines to make sure of correct oil fill.

NOTE: PROPER OIL FILL IS BASED ON A SPECIFIED VOLUME AND IS LISTED IN THE "VEHICLE ENGINE OIL LEVEL CAPACITY SPECIFICATION CHART" AND THE "FLUID REFILL CAPACITIES CHART" OF THE VEHICLE OWNERS GUIDE. USE THESE RECOMMENDED VOLUMES WHENEVER REFILLING THE ENGINE WITH OIL.

Old Style Design Dipstick
On "MAX/ADD" style dipsticks the "MAX" line represents an allowable tolerance limit of approximately 1/2 quart above the specified (normal) engine operating level. The oil level of a properly filled engine should indicate an oil level reading in the upper crosshatched area of the dipstick.

NOTE: DO NOT "TOP OFF" TO THE "MAX" LINE. IF THE OIL LEVEL GOES ABOVE THE "MAX" LINE, A SUFFICIENT AMOUNT OF OIL SHOULD BE REMOVED TO BRING THE OIL LEVEL READING BACK INTO THE CROSSHATCHED AREA OF THE DIPSTICK.

New Style Design Dipstick
On "FULL/ADD", "FULL/ADD 1 QUART" or "F" style dipsticks the oil level of an engine filled with the correct amount of oil, as listed in the "Vehicle Oil Capacity Specification Chart" will normally occur slightly above the "FULL" line. This occurs because the "FULL" mark on the dipstick represents the lowest level of oil that could occur when an engine is filled with the specified volume of oil. This variation in oil level is due to manufacturing tolerances and oil level checking conditions.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.ACTIONPrior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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TSB 89-09-10 Normal Oil Consumption

Publication Date: MAY 3, 1989

FORD: 1986-89 ALL FORD LINES
LINCOLN-MERCURY: 1986-89 ALL LINCOLN-MERCURY LINES
MERKUR: 1986-89 ALL MERKUR LINES
LIGHT TRUCK: 1986-89 ALL LIGHT TRUCK LINES

ISSUE: The following information can be used to inform vehicle owners about "normal" oil consumption in today's engines.

ACTION: Use the following information to assist in explaining "normal" oil consumption to vehicle owners.

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation. This is especially true during the first 7500 miles (12000 kilometers), when a new engine is being "broken-in" or until certain internal engine components become conditioned. Vehicles used in heavy duty operation (severe service) may use more oil. The following are examples of heavy duty operation:
* Trailer towing applications
* Taxi cab applications
* Police service applications
* Severe loading applications
* Sustained high speed operation

Engines need oil to lubricate the following internal components:
* Engine block cylinder walls
* Pistons and piston rings
* Intake and exhaust valve stems
* Intake and exhaust valve guides
* All internal engine components

When the pistons move downward, a thin film of oil is left on the cylinder walls. The thin film of oil is burned away on the firing stroke during combustion. If an engine burned a drop of oil during each firing stroke, oil consumption would be about one (1) quart for every mile traveled. Fortunately modern engines use much less oil than this example. However, even efficient engines will use some oil or they would quickly wear out. Additionally as the vehicle is operated, some oil is drawn into the combustion chambers past the intake and exhaust valve stem seals and burned.

A lot of different things can affect oil consumption rates. The following is a partial list of these items:
* Engine size
* Operator driving habits
* Ambient temperature
* Quality and viscosity of the oil

Operation under varying conditions can be frequently misleading. A vehicle that has been run for several thousand miles (kilometers) of short trip operation or below freezing ambient temperatures, may have consumed a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the full mark on the dipstick due to dilution (condensation and fuel) in the engine crankcase. The vehicle then might be driven at high speeds on the highway where the condensation and fuel boil off. The next time the engine oil is checked, it may appear that a quart of oil was used in a hundred or so miles. This perceived 100-mile per quart (160-kilometer per quart) oil consumption rate causes customer concern even though the actual overall all oil consumption rate was about 1500-miles per quart (2400-kilometers per quart).

Make sure the selected engine oil meets the recommended API performance category "SG" and SAE viscosity grade as shown in the vehicle Owner Guide. It is also important that the engine oil is changed at the intervals specified for the typical operating conditions of the customer. This information is available in the Owner Guide, Maintenance Schedule and Record log.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 86-11-16
WARRANTY STATUS: INFORMATION ONLY

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

TSB 90-01-09 Oil Consumption Test

Publication Date: JANUARY 4, 1990

FORD: 1987-88 THUNDERBIRD
1987-90 CROWN VICTORIA, MUSTANG
LINCOLN-MERCURY: 1987 CONTINENTAL
1987-88 COUGAR
1987-90 GRAND MARQUIS, MARK VII, TOWN CAR
LIGHT TRUCK: 1987-90 BRONCO, E-150, E-250, F-150, F-250

ISSUE: Excessive oil consumption on 5.0L EFI engines may be caused by one or more of the following:
* Oil leaks from gaskets
* Poor sealing of the lower intake manifold
* Intake and exhaust valve stem seals
* Piston rings

ACTION: Perform an inspection and oil consumption test as described in the following service procedure to determine if an excessive oil consumption condition exists. If an excessive oil consumption condition is present, install new guide mounted valve stem seals for a more positive fit and new piston rings with improved oil control. Refer to the following procedure for service installation details.

EXTERNAL OIL LEAK INSPECTION PROCEDURE
NOTE: CHECK ALL GASKETS AND SEALS FOR OIL LEAKAGE.
1. Place the vehicle in a stall that has a hoist. Make sure the floor under the vehicle is clean and free of oil.
2. Inspect the engine for signs of oil leakage.
3. Clean any areas where oil looks like it may be leaking.
4. Run the engine for five (5) minutes at varying engine RPM.
NOTE: DO NOT EXCEED 2500 RPM.
5. Turn the engine off and re-inspect the engine for signs of oil leaks.
6. If an external oil leak is found, repair as required and repeat Steps 4 and 5. If no external oil leak is found, proceed to Step 7.
7. Torque the lower intake manifold using the following two (2) step procedure before proceeding to the "CUSTOMER OIL CONSUMPTION TEST."
a. Torque the lower intake manifold bolts in sequence to 15-20 lb-ft (20-27 N-m).
b. Once again, torque the lower intake manifold bolts in sequence to 23-25 lb-ft (32-34 N-m).

CUSTOMER OIL CONSUMPTION TEST
NOTE: SEE THE WARRANTY AND POLICY MANUAL FOR APPLICABLE CHARGES.
1. Drain the engine oil and remove the oil filter.
2. Install a new FL1-A oil filter.
3. Install five (5) quarts of Ford XO-10W30-QP engine oil in passenger cars and six (6) quarts in light truck applications. An equivalent oil can be used as long as it meets Ford specification ESE-M2C153-E and API SG.
4. Make sure the vehicle has the correct dipstick. Check the engineering part number stamped on the dip stick against the information provided in the dip stick application chart that follows.
DIP STICK APPLICATION CHART
APPLICATION MODEL YEAR - ENGINEERING PART NUMBER - SERVICE PART NUMBER
Mustang 1987-90 - E7SE-6750-BA - E8SZ-6750-A
Thunderbird, Cougar 1987-88 - E7SE-6750-BA - E8SZ-6750-A
Continental 1987 - E7SE-6750-BA - E8SZ-6750-A
Mark VII 1987-90 - E7SE-6750-BA - E8SZ-6750-A
Crown Victoria, Grand Marquis, Town Car 1987-90 - E8AE-6750-BA - E8AZ-6750-C
F-150, F-250, Bronco 1987-5/15/89 - E7TE-6750-HA - E8TZ-6750-F
F-150, F-250, Bronco 5/16/89-90 - E9TE-6750-CA - E9TZ-6750-E
Econoline 1987-5/15/89 - E7UE-6750-CA - E7UZ-6750-D
Econoline 5/16/89-90 - E9UE-6750-BA - FOUZ-6750-D
5. Run the engine for two (2) minutes then turn the engine off.
6. Let the oil drain back into the oil pan for at least three (3) minutes before going to Step 7.
7. With the engine off and the vehicle parked on level ground, remove the engine oil dip stick and wipe it clean. Fully re-install the dip stick, then remove it again.
8. See where the oil level is on the graphic, stamped on the dip stick. The oil level should be between the top of the cross hatch area and the "F" in "FULL".
9. Using a file, scribe a notch on the edge of the dip stick where the actual oil level is at.
NOTE: THE SCRIBE MARK ON THE DIP STICK IS THE ACTUAL OIL LEVEL FULL MARK. USE THE SCRIBE MARK AS THE INDICATOR FOR ALL FUTURE OIL READINGS THAT ARE TAKEN.
10. Record the mileage on the vehicle.
11. When the vehicle is returned to the customer, show them where the dip stick is located and how to read it. Make sure you point out that the scribed notch on the dip stick is the "True Full Mark". Also point out the following to the customer:
* Your vehicle is now part of an engine oil consumption test.
* The vehicle has new engine oil and a new oil filter.
* Your vehicle's mileage has been recorded.
* You are to check the engine oil level every time you stop for fuel.
* If the engine oil level indicated on the dip stick is in the "ADD ONE QUART" range, contact the dealership to return for a re-inspection.
* NOTE: DO NOT ADD ENGINE OIL. THIS NEEDS TO BE DONE BY THE DEALERSHIP TO ESTABLISH THE CORRECT CONSUMPTION RATE.
12. When the customer returns for the re-inspection, make sure the engine oil level is in the "ADD ONE QUART" area on the dip stick.
13. Check and record the vehicle's mileage at this time. This will be needed to calculate the oil consumption rate later.
14. Add and record the amount of oil it takes to restore the engine oil level on the dip stick to the "True Full Mark" scribed during Step 9.
15. Calculate the oil consumption rate as shown in the following example:
* Starting Odometer Reading recorded in Step 10 at start of test = 22,100
* Ending Odometer Reading recorded in Step 13 at end of test = 22,800
* Accumulated mileage = 700 miles
* Oil added = 1 quart
Once you have the accumulated mileage and the oil added, use the following formula to calculate the actual oil consumption:
* Calculated oil consumption = Accumulated miles(divide by) oil added (in quarts)
* 700 miles per quart = 1 quart
NOTE: RECORD THE OIL CONSUMPTION TEST INFORMATION ON A DEALER SERVICE REPORT . OBTAIN A COPY OF THE DEALER SERVICE REPORT (NO. 363-100D REVISED 1-90) FROM THE ORIGINAL TECHNICAL SERVICE BULLETIN. (IT IS LOCATED IN THE BACK OF BULLETIN 90-01, BEHIND THE SERVICE INFORMATION PAGE.) AFTER YOU HAVE COMPLETED THIS FORM, MAIL IT TO FORD MOTOR COMPANY. A SAMPLE DEALER SERVICE REPORT INDICATING THE REQUIRED INFORMATION IS SHOWN IN FIGURE 3.
16. If the vehicle did not use one (1) quart or less of engine oil within 900 miles, an oil consumption concern is not present. Remind the customer at the time of vehicle return to use the recommended 10W30 API SG engine oil. No further action is required at this point.
17. If the engine oil consumption test indicates that the vehicle used one (1) quart or more of engine oil in less than 900 miles, proceed to the "PISTON RING & VALVE SEAL REPLACEMENT PROCEDURE".

PISTON RING & VALVE SEAL REPLACEMENT PROCEDURE.
WARNING: THE ENGINE MUST BE REMOVED FROM THE VEHICLE TO PERFORM THE FOLLOWING PROCEDURE. IT IS IMPORATANT THAT THE ENGINE IS FREE OF EXTERNAL OIL LEAKS WHEN RE-ASSEMBLED.
1. Remove the engine from the vehicle.
2. Place the engine on an engine stand.
3. Remove the upper and lower intake manifolds. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
4. Remove the right hand and left hand cylinder head. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
5. Remove the oil pan and oil pump. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
6. Remove any ridge and/or deposits from the upper end of the cylinder bore with Cylinder Ridge Reamer T64L-6011-EA or equivalent. Follow the instructions furnished by tool manufacture. Never cut into the ridge travel area in excess of 0.74mm (1/32") when removing ridges.
WARNING: DO NOT BREAK THE GLAZE OR HONE THE CYLINDER BORES. THIS WILL DISTURB THE PRODUCTION BORE FINISH AND COULD CAUSE A MORE SEVERE OIL CONSUMPTION CONCERN.
7. Make sure all the connecting rods are marked so they can be re-installed in their original positions.
8. Remove the piston and rod assemblies from the engine.
9. Remove the existing piston rings and throw them away.
10. Install new piston ring sets on each piston. Make sure the ring gaps are properly spaced.
11. Remove the intake and exhaust valve stem seals.
12. Inspect the valve stems to make sure that they are free of nicks and burrs. Repair as required.
13. Install new guide mounted intake and exhaust valve stem seals.
NOTE: ON PASSENGER CAR ENGINES, THROW AWAY THE NYLON DISC ON THE VALVE STEMS. THE NYLON DISC WAS USED AS AN AID DURING INITIAL ASSEMBLY AND HAS NO OTHER USEFUL FUNCTION.

1987-90 GASKET/SEAL APPLICATION CHART
GASKET SEAL - CAR 5.0L BASE - CAR 5.0L H.O. - LIGHT TRUCK 5.0L
Oil Pan - E9AZ-6710-A - E9AZ-6710-A - E9AZ-6710-A
Cylinder Head - E6ZZ-6051-A - E6ZZ-6051-A - E5AZ-6051-A
Intake Manifold - E6SZ-9H486-C - E6SZ-9H486-C - E5TZ-9H486-C
Seals, Intake Manifold - D9AZ-9433-B - D9AZ-9433-B - D9AZ-9433-B
Rocker Arm Cover - E7ZZ-6584-C - E7ZZ-6584-C - E7ZZ-6584-C

14. Re-install the piston and rod assemblies in the engine in their original locations.
15. Re-install the oil pan and oil pump. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
16. Re-install the right hand and left hand cylinder head. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
17. Re-install the upper and lower intake manifolds. Refer to the appropriate model year Shop Manual, Section 21-21 for service details.
18. Re-install the engine in the vehicle.

PART NUMBER PART NAME
E8SZ-6750-A Dip Stick
E8AZ-6750-C Dip Stick
E8TZ-6750-F Dip Stick
E7UZ-6750-D Dip Stick
E9TZ-6750-E Dip Stick
FOUZ-6750-D Dip Stick
FOTZ-6148-A Piston Ring Set - 8 Required
E8AZ-6571-A Intake Valve Seal - Pkg. of 4
E5ZZ-6571-A Exhaust Valve Seal - Pkg. of 4
E9AZ-6710-A Oil Pan Gasket
E6ZZ-6051-A Cylinder Head Gasket
E5AZ-6051-A Cylinder Head Gasket
E6SZ-9H486-C Intake Manifold Gasket
E5TZ-9H486-A Intake Manifold Gasket
D9AZ-9433-B Seals - Intake Manifold
E7ZZ-6584-C Rocker Arm Gasket

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage, Powertrain Warranty Coverage

OPERATION DESCRIPTION TIME
900109A Perform External Inspection 0.7 Hr.
900109B Perform Oil Consumption Test 0.4 Hr.
900109C Install Valve Seals & Piston Rings - All Cars Except Thunderbird, Cougar 18.6 Hrs.
900109C Install Valve Seals & Piston Rings - Bronco, F Series 18.9 Hrs.
900109C Install Valve Seals & Piston Rings - Econoline 21.3 Hrs.
900109C Install Valve Seals & Piston Rings - Thunderbird, Cougar 17.5 Hrs.
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.ACTIONPrior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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TSB 02-1-9 ENGINE OIL - RECOMMENDED APPLICATIONS FOR SAE 5W-20 AND SAE 5W-30 MOTOR OILS - GASOLINE AND FLEXIBLE FUEL VEHICLES ONLY
Publication Date: JANUARY 14, 2002

FORD:
1992-2002 CROWN VICTORIA
1993-1994 TEMPO
1993-1997 THUNDERBIRD
1993-2002 ESCORT, MUSTANG, TAURUS
1995-2000 CONTOUR
1998-2002 ESCORT ZX2
2000-2002 FOCUS
1993-1996 BRONCO
1993-1997 AEROSTAR
1993-2002 E SERIES, F-150, RANGER
1995-2002 WINDSTAR
1997-1999 F-250 LD
1997-2001 EXPLORER
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES, SUPER DUTY F-53 STRIPPED CHAS.
2000-2002 EXCURSION
2001-2002 ESCAPE

LINCOLN:
1991-2002 TOWN CAR
1993-1998 MARK VIII
1993-2002 CONTINENTAL
2000-2002 LS
1998-2002 NAVIGATOR

MERCURY:
1992-2002 GRAND MARQUIS
1993-1994 TOPAZ
1993-1997 COUGAR
1993-1999 TRACER
1993-2002 SABLE
1995-2000 MYSTIQUE
1999-2002 COUGAR
1997-2001 MOUNTAINEER

NOTE: PLEASE REFER TO THE VEHICLE APPLICATION LIST LATER IN THIS TSB FOR A COMPLETE LIST OF VEHICLES AFFECTED BY THIS TSB.

ISSUE: Ford Motor Company now recommends SAE 5W-20 viscosity grade for servicing most gasoline and flexible fueled vehicles.

ACTION: All 2001 and 2002 vehicles where SAE 5W-20 is specified should be serviced at the recommended oil change intervals using SAE 5W-20. This oil is an improved formulation to improve fuel economy. Testing has validated this viscosity grade can be used in many previous model year vehicles. It is recommended ALL vehicles on the following Vehicle Application Listing be service with SAE 5W-20.

All 2001-2002 vehicles other than those listed in the "Exception 2001 Vehicles" or "Exception 2002 Vehicles" chart are being filled with SAE 5W-20 motor oil at the factory and should also be serviced with SAE 5W-20 oil.

Vehicle Application Listing Approved For SAE 5W-20 Motor Oil
1993-1996 1.9L Escort/Tracer
1995-2000 2.0L Zetec Contour/Mystique
1999-2002 2.0L Cougar
1997-2002 2.0L Escort/Tracer
1998-2002 2.0L Escort ZX2
2000-2002 2.0L Focus
2001-2002 2.0L Escape
1993-1997 2.3L Ranger
1993-1994 2.3L Mustang
1993-1994 2.3L Tempo/Topaz
1998-2001 2.5L Ranger
1995-2000 2.5L Contour/Mystique
1999-2002 2.5L Cougar
2001-2002 3.0L 4V Escape
1996-2001 3.0L 4V Taurus/Sable
1993-2002 3.0L (Vulcan) Aerostar/Ranger, Taurus/Sable (Flexible Fuel and Gas)
1995-2000 3.0L (Vulcan) Windstar
1993-1994 3.0L (Vulcan) Tempo/Topaz
2000-2002 3.0L 4V Lincoln LS
1995-2002 3.8L Windstar
1993-1997 3.8L Taurus/Sable, Thunderbird/Cougar, Continental
1994-2002 3.8L Mustang
2002-2002 3.9L 4V Lincoln LS
1997-2002 4.2L (SPI) F-150 (under 8500 GVW only), E-Series
1996-2002 4.6L 2V Mustang
1992-2002 4.6L Crown Victoria/Grand Marquis
1991-2002 4.6L Town Car
1994-1997 4.6L 2V Thunderbird/Cougar
1996-2002 4.6L 4V Mustang Cobra
1995-2002 4.6L 4V Continental
1993-1998 4.6L 4V Mark VIII
1997-2002 4.6L 2V Triton F-150/250 (under 8500 GVW only), E-Series, Expedition
1993-1999 4.9L E-Series, F-Series
1993-1995 5.0L Mustang/Mustang Cobra
1993-1993 5.0L Thunderbird/Cougar
1997-2001 5.0L Explorer/Mountaineer
1993-1996 5.0L E-Series, F-Series, Bronco
2000-2002 5.4L Excursion
1998-2002 5.4L 2V/4V Navigator
1997-2002 5.4L 2V F-150/250 (under 8500 GVW only), Expedition, E-Series, E-350 Chassis/RV/Cutaway
1993-1997 5.8L F-Series, Bronco
1993-1996 5.8L E-Series
2000-2002 6.8L Excursion
1997-2002 6.8L E-Series, E-350 Chassis/RV/Cutaway
1999-2002 6.8L Super Duty F-Series 250 HD/350/450/550 Motorhome
1993-1998 7.5L All Vehicles
NOTE: FOR 1993 THROUGH 1998 MODEL YEAR FFV USE XO-10W30-FFV.

NOTE: THE "EXCEPTION 2001-2002 VEHICLES" SHOULD BE SERVICED WITH SAE 5W-30 MOTOR OIL.

Exception 2001 Vehicles
3.3L Villager
3.9L Lincoln LS
4.0L Ranger, Explorer/Mountaineer, Explorer Sport, and Explorer Sport Trac

Exception 2002 Vehicles
2.0L HP Zetec SVT Focus
3.3L Villager
4.0L Ranger, Explorer/Mountaineer, Explorer Sport, and Explorer Sport Trac
NOTE: IF VEHICLE IS NOT LISTED IN THIS APPLICATION, SAE 5W-30 OIL IS RECOMMENDED. REFER TO TSB 99-8-16.

PART NUMBER PART NAME
XO-5W20-QSP SAE 5W-20 Motor Oil - Quart (USA)
CXO-5W20-LSP12 SAE 5W-20 Motor Oil - Litre (Canada)
XO-5W20-5QSP SAE 5W-20 Motor Oil - 5 Quart Jug (USA)
XO-5W20-DSP SAE 5W-20 Motor Oil - 55 Gallon Drum (USA)
CXO-5W20-DBSP SAE 5W-20 Motor Oil - 205 Litre Drum (Canada)

OTHER APPLICABLE ARTICLES: 99-8-16
SUPERSEDES: 01-4-7

Drain bolt torque: 15-25 lb-ft
Oil pressure: 40-60psi hot at 2000RPM
If the vehicle is used in a manner that allows it to remain stationary while the engine is running for long periods (door-to-door delivery, power/utility company trucks or similar duty), then Ford recommends increasing frequency of oil and filter changes to an interval equivalent to 200 engine hours of use. Since most vehicles are not equipped with hourmeters, it may be necessary to approximate idle time and plan oil/filter changes accordingly.


See also:
BobIsTheOilGuy
Download owner's manuals FREE from Ford

. .
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.ACTIONPrior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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TSB 93-25-11 4.9L New Longer Main Bearing Cap Bolts/Studs
Publication Date: DECEMBER 8, 1993
LIGHT TRUCK: 1993-1994 BRONCO, ECONOLINE, F-150-350 SERIES

ISSUE: Beginning approximately September 1, 1993, a change occurred with the 4.9L block and with the main bearing cap bolts and studs. Main bearing cap bolt holes in the block were drilled and tapped 0.18" (4.572mm) deeper than in previous engines. The change in drilling depth was necessary to retain bolt commonality with the new longer 5.0L main bearing cap bolts at the engine assembly plant.

ACTION: When service is required on 4.9L engines, Use only the proper (shorter) bolts and studs (service bolt C2OZ-6345-A, service stud C6TZ-6345-C) for all engines. The new longer main bearing cap fasteners will not be released for servicing 4.9L engines.

CAUTION: THE NEW LONGER MAIN BEARING CAP BOLTS AND STUDS MUST NEVER BE USED WITH BLOCK ASSEMBLIES BUILT BEFORE 9/1/93. IF LONGER BOLTS AND STUDS ARE USED IN AN OLDER BLOCK ASSEMBLY, A LOOSE MAIN BEARING CAP MAY OCCUR, RESULTING IN SERIOUS ENGINE DAMAGE.

NOTE: FOR SERVICE, THE SHORTER BOLTS AND STUDS MAY BE USED WITH OLDER OR NEWER CYLINDER BLOCK ASSEMBLIES

PART NUMBER PART NAME CLASS
F2TZ-6010-A Block Assy. - Cylinder (All 4.9L Engines) C
C2OZ-6345-A Bolt - 7/16-14 x 3.18" (All 4.9L Engines) B
C6TZ-6345-C Stud - 3/8-16 x 7/16-14 x 4.09" (All 4.9L Engines) BM

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Information Only
OASIS CODES: 490000, 499000

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TSB 95-6-8 Oil Pan 5.0L

Publication Date: MARCH 27, 1995

FORD: 1990-91 CROWN VICTORIA
1990-93 THUNDERBIRD
1990-95 MUSTANG
LINCOLN-MERCURY: 1990-91 GRAND MARQUIS
1990-92 MARK VII
1990-93 COUGAR
1990-95 TOWN CAR
LIGHT TRUCK: 1990-95 BRONCO, ECONOLINE, F-150, F-250

ISSUE: Beginning 11/29/94, all 5.0L engines are being produced using a rigid carrier-type oil pan gasket. The rigid oil pan gasket design and revised sealing procedure are being introduced to reduce the possibility of mispositioning the cork-type gaskets during assembly which could result in leaks and repeat repairs. The revised sealing procedure is applicable to all 1990-95 5.0L oil pan gasket designs.

ACTION: Apply Silicone Sealant to the oil pan gasket and block as indicated when service is required. Refer to the appropriate Service Manual for removal and installation procedures.
NOTE: SEALANT MUST BE APPLIED TO BOTH SIDES OF THE OIL PAN GASKET AS SHOWN IN FIGURE 1. FAILURE TO APPLY SEALANT AS INDICATED TO BOTH SIDES OF THE OIL PAN GASKET MAY CAUSE OIL LEAKS.

PART NUMBER PART NAME
F5TZ-6710-A Oil Pan Gasket
D6AZ-19562-BA Silicone Sealant

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

Drain bolt torque: 15-25 lb-ft



See also:


____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.

ACTION: Prior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC, including modular V8s): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV, including smallblock V8s): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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TSB 89-01-15 Pre-'87 4.9L Oil Pan Sealing

APPLICABILITY:
LIGHT-TRUCK:
1988-89 E & F-SERIES, BRONCO

ISSUE: Engine oil leaking from the oil pan after the one (1) piece oil pan gasket has been replaced may be caused by not applying RTV sealer on the oil pan and engine block mating surface. The oil leak could be mistaken for a rear crankshaft oil seal leak.

ACTION: Apply RTV silicone sealer on the oil pan and engine block mating surface. Refer to the following procedure for RTV sealer application locations. Insert this information in your 1988 and 1989 Light Truck Shop Manual, Section 21-11 for future reference.

RTV SEALER APPLICATION PROCEDURE
1. Clean gasket residue from the oil pump, front engine cover, engine block, rear main bearing cap slot and oil pump inlet tube and screen.

NOTE: MAKE SURE THAT ALL THREADED HOLES USED FOR ATTACHING THE OIL PAN TO THE ENGINE BLOCK AND FRONT COVER ARE CLEAN.

2. Apply a pressure sensitive silicone based adhesive such as Dow, Loctite or equivalent on the engine block rails and front engine cover mating surface.
3. Apply sealant D6AZ-19562-AA on the parting line at the front of the engine block between the engine block and engine front cover as shown.
4. Apply sealant D6AZ-19562-AA into the bearing cap seal groove at the engine block junction as shown in Figure 1, View A.
5. Immediately install the oil pan gasket on the engine block mating surface.

NOTE: MAKE SURE THE OIL PAN GASKET IS TUCKED INTO THE REAR MAIN BEARING CAP SLOT.

6. Place the inlet tube and screen assembly in the oil pan.
7. Position the oil pan under the engine.
8. Install the inlet tube and screen assembly on the oil pump using a new gasket. Torque the two (2) bolts to 10-15 lb.ft. (14-20 N-m) and the one (1) nut to 22-32 lb.ft. (30-43 N-m).
9. Position the oil pan to the engine block and install reinforcement plates.
10. Install four (4) new attaching bolts, (390674-S100) in the positions shown. Tighten the four (4) bolts by hand.
11. Install the remaining new attaching bolts, (390674-S100) except the 3 on the arch below the crank. Torque the bolts simultaneously to 12-18 lb.ft. (16-24 N-m).

NOTE: SEALER D8AZ-19554-A CAN BE APPLIED TO THE BOLT THREADS TO IMPROVE SEALING IN EXPOSED AREAS OF THE OIL GALLERY.

12. Install the three (3) remaining new bolts, (390674-S100) on the arch below the crank. Torque the bolts to 12-18 lb.ft. (16-24 N-m).

OTHER APPLICABLE ARTICLES: NONE

LABOR ALLOWANCE
F-series 2WD 3.0 Hrs
> 4WD or Bronco add 0.1
> Automatic trans add 0.1
> Econoline add 0.5

Drain bolt torque: 15-25 lb-ft

See also:

.
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.

ACTION: Prior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC, including modular V8s): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV, including smallblock V8s): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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TSB 93-23-14 Gasket Removal

Publication Date: NOVEMBER 10, 1993

FORD: 1988-93 CROWN VICTORIA, ESCORT, FESTIVA, MUSTANG, TAURUS, TEMPO, THUNDERBIRD
1989-93 PROBE
LINCOLN-MERCURY: 1988-89 TRACER
1988-92 MARK VIII
1988-93 COUGAR, GRAND MARQUIS, SABLE, TOPAZ, TOWN CAR
1991-93 CAPRI, TRACER
1993 MARK VIII
MERKUR: 1988-89 SCORPIO, XR4TI
LIGHT TRUCK: 1988-90 BRONCO II
1988-93 AEROSTAR, BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES, RANGER
1991-93 EXPLORER
1993 VILLAGER

ISSUE: Some engine assemblies replaced under warranty have been found to be internally contaminated. This condition may be traceable to a previous repair involving removal of the valve cover(s), intake manifold and cylinder head(s). Scuffed pistons/bores, excessively worn crankshaft/camshaft bearings, low or no oil pressure, engine knocking and excessive oil consumption can result from improper engine gasket surface preparation.

ACTION: Refer to the following TSB article for gasket sealing surface preparation procedures recommended by Ford Motor Company.

SERVICE PROCEDURE
1. Identify the composition of the component part before proceeding with a cleaning operation. Determine whether the part is cast iron, steel, aluminum or plastic. This can usually be distinguished by the inherent hardness and/or weight of the part.
2. If the part is iron or steel, use a scraper with a high carbon blade, for best results. The key is to use a high carbon steel blade that is "razor-sharp." With a sharp blade, very little effort is required to peel off the old gasket.
a. Lay the blade flat on the surface and push slowly and evenly. Don't allow the blade corners to tip in and mar the surface.
b. Rounding off the blade corners with a small grinder will prevent scratching and gouging of the gasket surface.
WARNING: USE EXTREME CARE TO KEEP HANDS AND FINGERS CLEAR OF THE BLADE.
3. If the part is aluminum or plastic, a different scraper must be used. Carbon steel or any other steel edge will cut, mar, gouge or burr aluminum and plastic. A teflon or hard wooden scraper is recommended. First use a commercially-available spray solvent, allowing ample time for the solvent to act on the gasket. A suitable solvent should evaporate and leave no residue behind. Otherwise, the residue can cause a new leak to form.
NOTE: UNDER NO CIRCUMSTANCES ARE ANY GASKET SURFACES TO BE CLEANED AND PREPARED FOR SEALING BY USING A HAND GRINDER, ROTARY WIRE BRUSH, SANDING DISC OR PAD OR ANY OTHER POWER TOOL USING AN ABRASIVE SURFACE AS A CUTTING TOOL. THESE TOOLS HAVE BEEN FOUND TO PROMOTE ENTRY OF SANDING GRIT AND GASKET MATERIAL INTO ENGINE CAVITIES. THESE TOOLS CAN DAMAGE THE SURFACE FINISH AND POSSIBLY DISTORT THE ORIGINAL FLATNESS OF THE COMPONENT, LEADING TO FURTHER VACUUM, COMPRESSION AND/OR FLUID LEAKS.
4. To prevent gasket material or other foreign matter from entering internal engine compartments, place CLEAN shop towels over exposed cavities. Use extreme care when removing the towels; remove them SLOWLY. Cloth towels can drop as much foreign material into the engine as they originally collected during cleaning operations.
5. Another alternative is to use a portable shop vacuum. Moving a vacuum nozzle closely along with the scraper edge will help direct loosened gasket particles into the vacuum and away from the engine.
6. The same care used in preparing the gasket surface should be practiced when assembling component parts such as the intake manifold and cylinder heads. Both are critical leak areas requiring extra care during assembly. Some things to consider are:
a. Not all engines use the same sealants in the same places. Some parts use no sealant at all.
b. Consult the service manual first. Don't assume that a gasket needs sealant. Some gaskets are designed with a pre-cast bead. Adding sealant to this design type will create a leak by shimming the two mating surfaces.
c. Although some aftermarket gaskets look the same as the ones removed, use only Ford original equipment parts to ensure that the customer receives consistent quality and value.
d. Avoid gasket locating products such as "tack'ems". These chemicals may leave residues in the engine that are incompatible with the oil, and may even cause damage to the catalytic converter.
7. Practice CLEANLINESS when reinstalling components and gaskets.
a. A small leak path can become a larger one as fluid erodes a gasket.
b. Keep dirt, lint and unwanted chemicals off new gaskets.
c. DO NOT assume that once dirt enters the engine that the oil filter will cleanse the oil to its original state and protect the engine from harmful abrasives. Particles such as silica (sand) are small enough to pass through even the best oil filters. The grinding effect of sand and dirt in oil on internal bearing or wear surfaces is comparable to the effect of valve compound for lapping-in valves.
8. Torque sequence of components such as intake manifold and cylinder heads is extremely critical for proper sealing.
a. Not only does sequencing make a more effective seal, it also protects the part from warpage or distortions caused by improper tightening. b. Aluminum is particularly susceptible to warpage from uneven tightening of fasteners.
c. In some instances, fasteners used on aluminum components must be loosened in sequence. Consult the service Manual in EVERY instance for correct torque and/or de-torque values and sequences.
9. After a repair job, it is a good practice to use a black light leak test to confirm that the repair was successful. For example, it would be easy to assume that the rear main crankshaft seal was leaking when in fact the intake manifold gasket allowed oil to run down the back of the engine. Consider all the facts which allow fluid to travel outside the engine (fan air blast, road air blast, gravity, or escaping/pressurized fluid spray.

To sum-up, a successful leak repair depends on:
* Accurate diagnosis of the leak using Ford-recommended test equipment and procedures.
* Surface preparation and gasket installation using the proper cleaning tools.
* Exercising care and cleanliness during assembly/disassembly of components.
* Use of genuine Ford OEM parts.

OTHER APPLICABLE ARTICLES: 92-25-02
WARRANTY STATUS: INFORMATION ONLY
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.ACTIONPrior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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Also see: OASIS Broadcast - Oil Filters

TSB 95-08-08 4.9L Engine Knocking on Cold Start

AFFECTED VEHICLES:
LIGHT TRUCK:
1984-95 BRONCO, ECONOLINE, F-150-350 SERIES

This TSB is being republished in its entirety to include the 1995 model year.

ISSUE: An engine knock of about 3-5 seconds may be heard on initial start-up, after an extended soak time (eight hours or more). This may be due to insufficient oil at the engine bearings, caused by engine oil drainback from the engine oil filter.

ACTION: Install an anti-drainback engine oil filter adapter. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Drain and discard engine oil.
2. Remove and discard engine oil filter.
3. Remove and discard engine oil filter adapter insert.
4. Install the service replacement anti-drainback engine oil filter adapter insert (E4TZ-6890-A).
5. Tighten the anti-drainback insert to 15-35 lb-ft (20-48 N-m).
6. Lightly lubricate the gasket surface of the new oil filter (FL-1A).
7. Install the new engine oil filter to the cylinder block and rotate the engine oil filter one-half turn after the gasket contacts the sealing surface.
8. Fill the engine with the proper grade and amount of engine oil, as specified in the appropriate Owner Guide.

Parts Usage:
E4TZ-6890-A Engine Oil Filter Mounting Insert

Labor: 0.4 Hr.

SUPERSEDES: 94-11-22

Drain bolt torque: 15-25 lb-ft

See also:


http://www.bobistheoilguy.com/
____________________________________________________
TSB 01-24-6 ENGINE - ENGINE OIL SYSTEM PRIMING PROCEDURES - SERVICE TIPS
12/10/01

FORD:1995-1997 PROBE, THUNDERBIRD
1995-2000 CONTOUR
1995-2002 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
2000-2002 FOCUS
2002 THUNDERBIRD
1995-1996 BRONCO
1995-1997 AEROSTAR, F-250, F-350
1995-2002 E SERIES, EXPLORER, F-150, RANGER, WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN:1995-1998 MARK VIII
1995-2002 CONTINENTAL, TOWN CAR
2000-2002 LS
1998-2002 NAVIGATOR
2002 BLACKWOOD
MERCURY:1995-1997 COUGAR
1995-1999 TRACER
1995-2000 MYSTIQUE
1995-2002 GRAND MARQUIS, SABLE
1999-2002 COUGAR1995-2002 VILLAGER
1997-2002 MOUNTAINEER

ISSUE: Reports of premature engine failure suggest some overhauled, new and/or remanufactured engine oil Systems are not correctly primed prior to initial engine start-up, after being installed in the vehicle. This may cause oil starvation during initial engine start-up.ACTIONPrior to starting a new, overhauled or remanufactured engine, the oil pump and oil system should be primed to eliminate the possibility of oil starvation at start-up. Refer to the following Service Information for details.

SERVICE INFORMATION: Regardless of engine design, it is extremely important that the engine oil pump is correctly primed, prior to initial engine start-up.

Overhead Cam Engines (OHC): Overhead cam engines use a G-rotor pump design and is driven by the crankshaft. If the engine is overhauled, the oil pump (prior to assembly) should be fed oil through the oil pick-up passage, prior to installing the pick-up tube and screen assembly. This can usually be accomplished by rotating the oil pump while oil is being fed into the oil pump inlet. Once the oil pump is primed, the oil pump can then be installed onto the engine.Remanufactured engines are usually cold tested before leaving the plant. As a result, the oil pump should not have to be removed from the engine and primed. Overhead cam engines, whether overhauled or remanufactured, prior to starting the engine, ensure the engine crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in fifteen (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE: ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

Overhead Valve Engines (OHV): Overhead valve engines (push-rod type) use an oil pump driven by the camshaft via an intermediate shaft connected to the distributor or camshaft synchronizer assembly.Whether the engine is overhauled or remanufactured, the oil pump should be primed prior to starting the engine. If the engine is overhauled, ensure the crankcase is filled to specification with engine oil and using an engine oil pump priming tool kit, (commercially available) rotate oil pump until it is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained.If a remanufactured engine is being installed, after the installation has been completed, ensure the crankcase is filled to specification with engine oil. Disable the fuel supply to the fuel injectors (disable inertia fuel shut-off switch) and crank the engine in (15) second increments, until the oil pump is primed. An oil pressure gauge can be used to assist in determining when oil pressure is obtained. NOTE ENSURE THE INERTIA FUEL SHUT-OFF SWITCH IS RE-ENABLED PRIOR TO ATTEMPTING TO START ENGINE.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 401000, 497000, 499000

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Starter, (Late) Permanent Magnet Gear Reduction (PMGR)
IF THE IMAGE IS TOO SMALL, click it.

Motor Diameter: 3 in.
Current Draw Under Normal Load: 140-200A
Current Draw Under Maximum Load: 800A
Current Draw Under No Load: 60-80A
Normal Engine Cranking Speed: 200-250 RPM
Min. Stall Torque @ 5 Volts: 11 ft-lbs
Brush Length (New): 0.66 in.

. . . . . . . . .

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

FSA 93B35 Starter Solenoid Inspection & Possible Replacement
Check the Ford website to see if your VIN is affected.

1992 / 1993 F-Series Trucks (equipped with 4.9, 5.8, or 7.5L engines) & Certain 1992 Broncos (4.9L engine) All Equipped with Manual Transmissions - Starter Solenoid Inspection & Possible Replacement

Note that this is a safety recall, and any included vehicle will be repaired free, no matter how old it is, how long the owner waits to present it for repair, or how many times it has been sold.

Ford Motor Company is providing a no-charge Service Program to owners of certain 1992 Broncos and 1992 and 1993 F-Series Trucks to inspect the starter assembly, and, if necessary, replace the starter solenoid.

Reason For This Program
The starter solenoid may continue to keep the starter engaged after the ignition key is returned from the "start" position. This may result in overheating of the starter as it continues to run with the engine. The starter typically will not crank on subsequent attempts, causing a "No-Start" condition.

No Charge Service
At no charge to you, your dealer will inspect the starter and, if necessary, replace the starter solenoid. This program is available through 36 month / 36,000 mile Bumper-to-Bumper warranty, or through December 31, 1994, whichever provides greater coverage.

How Long Will It Take?
The time needed for this service is one (1) hour. However, due to service scheduling times, your dealer may need your truck for one full working day. Call your dealer and ask for a service date and if parts are in stock. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week. When you bring your truck in, give the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge.

Refunds
If you paid to have this service done before the date of this letter, Ford is offering a full refund. For the refund, please show your paid work-order to your Ford dealer.

Affected Vehicles: 1992-93 F-Series / Bronco Trucks

Parts Purge
F2TZ-11002-A Starters built prior to 12/16/92 MOTORCRAFT (SA 793)
F2TZ-11002-C Starters built prior to 12/16/92 MOTORCRAFT (SA 795)
E9OZ-11390-B Solenoids MOTORCRAFT (SW 2207)

If claim is processed electronically via DOES II, use return code "GB" otherwise complete a separate FPS-340 claims for these parts. Indicate reason "J" on claims. In remarks section write "returned per Recall 93B35". Returns must be received within thirty (30) days from the date of this recall. Returns are restricted to the subject parts. Parts returned must have been purchased from FCSD in accordance with Policy and Procedure Bulletin 4000. Credit for parts and prepaid freight costs will be issued.

Technical Instructions

WARNING: WHEN SERVICING STARTER OR PERFORMING ANY MAINTENANCE IN THE AREA OF THE STARTER, NOTE THE HEAVY GAUGE INPUT LEAD CONNECTED TO THE STARTER SOLENOID IS HOT AT ALL TIMES. DISCONNECT THE BATTERY NEGATIVE CABLE BEFORE PERFORMING ANY SERVICE, MAKE SURE THE RED SOLENOID SAFETY CAP IN INSTALLED OVER THE TERMINAL AND IS REINSTALLED AFTER SERVICE.

Inspection
Starter assemblies with a production date equal to or less than 2M15 (December 15, 1992) are affected by this program. The red starter assembly label will have the date the assembly was made as illustrated below:

Motorcraft
11000 12V USA
F2TUAA or F2TUCA 2M15B (Build Date)

2 = calendar year, i.e. 1992, 3 = 1993
M = month (December), L = November, A = January
15 = day
B = shift on which starter was assembled

WARNING: WHEN SERVICING STARTER OR PERFORMING ANY MAINTENANCE IN THE AREA OF THE STARTER, NOTE THE HEAVY GAUGE INPUT LEAD CONNECTED TO THE STARTER SOLENOID IS HOT AT ALL TIMES. DISCONNECT THE BATTERY NEGATIVE CABLE BEFORE PERFORMING ANY SERVICE. MAKE SURE THE RED SOLENOID SAFETY CAP IS INSTALLED OVER THE TERMNAL AND IS REINSTALLED AFTER SERVICE.

Removal

1. Disconnect the battery negative cable.
2. Raise the vehicle on a hoist.
3. Disconnect the starter cable and push-on connector from the starter solenoid.
CAUTION: WHEN DISCONNECTING HARDSHELL CONNECTOR AT S-TERMINAL, GRASP THE PLASTIC SHELL AND PULL OFF. DO NOT PULL ON WIRE. BE CAREFUL TO PULL STRAIGHT OFF TO PREVENT DAMAGE TO THE CONNECTION AND S-TERMINAL. IF ANY PART OF THE CONNECTION IS DAMAGED, REPLACE THE DAMAGED COMPONENTS.
4. NOTE: The 5.8L engine starter has a heat shield. Carefully SLIDE the heat shield away from the mounting bolts before removing the starter assembly.
5. Remove upper and lower bolts, and remove starter assembly from engine.
6. Remove starter solenoid from starter assembly.

Installation

1. Position solenoid to housing, ensuring that the solenoid plunger is attached through the drive lever. Bottom solenoid terminal (M) should have a metal strip attached to it. Tighten solenoid bolts to 5-10 N-m (45-89 in-lb).
2. Attach motor connector to solenoid (bottom terminal). Tighten nut to 9-14 N-m (80-124 in-lb).
3. Position starter motor to engine and install upper and lower bolts finger-tight.
4. Tighten upper and lower bolts to 20-27 N-m (15-20 ft-lb).
5. Be sure that solenoid heat shield (5.8L engine) is properly positioned over solenoid. Connect starter solenoid connector. Be careful to push straight on and make sure connector locks in position with a noticeable click or detent.
6. Install starter cable nut to starter terminal. Tighten to 9-14 N-m (80-124 in-lb).
7. Replace solenoid safety cap.
8. Lower vehicle to floor and connect battery negative cable.

Labor
Inspect Starter Only 0.3 Hrs.
Inspect and replace starter solenoid 0.6 Hrs.

F3PZ-11390-A Starter Solenoid Dealer Price $12.31

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TSB 97-01-14 Cold Start Buzzing or Knocking, 4.9L Engines

Publication Date: JANUARY 2, 1997

LIGHT TRUCK: 1995-96 ECONOLINE, F-150-350 SERIES

ISSUE: A "buzzing, rattling or chattering" noise may be coming from the right front of the engine compartment at idle, especially after a warm start. After 30-120 seconds, the noise stops. A cold engine may also exhibit a "knocking" noise. This may be due to the air check valve diaphragm pulsating which causes the various noises. The check valve may also cause back pressure, resulting in a knocking noise on some vehicles when cold.

ACTION: Replace the upstream air check valve. The revised check valve has a different diaphragm which should minimize the chance of the noises recurring. It also has less restriction which should reduce the knocking noise when cold. Refer to the following Service Procedure for removal and installation details.

SERVICE PROCEDURE
1. Locate the upstream air check valve which is in-line between the exhaust manifold and the diverter valve. Refer to the figure for the 1995-96 model year system description.
2. Start the engine and listen for buzzing noise in the engine compartmemt near the check valve. A vibration may also be felt in the hose between the check valve and diverter valve. The buzzing noise will occur when air is pumped upstream to the exhaust manifold, usually just after engine start-up, and will last 30-120 seconds. The noise will then quit as the air is diverted to the catalyst. The noise is more noticeable when the engine is warm. A knocking noise may only be evident when the engine is cold.
3. If the buzzing noise continues for more than 120 seconds, the check valve is not suspect. Attempt to isolate the noise by the use of a technician's stethoscope.
4. If the buzzing noise does not last for more than 120 seconds, replace the check valve which is in-line between the exhaust manifold and the diverter valve and confirm the noise is gone.

PART NUMBER PART NAME
F5TZ-9A487-B Check Valve

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 96-22-12
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage And Emissions Warranty Coverage

OPERATION DESCRIPTION TIME
970114A Replace Check Valve - Econoline 0.7 Hr.
970114B Replace Check Valve - F-Series 0.5 Hr.
------------------------------------------------------------------
TSB 95-08-08 4.9L Engine Knocking on Cold Start

AFFECTED VEHICLES:
LIGHT TRUCK: 1984-95 BRONCO, ECONOLINE, F-150-350 SERIES

This TSB is being republished in its entirety to include the 1995 model year.

ISSUE: An engine knock of about 3-5 seconds may be heard on initial start-up, after an extended soak time (eight hours or more). This may be due to insufficient oil at the engine bearings, caused by engine oil drainback from the engine oil filter.

ACTION: Install an anti-drainback engine oil filter adapter. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Drain and discard engine oil.
2. Remove and discard engine oil filter.
3. Remove and discard engine oil filter adapter insert.
4. Install the service replacement anti-drainback engine oil filter adapter insert (E4TZ-6890-A).
5. Tighten the anti-drainback insert to 15-35 lb-ft (20-48 N-m).
6. Lightly lubricate the gasket surface of the new oil filter (FL-1A).
7. Install the new engine oil filter to the cylinder block and rotate the engine oil filter one-half turn after the gasket contacts the sealing surface.
8. Fill the engine with the proper grade and amount of engine oil, as specified in the appropriate Owner Guide.

Parts Usage:
E4TZ-6890-A Engine Oil Filter Mounting Insert

Labor: 0.4 Hr.

SUPERSEDES: 94-11-22

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TSB 93-02-10 Throttle Cable Noise 4.9L

Publication Date: JANUARY 18, 1993

LIGHT TRUCK: 1987-93 BRONCO, ECONOLINE, F-150-350 SERIES

ISSUE: A "low end knock" from the engine compartment may be heard in the passenger compartment while the vehicle is in gear and under load. This occurs in the 1200 to 1500 rpm range while the engine is hot or cold. This noise may be caused by the accelerator bracket/cable grounding out.

ACTION: Install a tie strap around the accelerator cable housing to the takeoff for the distributor. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Confirm that there is a "low end knock" heard in the passenger compartment.
a. On an automatic transmission equipped vehicle, WITH THE PARKING BRAKE ENGAGED and automatic transmission in DRIVE, brake torque to 1200 - 1500 RPM or until the "low end knock" is heard.
b. Lift the wheels off the ground or use wheel chocks (4X4 not engaged).
WARNING: DO NOT STAND IN FRONT OF THE VEHICLE.
c. From the side of the vehicle, have another technician grab the accelerator bracket firmly with his hands. The "low end knock" heard in the cab should be eliminated.
d. On a manual transmission equipped vehicle, test drive the vehicle to confirm that the "low end knock" is present.
2. Install a tie strap (95873-S) around the accelerator cable housing to the takeoff for the distributor on the 14289 wiring harness.
NOTE: THE TIE STRAP MUST BE SECURED TIGHTLY.
3. Drive the vehicle to verify that the "low end knock" is eliminated.
4. If the "low end knock" is NOT eliminated, check the following items for possible sources of the noise:
* Clutch lines - Check to see if they are loose in the bracket.
* Brake lines - Look for loose lines striking against the frame.
* Automatic transmission dip stick tube - Check for interference with the thermactor downstream air tube.
* EGR valves being noisy - Disconnect the vacuum supply to verify. Replace as needed.
* Transmission and engine mounts - Loosen and retighten to specification to neutralize mounts.
* Fuel lines - Confirm that they are not striking the rocker arm cover.
* Protrusions on the piston head - Engine build dates of 1/90 through 12/90 - Disconnect the spout wire. If the noise changes, remove the cylinder head and check for protrusions or pimples on top of the piston. Remove protrusions if found.

PART NUMBER PART NAME
95873-S Tie Strap

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 92-13-17

WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 1992/93 Models, Basic Warranty Coverage For All Other Models

OPERATION DESCRIPTION TIME
930210A Econoline 0.7 Hrs.
930210A F 150-350/Bronco 0.6 Hrs.

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TSB 92-22-08 EGR Tube

Publication Date: OCTOBER 21, 1992

LIGHT TRUCK: 1988-91 BRONCO, ECONOLINE, F-150, F-250, F-350

ISSUE: The EGR tube may break resulting in an exhaust noise. This occurs because of a weakness in the EGR tube design.

ACTION: Install a new stronger EGR tube and exhaust manifold connector fitting. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Remove the existing EGR tube and exhaust manifold fitting.
2. Install a new EGR tube (FOTZ-9D477-A) and new flared exhaust manifold connector fitting (FOTZ-9F485-A).
NOTE: BE CERTAIN TO USE THE FOLLOWING TORQUE SPECIFICATIONS.
3. Tighten the EGR tube fittings to 25-35 lb-ft (34-47 N-m).
4. Tighten the exhaust manifold connector fitting to 40-50 lb-ft (54-68 N-m).
5. Secure all vacuum lines away from the EGR tube after replacement.
CAUTION: ALL VACUUM LINES MUST BE SECURED AWAY FROM THE EGR TUBE AFTER REPLACEMENT.
6. 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.

PART NUMBER PART NAME
FOTZ-9D477-A EGR Tube
FOTZ-9F485-A Exhaust Manifold Connector Fitting

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 90-10-11
WARRANTY STATUS: Eligible Under Basic And Emissions Warranty Coverage For 1988-1991 Models, Bumper To Bumper And Emissions Warranty Coverage For 1992 Models

OPERATION DESCRIPTION TIME
922208A Install EGR Tube - Econoline 1.7 Hr.
922208B Install EGR Tube - F-Series, Bronco 1.2 Hr.

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TSB 93-22-14 4.9L Stall on Initial Start-Up

Publication Date: OCTOBER 27, 1993

LIGHT TRUCK:
1990-1993 BRONCO, ECONOLINE, F-150-350 SERIES

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.
b. Install tee assembly (F2TZ-18B402-A) and clamp both sides. 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.
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.

PART NUMBER PART NAME
D5VY-9D473-B Ported Vacuum Switch
F2TZ-18B402-A Tee Fitting
387065-S Elbow Fitting (Pk./2)
Obtain Locally Vacuum Hose - 5/32"

OTHER APPLICABLE ARTICLES: 91-22-8 , 92-12-17 , 92-18-11 , 92-9-13

SUPERSEDES: 93-9-15

OPERATION 932214A
DESCRIPTION Perform EEC IV Quick Test, Install PVS
TIME 0.9 Hr.

For the full procedure to reset the throttle stop screw, see this caption:

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TSB 90-25-12 Vacuum Cruise System Diagnosis (pre-'93 F-series & Bronco)
IF THE IMAGE IS TOO SMALL, click it.

. . . . . . . . .

ISSUE: Integrated Vehicle Speed Control (IVSC) was introduced on some 1986 units. The IVSC system uses the EEC IV processor as the control module. Before IVSC a Stand Alone Speed Control System was used on all applications. The Stand Alone Speed Control System uses a separate control amplifier.

ACTION: Refer to the following diagnostic information when servicing speed control concerns. Refer to the Speed Control System Application chart to determine which type of system is used for a specific model.

NOTE: THE DIAGNOSTIC INFORMATION ON THE FOLLOWING PAGES WILL APPLY TO THE STAND ALONE AND INTEGRATED VEHICLE SPEED CONTROL SYSTEMS UNLESS A SPECIFIC VEHICLE TYPE IS REFERENCED.

"TRICKS OF THE TRADE"

Many speed control concerns can be easily resolved by using the following "Tricks of the Trade" diagnostics. If a concern cannot be resolved, refer to the shop manual, Section 37-05 for additional component testing.

VERIFY CUSTOMER CONCERN

Before performing speed control diagnosis, the customer concern should be verfied. Occasionally, the customer does not completely understand operation of the speed control system. If this is the case, the customer should be referred to the Owner Guide for complete speed control operating instructions.

Most misunderstanding involves operation of the RESUME feature. RESUME should be used to return to a previously set speed after speed control operation has been interrupted. The RESUME feature will not operate if the vehicle speed has been lowered through use of the COAST button. The release of the COAST button sets the new lower speed into the control memory. Also, RESUME will not work if the vehicle speed is below the minimum speed control operating speed of about 30 mph (48 km/h).

The RESUME function for the Stand-Alone Speed Control System may not activate with a momentary tap of the RESUME button. The RESUME button must be held down for a short time to ensure engagement.

Speed drops of more than 1 or 2 mph may occur while in speed control operation on grades or under other load conditions. This is especially true on vehicles that are equipped with automatic overdrive transmissions or with manual 5 speed transmissions. These speed drops are due to limited engine power available in the overdrive (or the highest gear of a manual transmission) mode of operation. Under heavy load conditions, such as hilly or mountainous areas or during trailer tow, the vehicle speed may drop even more. When speed drops of 10 - 13 mph (16 - 21 km/h) occur, the speed control system will, by design, automatically disengage.

SYSTEMS

The speed control system obtains vehicle speed information from the vehicle speed sensor. In most cars and trucks the sensor is mounted on the transmission or in-line with the speedometer cable. The sensor is driven from gearing in the transmission. On 1986-90 Lincoln Town Car, Crown Victoria, Grand Marquis and Mark VII vehicles the speed signal comes from a speed sensor located in the Electronic Instrument Cluster. If the speedometer system is erratic or inoperative, it must be serviced before the speed control system is evaluated.

The speed control system also interacts with the brake system, and with the clutch system on manual transmission vehicles. Speed control requires electrical continuity through the stoplamps (and clutch switch on manual transmission vehicles) in order to operate. Proper stoplamp operation is required if the system is to disengage with brakes. Proper clutch switch operation is also required on manual transmission vehicles if the system is to disengage with clutch pedal actuation. Stoplamp and clutch switch circuit diagnosis is detailed in Section 37-05 of the appropriate Shop Manual.

NOTE: SPEED CONTROL WILL NOT DISENGAGE IF THE GEARS ARE SHIFTED ON A MANUAL TRANSMISSION VEHICLE WITHOUT DEPRESSING THE CLUTCH PEDAL.

VISUAL INSPECTION

Visual inspection is an important part of diagnosis. The visual inspection should be done to locate obvious reason for the customer concern.

When performing visual inspection, check all items for abnormal conditions. Look for items such as bare, broken or disconnected wires and damaged vacuum hoses.

For the speed control to function properly, it is necessary that the speedometer cables, if so equipped, be properly routed and securely attached. All vacuum hoses must be securely attached and routed with no sharp bends or kinks. The servo (throttle actuator) and throttle linkage should operate freely and smoothly.

Any concerns found by the visual inspection should be corrected before further tests of the speed control system are made. The following items should be inspected.

GENERAL
* Does the horn work? If not, check the horn circuit fuse, horn relay and horn circuit wiring.
* Do the stoplamps light when the brake pedal is depressed? If not, check the stop lamp circuit fuse, stoplamps, wiring and stop lamp switch.

AMPLIFIER

Check for unseated connectors at the speed control amplifier. The amplifier location varies by carline. Refer to the appropriate Shop Manual, Section 37-05, for location.
* Look for loose or unseated connector pins.
* Check for broken wires at the connectors.

SERVO

Check for the following items.
* Disconnected or cut vacuum hose from the servo to the manifold source.
* Loose or disconnected electrical connector, or broken wire.
* Loose, or cracked plastic elbow at the servo.
* Disconnected, or loose, dump valve hose at the servo.

ACTUATOR CABLE
* Misadjusted Bowden cable/bead chain. If misadjustment is suspected due to set speed error or excessive speed drop, the cable or chain should be readjusted.
* Cable loose, or not connected to the engine bracket (screw loose or missing).

DUMP VALVE
* Hose pinched or not connected to the dump valve.
* Dump valve is not fully seated into the retaining clip in the brake pedal support bracket.
* Check the dump valve adjustment. Readjust the dump valve if the yellow plunger is extended more than 1/4" when the brake pedal is not depressed.

VOLTAGE/RESISTANCE TESTS

If a concern cannot be found with a visual inspection, it can usually be found with an inspection. It can usually be isolated by making voltage and resistance measurements at the amplifier connectors (Stand-Alone System) or at the EEC-IV connector (Integrated System). The connectors must be unplugged for the resistance checks.

The following tables summarize the circuits and wire color codes used for the speed control system. The proper voltage/resistance readings at the amplifier or EEC-IV connectors are also given. Typical circuit numbers apply to both car and truck applications. Refer to the appropriate Shop Manuals, Section 37-05, or to the Electrical/Vacuum Trouble-Shooting Manuals for the exact circuit number or color code.

VOLTAGE MEASUREMENTS

Connect the negative lead of the voltmeter to circuit 57 (ground) of the Stand Alone Amplifier 6 way connector, or to Pin 40 or 60 of the EEC-IV connector (EEC power ground). Measure the DC or AC voltage with the positive lead of the voltmeter.

RESISTANCE MEASUREMENTS

Connect an ohmmeter between the designated circuits and make the resistance measurements with the ignition "OFF"

ABNORMAL OPERATION DURING "ACCEL" OR "COAST"

In 1986-88 models, the vehicle may exhibit hesitation while using the COAST mode, or hesitation and dropout while using the ACCELmode. This abnormal operation is caused by poor contact between the speed control brushes and the slip rings on the steering wheel. This poor contact is due to a buildup of contamination of the lubricating grease. The condition occurs more frequently when the temperature is hot and on vehicles with high mileage.

Correct the concern by removing the steering wheel and thoroughly cleaning the grease from the brushes and slip rings. Regrease using grease (E8AZ-19590-A). This new grease has been used in production since the beginning of the 1989 Model Year. Its use has resulted in a 90% reduction in the incidence of this concern.

SPEED CONTROL PERFORMANCE - AOD, AXOD AND MTX5

As noted in the Owner's Guide, it may be preferable to shift the AOD or AXOD to the "D" (overdrive lockout) or the MTX5 to 4th gear in mountainous areas or at high altitude to improve speed control performance.

On steep upgrades the vehicle may not be able to maintain speed while in overdrive, or 5th gear, resulting in a speed drop below the set speed. If the speed drop exceeds approximately 10-13 MPH, the speed control will automatically disengage and must be reset with the SET/ACCEL button. Performance will be improved by shifting to "D" (AOD or AXOD) or to 4th (MTX5).

If speed control performance is poor on moderate grades, the adjustment of the Bowden cable/bead chain should be checked and readjusted if necessary. The automatic transmission shift linkage should also be checked for proper adjustment.


STAND ALONE SPEED CONTROL VOLTAGE/RESISTANCE TEST CONNECTIONS

Locate Circuit 203 (orange/light blue). It is used ONLY on the 1991 Lincoln Town Car with electronic cluster. This circuit connects the speed control amplifier to a speed control "set" indicator which is located at the lower edge of the electronic cluster center section. The voltage at circuit 203 is normally 5.0V (speed control not set) and less than 1.0V when the speed control is set. Grounding circuit 203 pin will light the cluster display. The SPEED CONTROL display will light only when a set speed is being maintained and when using ACCEL or RESUME. The display will turn off when braking, using OFF or COAST, with the ignition off.

SPECIFIC CARLINE SYMPTOMS AND CORRECTIVE ACTIONS

If a particular condition is found during any of the visual checks, it should be corrected and the system performance re-evaluated.

OTHER APPLICABLE ARTICLES: 80-25-09
--------------------------------------------------------------------------------

TSB 87-18-19 Cruise Control Vacuum Reservoir
Customer Interest - LOSS OF SPEED GOING UP GRADES - 4.9L OR 5.0L ENGINE WITH AOD TRANSMISSION

LIGHT TRUCK: 1983-87 E SERIES, F SERIES, BRONCO

ISSUE: Loss of speed when going up grades with the speed control engaged and the transmission in overdrive "(D)" may be caused by an insufficient vacuum reserve. Speed loss greater than 10 MPH (16 km/h) will cause the speed control to shut off.

ACTION: To correct this, install a speed control vacuum reservoir using the following service procedure.

1. Remove any slack from speed control actuator cable. Make sure the cable allows the throttle lever to return to idle.

2. Install the speed control vacuum reservoir (E3TZ-9E799-B) as follows:
a. Locate the 5/16" vacuum hose connecting the engine vacuum to the speed control servo.
b. Disconnect the hose at the speed control servo and connect it to the vacuum reservoir port marked "VAC".
c. Route 5/16" vacuum hose from the unmarked port on the vacuum reservoir to the open speed control servo port.
d. Secure the speed control vacuum reservoir.

NOTE: Advise the owner to shift the gear selector to Drive "D" when the vehicle is under a load condition. This information is contained in the Owner Guide.

PART NUMBER: E3TZ-9E799-B
PART NAME: Speed Control Vacuum Reservoir
CLASS: B
OTHER APPLICABLE ARTICLES: None
WARRANTY STATUS: Eligible Under Basic Warranty Coverage
OPERATION: SP871819A
TIME: 0.3 Hr. DLR. CODING: Basic Part No. 9C735 - Code: 53
--------------------------------------------------------------------------------
TSB 89-02-07 Speedometer Accuracy
Publication Date: JANUARY 25, 1989

FORD: 1989 and prior ALL CAR LINES
LINCOLN-MERCURY: 1989 and prior ALL CAR LINES
LIGHT TRUCK: 1989 and prior ALL TRUCK LINES
MEDIUM/HEAVY TRUCK: 1989 and prior ALL MEDIUM/HEAVY TRUCK LINES

ISSUE: The accuracy of speedometer/odometer readings may be influenced by several vehicle components or systems. The information in this TSB article is intended to assist technicians in speedometer/odometer concern diagnosis.

ACTION: Use the following supplemental information to assist in speedometer/odometer diagnostics.

OPERATION: A mechanical analog speedometer displays vehicle speed and the odometer displays total distance traveled. The speedometer/odometer assembly is cable driven by either a transmission or a transaxle. All speedometer/odometer assemblies, except for police vehicles are the same with respect to the speed accuracy tolerance used during calibration. The odometer gear ratio is fixed so that all are identical and have no error in the speedometer head.

Electronic digital operation is similar. It could use a drive cable or a speed sensor to drive the speedometer/odometer. An electronic signal is sent from a speed sensor to the digital speedometer/odometer assembly. The speed sensor is driven by a transmission or a transaxle, similar to a cable.

Several areas of concern that may affect speedometer/odometer readings are tires, axle gear ratio and speedometer/odometer drive and driven gears.

TIRES: Improper tire rolling radius and inflation pressure, temperature and size may contribute to inaccurate system readings. System accuracy testing should be performed after the tires are set at the correct pressure as shown on the safety compliance certification label. The tire should be warmed for a short period. Best results are obtained on smooth, dry pavement while driving at a constant speed within the posted speed limit.

AXLE/TRANSAXLE RATIO: The gear ratio of the rear axle or the final drive ratio of the transaxle must be known to select or check if the proper speedometer/odometer drive and driven gears are present. Various gear ratios are available, but usually are not a concern when dealing with speedometer/odometer concerns unless the gear ratio has been changed.
WARNING: NEVER CORRECT SPEEDOMETER READINGS BY CHANGING GEARS UNLESS THE ODOMETER IS ALSO OFF.

DRIVE/DRIVEN GEARS: The speedometer/odometer drive gear is located inside the transmission, transaxle or transfer case and is not easily accessed for change. The driven gear rotates the speedometer cable. Rear wheel drive vehicles have several driven gears with various numbers of teeth available to correct input to the speedometer/odometer head. Front wheel drive vehicles generally do not offer different gears for correction.

GENERAL DESCRIPTION: The maximum allowable odometer system accuracy error is 3.75% of the actual distance traveled. Ford Motor vehicles are well within those limits.

The speed indication is biased high, except on police vehicles with certified calibration speedometers/odometers. As a general rule, the indicated speed is equal to or greater than the actual speed. This is intended to protect the consumer against violating speed laws. Most customer concerns are related to speedometers reading too high at true speeds between 50 MPH and 65 MPH (80 - 105 Km/h). At that speed range, the worst case errors may indicate a speed that is 10% greater than true speed.

The speedometer head is an instrument which processes information sent to it by the rotating speedometer cable. If the system components send the wrong number of revolution per mile to the speedometer head, an inaccurate speed reading and amount of distanced traveled will be displayed. Since there is no error in the fixed gear ratio of the speedometer head odometer, start by checking the accuracy of the odometer even if the customer concern indicates a speed accuracy problem. Odometer accuracy can be checked by using roads established at mile increments or a known local course. If roads with mile markers are used, a five mile stretch is recommended to allow for inaccuracies. If an error is greater than 3.75%, a change to the transmission drive/driven gear selection, tire size, or tire inflation may need attention. The odometer should be checked again to verify any corrective action. If the indicated speed error exceeds 10% between 50 MPH and 60 MPH (80 - 105 Km/h), replace the speedometer/odometer assembly. Vehicles with transfer cases that have fluctuating readings may be due to slippage of drive gears, parts not splined or loose yoke nuts.

If the vehicle has speed control, the speed accuracy can be checked using the verified odometer vs. time. The formula is as follows:
3600 divded by TIME (seconds to cover one mile) = TRUE MPH(Km/h)

EXAMPLES:
60 MPH (96 Km/h) requires 60 seconds to cover one mile
55 MPH (88 Km/h) requires 65 and 3/4 seconds to cover one mile
50 MPH (80 Km/h) requires 72 seconds to cover one mile

SUPERSEDES: 84-14-06
WARRANTY STATUS: INFORMATION ONLY
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For electronic cruise troubleshooting ('93-04), see this:


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TSB 89-05-10 '89 Radio Removal Holes

AFFECTED VEHICLES:
LIGHT TRUCK: built after 11/15/88
1989 AEROSTAR, ECONOLINE, F-150, F-250, F-350

ISSUE: A new round corner radio bezel with holes for a radio removal tool has replaced the square corner radio bezel, Figure 1. The holes in the radio bezel that are normally used to insert a radio removal tool are non-functional. The radios do not have spring clips to hold them in place. The radios continue to use conventional brackets for installation.

ACTION: If service is required, refer to the appropriate Car or Truck Shop Manual, Section 35-10 for removal and installation details.

NOTE: DO NOT ATTEMPT TO REMOVE THE RADIO USING A RADIO REMOVAL TOOL. THE HOLES IN THE RADIO BEZEL ARE NON-FUNCTIONAL.


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TSB 94-17-08 Dash Noise

LIGHT TRUCK: 1992-94 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: Some vehicles may exhibit a "squeak" coming from the instrument panel in the upper right and/or left hand corners. This may be caused by instrument panel coming in contact with the cowl top sheet metal.

ACTION: Remove a small triangular piece of the material from the top right hand and/or left hand side instrument panel. Refer to the following for service details.

SERVICE PROCEDURE
1. Determine if the squeak is coming from one or both sides of the instrument panel.
2. Remove the "A" pillar trim moulding(s) as required.
3. Scribe a line from the side edge to the top edge of the instrument panel as shown.
4. Trim the instrument panel, remove and discard the triangular shaped piece(s).

NOTE: DO NOT EXCEED THE MEASUREMENTS OR THE SIZE OF THE PIECE TO BE REMOVED. IT WILL CAUSE A CUSTOMER APPEARANCE CONCERN WHICH MAY RESULT IN THE REPLACEMENT OF THE INSTRUMENT PANEL.

5. Install the "A" pillar moulding(s) as required.

See also:

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TSB 92-25-09 Popping/Cracking from Dash Pad during Cooling

Publication Date: DECEMBER 2, 1992

LIGHT TRUCK: 1992-93 F SUPER DUTY, F-150-350 SERIES

ISSUE: A sharp "popping/cracking" noise may be heard from the instrument panel. This condition is most noticable on vehicles in warmer climates. The "popping/cracking" is caused by the rubbing of the mating surfaces between the instrument panel and the instrument pad when they are cooled, such as when air conditioning is being used.

ACTION: Eliminate the "popping/cracking" noise by inserting insulating material between the instrument panel and instrument pad. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Remove the radio.
2. Open and remove the glove box door assembly.
3. Remove the seven (7) nuts retaining the pad assembly to the instrument panel.
NOTE: THE PAD ASSEMBLY MAY BE DIFFICULT TO REMOVE BECAUSE THE PAINT MAY ACT LIKE AN ADHESIVE.
4. Remove the paint residue and other contaminants from the back of the pad assembly.
5. Install insulating tape at eight places on the instrument panel. Refer to figure for locations of tape.
6. Position pad on instrument panel.
7. Install a 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, zinc coated washer (which can be obtained locally) and a nut on each stud. Hand tighten until snug.
CAUTION: DO NOT USE POWER TOOLS.
8. Install the radio and glove box assembly.

Procure locally, seven (7) 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, flat steel washers. The washers must be ZINC coated, not oil coated.
Procure polyethylene tape locally. One roll, 2" wide X 72" long, repairs about eight vehicles and costs $8.09 per roll.

Procure tape from:
Walco Corporation
Adhesive Tapes Division
P.O. Box 9
1652 East Sutter Road
Glenshaw. PA. 15116
Attn: Ron Ruddock
Telephone: (412) 486-4400
Fax: (412) 486-6884

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under 12 Months/12,000 Miles

OPERATION DESCRIPTION TIME
922509A Install Insulating Tape 0.6 Hr.

See also:
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TSB 92-17-11 Heater Core Replacement

Publication Date: AUGUST 12, 1992

LIGHT TRUCK: 1992 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: Heater core service procedures have been revised and supersede those found on page 12-03A-35 of the 1992 Light Truck Service Manual.

ACTION: Refer to the following Service Procedure for the revised heater core removal and installation procedures.

SERVICE PROCEDURE
Removal:
1. Allow the engine to cool. Observe the safety precautions as outlined in Section 03-03, Engine Cooling; then, proceed as follows:
a. Place a thick cloth over the radiator cap.
WARNING: NEVER REMOVE THE RADIATOR CAP UNDER ANY CONDITIONS WHILE THE ENGINE IS OPERATING. FAILURE TO FOLLOW THESE INSTRUCTIONS COULD RESULT IN DAMAGE TO THE COOLING SYSTEM OR ENGINE AND/OR PERSONAL INJURY. TO AVOID HAVING SCALDING HOT COOLANT OR STEAM BLOW OUT OF THE RADIATOR, USE EXTREME CARE WHEN REMOVING THE CAP FROM A HOT RADIATOR. WAIT UNTIL THE ENGINE HAS COOLED, THEN WRAP A THICK CLOTH AROUND THE RADIATOR CAP AND TURN IT SLOWLY TO THE FIRST STOP. STEP BACK WHILE THE PRESSURE IS RELEASED FROM THE COOLING SYSTEM. WHEN YOU ARE SURE ALL THE PRESSURE HAS BEEN RELEASED PRESS DOWN ON THE CAP (STILL WITH A CLOTH), TURN AND REMOVE IT.
b. Turn the cap slowly to its first stop to release system pressure. When the pressure has been released, tighten the radiator cap.
2. Disconnect the heater hoses from the heater core tubes. Plug the hoses.
3. Remove the glove compartment.
4. Disconnect Bowden cable.
5. Disconnect electrical connector from electrical module (RABS, WCM if fitted).
6. Remove electrical module (RABS only).
7. From inside the passenger compartment, remove the seven screws which attach the heater core access cover to plenum.
8. Disconnect the vacuum harness attached to the cover. Remove the cover.
9. Remove the heater core from the plenum.

Installation:
1. Position the heater core and seal in the plenum assembly. Ensure that the firewall seal is in-place around the tubes.
2. Install the heater core access cover on the plenum assembly and secure it with its seven attaching screws. Be certain that the vacuum harness is not trapped or pinched during the cover installation.
3. Connect the vacuum harness to its source connection.
4. Install electrical module.
5. Connect electrical module connector.
6. Connect Bowden cable.
7. Install glove box compartment.
8. Install heater hoses on heater core tubes at firewall in engine compartment. Do not over-tighten the hose clamps.
9. Check coolant level and add coolant as required. Refer to Section 03-03, Engine Cooling.
10. Check system for proper operation and coolant leaks.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

--------------------------------------------------------------------------------
Before buying cheap aftermarket parts, check for coupons & service offers from Ford.

See also:
http://www.fourdoorbronco.com/board/showthread.php?t=5230
.
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Note that, everywhere this TSB mentions "electrolysis", the correct term is "galvanic action". Electrolysis is the breakdown of the molecules in an electrolytic solution into their component chemicals due to an electrical charge being applied to the solution. (Hydrogen being emitted from a battery under a hard charge is an example of electrolysis since the water is breaking down into Hydrogen & Oxygen.) Luigi Galvani studied the interaction of electricity & metals exposed to an electrolytic solution. Since the phenomenon described in the TSB deals with the metal of the heater core & not the chemistry of the coolant, it's a galvanic process.
************************************************************
TSB 06-21-19 Heater Core Leakage and Electrolysis

Publication Date: 10/30/06

FORD: 1997-2002 Contour
1997 -2007 Crown Victoria, Mustang, Taurus
2000-2007 Focus
2002-2005 Thunderbird
2005-2007 Five Hundred, Freestyle
2006-2007 Fusion
1997-1999 F-2S0 Light Duty
1997 -2003 Windstar
1997-2007 E-Series, Expedition, Explorer, F-150, F-53 Motorhome Chassis, F-Super Duty, Ranger
2000-2005 Excursion
2001-2003 Explorer Sport
2001-2007 Escape, Explorer Sport Trac
2004 F-15O Heritage
2004-2007 Freestar
2005-2007 Escape Hybrid
1999-2007 F-650, F-750
LINCOLN: 1997-2002 Continental
1997-2007 Town Car
2000-2006 Lincoln LS
2006 Zephyr
2007 MKZ
1998-2007 Navigator
2002-2003 Blackwood
2003-2005 Aviator
2006-2007 Mark LT
MERCURY: 1997 -2002 Cougar, Mystique
1997-2005 Sable
1997-2007 Grand Marquis
2005-2007 Montego
2006-2007 Milan
1997-2002 Villager
1997-2007 Mountaineer
2005-2007 Mariner
2006-2007 Mariner Hybrid

This article supersedes TSB 01-15-06 to update the vehicle model years and Service Procedure.

ISSUE: The majority of repeat heater core leaks are due to high flow rate or use of poor quality coolant. However, electrolysis should also be checked, especially when repeat repairs have occurred.

ACTION: If the heater core is leaking, review the location of the leakage and check the condition of the coolant.

SERVICE PROCEDURE (SUPERCEDED)
1. If leaks are found on the inlet (or outlet) tubes entering / exiting the heater core, it is most likely due to due to high flow rate. Replace the heater core and install a restrictor in the heater hose closest to the engine block, reference Workshop Manual, Section 412.
2. lf leaks are found in the body of the heater core itself, and they do not appear to be the result of physical damage like contact or puncture, check the coolant for possible electrolysis.

Testing For Electrolysis
Check for voltage in the cooling system by touching the negative contact of a voltmeter to the battery ground or a known good ground and suspend the positive lead in the coolant, making sure it is in contact with the coolant, but not touching any metal part of the radiator or cooling system. Both AC and DC voltages must be checked. Vehicles normally have DC voltages; however, a faulty engine block heater or faulty diode in the alternator can produce AC voltages. It is understood that coolant is lost due to heater core failure but try to obtain a voltage reading on the old coolant in the engine block before addition or replacement. To keep more coolant from exiting the heater core, clamp off heater core lines and measure coolant in the engine block. Try not to dilute the original coolant with new coolant during testing if possible.
1. Determine whether coolant condition is acceptable.
a. Remove both cables from the battery and ensure they do not contact each other or the vehicle.
b. Touch negative lead of DC voltmeter to engine ground and positive lead in the coolant.
NOTE POSITIVE TEST PROBE IS IN THE COOLANT FOR TESTING.
c. Check the voltage in the cooling system. If less than or equal to 0.4 volts (VDC) OK, reconnect battery cables and proceed to Step 2.
d. lf greater than 0.4 V, flush cooling system thoroughly.
e. Recheck voltage less than or equal to 0.4 V.
f. Reconnect battery cables.
g. Refill the system with appropriate Motorcraft� engine coolant.
2. Check for loose or missing grounds at static conditions.
a. Turn off all accessories. Turn ignition on but do not start engine.
b. Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
c. Voltage less than or equal to 0.4 V on all grounds OK.
d. Any one greater than 0.4 V, check and clean ground cable connections.
e. Check accessories without using the on/off switch on the vehicle instrument panel; use a jumper wire to ground.
f. Plug in engine block heater, if equipped, and test.
g. Recheck voltage less than or equal to 0.4 V.
h. Unplug engine block heater, if equipped.
3. Check for loose, missing, or inadequate grounds.
a. Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
b. Crank engine but do not start.
c. Monitor voltage while cranking. Less than or equal to 0.4V OK
d. If greater than 0.4 V, ground or repair starter.
e. Start engine and run at about 2000 rpm.
f. Turn on all accessories including those customer only uses occasionally such as CB radio, cell phone, etc.
g. Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
h. Voltage less than or equal to 0.4 V OK
i. If greater than 0.4 V, turn off one item at a time until voltage drops to less than or equal to 0.4 V. Repair ground to the accessory just identified.
j. Recheck voltage less than or equal to 0.4 VDC
k. Turn the DVOM to AC volts.
l. Check for ANY AC voltage greater than 0.4.
m. If any AC voltage is present, try turning off each accessory one at a time including blower motor and any fan motors.
n. If AC voltage is still present, shut engine off and remove B from the alternator and tape it up, then retest.
o. If voltage drops gradually to less than or equal to 0.4 VAC, the ground straps may simply be overloaded by added accessories. Test by using a heavy gauge jumper to ground. If indicated, install heavier gauge ground strap(s) and recheck.
NOTE If vehicle is equipped with electric cooling fans, be sure they cycle during this testing and monitor voltage when they are on, and off.
CAUTION: DO NOT GROUND HEATER CORE. IF THE HEATER CORE IS GROUNDED, YOU HAVE PROVIDED THE ELECTROLYSIS A PATH THROUGH THE HEATER CORE. THIS WOULD CAUSE THE HEATER CORE TO BECOME AN ANODE OR RECEIVER AND IT WOULD PROMOTE THE ELECTROLYSIS, OR ANY STRAY VOLTAGE TO USE THE COOLANT AS THE GROUND PATH.
4. Refill the engine cooling system, reference Workshop Manual, Section 303-03.
NOTE IF THE HEAT OUTPUT IS INSUFFICIENT, OR IF THE ENGINE DOES NOT REACH NORMAL OPERATING TEMPERATURES, VERIFY PROPER THERMOSTAT OPERATION AND REPEAT PROCEDURE IF REQUIRED.

WARRANTY STATUS: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage
************************************************************
Note that, everywhere this TSB says "electrolysis", the correct term is "Galvanic action".
************************************************************
TSB 01-15-06 Repeat Heater Core Failure (SUPERCEDED)

Publication Date: JULY 26, 2001

FORD: 1985-94 TEMPO
1985-97 THUNDERBIRD
1985-2002 CROWN VICTORIA, ESCORT, MUSTANG
1986-2002 TAURUS
1988-93 FESTIVA
1993-97 PROBE
1994-97 ASPIRE
1995-2000 CONTOUR
2000-2002 ESCORT ZX2, FOCUS
2002 THUNDERBIRD
1985-90 BRONCO II
1985-96 BRONCO
1985-97 F-250 HD, F-350
1985-2002 ECONOLINE, F-150, RANGER
1986-97 AEROSTAR
1988-97 F SUPER DUTY
1991-2002 EXPLORER
1995-2002 WINDSTAR
1997-2002 EXPEDITION
1999-2002 SUPER DUTY F SERIES
2000-2002 EXCURSION
2001-2002 ESCAPE, EXPLORER SPORT TRAC, EXPLORER SPORT
LINCOLN 1985-92 MARK VII
1985-2002 CONTINENTAL, TOWN CAR
1993-98 MARK VIII
2000-2002 LS
1998-2002 NAVIGATOR
MERCURY: 1985-94 TOPAZ
1985-97 COUGAR
1985-2002 GRAND MARQUIS
1986-2002 SABLE
1991-99 TRACER
1995-2000 MYSTIQUE
1999-2002 COUGAR
1993-2002 VILLAGER
1997-2001 MOUNTAINEER

ISSUE: Some vehicles may exhibit (repeat) heater core leaks. This may be caused by a chemical reaction called electrolysis. Electrolysis involves an ion exchange between the heater core and engine coolant which can result in a breakdown of the heater core material. This is similar to the operation of a battery.

ACTION: [SUPERSEDED BY 06-21-19] Check for electrolysis on any vehicle with a heater core failure. If electrolysis is verified, flush the coolant and follow additional steps as required. Refer to the following Service Procedure for details.

SERVICE PROCEDURE - Electrolysis Inspection: [SUPERSEDED BY 06-21-19]
If there is a condition of a heater core leaking or repeat heater core leak, check for electrolysis using the following procedure:

1. To check for electrolysis use a DVOM set on DC volts. Place the positive probe of the meter in the engine coolant and the negative probe on the negative battery post.
2. Adjust engine throttle to 2000 RPM to properly get coolant flow and true electrolysis voltages.
3. If more than .4V is recorded, flush the coolant and recheck (follow guidelines in TSB 98-23-16 for Cougar). See Coolant Fill Procedure below to remove trapped air on 4.6/5.4/6.8L modular engines.
NOTE: EXPORT MARKETS, BE SURE THE WATER IS DESALINATED.
4. If there is still excessive voltage present in the coolant, check the engine to body/battery grounds. Also, verify proper grounding of any aftermarket electrical/electronic equipment which has been installed into the vehicle. Improperly grounded electrical devices can cause electrolysis to occur.
[SUPERSEDED BY 06-21-19] DO NOT PROCEED!
5. If the condition is still present after the grounds have been checked, it may be necessary to add extra grounds to the heater core and engine. A hose clamp can be used to secure a 16 AWG stranded copper wire to the heater core inlet tube. The other end should be secured to an EXISTING FASTENER on the body sheet metal. Extra grounds to the engine should be attached between EXISTING FASTENERS on the engine and body sheet metal. Verify continuity of any added grounds to the negative battery terminal.
6. If the condition is still present, add a restrictor (part F1UZ-18D406-A) on the inlet hose with the arrow facing the direction of coolant flow (toward heater core). Cut the line and install with 2 hose clamps. It is important that the restrictor be installed in the right direction of flow and as close to the engine block as possible (not near the heater core itself).

Coolant Fill Procedure
At times, in order to completely remove any trapped air in the cooling system of vehicles equipped with 4.6/5.4/6.8L modular engines, it may be necessary to use the following procedure:

1. Disconnect the heater hose at the right front or rear of the engine.
2. Remove the thermostat and housing.
3. Using the thermostat opening, carefully fill the engine with the proper clean coolant mixture until observed at the engine side heater hose connection.
4. Reconnect the heater hose and reinstall the thermostat and housing.
5. Fill the degas bottle to the coolant fill level mark.
6. Run the engine until it reaches normal operating temperatures.
7. Select max heat and max blower speed on the climate system.
NOTE: IF THE HEAT OUTPUT IS INSUFFICIENT, OR THE ENGINE DOES NOT REACH NORMAL OPERATING TEMPERATURES, VERIFY PROPER THERMOSTAT OPERATION AND REPEAT PROCEDURE IF REQUIRED.

PART NUMBER PART NAME
F1UZ-18D406-A Restrictor

OTHER APPLICABLE ARTICLES: 06-21-19, 98-23-16
WARRANTY STATUS: INFORMATION ONLY

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TSB 98-03-18 Revised Defrost Duct Seal

Publication Date: FEBRUARY 16, 1998

LIGHT TRUCK: 1992-96 BRONCO, F-150, F-250 LD
1992-97 F-250 HD, F-350

ISSUE: Defroster performance can be enhanced by reducing air leakage between the defroster nozzle and the dash panel seal.

ACTION: Install a Defroster Nozzle Seal Kit. The seal kit should reduce the amount of lost air flow and enhance defroster performance. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
1. Remove the instrument panel cover as outlined in the appropriate Service Manual.
2. Install the defroster seals as shown.
3. Reinstall the instrument panel cover.
4. Verify proper operation of the Fresh/Recirc door following the procedures outlined in the appropriate Service Manual.
5. Verify proper A/C refrigerant system operation following procedures outlined in the appropriate Service Manual.
6. Verify no plugged A/C condensate drain tube or excessive moisture inside of the vehicle.

PART NUMBER PART NAME
F6TZ-18C367-CA Defroster Nozzle Seal Kit

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 98-1-22
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
980318A Install Defroster Nozzle Seal Kit 2.2 Hrs.

See also:
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TSB 95-06-15 A/C Whistle

Publication Date: MARCH 27, 1995

LIGHT TRUCK: 1995 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: A "whistle" noise may be heard in the A/C system when the controls are set at "MAX A/C" on some vehicles. This may be caused by a small drain hole in the Recirculation Duct.

ACTION: Locate the drain hole in the recirculation duct from the inside of the vehicle. Refer to Figure 1. The recirculation duct is located on the right side of the passenger compartment just above where the passenger's right foot would be. Using a small file, rough up the edges of the drain hole. This will reduce the possibility of a whistle noise.

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

OPERATION DESCRIPTION TIME
950615A Eliminate Whistle Noise 0.2 Hr.

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

TSB 91-20-12 A/C Pressure Relief Leak

Publication Date: OCTOBER 2, 1991

LIGHT TRUCK: 1987-91 BRONCO, F-150-350 SERIES
1988-91 F SUPER DUTY, F-47

ISSUE: There may be a loss of A/C refrigerant through the A/C compressor high relief valve during idle and stop-and-go traffic conditions. Eventually, there may be a lack of cooling and oil stains may appear around the A/C compressor high pressure relief valve.

The excessive discharge pressure is caused by the recirculation of higher temperature engine compartment air passing through the condenser during idle and stop-and-go traffic conditions. Normally, cooler ambient air passes through the condenser. Since the refrigerant in the condenser cannot be sufficiently cooled by this high temperature air, excessive head pressures are created causing refrigerant to be vented through the high pressure relief valve.

ACTION: Replace the radiator lower air shield, located between the lower radiator support and the front bumper, with a new radiator lower air deflector ( F1TZ-8327-B ). This new air deflector is larger than the old air shield and will minimize the amount of hot air recirculation through the condenser. Refer to the 1991 Bronco, Econoline, F-Series, F-Super Duty Truck Shop Manual, Section 01-08, for service details.

NOTE: TO REPLACE THE DEFLECTOR ON OLDER VEHICLES, IT WILL BE NECESSARY TO DRILL HOLES, FOLLOWING THE HOLE PATTERN IN THE NEW DEFLECTOR, BEFORE IT CAN BE ATTACHED.

PART NUMBER PART NAME
F1TZ-8327-B Radiator Lower Air Deflector

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-14-13
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
912012A Install New Air Deflector 0.4 Hr.

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

TSB 94-19-20 R-134a Charge

Publication Date: SEPTEMBER 21, 1994

LIGHT TRUCK: 1994-95 BRONCO, F-150-350 SERIES, F-47

ISSUE: Ford Climate Control Division has increased the refrigerant charge in the subject vehicles from 2 lbs. 1 oz. to 2 lbs. 6 ozs.

ACTION: When service to the A/C system is required, recharge the A/C system with 2 lbs. 6 oz. of R-134a. Make the necessary corrections to the 1994-95 Service Manuals, pages 12-00-35, 12-03A-58 for 1994 and 12-00-39, 12-03A-56 for 1995.

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: NONE
WARRANTY STATUS: INFORMATION ONLY

'80-96 F-series & Broncos w/R-134a take 7oz of PAG-46.

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

TSB 93-8-13 Replacement A/C Vacuum Reservoir

Publication Date: APRIL 14, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank.

ACTION: Install a new service vacuum tank. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. In the engine compartment, detach the vacuum hose from the sonically welded vacuum tank on the heater or evaporator case.
2. Attach the replacement vacuum tank (F3TZ-19D848-A) in a conveniently located spot that can be reached by the vacuum hose. Several areas are available:
a. On the old sonically welded tank, drill an appropriate size hole in the old vacuum tank and use a self-tapping screw to attach the new replacement vacuum tank. The replacement vacuum tank (F3TZ-19D848-A) has slots which will accept the screws.
b. Attach the replacement vacuum tank and put on the vacuum hose.
3. If the old tank mount location is not suitable, locate an existing screw on the blower case and put the replacement vacuum tank (F3TZ-19D484-A) with its slotted bracket in a position over the screw.
a. Make sure of the following points:
* There is room for the tank.
* The vacuum hose will reach it.
* The replacement tank can be attached with that screw.
b. If necessary, rework the slot on the replacement vacuum tank so the screw will fit through it.
c. Attach the replacement vacuum tank and put on the vacuum hose.
4. Verify that the system operates properly.

PART NUMBER PART NAME
F3TZ-19D848-A Vacuum Tank

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

OPERATION DESCRIPTION TIME
930813A Install Replacement Vacuum Tank 0.3 Hr.

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TSB 95-07-16 Blower Ice

Publication Date: APRIL 10, 1995

LIGHT TRUCK: 1995 BRONCO, F-150-350 SERIES

ISSUE: The A/C heater blower wheel may fracture on some vehicles due to ice formation in the blower housing. This may be caused by water traveling between the hood and cowl area and then entering the evaporator case through a gap in the case halves. This water then collects in the blower wheel housing and freezes causing the blower wheel to separate when the blower motor is turned on.

ACTION: When servicing a blower wheel for this concern, it is necessary to seal the evaporator case seam with rope sealer obtained locally. Refer to Figure 1 for the correct location to install the rope sealer.

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

OPERATION DESCRIPTION TIME
950716A Replace Wheel And Seal Evaporator Case 0.4 Hr.

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

TSB 91-20-12 A/C Pressure Relief Leak

Publication Date: OCTOBER 2, 1991

LIGHT TRUCK: 1987-91 BRONCO, F-150-350 SERIES
1988-91 F SUPER DUTY, F-47

ISSUE: There may be a loss of A/C refrigerant through the A/C compressor high relief valve during idle and stop-and-go traffic conditions. Eventually, there may be a lack of cooling and oil stains may appear around the A/C compressor high pressure relief valve.

The excessive discharge pressure is caused by the recirculation of higher temperature engine compartment air passing through the condenser during idle and stop-and-go traffic conditions. Normally, cooler ambient air passes through the condenser. Since the refrigerant in the condenser cannot be sufficiently cooled by this high temperature air, excessive head pressures are created causing refrigerant to be vented through the high pressure relief valve.

ACTION: Replace the radiator lower air shield, located between the lower radiator support and the front bumper, with a new radiator lower air deflector ( F1TZ-8327-B ). This new air deflector is larger than the old air shield and will minimize the amount of hot air recirculation through the condenser. Refer to the 1991 Bronco, Econoline, F-Series, F-Super Duty Truck Shop Manual, Section 01-08, for service details.

NOTE: TO REPLACE THE DEFLECTOR ON OLDER VEHICLES, IT WILL BE NECESSARY TO DRILL HOLES, FOLLOWING THE HOLE PATTERN IN THE NEW DEFLECTOR, BEFORE IT CAN BE ATTACHED.

PART NUMBER PART NAME
F1TZ-8327-B Radiator Lower Air Deflector

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-14-13
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
912012A Install New Air Deflector 0.4 Hr.

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

TSB 94-19-20 R-134a Charge

Publication Date: SEPTEMBER 21, 1994

LIGHT TRUCK: 1994-95 BRONCO, F-150-350 SERIES, F-47

ISSUE: Ford Climate Control Division has increased the refrigerant charge in the subject vehicles from 2 lbs. 1 oz. to 2 lbs. 6 ozs.

ACTION: When service to the A/C system is required, recharge the A/C system with 2 lbs. 6 oz. of R-134a. Make the necessary corrections to the 1994-95 Service Manuals, pages 12-00-35, 12-03A-58 for 1994 and 12-00-39, 12-03A-56 for 1995.

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: NONE
WARRANTY STATUS: INFORMATION ONLY

'80-96 F-series & Broncos w/R-134a take 7oz of PAG-46.

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

TSB 93-8-13 Replacement A/C Vacuum Reservoir

Publication Date: APRIL 14, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case (lower L of the diagram). If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank.

ACTION: Install a new service vacuum tank. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. In the engine compartment, detach the vacuum hose from the sonically welded vacuum tank on the heater or evaporator case.
2. Attach the replacement vacuum tank (F3TZ-19D848-A) in a conveniently located spot that can be reached by the vacuum hose. Several areas are available:
a. On the old sonically welded tank, drill an appropriate size hole in the old vacuum tank and use a self-tapping screw to attach the new replacement vacuum tank. The replacement vacuum tank (F3TZ-19D848-A) has slots which will accept the screws.
b. Attach the replacement vacuum tank and put on the vacuum hose.
3. If the old tank mount location is not suitable, locate an existing screw on the blower case and put the replacement vacuum tank (F3TZ-19D484-A) with its slotted bracket in a position over the screw.
a. Make sure of the following points:
* There is room for the tank.
* The vacuum hose will reach it.
* The replacement tank can be attached with that screw.
b. If necessary, rework the slot on the replacement vacuum tank so the screw will fit through it.
c. Attach the replacement vacuum tank and put on the vacuum hose.
4. Verify that the system operates properly.

PART NUMBER PART NAME
F3TZ-19D848-A Vacuum Tank

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

OPERATION DESCRIPTION TIME
930813A Install Replacement Vacuum Tank 0.3 Hr.

See also:

. . . . . . .

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TSB 89-14-10 A/C Clutch Cycling Diagnosis
IF THE IMAGE IS TOO SMALL, click it.

ISSUE: Poor air conditioning cooling caused by low or no refrigerant charge often results in unnecessary replacement of the clutch cycling pressure switch. The switch is designed to work on system pressure. It closes at about 46 psi and opens at about 24.5 psi. It has a normal cycle (on and off) rate of 2 to 5 cycles per minute.

ACTION: If an inoperative or fast cycling pressure switch is found, use the following diagnostic charts before replacing the pressure switch.

DIAGNOSTIC PROCEDURE:
1. Connect a manifold gauge set to the service ports and check the system pressures. They should be above the closing pressure of the switch (46 psi).

2. If the A/C system pressures are above 46 psi and the clutch will not engage, proceed as follows:
> Check the pressure switch harness connector and harness wires for a continuous open condition.
> Check for an intermittent open or a poor connection between the connector and the pressure switch terminals.
a. If the harness connector and wire are OK, by-pass the pressure switch by jumping the two terminals of the connector. If the clutch still does not engage, THE PRESSURE SWITCH IS NOT DEFECTIVE. Refer to the respective EVTM for the clutch circuit schematic and circuit diagnosis. Repair as necessary.

3. Check the ambient temperature. If the ambient temperature is below 48° F (9° C), the system pressure will not be high enough to close the pressure switch (46 psi).

4. If the system does not contain refrigerant, the pressure will not be high enough to close the switch for compressor operation. Leak test, repair, evacuate and charge the system.

5. If the pressures are above 46 psi and the clutch cycle rate is faster than the normal rate of 2 to 5 cycles per minute, the system is probably low on refrigerant. Check that the system contains the correct refrigerant charge by following the correct diagnostic chart.

For more info, see this:


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TSB 91-20-12 A/C Pressure Relief Leak

Publication Date: OCTOBER 2, 1991

LIGHT TRUCK: 1987-91 BRONCO, F-150-350 SERIES
1988-91 F SUPER DUTY, F-47

ISSUE: There may be a loss of A/C refrigerant through the A/C compressor high relief valve during idle and stop-and-go traffic conditions. Eventually, there may be a lack of cooling and oil stains may appear around the A/C compressor high pressure relief valve.

The excessive discharge pressure is caused by the recirculation of higher temperature engine compartment air passing through the condenser during idle and stop-and-go traffic conditions. Normally, cooler ambient air passes through the condenser. Since the refrigerant in the condenser cannot be sufficiently cooled by this high temperature air, excessive head pressures are created causing refrigerant to be vented through the high pressure relief valve.

ACTION: Replace the radiator lower air shield, located between the lower radiator support and the front bumper, with a new radiator lower air deflector ( F1TZ-8327-B ). This new air deflector is larger than the old air shield and will minimize the amount of hot air recirculation through the condenser. Refer to the 1991 Bronco, Econoline, F-Series, F-Super Duty Truck Shop Manual, Section 01-08, for service details.

NOTE: TO REPLACE THE DEFLECTOR ON OLDER VEHICLES, IT WILL BE NECESSARY TO DRILL HOLES, FOLLOWING THE HOLE PATTERN IN THE NEW DEFLECTOR, BEFORE IT CAN BE ATTACHED.

PART NUMBER PART NAME
F1TZ-8327-B Radiator Lower Air Deflector

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-14-13
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
912012A Install New Air Deflector 0.4 Hr.

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

TSB 94-19-20 R-134a Charge

Publication Date: SEPTEMBER 21, 1994

LIGHT TRUCK: 1994-95 BRONCO, F-150-350 SERIES, F-47

ISSUE: Ford Climate Control Division has increased the refrigerant charge in the subject vehicles from 2 lbs. 1 oz. to 2 lbs. 6 ozs.

ACTION: When service to the A/C system is required, recharge the A/C system with 2 lbs. 6 oz. of R-134a. Make the necessary corrections to the 1994-95 Service Manuals, pages 12-00-35, 12-03A-58 for 1994 and 12-00-39, 12-03A-56 for 1995.

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: NONE
WARRANTY STATUS: INFORMATION ONLY

'80-96 F-series & Broncos w/R-134a take 7oz of PAG-46.

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

TSB 93-8-13 Replacement A/C Vacuum Reservoir

Publication Date: APRIL 14, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank.

ACTION: Install a new service vacuum tank. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. In the engine compartment, detach the vacuum hose from the sonically welded vacuum tank on the heater or evaporator case.
2. Attach the replacement vacuum tank (F3TZ-19D848-A) in a conveniently located spot that can be reached by the vacuum hose. Several areas are available:
a. On the old sonically welded tank, drill an appropriate size hole in the old vacuum tank and use a self-tapping screw to attach the new replacement vacuum tank. The replacement vacuum tank (F3TZ-19D848-A) has slots which will accept the screws.
b. Attach the replacement vacuum tank and put on the vacuum hose.
3. If the old tank mount location is not suitable, locate an existing screw on the blower case and put the replacement vacuum tank (F3TZ-19D484-A) with its slotted bracket in a position over the screw.
a. Make sure of the following points:
* There is room for the tank.
* The vacuum hose will reach it.
* The replacement tank can be attached with that screw.
b. If necessary, rework the slot on the replacement vacuum tank so the screw will fit through it.
c. Attach the replacement vacuum tank and put on the vacuum hose.
4. Verify that the system operates properly.

PART NUMBER PART NAME
F3TZ-19D848-A Vacuum Tank

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

OPERATION DESCRIPTION TIME
930813A Install Replacement Vacuum Tank 0.3 Hr.

See also:

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TSB 96-17-10 Refrigerant Substitution

Publication Date: AUGUST 12, 1996

FORD: 1980-93 CROWN VICTORIA
1981-93 ESCORT
1982-83 FAIRMONT
1982-88 EXP
1982-93 MUSTANG, THUNDERBIRD
1983-86 LTD
1984-94 TEMPO
1986-93 TAURUS
1988-93 FESTIVA
1989-93 PROBE
LINCOLN-MERCURY: 1980-93 GRAND MARQUIS, TOWN CAR
1981-87 LYNX
1982-83 LN7, ZEPHYR
1982-86 CAPRI
1982-93 COUGAR
1982-94 CONTINENTAL
1983-86 MARQUIS
1984-92 MARK VII
1984-94 TOPAZ
1986-93 SABLE
1991-93 CAPRI, TRACER
MERKUR: 1985-89 XR4TI
1988-90 SCORPIO
LIGHT TRUCK: 1980-93 BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES
1983-93 RANGER
1984-90 BRONCO II
1986-93 AEROSTAR
1988-93 F-47
1991-93 EXPLORER
1993 VILLAGER
MEDIUM/HEAVY TRUCK: 1985-94 CARGO SERIES, F & B SERIES, L SERIES

ISSUE: A number of manufacturers are producing refrigerant products which are described as being direct replacements for refrigerant R-12.

ACTION: If service is required, use only new or of known quality recycled refrigerant R-12. Ford Motor Company has approved R-134a as the only refrigerant substitute for R-12.
CAUTION: USING ANY UNAUTHORIZED SUBSTITUTE REFRIGERANT FOR R-12 MAY RESULT IN SEVERE DAMAGE TO THE A/C SYSTEM COMPONENTS.

INFORMATION FROM THE EPA
This information has been taken from EPA documents to address Ford specific applications and recommendations. Further EPA information on ozone-depleting substances and regulations regarding its handling can be found on the Internet at World Wide Web site: http://www.epa.gov/ozone/

In 1994, EPA established the Significant New Alternatives Policy (SNAP) program to review alternatives to ozone-depleting susbstances like R-12. EPA examines new substitutes for their ozone depleting, global warming, flammability, and toxicity characteristics. The SNAP process does not test these substitutes for A/C system compatibility, reliability, durability, or performance.

Under the SNAP rule, each new refrigerant must be used in accordance with the following conditions:
* Unique Fittings - Each new refrigerant must be used with a unique set of fittings to prevent the accidental mixing of different refrigerants.
* Unique Equipment - Each refrigerant must have dedicated recovery/recycling equipment for that refrigerant.
* Labels - Whether a vehicle is originally designed to use a new refrigerant or is retrofitted, the technician must apply a detailed label giving specific information about the alternative. This label covers up information about the old refrigerant and provides valuable details on the alternative and how it was used. The technician is required to fill in their name, company performing the retrofit, address and the date retrofitted.
* Remove Original Refrigerant - The original R-12 must be removed from the system prior to charging with the new refrigerant. This will guarantee that the largest amount of clean R-12 is available for use in vehicles that still need it.

A summary of the refrigerants reviewed under EPA's SNAP program for use in motor vehicle air conditioning systems is in the table. Additional refrigerants are listed below.

Brand Name (1) Status (2) Date : Reason Unacceptable
Ikon-12 ASU 5/22/96 : Composition claimed as confidential business information.
OZ-12 UNA 3/18/94 : Flammable blend of hydrocarbons; insuffcient data to demonstrate safety.
R-176 UNA 3/18/94 : Contains CFC-12, which is inappropriate in a CFC-12 substitute.
HC-12a UNA 6/13/95 : Flammable blend of hydrocarbons; insufficient data to demonstrate safety.
R-405A UNA 6/13/95 : Contains a perfluorocarbon, which has extremely high global warming potential and lifetime.

(1) R-401A (made by DuPont), R-401B (DuPont), R-409A (Elf Atochem), Care 30 (Calor Gas), Adak-29/Adak-12 (TACIP International) and ES-12R (Intervest) have not been submitted for review in motor vehicle air conditioning, and it is therefore illegal to use them in such systems.
(2) See article for details on legality of use according to Status:
* ASU = acceptable subject to fittings, labeling, and no drop-in use conditions
* P = proposed acceptable subject to use conditions; open to public comment so decision is not final
* UNA = unacceptable; illegal for use as CFC-12 ubtitutes in motor vehicle air conditioners
(3) Freezone contains 2% of a lubricant
(4) Additional use condition: MUST BE USED WITH BARRIER HOSES

OTHER APPLICABLE ARTICLES: 91-09-07 , 96-15-07
SUPERSEDES: 93-23-11
WARRANTY STATUS: INFORMATION ONLY

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

TSB 91-20-12 A/C Pressure Relief Leak

Publication Date: OCTOBER 2, 1991

LIGHT TRUCK: 1987-91 BRONCO, F-150-350 SERIES
1988-91 F SUPER DUTY, F-47

ISSUE: There may be a loss of A/C refrigerant through the A/C compressor high relief valve during idle and stop-and-go traffic conditions. Eventually, there may be a lack of cooling and oil stains may appear around the A/C compressor high pressure relief valve.

The excessive discharge pressure is caused by the recirculation of higher temperature engine compartment air passing through the condenser during idle and stop-and-go traffic conditions. Normally, cooler ambient air passes through the condenser. Since the refrigerant in the condenser cannot be sufficiently cooled by this high temperature air, excessive head pressures are created causing refrigerant to be vented through the high pressure relief valve.

ACTION: Replace the radiator lower air shield, located between the lower radiator support and the front bumper, with a new radiator lower air deflector ( F1TZ-8327-B ). This new air deflector is larger than the old air shield and will minimize the amount of hot air recirculation through the condenser. Refer to the 1991 Bronco, Econoline, F-Series, F-Super Duty Truck Shop Manual, Section 01-08, for service details.

NOTE: TO REPLACE THE DEFLECTOR ON OLDER VEHICLES, IT WILL BE NECESSARY TO DRILL HOLES, FOLLOWING THE HOLE PATTERN IN THE NEW DEFLECTOR, BEFORE IT CAN BE ATTACHED.

PART NUMBER PART NAME
F1TZ-8327-B Radiator Lower Air Deflector

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-14-13
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
912012A Install New Air Deflector 0.4 Hr.

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

TSB 94-19-20 R-134a Charge

Publication Date: SEPTEMBER 21, 1994

LIGHT TRUCK: 1994-95 BRONCO, F-150-350 SERIES, F-47

ISSUE: Ford Climate Control Division has increased the refrigerant charge in the subject vehicles from 2 lbs. 1 oz. to 2 lbs. 6 ozs.

ACTION: When service to the A/C system is required, recharge the A/C system with 2 lbs. 6 oz. of R-134a. Make the necessary corrections to the 1994-95 Service Manuals, pages 12-00-35, 12-03A-58 for 1994 and 12-00-39, 12-03A-56 for 1995.

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: NONE
WARRANTY STATUS: INFORMATION ONLY

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

TSB 93-8-13 Replacement A/C Vacuum Reservoir

Publication Date: APRIL 14, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank.

ACTION: Install a new service vacuum tank. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. In the engine compartment, detach the vacuum hose from the sonically welded vacuum tank on the heater or evaporator case.
2. Attach the replacement vacuum tank (F3TZ-19D848-A) in a conveniently located spot that can be reached by the vacuum hose. Several areas are available:
a. On the old sonically welded tank, drill an appropriate size hole in the old vacuum tank and use a self-tapping screw to attach the new replacement vacuum tank. The replacement vacuum tank (F3TZ-19D848-A) has slots which will accept the screws.
b. Attach the replacement vacuum tank and put on the vacuum hose.
3. If the old tank mount location is not suitable, locate an existing screw on the blower case and put the replacement vacuum tank (F3TZ-19D484-A) with its slotted bracket in a position over the screw.
a. Make sure of the following points:
* There is room for the tank.
* The vacuum hose will reach it.
* The replacement tank can be attached with that screw.
b. If necessary, rework the slot on the replacement vacuum tank so the screw will fit through it.
c. Attach the replacement vacuum tank and put on the vacuum hose.
4. Verify that the system operates properly.

PART NUMBER PART NAME
F3TZ-19D848-A Vacuum Tank

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

OPERATION DESCRIPTION TIME
930813A Install Replacement Vacuum Tank 0.3 Hr.

See also:

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This was after my compressor crapped out. The 2 ears at the top are supposed to keep it from sliding too far into the evaporator inlet. The white end goes in first. The red indicates this orifice is sized for R-134a; a blue orifice is for R-12.

.

Because of all the metal shavings that have obviously come out of the failing compressor, the condenser core must be replaced. Most shops don't have the equipment to clean it well enough to ensure NONE goes back around into the new compressor.

For more info, see this:
. .

TSB 95-18-04 A/C Flushing

Publication Date: SEPTEMBER 11, 1995

FORD: 1985-86 LTD
1985-88 EXP
1985-94 TEMPO
1985-95 CROWN VICTORIA, ESCORT, MUSTANG, THUNDERBIRD
1986-96 TAURUS
1989-93 FESTIVA
1989-95 PROBE
1994-95 ASPIRE
1995-96 CONTOUR
LINCOLN-MERCURY: 1984-92 MARK VII
1985-86 MARQUIS
1985-87 LYNX
1985-94 TOPAZ
1985-95 COUGAR, GRAND MARQUIS, TOWN CAR
1985-96 CONTINENTAL
1986-96 SABLE
1987-89 TRACER
1991-93 CAPRI
1991-95 TRACER
1993-95 MARK VIII
1995-96 MYSTIQUE
MERKUR: 1985-89 XR4TI
1988-89 SCORPIO
LIGHT TRUCK: 1985-90 BRONCO II
1985-95 BRONCO, ECONOLINE, F-150-350 SERIES
1985-96 RANGER
1986-95 AEROSTAR
1991-96 EXPLORER
1993-95 VILLAGER
1995-96 WINDSTAR

ISSUE: Ford Motor Company has approved a procedure to provide technicians with a non-CFC method of flushing contaminated A/C system heat exchangers (evaporators and condensers). This procedure allows the A/C components to be cleaned and flushed while installed in the vehicle. The types of contamination flushed include particle matter which results from compressor or desiccant failure and the gummy residue which may form when refrigerant oil is overheated. Some Ford authorized HFC-134a retrofit kit procedures will also require A/C system flushing to remove mineral oil for capacity reasons.

ACTION: Refer to the following text for proper flushing procedures.

The flushing procedure is a two-step process which involves the use of an A/C Flusher. The Flusher is used to do the following:

1. Circulate the flushing solvent through the A/C system heat exchangers in the reverse direction of normal refrigerant flow (back flushing). Particle matter is filtered from the returning solvent and the solvent is returned to the reservoir for continued circulation.
2. Remove the flushing solvent from the A/C system. In this step, pressurized air (90-125 psi/620-862 kPa) is used to push and evaporate any remaining flush solvent from the heat exchangers.

Only Rotunda Item No. 014-00990 A/C Flushing Kit which includes 014-00991 A/C Flusher, 014-00992 A/C Flusher Fitting Kit, and F4AZ-19579-A A/C Flushing Solvent (case of 4 gallons/15 L), is approved for use on Ford vehicles. No other flushing device or solvent is approved by Ford Motor Company for flushing A/C systems. The use of other equipment or solvent may cause damage to the A/C system and the flushing unit.

Minimum time for flushing is 15 minutes and minimum time for air flushing is 30 minutes. Failure to continue air purge for the entire 30 minutes as specified may result in residual amounts of flush solvent contaminating the A/C system. Residual flush solvent in a functioning A/C system may lead to A/C system failure.

Do not flush through orifice tubes, TXVs, accumulator/driers, receiver/driers, mufflers or hoses. Internal plumbing and material make-up of these components make it impossible to properly remove the debris and/or residual flushing solvent.

One (1) gallon (3.8 L) of Ford A/C System Flushing Solvent is used in this device and is intended for one (1) vehicle only. It may be used to flush both heat exchangers on an individual vehicle, but under no circumstances should it be used on more than one (1) vehicle. The filter used when flushing is also intended for use on one (1) vehicle only.

NOTE: DURING THE FLUSHING PROCESS, THIS MATERIAL MAY COLLECT RESIDUE FROM THE A/C SYSTEM, WHICH MAY INCLUDE CFC-12. DISPOSE OF THE SOLVENT AND FILTER IN ACCORDANCE WITH FEDERAL, STATE AND LOCAL REGULATIONS.

Use of A/C system filter kits as prescribed in TSB 94-15-5 is optional if the A/C system is flushed. Filter kit use is recommended after flushing if the system is highly contaminated. If the hoses are clogged with debris, hose replacement is required.

Always remember to match oil properly, replace the accumulator/drier and orifice tube, or TXV and receiver/drier when servicing an A/C system with a compressor or desiccant failure.

The following vehicles require A/C system flushing with retrofit kits to remove mineral oil for capacity reasons.
1993 Probe 2.0L and 2.5L
1988-90 Escort 1.9L EFI
1989-93 Thunderbird Super Coupe
1986-92 Mark VII
1991-93 Capri 1.6L and 1.6T
1988-93 Festiva 1.3L
1987-90 Tracer 1.6L
1985-89 XR4Ti
1988-89 Scorpio

OTHER APPLICABLE ARTICLES: 94-15-05
SUPERSEDES: 95-08-01
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1991-95 Lincolns And All Other 1992-95 Models

OPERATION DESCRIPTION TIME
951804A Flush Evaporator 1.0 Hr.
951804B Flush Condenser 1.0 Hr.

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

TSB 91-20-12 A/C Pressure Relief Leak

Publication Date: OCTOBER 2, 1991

LIGHT TRUCK: 1987-91 BRONCO, F-150-350 SERIES
1988-91 F SUPER DUTY, F-47

ISSUE: There may be a loss of A/C refrigerant through the A/C compressor high relief valve during idle and stop-and-go traffic conditions. Eventually, there may be a lack of cooling and oil stains may appear around the A/C compressor high pressure relief valve.

The excessive discharge pressure is caused by the recirculation of higher temperature engine compartment air passing through the condenser during idle and stop-and-go traffic conditions. Normally, cooler ambient air passes through the condenser. Since the refrigerant in the condenser cannot be sufficiently cooled by this high temperature air, excessive head pressures are created causing refrigerant to be vented through the high pressure relief valve.

ACTION: Replace the radiator lower air shield, located between the lower radiator support and the front bumper, with a new radiator lower air deflector ( F1TZ-8327-B ). This new air deflector is larger than the old air shield and will minimize the amount of hot air recirculation through the condenser. Refer to the 1991 Bronco, Econoline, F-Series, F-Super Duty Truck Shop Manual, Section 01-08, for service details.

NOTE: TO REPLACE THE DEFLECTOR ON OLDER VEHICLES, IT WILL BE NECESSARY TO DRILL HOLES, FOLLOWING THE HOLE PATTERN IN THE NEW DEFLECTOR, BEFORE IT CAN BE ATTACHED.

PART NUMBER PART NAME
F1TZ-8327-B Radiator Lower Air Deflector

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-14-13
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
912012A Install New Air Deflector 0.4 Hr.

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

TSB 94-19-20 R-134a Charge

Publication Date: SEPTEMBER 21, 1994

LIGHT TRUCK: 1994-95 BRONCO, F-150-350 SERIES, F-47

ISSUE: Ford Climate Control Division has increased the refrigerant charge in the subject vehicles from 2 lbs. 1 oz. to 2 lbs. 6 ozs.

ACTION: When service to the A/C system is required, recharge the A/C system with 2 lbs. 6 oz. of R-134a. Make the necessary corrections to the 1994-95 Service Manuals, pages 12-00-35, 12-03A-58 for 1994 and 12-00-39, 12-03A-56 for 1995.

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: NONE
WARRANTY STATUS: INFORMATION ONLY

'80-96 F-series & Broncos w/R-134a take 7oz of PAG-46.

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

TSB 93-8-13 Replacement A/C Vacuum Reservoir

Publication Date: APRIL 14, 1993

LIGHT TRUCK: 1992-93 BRONCO, F-150-350 SERIES

ISSUE: The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank.

ACTION: Install a new service vacuum tank. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. In the engine compartment, detach the vacuum hose from the sonically welded vacuum tank on the heater or evaporator case.
2. Attach the replacement vacuum tank (F3TZ-19D848-A) in a conveniently located spot that can be reached by the vacuum hose. Several areas are available:
a. On the old sonically welded tank, drill an appropriate size hole in the old vacuum tank and use a self-tapping screw to attach the new replacement vacuum tank. The replacement vacuum tank (F3TZ-19D848-A) has slots which will accept the screws.
b. Attach the replacement vacuum tank and put on the vacuum hose.
3. If the old tank mount location is not suitable, locate an existing screw on the blower case and put the replacement vacuum tank (F3TZ-19D484-A) with its slotted bracket in a position over the screw.
a. Make sure of the following points:
* There is room for the tank.
* The vacuum hose will reach it.
* The replacement tank can be attached with that screw.
b. If necessary, rework the slot on the replacement vacuum tank so the screw will fit through it.
c. Attach the replacement vacuum tank and put on the vacuum hose.
4. Verify that the system operates properly.

PART NUMBER PART NAME
F3TZ-19D848-A Vacuum Tank

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

OPERATION DESCRIPTION TIME
930813A Install Replacement Vacuum Tank 0.3 Hr.

See also:

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TSB 95-11-10 Dual A/C Cables

Publication Date: JUNE 5, 1995

LIGHT TRUCK: 1995 BRONCO, F-150-350 SERIES

ISSUE: A revised temperature door control cable (pull-pull technique), temperature control cable bracket and plenum has been developed and placed into production on the 1995 F-Series/Bronco built after February 27, 1995.

ACTION: Refer to the 1995 F-Series/Bronco Service Manual, Section 12-02, Pages 10 and 11, for servicing procedures on temperature control bracket and cable. Temperature Cable Disconnect Tool (T94P-18532-A) should be used at temperature control bracket.

The attached illustrations detail the temperature control assembly and pull-pull cable system:
Figure 1 - Control assembly for heater or A/C showing new temperature control cable bracket (F5ZZ-19D816-AA) in the assembly and the new cable (F5TZ-19988-B).
Figure 2 - Plenum housing assembly showing cable, post and cam relationship.
Figure 3 - Heater core cover and temperature door crank positioning for cable installation.

PART NUMBER PART NAME
F5ZZ-19D816-AA Cable Bracket
F5TZ-19988-B Cable

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

See also:
. . .

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TSB 96-13-7 AIR CONDITIONING/HEATER - LOW OR NO HEAT/AIR CONDITIONING - HIGH EFFORT TO TURN TEMPERATURE CONTROL KNOB - POOR TEMPERATURE MODULATION - LOW OR NO HEAT/COOLING - VEHICLES BUILT THROUGH 2/27/95

Publication Date: JUNE 17, 1996
LIGHT TRUCK: 1992-1995 BRONCO, F-150-350 SERIES, F-47

ISSUE: The temperature control knob may be difficult to turn on some vehicles. There may also be a low or no heat/cooling condition accompanied by poor temperature modulation. This may be caused by the single cable temperature door operating system being used.
ACTION: Replace the A/C Temperature Control Cable Assembly with a new pull/pull cable design. The new design cable will provide improved control of the temperature door. Refer to the following Diagnostic and Replacement Procedures for details.
DIAGNOSTIC PROCEDURE
1. If the vehicle exhibits high effort turning the temperature control knob or poor temperature modulation, a new cable must be installed. Refer to the Replacement Procedure listed in this article. For a low or no heat/cooling concern, continue on with the Diagnostic Procedure.
2. Check vehicle's coolant for the correct level, concentration and operating temperature with the thermostat open. If a concern is found in one (1) of these areas, refer to the appropriate Service Manual for repair procedures. The repairs must be done before proceeding.
3. Verify proper A/C system charge and operation. Repair as necessary.
4. If the concern still exists, perform the Cable Adjustment procedure listed in the appropriate F-Series/Bronco Service Manual, Section 12.
5. If the concern still exists, replace the temperature door cable. Refer to the following Replacement Procedure for details.

REPLACEMENT PROCEDURE
REMOVAL
1. Remove glove compartment and module assembly, if present.
2. Detach cable from plenum using Tool D91T-18532-A. Remove and discard cable.
3. At the cable bracket on the plenum heater core cover, cut away the bracket using a hacksaw blade or similar tool.
4. Remove the 5/16" headed screw from the top of the cam. Discard the cam and screw with spring clip.
5. At cam post, add post extension and secure with the new screw, torquing the screw to 1.7 N-m (15 lb-in).
6. Remove the upper left screw securing the plenum heater core cover and install the A/C plenum chamber support bracket between the ribs to the right side of the bracket which was cut off. Make sure the hole from the previously removed screw is lined up with the hole in the plenum chamber support bracket.

INSTALLATION
1. At the plenum chamber, move the temperature door arm to the "full warm" position (counterclockwise) and be sure it remains there throughout the installation procedure.
2. At the small end of the cable (control head), remove the temperature control bracket from the cable by releasing the three (3) snaps using Tool T94P-18532-A or a thin blade screwdriver to allow the cable to be pushed back through the instrument panel toward the control head.
3. Be sure the new pull/pull cable is in the "full warm" position. Check the molded-in arrow at the control head portion of the cable. Normally the cable is shipped in the "full warm" position.
4. At the plenum, position the cam end of the cable over the post. Make sure the temperature door arm can move into the slot of the cam and push down until the cam is engaged on the post. An audible click can be heard. If it is necessary to remove the cam cable head, use moderate finger pressure on the plastic tab at the top of the cam cable head, moving it back so the cam may be pulled out off the post.
5. Place the twin cables in the center slots of the A/C plenum chamber support bracket. If adjustment is needed later, the cables can be moved to the other adjacent slots.
6. Route new cable through the instrument panel following the same path as the old cable.
7. Check the new temperature control bracket to be sure it is in the "full warm" position. The tab should be in the slot in the bracket.
8. Push the temperature control bracket onto the control assembly and turn it to catch under the retaining tab. Secure with the new screw previously saved.
9. Place the knob on the temperature control.
10. Push the cable head onto the temperature control bracket (make sure gear pilot centering hole is lined up correctly) until the three (3) lock into position (you should hear a click of three (3) tabs).
11. Install temperature control assembly in instrument panel.
12. Swiftly rotate temperature control knob to each extreme (cool-warm) and listen for the sound of the temperature door closing in both directions. If no audible close is heard, move the cable into different slots at the A/C plenum chamber support bracket covered in Step 4 of the Installation Procedure until there is an audible close in each direction.
13. Bring vehicle to operating temperature and verify proper heating and cooling by measuring the temperature of the discharge air at the outlets.
14. At A/C plenum chamber support bracket, secure cable to bracket with a tie strap to keep cable in place.

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.

The Temperature Control Cable Kit (F5TZ-19988-CA) consists of:
· One (1) Temperature Control Cable
· One (1) Temperature Control Bracket
· One (1) Plenum Support Bracket
· One (1) Post Extension
· One (1) Screw
· One (1) Tie Strap
· One (1) Instruction Sheet (I.S. #6630A)
PART NUMBER: Temperature Control Cable Kit
PART NAME: F5TZ-19988-CA
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OPERATION: 961307A
DESCRIPTION: Install Pull/Pull Cable Retrofit Kit
TIME: 0.8 Hr.

See also:
. . . . .

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Temperature blend door control cable for '92-96 Bronco & F-series

On '87-up trucks, it's easy to fold the glove box down & pop it off its hinges.

See this TSB:


See also:
. . . .

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TSB 88-09-10 Insufficient Heat

Publication Date: APRIL 27, 1988

LIGHT TRUCK: 1987-88 F-SERIES, BRONCO

ISSUE: Insufficient heat inside of vehicles equipped with or without air conditioning may be caused by the heater air baffle missing from the plenum chamber. The heater air baffle prevents cold air from leaking in around the heater core.

ACTION: To correct this, check to see if the heater air baffle is present. If the heater air baffle is not present, install a heater air baffle using the following service procedure.

SERVICE PROCEDURE
1. Remove the heater core access cover to see if the heater air baffle is present. If missing proceed to Step 2.
NOTE: IF THE TEMPERATURE BLEND DOOR SHAFT CAN BE SEEN NEXT TO THE HEATER CORE, A HEATER AIR BAFFLE NEEDS TO BE INSTALLED.
2. Remove the heater core.
3. Remove the heater core face gasket.
4. Install the heater air baffle, (E7TZ-18D416-A) by inserting the pin on the bottom of the baffle into the lower surface of the plenum chamber.
5. Reinstall the heater core face gasket (or equivalent Frost King R930).
6. Reinstall the heater core.
7. Apply a bead of Ford Silicone Sealer, (D6AZ-19562-AA) around the heater core access cover.
8. Reinstall the heater core access cover.

PART NUMBER PART NAME
E7TZ-18D416-A Heater Air Baffle
D6AZ-19562-AA Ford Clear Silicone Sealer

SUPERSEDES: 88-04-14
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
880910A Inspect only 0.3 Hr.
880910B Inspect and install heater air baffle 0.6 Hr.

See also:

. . .

Heater Hose Routing:
. .

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TSB 88-05-16 Revised Defrost Nozzle

Publication Date: MARCH 2, 1988

LIGHT TRUCK: 1987-88 F-SERIES, BRONCO

ISSUE: Uneven defroster air flow to the driver's side of the windshield may be caused by an imbalance in the air distribution from the defroster nozzle. The imbalance may allow the passenger side of the windshield to clear faster than the driver's side of the windshield.

ACTION: To correct this, install a new design defroster nozzle which directs more of the air flow toward the driver's side of the windshield. Refer to the following service procedure for removal and installation information.

SERVICE PROCEDURE
1. Loosen the instrument panel and pull it back far enough to gain access to the defroster nozzle screws.
2. Remove the four (4) screws attaching the defroster nozzle to the underside of the instrument panel.
3. Remove the radio antenna cable clips from the rear side of the defroster nozzle.
4. Pull defroster nozzle rearward, making sure to clear the mounting tabs.
5. Lift defroster nozzle out from behind the instrument panel.
6. Obtain the new design defroster nozzle (E8TZ-18490-A).
7. Position the new defroster nozzle over the plenum defroster air outlet and against the underside of the instrument panel.
8. Route the heater control cables to the rear of the defroster nozzle.
9. Install the four (4) screws that attach the defroster nozzle to the underside of the instrument panel.
10. Install the radio antenna cable clips.
11. Reposition and tighten the instrument panel.

PART NUMBER PART NAME
E8TZ-18490-A Defroster Nozzle

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
880516A 1.4 Hrs.

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TSB 91-15-05 A/C Odor

Publication Date: JULY 24, 1991

FORD: 1980-91 CROWN VICTORIA
1981-91 ESCORT
1982-83 FAIRMONT
1982-88 EXP
1982-91 MUSTANG, THUNDERBIRD
1983-86 LTD
1984-91 TEMPO
1986-91 TAURUS
1989-91 PROBE
LINCOLN-MERCURY: 1980-91 GRAND MARQUIS, MARK VII, TOWN CAR
1981-87 LYNX
1982-83 LN7, ZEPHYR
1982-86 CAPRI
1982-91 CONTINENTAL, COUGAR
1983-86 MARQUIS
1984-91 TOPAZ
1986-91 SABLE
LIGHT TRUCK: 1980-91 BRONCO, F-150-350 SERIES
1982-91 RANGER
1983-90 BRONCO II
1986-91 AEROSTAR
1988-91 ECONOLINE, F SUPER DUTY, F-47
1991 EXPLORER

This TSB article is being republished in its entirety to include Labor Standards for the Taurus, Sable and Probe vehicle models.

ISSUE: A "refrigerator type smell" or "chemical type" odor may come from some A/C systems. As the calibration of the clutch cycling pressure switch drifts downward, the evaporator core temperature may drop too low. This results in a "refrigerator type smell" or "chemical type" odor as the system cycles on and off.

ACTION: Install a new recalibrated clutch cycling pressure switch or adjust the existing/non-recalibrated clutch cycling pressure switch. The recalibrated switch can be identified by a specific supplier date code stamped near the fitting end of the switch.
Recalibrated switches built in the 1990 calendar year begin with the supplier date code 9041 and run through 9052 (last 2 digits of the calendar year followed by 2-digit week).
Recalibrated switches built in the 1991 calendar year start with the supplier date code 9101 and run through 9152.

ADJUSTMENT PROCEDURE
Adjust the existing/non-recalibrated A/C cycling pressure switch by using the following service procedure.

1. Disconnect the body wiring harness.
2. Turn the set screw located between the two electrical terminals 3/4 turn clockwise (looking into the electrical connection).
3. Reconnect the body wiring harness.

PART NUMBER PART NAME
E35Y-19E561-A A/C Cycling Pressure Switch

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 91-11-08
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
911505A Install A/C Cycling Pressure Switch - Town Car, Escort, Lynx, EXP And LN7. 0.3 Hr.
911505B Install A/C Cycling Pressure Switch - Tempo/ Topaz, Taurus/Sable, Probe. 0.4 Hr.
911505C Install A/C Cycling Pressure Switch - Crown Victoria, Grand Marquis, Mark VII Continental, Thunderbird, Cougar, Fairmont, Zephyr, Mustang, Capri, LTD And Marquis 0.5 Hr.
911505D Install A/C Cycling Pressure Switch - All Light Trucks. 0.4 Hr.
911505E Adjust A/C Cycling Switch - All 0.2 Hr.

'80-96 F-series & Broncos w/R-134a take 7oz of PAG-46.

For more info, see this:

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TSB 88-02-14 Cowl Top Weld Joint Water Leak

Publication Date: JANUARY 20, 1988

LIGHT TRUCK: 1988 F-SERIES, BRONCO

ISSUE: Water entering the passenger compartment of the vehicle while driving in the rain may be caused by inadequate sealing of the cowl top weld joint. The leak cannot be diagnosed using a normal water test with a hose.

ACTION: To correct this, seal the cowl top inner to outer weld joint using the following service procedure.

SERVICE PROCEDURE
1. Loosen hood hinge bolts on hood.
2. Position hood all the way forward and tighten bolts to hold it in position.
3. Remove cowl top grille and tape edges of cowl access opening.
4. Remove bolts from wiper pivot shaft assembly.
5. Reaching through the access hole in the cowl top outer panel, apply a bead of Ford Clear Silicone Sealer, D6AZ-19562-AA, to the cowl top weld joint.
NOTE: A SMALL MIRROR MAY BE HELPFUL TO SEE THE WELD JOINT.
6. Remove tape from cowl access opening.
7. Install bolts that hold wiper pivot shaft assembly.
8. Reinstall the cowl top grille.
9. Realign hood assembly.

PART NUMBER PART NAME
D6AZ-19652-AA Ford Clear Silicone Sealer

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
880214A 2.1 Hrs.


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Wiper Motor Connectors
IF THE IMAGE IS TOO SMALL, click it.

See also:
. .

TSB 95-8-2 Wiper Motor

Publication Date: APRIL 24, 1995

FORD: 1986-94 TEMPO
1987-91 CROWN VICTORIA
1987-93 MUSTANG, TAURUS
1989-92 PROBE
1989-93 THUNDERBIRD
1991-94 ESCORT
LINCOLN-MERCURY: 1986-94 TOPAZ
1987-89 TOWN CAR
1987-91 GRAND MARQUIS
1987-93 SABLE
1988-94 CONTINENTAL
1989-93 COUGAR
1991-94 TRACER
1993 MARK VIII
LIGHT TRUCK: 1987-94 BRONCO, F SUPER DUTY, F-150-350 SERIES
MEDIUM/HEAVY TRUCK: 1980-94 L SERIES
1988-95 F SERIES

ISSUE: A revised service windshield wiper motor is now available if the windshield wiper motor requires replacement.

ACTION: Replace the wiper motor with a revised wiper motor and use a Windshield Wiper Motor Service Kit to complete the installation. Refer to the Application Chart listed in this article for the proper application. Follow the detailed instructions included in the service kit.

Inspect the vehicle to see if the new Wiper Motor (-17508-) is already installed. If so, the latest level of wiring is already installed and the Wiper Motor Wiring Kit (-14A411-) is not required.
Install a new Wiper Motor Assembly. Refer to appropriate Service Manual for installation details.

Use the Wiper Motor Wiring Kit (-14A411-) to complete the installation. The Wiring Kit (-14A411-) consists of:
One (1) Wiring and Connector Assembly
Seven (7) 5/16" (8mm) Heat Shrink Tubing - 2" (51mm) long
One (1) 37/63 (lead/tin) Solder 0.032" (0.80mm) diameter x 12" (305mm) long
One (1) Adhesive Label
Instruction Sheets
Not included in the kit is the Wiper Motor (-17508-).

Application Chart
Model Year Vehicle Wiper Motor Wiper Motor Wiring Kit
1987-91 Grand Marquis, Crown Victoria F5AZ-17508-B F4PZ-14A411-B
1987-93 Taurus, Sable F4DZ-17508-B F4PZ-14A411-B
1988-94 Continental F4DZ-17508-B F4PZ-14A411-B
1989-92 Thunderbird, Cougar F4SZ-17508-B F4PZ-14A411-C
1993 Thunderbird, Cougar F4SZ-17508-A F4PZ-14A411-C
1987-93 Mustang F5ZZ-17508-A F4PZ-14A411-C
1993 Mark VIII F4LY-17508-A F4PZ-14A411-B
1991-94 Escort, Tracer F5CZ-17508-A F4PZ-14A411-C
1986-94 Tempo, Topaz F43Z-17508-A F4PZ-14A411-C
1989-92 Probe F52Z-17508-A F4PZ-14A411-B
1987-89 Town Car F5VY-17508-A F4PZ-14A411-B
1987-94 F-150-350, Bronco, F-Super Duty F5HZ-17508-A F4PZ-14A411-C
1988-95 F-Series (Med/Heavy) Built Before 8/1/94 F5HZ-17508-A F4PZ-14A411-C
1980-92 L-Series Built through 11/26/91 F5HZ-17508-C F4PZ-14A411-C
1992-94 L-Series Built from 11/27/91 F5HZ-17508-B F4PZ-14A411-C

PART NUMBER PART NAME
F4PZ-14A411-B Wiring Kit
F4PZ-14A411-C Wiring Kit
F5AZ-17508-B Wiper Motor
F4DZ-17508-B Wiper Motor
F4SZ-17508-B Wiper Motor
F5ZZ-17508-A Wiper Motor
F4LY-17508-A Wiper Motor
F5HZ-17508-C Wiper Motor
F5HZ-17508-B Wiper Motor
F4SZ-17508-A Wiper Motor
F5CZ-17508-A Wiper Motor
F5VY-17508-A Wiper Motor
F52Z-17508-A Wiper Motor
F43Z-17508-A Wiper Motor
F5HZ-17508-A Wiper Motor
E92Z-6102316-A Retainer

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 94-11-20, 95-4-6
WARRANTY STATUS: INFORMATION ONLY
---------------------------------------------------------------------------
Note that pre-'94 trucks use an 8.25A circuit breaker in the fuse box for all wiper functions. In '95, it was changed to a 30A fuse (though the circuit is identical with no additional loads), and the revised single-connector motor has an internal 8.25A breaker. The conversion kit does NOT address this change, so trucks with the kit will have an 8.25A CB in the fuse box and an 8.25A CB in the new motor. The new motor's internal breaker means it doesn't draw any more current than before, so the increase to a 30A fuse (which won't blow until more than 33A flows) doesn't make sense.

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TSB 99-8-15 Door Trim Panel Removal
Publication Date: APRIL 26, 1999

FORD: 1995-1997 PROBE, THUNDERBIRD
1995-1999 CONTOUR, CROWN VICTORIA, MUSTANG
1996-1999 ESCORT, TAURUS
1998-1999 ESCORT ZX2
LINCOLN-MERCURY: 1993-1998 MARK VIII
1995-1997 COUGAR
1995-1999 CONTINENTAL, GRAND MARQUIS, MYSTIQUE, TOWN CAR
1996-1999 SABLE, TRACER
1999 COUGAR
LIGHT TRUCK: 1980-1996 BRONCO
1993-1997 F SUPER DUTY, F-250 HD, F-350
1992-1999 F-150, F-250 LD
1995-1997 AEROSTAR
1995-1999 ECONOLINE, EXPLORER, RANGER, VILLAGER, WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

ISSUE: There has been an increase in the number of door trim panel replacements due to damage. This may be caused by a misconception of the type of fastener used to secure the door trim panel.

ACTION: Review the appropriate model/year Service/Workshop Manual, Section 01-05/501-05 prior to removing the door trim panel. Use the Quick Reference Guide at the end of this article to determine the type of fastener used for the vehicle being worked on.

For a door trim panel with "molded hook" design, the diagram displays the correct direction of force applied during the door trim panel removal procedure. Refer to the Door Trim Panel Attachment Scheme Chart to identify vehicles with molded hook designs.

WARNING: REMOVE ALL THE SCREWS AND TWO-STAGE PINS BEFORE ATTEMPTING TO REMOVE TRIM PANEL.

DOOR TRIM PANEL ATTACHMENT SCHEME
Model | Year Range | Attachment Scheme Service Tip
Aerostar | 1995-97 | Push pins and Screw PULL OUT from bottom
Contour | 1995-99 | Screws PULL OUT from bottom
Escort | 1996-99 | Push pins and Screw PULL OUT from bottom
Explorer | 1995-99 | Push pins and Screw PULL OUT from bottom
Probe | 1995-97 | Push pins and Screw PULL OUT from bottom
Taurus | 1996-99 | Push pins and Screw PULL OUT from bottom
ZX2 | 1998-99 | Push pins and Screw PULL OUT from bottom
Bronco | 1980-96 | Push pins and Screws PULL OUT from bottom
F-Series | 1980-96| Push pins and Screws PULL OUT from bottom

F-Series | 1997-99 | Molded hook and Screw LIFT from bottom
Crown Victoria | 1995-99 | Molded hook and Screw LIFT from bottom
Econoline | 1995-99 | Molded hook and Screw LIFT from bottom
Expedition | 1997-99 | Molded hook and Screw LIFT from bottom
Mustang | 1995-99 | Molded hook and Screw LIFT from bottom
Ranger | 1995-99 | Molded hook and Screw LIFT from bottom
Thunderbird | 1995-97 | Molded hook and Screw LIFT from bottom
Windstar | 1995-99 | Molded hook and Screw LIFT from bottom
Continental | 1995-99 | Push pins and Screw PULL OUT from bottom
Mountaineer | 1997-99 | Push pins and Screw PULL OUT from bottom
Mystique | 1995-99 | Screws PULL OUT from bottom
Sable | 1996-99 | Push pins and Screw PULL OUT from bottom
Town Car | 1995-99 | Push pins and Screw PULL OUT from bottom
Tracer | 1996-99 | Push pins and Screw PULL OUT from bottom
Villager | 1995-99 | Push pins and Screw PULL OUT from bottom
Cougar | 1999 | Screws PULL OUT from bottom
Cougar | 1995-97 | Molded hook and Screw LIFT from bottom
Grand Marquis | 1995-99 | Molded hook and Screw LIFT from bottom
Mark VIII | 1993-98 | Molded hook and Screw LIFT from bottom
Navigator | 1998-99 | Molded hook and Screw LIFT from bottom

Detailed instructions and illustration can be found in the appropriate model/year Service/Workshop Manual, Section 01-05/501-05.

OTHER APPLICABLE ARTICLES:
NONE
WARRANTY STATUS:
Information Only
OASIS CODES:
102000, 107000, 112000, 190000

For '80-96 F-series & Bronco Doors, see:

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TSB 95-05-17 Door Panel Noise

LIGHT TRUCK: 1992-95 BRONCO, F-150-350 SERIES

ISSUE: The door panels may "squeak" or "creak" near the lock rod on some vehicles. This may be caused by the door panel contacting the inner sheet metal panel.

ACTION: Remove the door trim panel following the service procedure found in the appropriate Service Manual, Section 01-05. Install a 24mm x 35mm piece of Flock Tape to the inside corner of the door trim panel near the lock rod.

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TSB 96-07-15 Lock Distinctions
03/25/96
IF THE IMAGE IS TOO SMALL, click it.

LIGHT TRUCK: 1996 ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER
MEDIUM/HEAVY TRUCK: 1996 F & B SERIES

ISSUE: A new single key (customer want) lockset is being introduced progressively at certain vehicle plants. This was done as part of the production prove-out of the new single key hardware. Introduction of this feature and the new lockset will continue through the 1996 model year.

ACTION: Install the current service level lockset if any replacement is necessary on the subject vehicles. After the new locks are in full production, the new locksets can be used instead of retrofitting the current service locksets. Refer to the Involved Vehicles Chart and Service Procedure and specific model for details.

SERVICE PROCEDURE
Determine if the vehicle has the new design locks. Use the following Service Procedure only if the vehicle has the new design locks and the new design locks are not yet available as service parts. Refer to the New Design Lock Availability Chart for the approximate availability dates for the new design locks per vehicle line.

If lockset replacement is necessary, order the needed components by referring to the following Current Service Locksets Chart.
NOTE: ON ANTI-THEFT SYSTEMS, THE NEW STYLE DOOR LOCKS HAVE A THREE-WIRE ANTI-THEFT SWITCH, WHILE THE OLD STYLE DOOR LOCKS HAVE A TWO-WIRE ANTI-THEFT SWITCH. THE TWO-WIRE SWITCH WILL WORK AS ONLY TWO (2) OF THE WIRES ARE USED ON THE NEW STYLE SWITCH.

REMOVAL
1. Remove door lock cylinders by referring to the appropriate Service Manual, Sections 01-12 and 01-14A.
2. Remove the ignition lock cylinder using the following steps:
a. Turn ignition lock cylinder to Run.
b. Place a 3.17 mm (1/8" diameter wire pin or small drift punch in hole in lower steering column shroud under ignition switch. Press retaining pin while pulling out on ignition switch lock cylinder to remove it from steering column cylinder housing.

INSTALLATION
Explorer
Install new lockset, door lock/liftgate cylinder retainers, and liftgate latch-to-release rod. Refer to the 1996 Explorer Service Manual, Sections 01-12 and 01-14A.

F-Series, Ranger, and F & B-Series
1. Install spacers in doors.
2. Install door lock and glove compartment lock cylinders by referring to the 1996 appropriate model Service Manual, Section 01-14A.
3. Install ignition lock cylinder. Refer to the 1996 appropriate model Service Manual, Page 11-04A-17.

Econoline
1. Install spacer in rear cargo door license plate housing (Figure 3).
2. Install door lock and glove compartment lock cylinders by referring to the 1996 Econoline Service Manual, Section 01-14A.
3. Install ignition lock cylinder. Refer to the 1996 Econoline Service Manual, Page 11-04A-17.

OTHER APPLICABLE ARTICLES: 96-7-2
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
960715A Install Lockset - F-Series/Bronco 0.8 Hr.
960715B Install Lockset - Explorer/Ranger 0.9 Hr.
960715C Install Lockset - Econoline 1.3 Hrs.
960715D Install Lockset - F & B Series 1.3 Hrs.
DEALER CODING
BASIC PART NO. CONDITION CODE
1522050 79
OASIS CODES: 112000

See also:
.
___________________________________________________
95-24-4 DOOR - REPLACEMENT DOOR HAS LOOSE FITTING DOOR LOCK CYLINDER - SERVICE TIP
12/04/95

LIGHT TRUCK: 1981-96 F-150-350 SERIES
1983-96 BRONCO, RANGER
1986-95 AEROSTAR
1988-96 F SUPER DUTY
1992-96 ECONOLINE
1995-96 WINDSTAR
MEDIUM/HEAVY TRUCK: 1990-96 F & B SERIES

ISSUE: New replacement doors for past model years have a larger lock cylinder hole diameter. A loose fit will occur when installing the door lock cylinder. The lock cylinder mounting hole diameter in new doors has been increased in preparation for a new style lock cylinder. New locks will be phased in for future production.

ACTION: Install a spacer for the larger diameter door lock cylinder mounting hole. Refer to the following Service Procedure for details.
NOTE: THE DOOR LOCK CYLINDER SPACER HAS BEEN ADDED TO CERTAIN 1996 MODEL YEAR VEHICLES TO ELIMINATE THE LOOSE FIT CONDITION FROM THE SMALLER DOOR LOCK CYLINDER. SOME VEHICLES MAY BE BUILT WITH SPACERS ON ONE SIDE ONLY. THIS IS DUE TO THE BALANCE OF SUPPLIES OF RIGHT AND LEFT DOORS AT THE ASSEMBLY PLANTS AT THE TIME OF MODEL YEAR CHANGEOVER.

SERVICE PROCEDURE
DOOR LOCK CYLINDER INSTALLATION/REMOVAL
1. Whenever the door lock cylinder is removed, check for presence of lock cylinder spacer in the door in the lock hole. If one is present, check for damage and replace if necessary.
2. If replacement is necessary, refer to the Lock Spacer Usage Chart for proper part number application.
3. Snap a new spacer into the hole from outside the door.

DOOR OR LIFTGATE INSTALLATION/REMOVAL
When replacing the door or liftgate assembly, the new door or liftgate may have the larger lock cylinder hole. Measure the hole diameter. If dimension "X" is more than 24 mm, then a spacer is required. If it is less than 24 mm, then a spacer cannot be used.
NOTE: EVEN IF THE ORIGINAL DOOR HAS A SPACER, ONE IS NOT NEEDED IF THE "X" DIMENSION IS LESS THAN 24 mm IN THE NEW DOOR.

GENERAL INFORMATION REGARDING SPACER USAGE
The purpose of the spacer is to allow the flexibility of phasing in future lock designs without having to coordinate doors and locks in production or having to maintain two unique service doors. In general, the spacers are to be used with new doors (large hole) and old locks. The new doors are being phased in ahead of the new locks.

PART NUMBER . . . . . . . PART NAME
F6TZ-1521890-AA Door Lock Cylinder Spacer
F6UZ-1521890-AA Door Lock Cylinder Spacer
F68Z-1621890-AA Door Lock Cylinder Spacer
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 111000, 112000

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Rare uncut credit card key

TSB 92-08-04 Cutting Plastic Keys

Publication Date: APRIL 8, 1992

FORD: 1991-92 CROWN VICTORIA, ESCORT, MUSTANG, PROBE, TAURUS, TEMPO, THUNDERBIRD
LINCOLN-MERCURY: 1991-92 CAPRI, CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VII, SABLE, TOPAZ, TOWN CAR, TRACER
LIGHT TRUCK: 1991-92 AEROSTAR, BRONCO, ECONOLINE, EXPLORER, F-150-350 SERIES, F-47, RANGER

ISSUE: There may be some confusion about cutting "Credit Card" keys that are included in the glove box of the subject vehicles. The key is to be cut and presented on delivery of the vehicle.

ACTION: A key needs to be cut using Rotunda 011-Series Code Cutters, Grinders or the AXXESS 2000. Like all Ford keys, the key tip must be aligned when cutting them. The operating manuals for the Rotunda 011-Series Code Cutter and Grinder specifically call for tip aligning Ford keys.
NOTE: TIP ALIGNMENT IS VERY IMPORTANT WHEN CUTTING LATER VERSIONS OF THE ESCORT/TRACER KEYS SINCE THEY ARE SHORTER THAN THE METAL KEYS. THEY ARE SHORTER TO REDUCE THE LENGTH OF PLASTIC KEY THAT PROTRUDES FROM THE LOCK. THE KEYS DO NOT CUT PROPERLY IF NOT ALIGNED FROM THE TIP DURING THE CUTTING PROCESS.
If additional quantities of the credit card keys are required, they are available for $.65 each from CCA, 31535 Southfield Rd., Birmingham, MI 48009 ; Telephone: 1-800-521-0639.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

See also:
.

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FSA 92S42 Door Latch Seal
Check the Ford website to see if your VIN is affected.

Affected Vehicles: 1992 Ranger, F-Series / Bronco / Medium Truck

Note that this is a safety recall, and any included vehicle will be repaired free, no matter how old it is, how long the owner waits to present it for repair, or how many times it has been sold.

Ford Motor Company has determined that a defect which relates to motor vehicle safety exists in certain 1992 model year F-Series trucks and chassis-cabs, Bronco and Ranger trucks.

Safety Defect: Water may enter the door latch release mechanisms on your truck and at sub-freezing temperatures it may freeze. If a latch release were to freeze, it could result in the door being difficult to open or not latching securely. If not properly latched, a door could open unexpectedly if the driver or a passenger should jar or lean against the door. If not wearing a safety belt, an occupant could fall from the vehicle and be injured. Locking the doors using the inside door lock button may reduce the chance that a door may open unexpectedly. Even if the doors on your truck were previously repaired for frozen latches, Ford wants to install new cable assemblies, and recommends that you follow the instructions in this Recall Letter.

Reminder: Drivers and passengers should always wear their seat belts when the vehicle is in motion!

Repairs: At no cost to you, your dealer will install revised design door latch release cable assemblies for both front doors. These cables will also correct difficult to open doors during or after cold weather exposure.

How Long Will It Take:
The time needed to repair you truck is less than two hours. However, due to service scheduling times, your dealer may need your vehicle for one full working day. Call your dealer without delay. Ask for a service date and if parts are in stock. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week. When you bring your truck in, give the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge

If the dealer doesn't make the repair promptly and without charge, you may contact the Ford Customer Assistance Center, 300 Renaissance Center, P. O. Box 433360, Detroit, Michigan 48243. You also may send a complaint to the Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C. 20590 or call the toll free Auto Safety Hotline 1-800-424-9393 (Washington D.C. area residents may call 366-0123).

Parts
F-Series/Bronco/Medium Truck Water Shield Kit Number F2TZ-15221B00-A (1 Kit required per vehicle to repair both doors)
F-Series/Bronco/Medium Trucks and Chassis Cabs: Install Revised Design Door Latch Release Assemblies Both Doors (with/without power locks) 1.3 Hrs.

Technical Instructions

1. Remove door trim panel and water shield per Shop Manual Sec. 01-05a.
NOTE: Place a strip of masking tape along the edge of door before removing trim panel to prevent scratching the door with the trim panel removal tool.

2. Snap cable housing end from slot on inside door handle assembly and disconnect cable.
NOTE: Use care to prevent bending of cable housing retainer bracket.

3. Remove rear window channel retaining bolt to allow access to door latch.

4. Position a block (screwdriver handle) between the latch and the door inner panel and snap the cable housing end out of slot (towards inner panel) on door latch assembly and disconnect cable at latch.
NOTE: Use care when removing cable housing to avoid bending of the latch. Discard cable.

5. Hook up new cable at latch and snap cable housing end into slot.
NOTE: Make sure the cable housing is fully seated in the slot.

6. Apply a light film of Teflon grease to the barrel end of the cable. See Figure A.

7. Install return spring. See Figure A.
NOTE: Ensure that the push button rod is located between the spring and the door inner panel.

8. Install foam block at latch. See Figure A.

9. Position water shield over the return spring and install push pin to retain upper portion of water shield. See Figure B.
NOTE: Push pin goes in the same hole as the return spring.

10. Clean hands of grease before performing step 11.

11. Remove protective backing along the lower edges only of the water shield. See Figure A.

12. Install latch water shield at door latch. Pinch the exposed adhesive surfaces together to secure the water shield. Check to insure water shield is not showing through the door shut-face latch access hole. See Figure B.

13. Attach cable to inside door handle assembly and snap cable housing into slot.
NOTE: Make sure the cable housing is fully seated.

14. Check the gap as shown in remote control using a 3/16 drill bit shank end. The drill bit shank should fit in the gap without any clearance and a tight fit is preferred. See Figure C.

15. If the drill bit is too loose or does not fit, adjust by bending the cable bracket as required.

16. Place plastic wedge on remote bracket as shown. Wedge must fit with at least a light press fit for retention. See Figure D.

17. After installation, Apply a dab of special Teflon grease, supplied with the service cable to cable housing openings at inside handle end. The grease should surround and contact the cable all the way around, to seal the opening between the cable and the cable housing.

18. Check all latch functions to insure correct assembly of latch system. If the inside handle does not release properly, replace the inside handle remote release mechanism.

19. Reposition and install trim panel using new push pins if required.

Labor Allowances
VEHICLE LINE OPERATION DESCRIPTION LABOR TIME LABOR CODE
Ranger Trucks Install Revised Design Door Latch Release Assemblies Both Doors (manual locks) 1.4 Hrs. Insert in Box "B" on Form 1864
Ranger Trucks Install Revised Design Door Latch Release Assemblies Both Doors (with power locks) 1.6 Hrs. Insert in Box "C" on Form 1864
F-Series/Bronco/Medium Trucks and Chassis Cabs Install Revised Design Door Latch Release Assemblies Both Doors (with/without power locks) 1.3 Hrs. Insert in Box "B" on Form 1864
Administrative Allowance 0.1 Hrs.
NOTE: Add 0.1 hour Administrative Allowance to the total repair time.

Parts Requirements
Parts will not be direct shipped for this recall. Order your parts requirements through normal order processing channels.

Ranger Truck Water Shield Kit Number F2TZ-10221B00-A
Door Latch Release Cable Repair Kit Includes:
QUANTITY PART NUMBER DESCRIPTION CLASS DEALER PRICE
1 I.S. 8075 Instruction Sheet - -
2 - Cable Seal - DR. Latch Remote Control (Water Shield) BG $10.50
2 - Rivet BG-
6 - Latch Screw BG-
2 - Cable Assy. - Latch Remote Control BG-
2 - Push Pin BG -
2 - Return Spring BG-
2 - Rubber Cap BG -

1 Required per vehicle to repair both doors.

F-Series/Bronco/Medium Truck Water Shield Kit Number F2TZ-15221B00-A
Door Latch Release Cable Repair Kit Includes:
QUANTITY PART NUMBER DESCRIPTION CLASS DEALER PRICE
1 I.S. 8076 Instruction Sheet - -
2 - Cable Ins. DR. Latch Remote Control (Foam Block) BG $7.25
2 - Cable Seal Dr. Latch Remote Control (Water Shield) BG -
2 - Return Spring BG -
2 - Push Pin BG -
2 - Cable Assembly Latch Remote BG -
2 - Seal Door Latch Remote Control (Wedge) BG -

1 Required per vehicle to repair both doors.

****NOT PART OF RECALL INFO****
Inspect under remote (inside handle) for cracks to the inner door skin.

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TSB 92-3-5 Front Shoulder Safety Belts Slow Retraction at "D" Ring
Publication Date: JANUARY 29, 1992

LIGHT TRUCK: 1992 BRONCO, F SUPER DUTY, F-150-350 SERIES, F-47

ISSUE: The front seat shoulder safety belts may be slow or "lazy" to retract. This occurs because the opening, which allows the front seat shoulder safety belt webbing to pass between the "D"-ring cover and the wire formed "D"-ring, is too small.

ACTION: Replace the existing safety belt guide covers with improved design covers as shown in Figure 1. Refer to the Parts Block below for correct parts usage.

PART NUMBER PART NAME
F2TZ-1560262-A Cover - Front Seat Shoulder Strap Guide (Mocha - 2 Req.)
F2TZ-1560262-B Cover - Front Seat Shoulder Strap Guide (Scarlet - 2 Req.)
F2TZ-1560262-C Cover - Front Seat Shoulder Strap Guide (Crystal Blue - 2 Req.)
F2TZ-1560262-D Cover - Front Seat Shoulder Strap Guide (Granite - 2 Req.)

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage And Safety Restraint Warranty Coverage

OPERATION: 920305A
DESCRIPTION: Replace "D" Ring Cover(s) - One or Both
TIME: 0.2 Hr.

See also:
.

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TSB 92-5-1 Safety Belts - Front/Rear Shoulder Belts Twisted at "D" Ring, or Safety Belt Tongue Rotated on Webbing
Publication Date: FEBRUARY 26, 1992

FORD:
1990-1992 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS, TEMPO, THUNDERBIRD
LINCOLN-MERCURY: 1990-1992 CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VII, SABLE, TOPAZ, TOWN CAR
1991-1992 TRACER

LIGHT TRUCK:
1990 BRONCO II
1990-1992 AEROSTAR, BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES, F-47, RANGER
1991-1992 EXPLORER

MEDIUM/HEAVY TRUCK:
1990-1992 F & B SERIES

ISSUE: The front and/or rear seat shoulder safety belts may become twisted at the "D" ring or the safety belt tongue may be rotated on the belt webbing. A procedure has been developed for correcting these concerns.

ACTION: If the safety belt becomes twisted at the "D" ring or the safety belt tongue is rotated on the belt webbing, use the following procedure to remove the twists.

SERVICE PROCEDURE
NOTE: THESE PROCEDURES AFFECT BOTH WIRE FORMED AND STAMPED "D" RING DESIGNS.

SAFETY BELT TWISTED AT THE "D" RING
Grasp the belt webbing at the "D" ring as shown in Figure 6.
Rotate and fold the belt webbing over itself as required to remove the twist.
When completed, the safety belt should look like the belt shown in Figure 1.

SAFETY BELT TONGUE ROTATED ON BELT
Grasp the belt tongue and pull down on the belt webbing closest to you to form a loop through the upper (narrow and longer) slot in the tongue. See Figure 3.
Working within the upper slot, rotate and fold the belt webbing over itself as required to remove the twist.
Pull the excess belt webbing back through the upper slot in the tongue.
Repeat the above steps to complete the removal of the twist at the lower (wider and larger) slot in the tongue. See Figure 4.
When completed, the safety belt should look like the belt shown in Figure 1.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Information Only

See also:

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TSB 95-8-5 Front Passenger Seat Back Rattles or Squeaks - Loose or Missing Bushing - Vehicles Built Through 1/4/95
Publication Date: APRIL 24, 1995

LIGHT TRUCK: 1992-1995 BRONCO, F-150-350 SERIES

ISSUE: The passenger side seat back may "squeak" or "rattle" on some F-Series Supercabs and Broncos equipped with a split bench seat. This may be caused by a loose or missing seat bushing on the side of the seat.

ACTION: Install a new bushing on the side of the seat back frame. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
Remove the attaching screw from the seat back latch lower cover.
Remove the bolt attaching the seat back frame to the seat.
Remove the bushing (if present).
Install the new bushing (F4TZ-1560394-BB) so the bushing and washer are between the seat and the seat back frame. Refer to Figure 1.
Install the bolt and torque to 18-22 lb-ft (24-30 N-m).
Install the seat back latch lower cover.

PART NUMBER PART NAME
F4TZ-1560394-BB Bushing
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OPERATION - DESCRIPTION - - - - - - - - - - - - - - - TIME
950805A - - Reposition Or Replace New Bushing - 0.3 Hr.

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Owner Notification Program B93 Floor Pan Reinforcement
Check the Ford website to see if your VIN is affected.

Affected Vehicles:
1989/90 Bronco and F-Series SuperCab with Captain Chair Option

Ford Motor Company is providing a no-charge Service Program, Number (B93), to owners of certain 1989-1990 Bronco and F-Series Super Cab trucks equipped with captain chair option.

Reason For This Program
The seat tracks on your truck are attached to non-reinforced sections of the floorpan. This may cause the floor pan to crack at the seat track attachment. At no cost to you, your dealer will install floor pan reinforcements on your truck.

How Long Will It Take?
The time needed for this service is about 3 hours. However, due to service scheduling times, your dealer may need your truck for one full working day.

Call Your Dealer
Ask for a service date and if parts are in stock. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week. When you bring your truck in, give the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge.

Refunds
If you paid to have this service done before the date of this letter, Ford is offering a full refund. For the refund, please show your paid work-order to your Ford dealer.

Technical Instructions
This floor pan reinforcement program will strengthen the area and prevent future cracking.

A. Inspect floor pan for cracks near seat track attachments.

1. Remove both front seats. (See Shop Manual Section 41-01).
2. Inspect seat tracks for cracks. Replace all damaged tracks.
3. Remove or peel back carpet/mats. (See Shop Manual Section 45-26).
4. Inspect all seat track-to-floor pan attachment nuts. Weld any loose nuts to floor pan.
5. Inspect top side of floor pan for cracks:
If floor pan is not cracked, go to Step B-1 and reinforce both sides with small reinforcements.
If floor pan is cracked, go to Step B-10.

B. Small Reinforcement Installation Procedure

1. Place small reinforcement on top of the floor pan sheet metal. (See Figure). Remove any floor pan deadener from under the reinforcement.
2. Attach the small reinforcement to the floor pan with 1 seat track nut and flat washer.
3. Use the holes in the reinforcement as a guide. Drill a 0.255 diameter (6.5mm drill) hole through the reinforcement and the floor pan.
4. Install and set a pop rivet immediately after drilling hole. Repeat drilling/riveting for each hole.
5. Remove the seat track bolt and washer when all holes are completed.
6. Repeat procedure for other side of floor pan.
7. Reinstall carpets/mats.
8. Reinstall both seats.
9. Raise truck and spray Super Seal on bottom side of floor pan to cover all pop rivets.
10. If driver's side is cracked, use large reinforcement (FOTZ-1811299-A). See Section C. If driver's side is NOT cracked, use small left side reinforcement (See Step B-1) to strengthen driver's side floor pan.
If passenger's side is cracked, use large reinforcement (FOTZ-1811298-B). See Section C. If passenger's side is NOT cracked, use small right side reinforcement (See Step B-1) to strengthen passenger's side floor pan.

C. Large Reinforcement Installation Procedure - Floor Pan Cracked (Either Side)
1. Remove heat bonded deadener from floor pan and clean the floor pan surface with 3M General Purpose Adhesive Cleaner.
2. Apply 3M Joint and Seam Sealer on top of crack.
3. Clean bottom surface of reinforcement plate with 3M General Purpose Adhesive Cleaner.
4. Apply 1/4"-3/8" (6.3-9.5mm) bead of 3M Structural Adhesive to the bottom surface of reinforcement. (See Figure).
NOTE: A 3M Automix Applicator gun can be purchased from your local 3M supplier. The applicator gun is required to apply the structural adhesive. Adhesive hardens within 30 minutes. Complete installation steps as soon as possible before adhesive cures.
5. Place large reinforcement on top of floor pan.
6. Attach the reinforcement to the floor pan with the four (4) seat track mounting bolts and flat washers.
7. Using the holes in the reinforcement as guides, drill the six (6) 0.255 diameter (6.5mm drill) holes in the numbered locations shown in Figure 3. Drill through the reinforcement and floor pan. Install and set a pop rivet after drilling each hole. Drill the remaining 27 holes in the reinforcement and floor pan. Install and set 27 pop rivets.
8. Remove the four (4) seat track bolts and washers.
9. Reinstall carpets/mats.
10. Reinstall both seats.
11. Raise truck and spray Super Seal on bottom side of floor pan to cover all pop rivets and all visible cracks.

Labor Allowances
Inspect and Install Both Small Reinforcements: 2.5 Hrs. (B93A)
Inspect and Install One Large and One Small Reinforcement: 2.8 Hrs. (B93B)
Inspect and Install Two Large Reinforcements: 3.3 Hrs. (B93C)

F0TZ-1811272-A Floor Pan Reinforcement Kit (contains SMALL RH. and LH. reinforcements plus 25 pop rivets) Dealer Price $7.67 Current retail price $31.08

FOTZ-1811299-A Large Driver's Reinforcment - current retail price ~$60
FOTZ-1811298-B Large Passenger's Reinforcment - current retail price ~$60

See also: TSB 90-06-12

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TSB 95-09-05 Bronco Fiberglass Roof Seam Cracks

LIGHT TRUCK: 1991-1995 Bronco

ISSUE: Cosmetic cracks may appear in the seam sealer used on the exterior surface of the roof. This occurs because the original sealer was not flexible enough.

ACTION: Repair the fiberglass roof seam sealer cracks by using the following Service Procedure.

SERVICE PROCEDURE

1. Remove all the old sealer material from the seam about 25.4mm (1") beyond each end of the crack.
a. Scrape out the seam cavity.
b. Bevel the ends of the original sealer material that remains intact. Refer to Figure 1.
2. Roughen the sidewalls of the seam cavity with sandpaper. Blow out the area with clean compressed air.
NOTE: DO NOT USE ANY OTHER METHOD OF SANDING. ROOF REPAIR PAINT IS PRESENTLY NOT AVAILABLE.
3. Mask the area surrounding the repair with masking tape to prevent contact of the replacement sealer material with the roof painted surface.
4. Squeeze a sufficient amount of 3M Ultrapro Autobody Sealant (3M Part No. 08302) into a small container. Mix the appropriate color of Ford touch-up paint into the sealant material first, prior to application to the roof seam.
NOTE: PAINT WILL CRACK IF IT IS APPLIED ON TOP OF THE SEALANT AFTER THE REPAIR IS MADE.
5. Using a flexible poly blade:
a. Press the mixed material into the seam cavity.
b. Completely fill the cavity, leaving no voids.
c. Smooth the material to the same level as the original material.
6. Allow about 30 minutes for the sealant to cure.
7. Remove the masking tape.
OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 92-13-13
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-95 Vehicles, Basic Coverage For All Others
OASIS CODES: 105000, 106000, 108000, 110000

***********************************************************

For more info, see this album:
http://www.supermotors.net/registry/2742/12740-4

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TSB 96-02-04 Snow Plowing and SRS

Publication Date: JANUARY 15, 1996

LIGHT TRUCK: 1994-96 F-150

ISSUE: Some customers have questioned if snowplowing will lead to possible unintended deployment of the air bag supplemental restraint (SRS) in the subject vehicles. The following general information is provided to assist you when responding to these inquiries.

ACTION: Refer to the following information when responding to customer inquiries.

GENERAL INFORMATION

SRS AND PERSONAL USE SNOW REMOVAL ARE COMPATIBLE
The F-150 Regular Cab 4X4 is equipped with safety belts and a driver SRS. Ford engineers evaluated the SRS on an F-150 Regular Cab 4X4 in snow removal applications by installing representative snowplow hardware. They tested the vehicle under a variety of conditions to simulate low speed, personal use snow removal. The results of the tests indicated an appropriately equipped, F-150 Regular Cab 4X4 and its SRS are compatible with low speed, personal use snow removal.

The driver SRS is designed to deploy in moderate-to-severe frontal crashes.

The SRS is designed to activate in a frontal collision equivalent to hitting a solid barrier (such as a wall) at about 23 km/h (14 mph) or more, or roughly speaking, a full frontal perpendicular collision with a parked car or truck of similar size at 45 km/h (28 mph) or more.
Careless or high speed driving while plowing snow which results in vehicle decelerations equivalent to or greater than the air bag deployment threshold described above, would deploy the air bag.
Such careless driving also increases the risk that a driver may become involved in an accident. If this occurs, the SRS is designed to deploy and provide protection for the driver.

RECOMMENDATIONS
When using the vehicle for snow removal, never modify or defeat the "tripping mechanisms" designed into the snow removal equipment by its manufacturer. Doing so may cause damage to the vehicle and the snow removal equipment as well as possible SRS deployment.
Commercial snow removal applications should utilize F-250 HD Regular Cab 4X4, F-350 Regular Cab 4X4 or F-350 4X4 Chassis Cab vehicles which are much more appropriate for the rigors of long hours of plow operation.
As with all vehicles which contain an SRS system, Ford recommends that you always properly wear your safety belts and never tamper with, disconnect, or deactivate the SRS.

As with earlier model F-150's without SRS, Ford continues to recommend vehicle specifications for F-150 Regular Cab 4X4 vehicles suitable for snow removal which are found below:
F-150 4X4 Regular Cab* - 133" Wheelbase
84 Amp Battery
Super Engine Cool
V-8 Engine
Manual Locking Hubs
Front Suspension Package
Automatic Transmission
All Terrain Tires
NOTE: (*) F-SERIES SUPERCAB AND SHORT WHEELBASE MODELS AS WELL AS BRONCO AND ALL COMPACT TRUCKS ARE NOT RECOMMENDED FOR SNOW REMOVAL.

SNOW REMOVAL HARDWARE
Only installations shown in the appropriate Ford Truck Body Builders Layout Book have been evaluated by Ford. Different snow removal hardware may have different attachment points to the frame and may or may not affect deployment of the SRS.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 94-02-19
WARRANTY STATUS: INFORMATION ONLY

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FSA 94S79 1994 Model Year F-150, F-250, F-350 and F-Super Duty (F47) Trucks/Chassis Cabs and Broncos - Front Bumper Retention
Check the Ford website to see if your VIN is affected.

Note that this is a safety recall, and any included vehicle will be repaired free, no matter how old it is, how long the owner waits to present it for repair, or how many times it has been sold.

Ford Motor Company has determined that a defect which relates to motor vehicle safety exists in certain 1993 and 1994 model year F-150, F-250, F-350 and F-Super Duty (F47) Light Trucks/Chassis Cabs and Broncos.

Safety Defect
The affected vehicles may have front bumper fasteners that could fracture. If not repaired, the front bumper may loosen and rattle or separate from the vehicle. If the front bumper were to detach while the vehicle is being driven, an accident could result. To correct this condition, the dealer will replace the fasteners without charge to the owners. Dealers currently have service instructions and parts ordering information.

How Long Will It Take?
The time needed for this service is about one hour. However, due to service scheduling times, your dealer may need your vehicle for one full working day. Call your dealer without delay to ask for a service date and whether parts are in stock. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week. When you bring your vehicle in, show the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge. If the dealer doesn't make the repair promptly and without charge, you may contact the Ford Customer Assistance Center, 300 Renaissance Center, P.O. Box 43360, Detroit, Michigan 48243. You also may send a complaint to the Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C. 20590 or call the toll free Auto Safety Hotline 1-800-424-9393 (Washington, D.C. area residents may call 366-0123).

Affected Vehicles: Certain 1994 Model Year F-Series Trucks/Chassis Cabs and Broncos Front Bumper U-Clips

Technical Instructions

NOTE: Vehicles that have been serviced by the assembly plant will have a green mark painted on the front bumper left hand side inner arm. Inspect the vehicle for this mark and, if present, submit a claim for inspection only.

NOTE: Work on one side of the vehicle at a time to eliminate the need to completely remove the bumper from the vehicle.

1. Support both ends of the bumper. Remove the bumper retaining bolts (one end only) and discard the bolts. (Do not remove the bolts that attach the bumper to the frame. Only remove the bolts attaching the bumper inner arm to the bumper).
2. Remove u-clips from the bumper face bar tabs and discard. If u-clips are broken, remove any portion that may be remaining.
3. Install new u-clips onto bumper face bar tabs.
4. Position bumper with locating tab of the inner arm in the hole at the top of the bumper. Install new retaining bolts. Do not tighten bolts at this time.
5. Perform steps 1 through 4 on the other side of the bumper.
6. Tighten all bolts to 22.5 ± 3.5 N-m (17± 2.5 lb-ft).

Labor
Inspect front bumper inner arm for green paint mark. 0.2 Hrs.
Install new front bumper U-clips and bolts if green paint mark is not found. (Includes Inspection). 0.5 Hrs.

F4TZ-17C756-A Bumper Attaching Kit $0.51

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TSB90-13-09RearShockCracks.jpg | Hits: 1900 | Size: 43.67 KB | Posted on: 4/20/09 | Link to this image


TSB 90-13-09 Rear Shock Cracks

Publication Date: June 20, 1990

LIGHT TRUCK: 1987-90 F-150, F-250, F-350

ISSUE: The frame side rails may crack at the rear gas shock bracket rivet locations. The cracking appears on trucks that are continuously operated off-road.

ACTION: Install a frame reinforcement kit. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Remove the rear wheels and inspect the rear shock bracket areas for cracks or damage.
2. Disconnect the shock absorber from the upper and lower mounting points.
a. Check the frame to determine if a weld repair is adequate for the amount of damage sustained. (See Weld Repair Guide - Step #6a, for information).
b. Remove any fuel and brake lines in damaged area.
3. Remove the three (3) rivets holding the shock absorber bracket to the side rail.
a. Drill a 1/8" (3.175 mm) hole through the rivet.
b. Re-drill the same hole location with an 11/32" (8.731 mm) drill through shank.
c. Use an air-chisel to remove the head.
d. Drive out the rivet with a punch.
4. Clean the affected area with a wire brush.
5. Position the frame into its original location. Tack weld the frame rail to assist in holding its position.
6. Weld Repair Guide:
a. Locate the crack and clean the surface.
CAUTION: A CRACK WHICH HAS TRAVELED PAST THE MIDPOINT OF THE SIDERAIL BEND RADIUS SHOULD NOT BE WELDED. A NEW FRAME ASSEMBLY IS REQUIRED IN THIS CASE.
b. Drill a 3/16" (4.763 mm) hole at the end of the crack into the siderail.
c. Grind out a groove, top and bottom, 25% of the metal thickness deep along the crack.
d. Run a continuous weld along the groove.
* Direct the weld away from the hole.
* Weld both sides.
* Fill the end of the crack hole.
e. Grind all weld deposits flush with the siderail metal.
7. Place the reinforcement plate over the outside of the siderail.
8. Drill out the bolt holes from the inside out.
a. Use the shock bracket holes in the frame rail as a guide.
b. Line drill through the rail and plate with a 12 mm bit.
c. Drill the shock absorber bracket mounting holes to 12 mm.
9. Install the shock absorber bracket by using 12 mm fasteners and nuts.
a. Place the head to the outside, the nut to the inside of the rail.
b. Tighten the bolt to a torque of 88 lb.ft. (120 N-m).
10. Weld the reinforcement plate to the frame rail.
11. Paint repaired area after cooling.
12. Re-install the shock absorber.
13. Install the wheel and remove the truck from supports.

PART NUMBER PART NAME
E7TZ-5L005-A Frame Reinforcement Kit

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
901309 M Time

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. . .

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Steering Box Frame Crack

The following areas of the frame should be checked before performing a steering gear frame liner repair: the frame rail near the steering gear top and bottom flanges, and the frame rail at the steering gear bolt heads. If there are cracks in these areas of the frame, the frame must be replaced. Inspect the mounting surface of the steering gear for signs of motion, loose rivets or cracks. Removal of the steering gear may be necessary to check for cracks in the frame liner. If the frame liner is cracked or has loose rivets, repair the liner by using Frame Repair Kit E6TZ-5K130-A. If necessary a steering gear liner to frame, rivet repair can be made by using the procedures described in the illustration.

Rivet Removal and Replacement
1. Drill a 1/8-inch hole through rivet.
2. Redrill the hole through the shank of the rivet with an 11/32-inch drill.
3. Use an air chisel to remove rivet head.
4. Drive out rivet with a punch or other suitable tool.
5. Line drill one 7/16-inch hole marked "V" to 9/16-inch diameter.
6. Install one 9/16-inch bolt in the direction shown in the first illustration.
7. Position bolt head on top (next to crossmember) with hex head flat to the rear to provide best clamping.
8. Install one 9/16-inch washer nut side only and one 9/16-inch nut. Tighten to 190 N-m (140 ft-lb).
NOTE: Tack weld the nut to the bolt as shown in the second illustration.

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TSB 89-09-16 Tire Pressure, Load, Wear

AFFECTED VEHICLES:
LIGHT TRUCK:
1984-89 ALL LIGHT TRUCK LINES

ISSUE: Tire wear can be affected by inflation and load. Good tread life is dependent on maintaining proper air pressure in the tires. Other factors that affect tire wear are:
> alignment
> speed
> road surfaces

ACTION: Keep tires inflated to the recommended pressures to obtain maximum tread life. Use the following charts and procedures to arrive at the best tire pressure for each load application.

The chart at the top of the page shows the effect of inflation and load on tire tread life. Use the chart by finding the specified inflation pressure for the vehicle as shown on the certification label and locating that pressure on the specified inflation pressure on the chart. The effects of actual air pressure and load can now be read directly off the chart.

Tire load carrying capacity is a function of tire design and inflation pressures.Each tire has molded into the sidewall a maximum pressure for a specific usage. Use the following guidelines to determine load carrying capacity.
> For P-metric passenger tires on passenger cars, the values are as shown on the tire.
> For P-metric passenger tires on light trucks, the load ratings are reduced to 91% to reflect the "harsher" truck environment.



> For light truck style tires used on light trucks, the values are as shown for tires used in single wheel applications.
> For light truck style tires used in dual wheel applications, the tire capacities are derated.

Often, inflation pressures for specific vehicles are less than maximum capacity because the load to be carried is less than the maximum tire capacity.

Inflation pressures for originally installed size tires on a vehicle are shown on the vehicle certification label along with the tire size and rated capacity for the axle system. Check the size and inflation information on the label to properly inflate the tires. Be sure that the same size tire is actually on the vehicle and then inflate it to the label's specified pressure. If other than original size tires are on the vehicle, the label's pressures are probably not correct.

To find proper pressures for other than original tires, use the following procedure.
1. Obtain both front and rear axle capacity ratings (GAWRR and GAWRF).
2. Divide each number by 2 to obtain the capacity at the tire.
3. For single wheel usage, look up the pressure in the proper chart which will meet the needed capacity.



4. Check the tire side wall label to see if it permits inflation to that pressure. If lower load range tires were installed (i.e., C vs. D or E), the tires may not have the needed capability.
5. Divide the value found in Step 2 by 2 again to obtain individual tire requirements for dual rear wheels.
6. Using the dual wheel inflation pressure chart, determine correct pressure to achieve adequate load capacities.
7. Consult the local tire outlet or the tire manufacturer's home office about tires not shown in the tables.

OTHER APPLICABLE ARTICLES: 87-10-11

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TSB TirePressure.jpg | Hits: 3036 | Size: 48.4 KB | Posted on: 7/14/03 | Link to this image


TSB 89-09-16 Tire Pressure, Load, Wear

AFFECTED VEHICLES:
LIGHT TRUCK:
1984-89 ALL LIGHT TRUCK LINES

ISSUE: Tire wear can be affected by inflation and load. Good tread life is dependent on maintaining proper air pressure in the tires. Other factors that affect tire wear are:
> alignment
> speed
> road surfaces

ACTION: Keep tires inflated to the recommended pressures to obtain maximum tread life. Use the following charts and procedures to arrive at the best tire pressure for each load application.

The chart in Figure 1 shows the effect of inflation and load on tire tread life. Use the chart by finding the specified inflation pressure for the vehicle as shown on the certification label and locating that pressure on the specified inflation pressure on the chart. The effects of actual air pressure and load can now be read directly off the chart.



Tire load carrying capacity is a function of tire design and inflation pressures.Each tire has molded into the sidewall a maximum pressure for a specific usage. Use the following guidelines to determine load carrying capacity.
> For P-metric passenger tires on passenger cars, the values are as shown on the tire.
> For P-metric passenger tires on light trucks, the load ratings are reduced to 91% to reflect the "harsher" truck environment.

See the chart at the top of the page.

> For light truck style tires used on light trucks, the values are as shown for tires used in single wheel applications.
> For light truck style tires used in dual wheel applications, the tire capacities are derated.

Often, inflation pressures for specific vehicles are less than maximum capacity because the load to be carried is less than the maximum tire capacity.

Inflation pressures for originally installed size tires on a vehicle are shown on the vehicle certification label along with the tire size and rated capacity for the axle system. Check the size and inflation information on the label to properly inflate the tires. Be sure that the same size tire is actually on the vehicle and then inflate it to the label's specified pressure. If other than original size tires are on the vehicle, the label's pressures are probably not correct.

To find proper pressures for other than original tires, use the following procedure.
1. Obtain both front and rear axle capacity ratings (GAWRR and GAWRF).
2. Divide each number by 2 to obtain the capacity at the tire.
3. For single wheel usage, look up the pressure in the proper chart which will meet the needed capacity.



4. Check the tire side wall label to see if it permits inflation to that pressure. If lower load range tires were installed (i.e., C vs. D or E), the tires may not have the needed capability.
5. Divide the value found in Step 2 by 2 again to obtain individual tire requirements for dual rear wheels.
6. Using the dual wheel inflation pressure chart, determine correct pressure to achieve adequate load capacities.
7. Consult the local tire outlet or the tire manufacturer's home office about tires not shown in the tables.

OTHER APPLICABLE ARTICLES: 87-10-11

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TSB TirePressureLoad.jpg | Hits: 3237 | Size: 80.44 KB | Posted on: 3/4/07 | Link to this image


TSB 89-09-16 Tire Pressure, Load, Wear

AFFECTED VEHICLES:
LIGHT TRUCK:
1984-89 ALL LIGHT TRUCK LINES

ISSUE: Tire wear can be affected by inflation and load. Good tread life is dependent on maintaining proper air pressure in the tires. Other factors that affect tire wear are:
> alignment
> speed
> road surfaces

ACTION: Keep tires inflated to the recommended pressures to obtain maximum tread life. Use the following charts and procedures to arrive at the best tire pressure for each load application.

The first chart shows the effect of inflation and load on tire tread life. Use the chart by finding the specified inflation pressure for the vehicle as shown on the certification label and locating that pressure on the specified inflation pressure on the chart. The effects of actual air pressure and load can now be read directly off the chart.



Tire load carrying capacity is a function of tire design and inflation pressures.Each tire has molded into the sidewall a maximum pressure for a specific usage. Use the following guidelines to determine load carrying capacity.
> For P-metric passenger tires on passenger cars, the values are as shown on the tire.
> For P-metric passenger tires on light trucks, the load ratings are reduced to 91% to reflect the "harsher" truck environment.



> For light truck style tires used on light trucks, the values are as shown for tires used in single wheel applications.
> For light truck style tires used in dual wheel applications, the tire capacities are derated.

Often, inflation pressures for specific vehicles are less than maximum capacity because the load to be carried is less than the maximum tire capacity.

Inflation pressures for originally installed size tires on a vehicle are shown on the vehicle certification label along with the tire size and rated capacity for the axle system. Check the size and inflation information on the label to properly inflate the tires. Be sure that the same size tire is actually on the vehicle and then inflate it to the label's specified pressure. If other than original size tires are on the vehicle, the label's pressures are probably not correct.

To find proper pressures for other than original tires, use the following procedure.
1. Obtain both front and rear axle capacity ratings (GAWRR and GAWRF).
2. Divide each number by 2 to obtain the capacity at the tire.
3. For single wheel usage, look up the pressure in the chart at the top of the page which will meet the needed capacity.
4. Check the tire side wall label to see if it permits inflation to that pressure. If lower load range tires were installed (i.e., C vs. D or E), the tires may not have the needed capability.
5. Divide the value found in Step 2 by 2 again to obtain individual tire requirements for dual rear wheels.
6. Using the dual wheel inflation pressure chart, determine correct pressure to achieve adequate load capacities.
7. Consult the local tire outlet or the tire manufacturer's home office about tires not shown in the tables.

OTHER APPLICABLE ARTICLES: 87-10-11

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TSB 05-14-02 Sunroof Rattle 04-05 F150
ISSUE: Some 2004-2005 F-150 (excluding Heritage) and 2006 Lincoln Mark LT vehicles equipped with a roof opening panel and built before 6/1/2005, my exhibit a headliner buffeting or rattle type noise when going over bumps or closing any door with excessive force.

ACTION: Install foam shims between the headliner foam blocks and the roof panel.

SERVICE PROCEDURE

NOTE: DO NOT REMOVE OR REPLACE THE HEADLINER WHILE PERFORMING THIS TSB. ALL REPAIRS ARE TO BE MADE WITH THE HEADLINER IN PLACE.

NOTE: THIS REPAIR WILL NOT ELIMINATE THE NORMAL WIND BUFFETING NOISE ASSOCIATED WITH AN OPEN sunroof, REAR WINDOW, OR BACK GLASS WHILE DRIVING AT HIGHWAY SPEEDS.

1. Gently pull forward on the rear most section of the roof-opening panel trim.
NOTE: REMOVE ONLY ENOUGH OF THE ROOF-OPENING PANEL TRIM TO GAIN ACCESS BETWEEN THE HEADLINER AND THE ROOF PANEL.

2. Cut the foam shim into two (2) equal size pieces.
3. Carefully slide hand and forearm between the headliner and the roof panel. Locate the existing foam blocks on either side of the dome lamp, they are attached to the headliner assembly.
4. Install one (1) foam shim between each of the existing foam blocks and the roof panel. Place the adhesive side of the foam shim towards the roof panel (Figure 1).
5. Firmly press the roof-opening trim back into its original position.

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TSB 88-05-13 Ugly Upholstery & Trim

Publication Date: MARCH 2, 1988

LIGHT TRUCK: 1987 F-SERIES, BRONCO

ISSUE: Poor appearance or premature wear of interior door trim panels and front and rear seat covers on F-Series and Bronco vehicles with XLT trim may be caused by the materials used to manufacture the panels and seat covers.

ACTION: To correct this, install new design door trim panels and seat covers made of Camden cloth. The Camden cloth improves wear qualities. Refer to the following trim panel and seat cover application charts for the correct service part numbers.

SERVICE PROCEDURE
NOTE: ON VEHICLES BUILT AFTER 2/18/87, DO NOT INSTALL NEW DOOR TRIM PANELS IF THEY HAVE A PLASTIC UPPER HALF WITH A 2" x 25" CLOTH APPLIQUE.
1. Remove the right and left hand interior door trim panels. Refer to the 1987 Light Truck Shop Manual, Section 45-03-1 for detailed service information.
2. Obtain the new service replacement interior door trim panels.
3. Install the right and left hand interior door trim panels. Refer to the 1987 Light Truck Shop Manual, Volume A, Section 41-60-1, for detailed service information.
4. Remove the front seat back and seat cushion covers. Refer to the 1987 Light Truck Shop Manual, Volume A, Section 41-60-1, for detailed service information.
5. On Broncos and F-Series Super Cabs, remove the rear seat back and seat cushion covers. Refer to the 1987 Light Truck Shop Manual, Volume A, Section 41-60-1, for detailed service information.
6. Obtain the new service replacement seat covers.
7. On Broncos and F-Series Super Cabs, install the new rear seat back and seat cushion covers. Refer to the 1987 Light Truck Shop Manual, Volume A, Section 41-60-1, for detailed service information.
8. Install new front seat back and seat cushion covers. Refer to the 1987 Light Truck Shop Manual, Volume A, Section 41-60-1, for detailed service information.

PART NUMBER PART NAME
E7TZ-1523942-EUB Trim Panel
E7TZ-1523943-EUB Trim Panel
E7TZ-1523942-E2U Trim Panel
E7TZ-1523943-E2U Trim Panel
E7TZ-1523942-E6D Trim Panel
E7TZ-1523943-E6D Trim Panel
E7TZ-1523942-FUB Trim Panel
E7TZ-1523943-FUB Trim Panel
E7TZ-1523942-F2U Trim Panel
E7TZ-1523943-F2U Trim Panel
E7TZ-1523942-F6D Trim Panel
E7TZ-1523943-F6D Trim Panel
E7TZ-1862900-ARB Front Seat Cushion Cover
E7TZ-1864416-ARB Front Seat Back Cover
E7TZ-18644A18-ARB Arm Rest Cover
E7TZ-18644A19-ARB Arm Rest Cover
E7TZ-9863804-ARB Rear Seat Cushion Cover
E7TZ-9866600-ARB Rear Seat Back Cover
E7TZ-1862900-ARD Front Seat Cushion Cover
E7TZ-1864416-ARD Front Seat Back Cover
E7TZ-18644A18-ARD Arm Rest Cover
E7TZ-18644A19-ARD Arm Rest Cover
E7TZ-9863804-ARD Rear Seat Cushion Cover
E7TZ-9866600-ARD Rear Seat Back Cover
E7TZ-1862900-ARK Front Seat Cushion Cover
E7TZ-1864416-ARK Front Seat Back Cover
E7TZ-18644A18-ARK Arm Rest Cover
E7TZ-18644A19-ARK Arm Rest Cover
E7TZ-9863804-ARK Rear Seat Cushion Cover
E7TZ-9866600-ARK Rear Seat Back Cover
E7TZ-1562900-DTB Front Seat Cushion Cover
E7TZ-1564416-DTB Front Seat Back Cover
E7TZ-15644A18-ATB Front Seat Back Trim Panel
E7TZ-1562900-DTD Front Seat Cushion Cover
E7TZ-1564416-DTD Front Seat Back Cover
E7TZ-15644A18-ATD Front Seat Back Trim Panel
E7TZ-1562900-DTK Front Seat Cushion Cover
E7TZ-1564416-DTK Front Seat Back Cover
E7TZ-15644A18-ATK Front Seat Back Trim Panel
E7TZ-1862900-DSB Front Seat Cushion Cover
E7TZ-1864416-DSB Front Seat Back Cover - R.H.
E7TZ-1864417-DSB Front Seat Back Cover - L.H.
E7TZ-1862900-DSD Front Seat Cushion Cover
E7TZ-1864416-DSD Front Seat Back Cover - R.H.
E7TZ-1864417-DSD Front Seat Back Cover - L.H.
E7TZ-1862900-DSK Front Seat Cushion Cover
E7TZ-1864416-DSK Front Seat Back Cover - R.H.
E7TZ-1864416-DSK Front Seat Back Cover - L.H.

SUPERSEDES: 87-15-07
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
880513A F-Series with captain's chairs 3.0 Hrs.
880513B F-Series with captian's chairs 1.3 Hrs.
880513C F-Series with full width seat 1.2 Hrs.
880513D Bronco 4.2 Hrs.
880513E Replace trim panels - All 0.5 Hr.
880513E1 Extra time to cut both speaker holes 0.4 Hr.

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TSB 92-15-14 Fan Clutch Diagnosis

Publication Date: JULY 15, 1992

LIGHT TRUCK: 1987-92 BRONCO, ECONOLINE, F-150-350 SERIES
1988-92 F SUPER DUTY

ISSUE: A comprehensive diagnostic procedure has been developed for determining if the engine cooling fan clutch is functioning properly. A fan clutch that is not functioning properly may cause engine cooling concerns and/or vibration.

ACTION: Use the following diagnostic procedure to determine if the fan clutch is functioning properly. A fan clutch that is not functioning properly should be replaced.
CAUTION: DO NOT ATTEMPT TO MODIFY THE BI-METALLIC COIL ON THE FACE OF THE FAN CLUTCH.

DIAGNOSTIC PROCEDURE

NOTE: PROCEED ONLY AFTER COMPLETING THE ENGINE COOLING DIAGNOSIS PROCEDURE IN SECTION 03-03 AND THE ACCESSORY DRIVE BELT TENSION PROCEDURE IN SECTION 03-05 OF THE APPROPRIATE SERVICE MANUAL.
1. Turn off the air conditioner, heater-A/C fan and radio.
2. Check for viscous drag...
a. Before starting the engine, rotate the fan and clutch assembly by hand. It should have some viscous drag, but it should turn smoothly during the full 360 of rotation.
b. Replace the fan clutch if it does not turn smoothly or does not turn at all. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
c. Replace the fan if there are only cracks.
d. If this is not the concern, go to Step 3.
3. Check for lack of viscous drag...
a. If the fan clutch spins with no viscous drag when it is cold, and it has not been run for an hour or more, it should be replaced. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
b. If this is not the concern, go to Step 4.
4. Check for excessive fan clutch bearing clearance (cold fan clutch)...
a. Hold the tip of the fan blade between the thumb and forefinger.
b. Lightly pull toward the radiator, then push toward the engine.
c. Repeat the motion several times.
* The total rocking movement at the end of the fan blade should be 2/10" (5.1mm) or less when no more than eight ounces of force is applied.
* A force greater than eight ounces may deflect the fan blade with erroneous results.
d. Replace the fan clutch if more than 2/10" (5.1mm) of movement is observed. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
e. If this is not the concern, go to Step 5.
5. Install a temporary engine tachometer if the vehicle is not equipped with a tachometer.
NOTE: DURING THE FOLLOWING TESTS, BE SURE TO MONITOR THE ENGINE COOLANT TEMPERATURE BY THE TEMPERATURE GAUGE IN THE INSTRUMENT CLUSTER. SHUT OFF THE ENGINE IF THE TEMPERATURE RISES ABOVE THE MAXIMUM RECOMMENDED LIMIT FOR THE ENGINE OR IF COOLANT IS DISCHARGED OUTSIDE THE SYSTEM. THE TESTS CAN BE RESUMED USING THE FOLLOWING PROCEDURES AFTER THE COOLANT TEMPERATURE DROPS TO A NORMAL OPERATING LEVEL.
NOTE: IF THE HOOD IS LEFT OPEN, THE FAN NOISE MAY BE EASIER TO HEAR.
WARNING: DO NOT STAND IN LINE WITH THE FAN.
6. Start the engine.
7. Check for fan disengagement and be aware of the following operational characteristics.
* The fan clutch may be engaged when the engine is first started. This will be apparent from the noise level of the fan which has a distinctive roar.
* The fan clutch engagement is due to the viscous silicone fluid draining back and filling the gap between input and output components.
* Running the engine at a constant speed of about 2000 rpm should pump the fluid back to its reservoir, disengaging the fan clutch after no more than five minutes.
* As the fan speed declines, the noise will drop off to a level inaudible to most observers.
a. Continuing the test, If the fan clutch does not reengage after five more minutes at 2000 rpm, the fan clutch should be replaced. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
b. Repeat the test procedure after fan clutch replacement to confirm the fix and to assure customer satisfaction.
c. If this is not the concern, go to Step 8.
8. Stop the engine.
Cut and install a piece of cardboard large enough to cover the front of the radiator with a six inch diameter hole in line with the fan clutch.
If it is not possible to install the cardboard directly against the radiator, attach it to the A/C condenser.
9. Start the engine.
a. With the gas engine at 2700 to 3000 rpm or diesel engine at 2100 to 2300 rpm, the vehicle temperature gauge will rise steadily as the engine warms and then appear to level off for a short time when the thermostat opens.
b. Make note of the temperature gauge position when the thermostat opens. The engine coolant temperature will continue to rise until the fan clutch engages.
10. Check for fan engagement...
a. Continue to observe the coolant temperature gauge. As the fan clutch engages, the fan noise will continue to increase and then level off at full engagement. The fan clutch may cycle off-and-on a few times during the initial engagement.
b. If the fan clutch does not engage before the maximum indicated safe operating engine coolant temperature is reached, it should be replaced. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
c. Repeat the test procedure after fan clutch replacement to verify the fix and to assure customer satisfaction. The rate of rise of the coolant temperature will slow down after clutch engagement, but it will continue to rise as long as the radiator remains covered.
d. If this is not the concern, go to Step 11.
11. Check for fan disengagement...
a. After completion of the above tests, shut off the engine.
b. Remove the cardboard cover from the front of the radiator.
c. Restart and return the gas engine to 2700 to 3000 rpm or diesel engine at 2100 to 2300 rpm, continuing to watch the coolant temperature which will begin to decrease. The fan rpm will drop to a reduced noise level where it was before the cycle began which indicates that the fan clutch has disengaged.
d. If the fan clutch remains engaged and the coolant temperature has dropped below the thermostat opening temperature (as noted in Step 9) for at least five minutes, the fan clutch should be replaced. Refer to the Dealer Master Parts Catalog for correct parts usage. Refer to the appropriate Service Manual, Section 03-05, for service details.
e. Repeat the test procedure after fan clutch replacement to confirm the fix and to assure customer satisfaction.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS:
Eligible Under Bumper To Bumper Warranty Coverage For 1992 Models, Basic Warranty Coverage For All Other Models

OPERATION DESCRIPTION TIME
921514A Diagnosis Only - F-Series And Bronco 0.6 Hr.
921514B Diagnosis Only - 1987-1991 Econoline 0.9 Hr.
921514C Diagnosis Only - 1992 Econoline 0.8 Hr.
921514D Inspection And Replacement Of Fan Clutch - 1987-92 F-Series And Bronco Except 7.3L Diesel 0.6 Hr.
921514E Inspection And Replacement Of Fan Clutch - 1987-92 F-Series With 7.3L Diesel 0.8 Hr.
921514F Inspection And Replacement Of Fan Clutch - 1987-91 Econoline Except 7.3L Diesel 0.8 Hr.
921514G Inspection And Replacement Of Fan Clutch - 1987-91 Econoline With 7.3L Diesel 0.7 Hr.
921514H Inspection And Replacement Of Fan Clutch - 1992 Econoline Except 7.3L Diesel 0.6 Hr.
921514I Inspection And Replacement Of Fan Clutch - 1992 Econoline With 7.3L Diesel 0.8 Hr.
921514J Complete Diagnosis And Replacement Of Fan Clutch - F-Series Except 7.3L Diesel 0.9 Hr.
921514K Complete Diagnosis And Replacement Of Fan Clutch - 1987-1992 F-Series With 7.3L Diesel 1.1 Hr.
921514L Complete Diagnosis And Replacement Of Fan Clutch - 1987-1991 Econoline Except 7.3L Diesel 1.4 Hr.
921514M Complete Diagnosis And Replacement Of Fan Clutch - 1987-1991 Econoline With 7.3L Diesel 1.3 Hr.
921514N Complete Diagnosis And Replacement Of Fan Clutch - 1992 Econoline Except 7.3L Diesel 1.1 Hr.
921514O Complete Diagnosis And Replacement Of Fan Clutch - 1992 Econoline With 7.3L Diesel 1.3 Hr.

See also:
A Complete Explanation of the Engine Cooling System
.

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TSB 93-24-08 Engine Coolant Concerns

Publication Date: NOVEMBER 24, 1993

FORD: 1983-94 ESCORT
1984-87 EXP
1984-94 CROWN VICTORIA, MUSTANG, TEMPO, THUNDERBIRD
1986-94 TAURUS
LINCOLN-MERCURY: 1984-86 CAPRI
1984-87 LYNX
1984-92 MARK VII
1984-94 CONTINENTAL, COUGAR, GRAND MARQUIS, TOPAZ, TOWN CAR
1986-94 SABLE
1988-89 TRACER
1991-94 CAPRI, TRACER
MERKUR: 1985-89 XR4TI
1988-89 SCORPIO
LIGHT TRUCK: 1984-94 BRONCO, ECONOLINE, F-150-350 SERIES, RANGER
1985-90 BRONCO II
1986-94 AEROSTAR
1988-94 F SUPER DUTY
1991-94 EXPLORER
MEDIUM/HEAVY TRUCK: 1993-94 F & B SERIES
NOTE: THE ESCORT/TRACER SPECIFIC APPLICATION FOR THIS ARTICLE IS AS FOLLOWS:
1983-1990 Escort - 1.9L and 1.6L
1991-1994 Escort - 1.9L
1991-1994 Tracer - 1.9L Only

ISSUE: Engine performance concerns such as hesitation or stall, rough idle, and/or poor fuel economy may be caused by the thermostat stuck in an open position or opening at a temperature lower than specified.

ACTION: Use the following "Cooling System Diagnosis" procedure to diagnose a cooling system that may not be reaching normal operating temperature. Follow the "Thermostat Diagnosis" procedure to determine if the thermostat may be at fault. Check the thermostat without removing it from the vehicle by using Rotunda Service Coolant Temperature Monitor Harness 007-00064.

DIAGNOSIS PROCEDURE
A new cooling system diagnosis procedure has been developed for engines that do not reach normal operating temperature. A new thermostat diagnosis procedure also has been developed, using a new service coolant temperature monitor harness. See chart for proper diagnostic procedure.

NOTE: THIS PROCEDURE WILL DIAGNOSE ONLY COOLING SYSTEMS THAT MAY NOT BE REACHING NORMAL OPERATING TEMPERATURE. IT WILL NOT DIAGNOSE A THERMOSTAT THAT CAUSES AN ENGINE OVERHEAT CONDITION.

THERMOSTAT DIAGNOSIS
NOTE: DISCONNECTING THE POWERTRAIN CONTROL MODULE (PCM) TO ATTACH A BREAKOUT BOX OR AN EEC IV MONITOR WILL ERASE THE ADAPTIVE LEARNING FROM MEMORY AND MAY "HIDE" A DRIVE CONCERN TEMPORARILY UNTIL THE ADAPTIVE LEARNING IS RE-LEARNED.

NOTE: THIS PROCEDURE IS MOST ACCURATE IF PERFORMED INDOORS AT LESS THAN 100°F (38°C) AMBIENT TEMPERATURE. THIS TEST MAY BE PERFORMED WITH OR WITHOUT THE HOOD OPEN AND WITH THE ENGINE WARM OR COLD.

CAUTION: ALWAYS VENT THE EXHAUST TO THE OUTSIDE WHEN PERFORMING THIS TEST.

1. Check the coolant level in the radiator and coolant recovery reservoir.
2. With the key in the "off" position, proceed as follows:
a. Remove the engine coolant temperature (ECT) sensor harness connector.
b. Attach Rotunda Service Coolant Temperature Monitor Harness 007-00064 as a jumper between the PCM and the ECT.
c. Attach Rotunda 73 Digital Multimeter 105-00051 or equivalent to the thermostat monitor harness. Voltage values (0-5vdc) may now be monitored while the sensor retains its connection to the wiring harness.
NOTE: A ROTUNDA NEW GENERATION STAR TESTER (NGS) 007-00500 OR THE ROTUNDA SERVICE BAY DIAGNOSTIC SYSTEM (SBDS) 001-00001 MAY BE USED TO MONITOR THE ECT ON VEHICLES EQUIPPED WITH DATA COMMUNICATIONS LINK (DCL). THE SBDS SEQUENCE TO USE FOR THE SCREEN IS "TOOLBOX - ELECTRONIC ENGINE CONTROL AND DCL - ITEM".
3. Vehicles equipped with electric engine cooling fan(s) must have a fan running during this test (high or low speed may be used). Two methods may be used to turn the fan(s) on:
a. Disconnect the A/C compressor clutch power supply and turn the climate control to A/C "ON". Or
b. Disconnect the power supply to the cooling fan and supply 12 volts direct to the fan connector from the battery.
NOTE: A GROUND MAY BE REQUIRED FOR SOME APPLICATIONS.
4. Place transmission in "park" or "neutral".
NOTE: RUNNING THIS TEST WITH THE VEHICLE IN GEAR OR WITH THE A/C COMPRESSOR CLUTCH ENGAGED (RUNNING) WILL CAUSE IMPROPER DIAGNOSIS
5. Start the engine and allow to idle throughout this test:
a. Allow engine to run for 2 minutes, then record ECT voltage.
b. From now on, record ECT voltage every 60 seconds.
c. When the ECT voltage trend changes direction or changes only slightly (0.03 volts or less) from the previous reading, record this as the thermostat opening voltage.
d. Use the "Voltage and Corresponding Temperature Chart" shown below to obtain actual coolant temperatures.
6. If the opening voltage is GREATER than 0.75 volts (less than 180° F/ 82° C), or 0.85 volts (170° F/ 77° C) for 2.3L HSC engine only, replace the thermostat. Refer to the dealer Master Parts Catalog for correct thermostat usage.
7. If the thermostat opening voltage is LESS than 0.75 volts (greater than 180° F/ 82° C), or 0.85 volts (170° F/ 77° C) for 2.3L HSC engine only, the thermostat is good and should NOT be replaced. The "Cooling System Diagnosis Chart" should be referenced for further instructions.
NOTE: The 10° F opening temperature difference for the 2.3L HSC engine is due to the ECT sensor location.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 93-14-04
WARRANTY STATUS: INFORMATION ONLY

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TSB 95-24-07 Washer & Coolant Reservoir Loose

Publication Date: DECEMBER 4, 1995

LIGHT TRUCK: 1995-96 BRONCO, F-150-350 SERIES

ISSUE: The washer reservoir and/or coolant recovery reservoir may be loose or detached at the left tab. This may be caused by insufficient clamping force at the tab to hold the reservoirs securely.

ACTION: Attach the washer bottle/coolant recovery reservoir to the mass air bracket with a new push pin. This will increase the clamping force and hold the reservoirs more securely, reducing the possibility of loosening. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
1. Remove the air cleaner housing cover.
2. Remove the air filter.
3. Mark the mass air bracket where the left tab of the washer reservoir is located.
4. Drill a 17/64" hole in the left side retainer slot of the mass air bracket.
5. Insert a push pin (388930-S) with the tip facing forward.
6. Reinstall the air filter and air filter housing cover.

PART NUMBER PART NAME
388930-S Push Pin

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

OPERATION DESCRIPTION TIME
952407A Attach Washer Bottle To Bracket With Push Pin 0.3 Hr.

See also:
Cooling System

.

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TSB 96-23-15 Revised Ball Joint Application Chart
VEHICLES AFFECTED:
LIGHT TRUCK:
1973-83 F-100
1973-96 BRONCO
1980-96 F-150-350 SERIES

ISSUE: A "clunking" noise may be heard from the upper and lower ball joints on some vehicles. This may be due to early wear of the joints caused by entry of water and contamination into the ball area.

ACTION: Replace the ball joints with a new integral seal design ball joint. Refer to the following Application Chart for correct part usage. The new ball joint should reduce the possibility of moisture and contamination into the ball joint. Refer to the appropriate Service Manual for removal and installation procedures.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 96-11-5

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TSB 92-1A-9 Guidelines for Modifying Light Truck Drivelines
Publication Date: 01/26/92
IF THE IMAGE IS TOO SMALL, click it.

LIGHT TRUCK: 1989 and after BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES

ISSUE: Qualified Vehicle Modifier (QVM) Bulletin Number 14 provided guidelines for modifying light truck drivelines to help ensure proper driveline integrity. The bulletin is printed here as an added aid to the service technician.

Improper driveline modifications were found to influence recent service claims for transmission damage, premature wear-out of U-joints, and noise and vibration. When modifying a driveline use the following guidelines to help ensure proper driveline integrity. Although these guidelines cover the most immediate concerns, they are not comprehensive. The reader is encouraged to further consult the references listed at the end of this bulletin.

In general, limit the amount of balance weight to approximately 3 ounces or less at each end of a shaft. Excessive weight required to balance indicates that the shaft is likely to be distorted beyond the runout specifications and should not be used. Compare the runout of the shaft against the following specifications to determine whether a shaft is worth balancing.

A list entitied Things-Gone-Wrong follows. This list contains the things-gone-wrong commonly found on vehicles with modified drivelines. Vehicle modifiers are encouraged to use this list to quickly identify problem areas in their build process.

Balanced shafts on modified vehicles are found to have over 4 times the maximum imbalance allowed by the guideline.

Muffler pipe used to make driveshafts (poor quality pipe - non-uniform metal thickness, oval/not round, rusts easily)

^ Too many balance weights used to balance a shaft

^ Driveshafts, made longer, are not increased in size when required.

^ U-joints not often up-sized, or up-graded, when required

^ Rear axle pinion angles too large on substituted or modified rear suspensions

^ Excessive U-joint angles on modified wheelbase/frame-stretched vehicles

^ U-joints not in line (in phase) at either end of a modified driveshaft. The yoke ends are crooked when welded onto the tube.

^ Alignment arrows on slip yokes and tube shafts not aligned. Sometimes the slip yoke is found turned by one spline tooth when installed, resulting in the driveline being several degrees out-of-phase.

^ Improper electrical grounding of eddy-current type brake retarders

Poor driveline modifications have been occurring for many years. These modifications often set up powerful vibration resonances in the driveline that pound and bend the critical links surrounding the shafts - joints, transmissions and axles. Frequent joint replacements, cracked manual transmission housings, and needless front wheel alignments and balances, are often attributable to poor driveline modifications. The C6 automatic transmission appeared relatively indifferent. However, the introduction of the E4OD transmission brought components internal to the transmission that are sensitive to these vibrations. Also, higher driveshaft operating speeds from the overdrive feature now make driveline specifications more critical. Therefore, adherence to the guidelines in this bulletin is necessary to maintain the reliability of current generation drivetrains.

Multiple Driveshafts and System Balancing

System balancing means assembling the whole driveline, with joints, and placing this assembly in the balancer as if it were just one shaft. This balance method is required with two-driveshaft systems. However, it may be a bit impractical with 3 shafts or more. So in this case, system-balance two shafts together, and balance the third separately.

Balance At 3,000 RPM Versus 500 RPM

Most small shops making driveshafts for body builders only have balancers that spin to 500 rpm. Ford driveshafts are balanced at 3,000 rpm, mainly to find damaging vibration resonances occuring only at these higher speeds. Vehicles today, with overdrive feature, can see over 5,000 rpm in normal use. An imbalance beyond specification at this speed can be destructive to the drivetrain. It is therefore recommended that the vehicle modifier pursue actions that ensure balance accuracy to 3,000 rpm, if the vehicles they will be used on are likely to be operated at highway speeds. The following suggests ways in which the vehicle modifier can meet this recommendation:

a. Dana Corporation is a possible source for driveshafts, and associated components, meeting Ford specifications. Their address and phone numbers are listed in the REFERENCES section of this bulletin.

b. The following must be ensured if only a 500 rpm shaft balance is available:

^ A straight shaft with uniform metal thickness

^ Use of highly-toleranced U-joints, as sourced by the original equipment vehicle manufacturer (joints from auto-parts stores are not likely to meet the required tolerances).

^ Possibly restrict the applications of these driveshafts to vehicles normally operating at slow speeds

Eddy-Current Type Brake Retarders

These brake retarders add more work to the drivetrain, requiring that the joints be upgraded to improve their life. Adding a brake retarder is not the only consideration that may require upgrading U-joints. Torque, speed, vehicle use, as well as other modifications, also go into the formula for sizing components. Therefore, it is recommended that the vehicle modifier refer to the Spicer Drivetrain Selector Guide for proper sizing of driveline parts.

DO NOT add an electrical grounding strap between the vehicle frame, and the transmission housing or support crossmember. Excessively high current has been found to run through the E4OD transmission during cranking and braking when this is done with the ground between the vehicle frame and retarder missing. This high current surge is potentially damaging to internal transmission components. Follow the grounding instructions from the brake retarder supplier explicitly.

Assure proper alignment of the driveline after retarder installation. Be observant of angles in both the plan (top) view and the side view.

It is important to determine if there is a real need for a brake retarder. Some fleets are finding that driver training, in lieu of a retarder, may be more cost-efficient.

Minimum Operating Angle Of 1/2 Degree

A slight angle is required to prevent U-joints from wearing out from brinelling, providing a smooth flow of power through the driveline. It is similar to intentionally putting a pre-load on a wheel bearing.

Maximum Operating Angle Of 3 Degrees

Operating angles can be allowed to be much higher, sometimes as high as 12 degrees. To get a vehicle to operate successfully above 3 degrees often requires larger U-joints, expensive double cardan constant velocity joints, maybe a restriction to slow vehicle speeds, and other considerations. A reduction in joint life does become noticeable on joints operating above 3 degrees, if precautions are not taken.

Two shafts, connected with a single cardan U-joint and turning at a constant rpm, have no angular acceleration that could force a vibration. When an angle is made between them, the first (power input) shaft will turn at the same constant, smooth, speed; while the second shaft will now have to speed up and slow down twice every revolution (change speed 4 times per revolution).

This creates an angular acceleration in the second shaft that forces a vibration; which is acceptable if kept to a minimum. The guidelines in this bulletin limit driveline angular accelerations to 400 radians per second squared or less, which is the requirement for all Ford light truck (SAE specification is 500). Some driveline modifications have been found to have resulted in accelerations of over 11,000 radians per second squared, often resulting in damaged drivetrains in early mileage. Vehicle modifiers are encouraged to consult the sources listed under REFERENCES in this bulletin, if driveline angles are likely to exceed 3 degrees in the modified design.

Using The Frame Siderail To Obtain A Reference Angle

The long, straight frame rails on an F-Super Duty Stripped Chassis have sufficient accuracy to use for a reference angle, and specific instructions published for this vehicle, which ask the modifier to use the frame rail as a reference, should be obeyed. However, this bulletin, and referencing Dana literature, does not require measuring a frame reference angle (all requirements reflect driveline angles relative to each other).

Driveline angle measurements should be made with the vehicle supported by the tires, and resting on a level surface. Avoid hoisting a vehicle by the frame, since this distorts the chassis enough to make the driveline angle measurements inaccurate.

Match-Mounting Driveshafts To The Rear Axle

O.E.M. rear axles have their runout measured, then a yellow dot is placed at the high side of this runout reading. The dot is placed either on the end yoke, or on the pilot/flange, of the axle input shaft. Alternately, the O.E.M. driveshafts also receive a yellow dot, which is placed on the light side of the unbalance. Upon assembly of the drivetrain, the yellow dots are matched up. This match-mounting aids the driveline system-balance. Vehicle modifiers should look for these dots, and maintain this match-up when the drivetrain is reassembled after modification. Remanufactured or modified shafts should also have their light side matched with the yellow dot on an axle, similar to the O.E.M. shafts.

Driveline Vibration Dampers

Driveline vibration dampers are sometimes added to driveshafts or axles to help with eliminating noise and vehicle harshness (NVH). If they came with the vehicle drivetrain then retain the damper with the modification.

Using Double Cardan Constant Velocity Joints To Allow Larger Angles

In general these joints, used correctly, can allow having larger joint operating angles, as much as 8 degrees. However, it is very important to note that placing this type of joint at the rear of a coupling shaft will prevent cancellation from occurring at the forward end of the shaft where the transmission joins. Without cancellation, the operating angle at this joint must be maintained at 3 degrees or less, regardless of the existence of a CV joint in the driveline system.

General Comments

It is good practice, for any chassis that will see a driveline modification, to measure and record the driveline angles for the following vehicle configurations for later comparison, and assurance for meeting the guidelines in this bulletin when the vehicle is completed:

a. Chassis as first received from the Ford assembly plant (make note that the angles may not conform exactly to this bulletin when incomplete).

b. Completed vehicle, unloaded

c. Completed vehicle, loaded to GVW, Maximum Front GAWR

d. Completed vehicle, loaded to GVW, Maximum Rear GAWR

DO NOT over-torque the U-joint fasteners. It distorts the end caps, causing premature joint failure. The Ford Light Truck Shop Manual indicates the torque anges to use for the various joints.

References

Ford Literature - QVM Bulletins Related To E4OD Transmission

QVM Bulletin # 5: E4OD Automatic Transmission
^ Published May, 1989
^ Electrical information necessary when modifying trucks with E4OD
QVM Bulletin # 10: Splicing Into Stop Lamp Electrical Circuit^ Published December, 1989
QVM Bulletin # 11: Turbo Charger/Supercharger Installed On A Vehicle Equipped With E4OD Transmission
^ Published May, 1990


Dana/Spicer Literature

Spicer Universal Joints And Driveshafts - Service Manual
^ Servicing the driveshaft
^ Balance/runout/operating angles
^ How to measure angles
^ Order form for the "Spicer Drivetrain Selector Guide"

Spicer Driveline Components - Troubleshooting Guideline^ Causes and solutions to field problems
^ Measuring and calculating operating angles
^ Measuring and calculating U-joint angle cancellation.

Dana/Spicer Anglemaster (Digital Protractor)
^ Highly recommended for accurate driveline measurement

Dana Drivetrain Service Address
Dana Corporation, Drivetrain Service Division, P.O. Box 320 Toledo, Ohio 43619

See also:
. .

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Note that greasable u-joints are physically weaker (due to the grease journals drilled through them), and those with the grease fitting screwed in between the trunnions even moreso, due to the wedge effect of the threads exactly where material is missing. They are also less durable, due to their seals constantly being blown out by the grease being pumped through them. Studies have shown that the dirt that is invariably introduced during greasing is more detrimental than NOT greasing. A sealed u-joint (which should be greased before installation, and can be re-greased by disassembly later) is stronger & lasts longer.

See also:
. .

************************************************
TSB 97-20-15 U-Joint Identification
Publication Date: SEPTEMBER 29, 1997

LIGHT TRUCK: 1990-1996 BRONCO
1990-1997 AEROSTAR, ECONOLINE, F SUPER DUTY, F-150-350 SERIES, RANGER
1991-1997 EXPLORER
1997 EXPEDITION, MOUNTAINEER

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:
Remove the old U-joint.
Measure U-joint using the following measuring procedure.
Remove bearing cups.
Remove excess grease from bottom of bearing cups and trunnions.
Remove seals from bearing cups and trunnions.
Reinstall bearing cups on trunnions.
Measure as follows, permitting a tolerance of 0.005" at Dimension "G" with Dimension "D" and "E" at 0.003".

Outside Snap Ring Style
A) Measure "G" dimension and record.
B) Measure "D" dimension and record.
C) Measure "E" dimension and record.

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.

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

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TSB 88-13-07 Caliper Tool

Publication Date: JUNE 22, 1988

LIGHT TRUCK: 1983-88 RANGER
1984-88 BRONCO II
1986-88 AEROSTAR, BRONCO, E-SERIES, F-SERIES
1988 F-SUPER DUTY

ISSUE: A "rattling" noise may be heard coming from the front disc brake calipers. The caliper pins may eventually take a set under certain load conditions allowing the disc brake caliper to "rattle". The "rattling" noise is more likely to develop on units that are driven off-road or operated on rough roads.

ACTION: To correct this, install new design caliper pins. A new caliper pin removal tool can be made to aid in removal of the pins. Refer to the caliper pin application chart on this page for the correct service part number.

The caliper pin removal tool is recommended for use on all the above listed vehicles, including 1988 Super Duty. This caliper pin tool can be made from a 1/2 inch diameter rod 7 inches long. Simply grind or cut a "V" notch in one end. The "V" notch is used to compress the pin retention tabs while the tool is also used to drive the pin out of the caliper slide groove. This tool replaces a pair of pliers and screwdriver as outlined in the Shop Manual service procedure.

CALIPER PIN APPLICATION CHART
Part Number Part Name Vehicle Usage
E8TZ-2C150-A Caliper Pin Super Duty
E8TZ-2C150-B Caliper Pin Ranger,Bronco II, Aerostar, Bronco, E-Series, F-Series

The idea for this tool was submitted for the Best Idea Contest by Joseph L. Kaiser, Bauer Ford Inc., Brookville, Indiana. See "Service Life", Winter 1987 issue for featured article.

PART NUMBER PART NAME
E8TZ-2C150-A Caliper Pin
E8TZ-2C150-B Caliper Pin

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
881307A Both sides 0.5 Hr

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TSB 98-5A-35 Rear Parking Brake Cables Bind - Vehicles Built Before 8/20/96, except chassis cab
Publication Date: MARCH 18, 1998

LIGHT TRUCK: 1992-97 F-250, F-350

ISSUE: The rear parking brake cables may bind and not allow the rear brake shoes to return fully to the anchor pins after the parking brake is applied. This may result in early brake wear, rear brake vibration/shudder, rear brake noise, drift/pull condition and/or poor fuel economy. This may be caused by a tight bend in the parking brake cable at the left side rear spring bracket.

ACTION: Reroute the parking brake cable and install a windlace on the left rear spring bracket to prevent chafing. This should reduce the possibility of the parking brake cable binding. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
1. Relieve the tension on the system by having an assistant pull directly rearward on the intermediate or front parking brake cable and conduit. Using care not to damage the coating on the parking brake cable strand, insert a 4mm drill bit or equivalent into the hole provided in the parking brake control.
2. Raise the vehicle and remove the rear wheels and brake drums.
3. Disconnect the rear brake cables and conduit from the parking brake cable equalizer.
4. Compress the prongs which retain the parking brake cables and conduit shield to the parking brake cable bracket using a 1/2" 12-point box end wrench.
5. With the spring tension released, lift the parking brake cable and conduit out of the slot in the parking brake lever on both sides.
6. Slide the cable in and out to make sure it moves freely on each side. If any sticking and/or binding is evident, replace the parking brake cables. If there is no sticking and/or binding, proceed to Step 7.
7. Reroute the driver side cable in the following manner:
a. It should be routed through the outside left of the butterfly clip, up through the spring hanger between the bracket and frame and to the top hole of the parking brake equalizer bracket.
b. Insert the rear portion of the parking brake cable and conduit through the slot in the parking brake lever at the left rear wheel.
c. Insert the front end of the parking brake cable and conduit through the top hole of the parking brake equalizer bracket until the prongs expand.
8. Reroute the passenger side cable in the following manner:
a. It should be routed through the inside right of the butterfly clip, under the spring hanger bracket and into the bottom hole of the parking brake equalizer bracket ( Figure 1 ).
b. Insert the rear portion of the parking brake cable and conduit through the slot in the parking brake lever at the right rear wheel.
c. Insert the front end of the parking brake cable and conduit through the bottom hole of the parking brake equalizer bracket until the prongs expand.
9. Install a piece of Windlace (E8TZ-1353-A) to the top front edge of the spring hanger bracket where the left rear parking brake cable crosses over it.
NOTE: WINDLACE MUST BE INSTALLED ON THE SPRING HANGER BRACKET, OTHERWISE CHAFING OF THE PARKING BRAKE CABLE COULD OCCUR.
10. Reinstall the rear brake drums, wheels and readjust the rear parking brake as outlined in the appropriate F-Series Service Manual, Section 06-02.
11. Remove the drill bit or equivalent which was inserted in the parking brake control to take up cable slack.
12. Operate the parking brake three (3) times to verify it is operating correctly.

PART NUMBER PART NAME
E8TZ-1353-A Windlace

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 96-24-12
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OPERATION DESCRIPTION TIME
9805A35A Reroute Parking Brake Cables 1.0 Hr.

See also:

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TSB 98-20-10 Exhaust "Buzzing" or "Rattling" - Loose Catalyst or Muffler Heat Shields

Publication Date: SEPTEMBER 29, 1998

FORD: 1993 FESTIVA
1993-94 TEMPO
1993-97 PROBE, THUNDERBIRD
1993-99 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS
1994-97 ASPIRE
1995-99 CONTOUR
LINCOLN-MERCURY: 1993-94 CAPRI, TOPAZ
1993-99 CONTINENTAL, COUGAR, GRAND MARQUIS, SABLE, TOWN CAR, TRACER
1995-99 MYSTIQUE
LIGHT TRUCK: 1993-96 BRONCO
1993-97 F SUPER DUTY, F-350
1993-99 AEROSTAR, ECONOLINE, EXPLORER, F-150, F-250 LD, RANGER
1995-99 WINDSTAR
1997-99 EXPEDITION, MOUNTAINEER, VILLAGER
1998-99 NAVIGATOR
1999 F-250 HD, SUPER DUTY F SERIES

ISSUE: A "buzzing" or "rattling" noise from the exhaust system may be caused by a loose heat shield attachment to the catalytic converter, catalytic pipes, muffler pipes and/or muffler. The noise is noticeable during normal driving conditions or at engine idle.

ACTION: Install worm clamps to secure loose heat shield attachments. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
Inspect for loose shields. If shield(s) is missing, this TSB does not apply. Refer to the appropriate Service or Workshop Manual for repair procedures.
NOTE: UNDER NO CIRCUMSTANCES SHOULD A HEAT SHIELD BE REMOVED WITHOUT REPLACEMENT BEFORE THE VEHICLE IS RETURNED TO THE CUSTOMER.
Install worm clamps to the catalytic converter, catalytic pipes, muffler pipes or muffler as shown.
Align the clamps to secure the heat shield to the catalytic converter, catalytic pipes, muffler pipes or muffler as required.
Tighten the clamps to 6.8 N-m (60 lb-in).
Trim the excess "ear" of the clamp to approximately 2.54 cm (1").

PART NUMBER PART NAME
FOTZ-5A231-A Worm Clamp (4-1/2" To 9-1/2")
W705949-S300 Worm Clamp (3/4" To 4")

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 98-06-04
WARRANTY STATUS: Eligible Under Basic Warranty Coverage For 1991 And Prior Models, Bumper To Bumper Warranty Coverage For 1992-99 Models, And Any Applicable Emissions Warranty Coverage
OPERATION DESCRIPTION TIME
982010A Install One (1), Two (2), Or Four (4) Worm Clamps 0.3 Hr.

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TSB 85-05-26 Hydraulic Clutch Diagnosis '83-86 ONLY

SYSTEM FEATURES:
* The hydraulic release system is self-adjusting. The slave cylinder has an internal spring which extends the piston against the release lever, provides a "no lash" condition and causes the release bearing to run constantly.
* The constant-run release bearing achieves longer life due to more consistent lubrication distribution and reduced shock loading.
* Clutch engagement rates are controlled by orifices within the clutch line to reduce powertrain shock loading.
* Hydraulic system component assemblies are now available separately (i.e. master cylinder line with fittings, slave cylinder) so that only the non-functioning component will require replacement when servicing the system. See Figures 28 and 29 for line attachment.

SYSTEM PERFORMANCE
Two basic malfunctions of the hydraulic system may occur and are similar to mechanical system concerns:
1. The release lever is not allowed to return to the free position causing the clutch to slip (similar to over-adjusted mechanical linkage).
2. The release lever is not stroked an adequate distance to fully release the clutch (similar to excessive freeplay with mechanical linkage).

DIAGNOSIS FOR SLIPPING CLUTCH
The clutch master cylinder assembly incorporates a "bleed" port between the cylinder and reservoir which is uncovered when the piston is in the non-depressed position (similar to the brake master cylinder). If the pushrod prevents the piston from fully returning with the pedal not depressed, the system retains hydraulic pressure holding the clutch partially disengaged.

Diagnosis: Push the clutch release lever toward the slave cylinder using the palm of the hand (See Figure 27). If the release lever and slave cylinder pushrod move, the hydraulic system is not causing the clutch slippage and clutch diagnosis should continue.

Clutch Pedal Linkage Adjustment
1983 MODELS - USE OF ADJUSTABLE SERVICE PUSHROD
1. Remove the cotter pin (380699-S) from the clutch lever (7A554).
2. Remove the existing 7641 pushrod from the clutch master cylinder.
3. Replace the pushrod with an adjustable pushrod.
4. Adjust the pushrod as follows:
a. Adjust the pushrod until freeplay between the pushrod and master cylinder cylinder piston is just eliminated.
b. Back off one-half turn.
c. Tighten the jam nut.
d. Assure that the bleed port for self-adjustment located in master cylinder is uncovered. With the slave cylinder mounted, push the clutch release lever (7515) toward the slave cylinder with the palm of the hand.
e. If the lever can be moved, then the bleed port is uncovered and the rod adjustment is correct.
f. If the release lever cannot be depressed, shorten the master cylinder pushrod until the release lever can be moved.

1984/85 MODELS - ADJUSTMENT OF CLUTCH RELEASE LEVER
1. Disconnect the cotter pin, the master cylinder pushrod, and the bushing clutch lever.
2. Disconnect the clutch lever (7A554)from the pedal shaft on the clutch pedal assembly by removing the attaching nut and prying the clutch lever off.
3. Check for evidence of a tight fit between the lever (7A554) and the shaft (7506).
a. If the fit between the lever and the shaft did not create clearly defined spline cuts in the lever, then replace the shaft (7506).
b. If the fit between the shaft and the lever created clearly defined spline cuts in the lever, do not replace the shaft (7506), since the lever may not hold the position.
4. Discard the clutch lever (7A554) (the spline pattern in the hole of the discarded clutch lever will not allow re-positioning on the pedal assembly shaft). If the shaft is to be replaced, remove the pedal overcenter spring (7B572). Remove the nut attaching the clutch pedal assembly to the pedal shaft and remove pedal from shaft. Remove the pedal shaft (7506) from the pedal support (2L252). Discard the pedal shaft (7506).
5. Attach a new clutch lever (7A554) to the master cylinder pushrod with the bushing and the cotter pin.
6. Place the clutch pedal (7519) up against the upper stop on the brake and clutch pedal support bracket (2L252) and allow the overcenter spring to hold it in place.
7. Attach the new clutch lever (7A554) to the shaft of the clutch pedal assembly with nut N620483-S2, making sure that the clutch lever (7A554) is not pushing or pulling the master cylinder pushrod. Torque the nut to 40 to 50 ft.-lbs. Check the clutch system for proper operation.

DIAGNOSIS FOR INADEQUATE CLUTCH RELEASE (HARD SHIFTING/GEAR GRINDING)
Diagnostic Procedure
Check the rod motion of the clutch housing mounted slave cylinder. With the clutch pedal pushed through its full travel, the slave cylinder pushrod should move the minimum distance specified below, against the clutch release lever (7515) head. (Hydraulic slave cylinder must be installed on clutch housing and actuated against the release lever head for this test or breakage of the slave cylinder may occur since the internal spring will fully extend the piston before the pedal is stroked.

Application Minimum Slave Cylinder Rod Motion
6.9L Diesel & 7.5L Gas Engines 13.5mm (17/32")
4.9L, 5.0L & 5.8L Gas Engines 17.5mm (11/16")

1. If the slave cylinder rod moves at least the minimum distance, then the hydraulic system and the in-cab mechanical components are functioning properly. Continue to trouble-shoot for clutch disengagement problems due to the clutch pressure plate, clutch disc, release bearing or the release lever. See Section 16-01 through 16-04 of the 1983-1985 Service Manuals.
2. If the slave cylinder rod does not move at least the minimum distance, then the hydraulic system or the in-cab mechanical components are malfunctioning.

Possible Sources for Inadequate Slave Travel
* Air in the hydraulic system.
* A leak in the hydraulic system.
* The hydraulic system is not being stroked enough by the in-cab mechanical components.

AIR IN THE SYSTEM - BLEED PROCEDURE (All Hydraulic Clutch Systems)
The following procedure is used with the hydraulic system installed on the vehicle. The filling of fluid is carried primarily by gravity.
1. Clean dirt and grease from the cap of the clutch master cylinder.
2. Remove the clutch master cylinder cap and diaphragm and fill the reservoir to the top with approved brake fluid only. (Brake fluid must be certified to DOT 3 specification).
3. Loosen the bleed screw located in the slave cylinder body next to the inlet connection. Collect fluid in a suitable container.
4. Fluid will now begin to move from the master cylinder down the red tube to the slave cylinder.
NOTE: THE RESERVOIR MUST BE KEPT FULL AT ALL TIMES TO ENSURE NO ADDITIONAL INTRODUCTION OF AIR INTO THE SYSTEM.
5. At this point, bubbles will appear at the bleed screw outlet. This means that air is being expelled. When the slave cylinder is full, a steady stream of fluid will come from the slave outlet. Tighten the bleed screw.
6. Assemble the diaphragm and cap to the reservoir, the fluid in the reservoir should be level with step.
7. Exert a light load (approximately 30 lbs.) to the slave cylinder piston by pushing the release lever towards the front of vehicle. Loosen the bleed screw while maintaining a constant light load. Fluid and any air that is left will be expelled through the bleed port. Tighten the bleed screw when a steady flow of fluid is visible and no air is being expelled.
IMPORTANT: Tighten the bleed screw before releasing the load on the release lever or air will be sucked into the system.
8. Add fluid level in reservoir to level at step. Assemble the diaphragm and cap. If necessary, repeat steps 7 and 8 if evidence of air still exits.
9. Exert a light load to release lever as in Step 7, but do not open the bleed screw. The piston in the slave cylinder will move slowly and firmly down bore. Check for air in the red tube. If air is present, force it into the master cylinder by tapping on the tube. Release the load slowly. Repeat 2-3 times.
10. From above actuate the clutch pedal slowly and check for air in the red tube. If air is present, repeat Step 9; fluid movement will force air into reservoir. Repeat 2-3 times.
11. The hydraulic system is now fully bled and should release the clutch. Check vehicle by starting, pushing clutch pedal to the floor and selecting reverse gear. There should be no grating of gears; if there is and the hydraulic system still contains air, repeat the procedure from Step 7.

IN CAB MECHANICAL COMPONENT DIAGNOSIS
1. Installation of correct clutch pedal (1984 Model only) - check that the vehicle is equipped with the proper clutch pedal. Vehicles with the 4.9L, 5.0L or 5.8L engine use pedal part number E4TA-7519-AB which has a welded-on stop which hits the floor. The 6.9L Diesel and 7.5L engines use pedal E4TA-7519-EB which does not have a welded-on stop. Replace the pedal if necessary.
2. Clutch Pedal Linkage Adjustment - Disconnect the cotter pin (380699-S) and the master cylinder pushrod from the clutch lever (7A554). Refer to Figure 26.
* (For 1983 only) Push the master cylinder pushrod forward until it is seated in the pushrod pocket in the master cylinder and check the alignment of the hole in the pushrod with the stud on the clutch lever (7A554).
* If the pushrod hole misaligns from the clutch lever stud by more than 1/8 inch in 1983 vehicles or by more than 1/16 inch in 1984 and 1985 vehicles, then the in-cab linkage is mispositioned. Adjust the pedal linkage per Section C-2 (clutch slipping).
3. Clutch Pedal Stroke Restriction - If the pushrod aligns with the clutch lever stud, then the clutch pedal travel is being inhibited by component other than clutch in-cab linkage. Re-attach the master cylinder pushrod to the clutch lever. Check the clutch pedal travel with a tape measure. Measure the distance between a chosen spot on the front edge of the seat and the pedal. Measure for two conditions: pedal fully up and pedal fully down. The difference between these two measurements equals the pedal travel. Minimum acceptable travel is shown below:

Application Minimum Pedal Travel
1983 6.9L Diesel & 7.5L Gas Engine 6-1/8"
1985 6.9L Diesel & 7.5L Gas Engine 5-3/4"
1984/85 4.9L, 5.0L, & 5.8L Gas Engines 5-3/4"
A possible source of restricted stroke is excessive under carpet padding or "bunching up" of the carpet or padding.

Master Cylinder Assy. (7A543)
PART NUMBER PART NAME
E3TZ-A '83 6.9/7.5L F-Series & All 84/85 F-Series
E4UZ-A 84/85 Econoline
E3TZ-B All Ranger & Bronco II

Slave Cylinder Assy. (7A564)
PART NUMBER PART NAME
E4TZ-A 84/85 F, B, E with 4.9/5.0/5.8L
E3TZ-A 83-85 6.9/7.5L F Series
E3TZ-B 83/84 2.2L Diesel Ranger
E3TZ-C 83/84 2.8L Ranger/Bronco II
E3TZ-D 83/84 2.0/2.3L Ranger

Master Cylinder to Slave Tube Assembly (7A512)
PART NUMBER PART NAME
E3TZ-A '83 6.9/7.5L F-Series & All 84/85 F-Series
E4UZ-A 84/85 Econoline
E3TZ-B 83/84 2.0/2.3L Ranger
E3TZ-C 83/84 2.2L Diesel Ranger
E3TZ-D 83/84 2.8L Ranger/Bronco II

Clutch Fluid Reservoir Assy. (7K500)
PART NUMBER PART NAME
E3TZ-A All Ranger & 84/85 Econoline

Master Cylinder Pushrod Assy. (Adjustable) (7641)
PART NUMBER PART NAME
E3TZ-B 1983 6.9/7.5L F-Series

Kit Pin & O-Ring (7560)
PART NUMBER PART NAME
E2TZ-A All (line to cylinder) for service of damaged pins and O-rings
NOTE: 1985 RANGER UTILIZES A CONCENTRIC SLAVE CYLINDER.

OTHER APPLICABLE ARTICLES: None
WARRANTY STATUS: INFORMATION ONLY


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TSB 90-16-7 Clutch Cracks Firewall

Publication Date: AUGUST 1, 1990

LIGHT TRUCK: 1984-90 BRONCO, F-150, F-250, F-350
1988-90 F SUPER DUTY


ISSUE: Incomplete clutch release and/or hydraulic fluid leaking into the cab from the clutch master cylinder may be caused by the reinforcement plate on the clutch master cylinder separating from the dash panel. The separation of the reinforcement plate reduces the clutch master cylinder pushrod travel. Reinforcement plate separation can also cause deflection of the clutch master cylinder that results in a misalignment of the pushrod to the clutch master cylinder. Misalignment causes the "O" ring in front of the secondary seal to leak hydraulic fluid.

ACTION: Inspect the truck and, if necessary, use the following service procedure to install a reinforcement kit.

***I MAY ADD THIS LATER - IT'S VERY LONG***

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TSB 85-05-24 Correction
TSB 85-01-20 Clutch Slow in Cold Weather

Dow 470 brake fluid is marketed under NAPA label/number 45012 (12 oz. container).

WARRANTY STATUS: INFORMATION ONLY

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TSB 87-16-15 Clutch Pedal Low

LIGHT TRUCK: 1984-87 F-150/350, BRONCO

ISSUE: A clutch pedal not fully returning to contact the rubber bumper at the "up" stop may result in any of the following conditions.
* Transmission gear clash or hard shifting or failure to release into or from gear (particularly reverse and 1st gear) because clutch pedal stroke length is decreased, causing low pedal reserve.
* Clutch pedal may sometimes stick near the TOP of the stroke, requiring driver to "tip" the pedal with his/her foot in order to get pedal to further return.
* Speed control is inoperative, due to pedal not returning and permitting "shut off" switch circuit to remain in the open position, i.e., clutch disengaged mode.

ACTION: To determine if a new cross-shaft lever is required, use the following diagnostic and servicing procedure.

SERVICE PROCEDURE
1. Check under the dash area to be certain that the clutch pedal system has no wiring looms which interfere with pedal return, at the interlock switch rod and the end of the master cylinder pushrod.
2. Determine if the clutch master cylinder pushrod and lever pin are correctly aligned by disconnecting the pushrod and seeing if it will reassemble to the pin WITHOUT DEPRESSING THE PUSHROD OR DEPRESSING THE CLUTCH PEDAL. (When the pushrod is disconnected from the pin, the clutch master cylinder piston is fully retracted (rearward) and the clutch pedal blade is contacting the rubber bumper stop).
3. If the two components are not in alignment, perform the following IN THIS EXACT SEQUENCE:
a. Loosen the clutch pedal attaching nut (left hand side).
b. Reinstall the clutch master cylinder pushrod to the cross-shaft lever pin.
c. Tighten the clutch pedal attaching nut (left hand side).
d. Stroke the clutch pedal several times to reset the position of the shaft to the pedal slot. THIS STEP IS REQUIRED!
e. Again, remove the clutch master cylinder pushrod from the lever pin and check the alignment. If the two (2) components are still not in alignment, replace the cross-shaft lever.
NOTE: IF THE PUSHROD IS ALIGNED WITH THE PIN, NO FURTHER ACTION IS REQUIRED.

Cross-Shaft Lever Replacement
Removal
1. Disconnect the master cylinder pushrod from the cross-shaft lever pin.
* (1984-86 Vehicles: Remove the clevis pin. Carefully pull the pushrod from the lever.
* 1987 Vehicles: Disconnect the snap-in bushing by wedging a small screwdriver or putty knife between the lever and the bushing. When the bushing tangs are free at the pin groove, carefully pull the pushrod from the lever.
2. Remove the attaching nut.
3. Remove the lever from the cross-shaft, using a pry tool or puller.

Installation
NOTE: THE PROPER POSITION OF CLUTCH MASTER CYLINDER PUSHROD RELATIVE TO THE CROSS-SHAFT LEVER (7A554) PIN IS CONTROLLED BY THIS INSTALLATION PROCEDURE. THERFORE, ONLY THE FOLLOWING STEPS SHOULD BE USED.
1. Install the new lever (pin) to the clutch master cylinder pushrod bushing.
2. Install the lever onto the cross-shaft.
3. Install the attaching nut, finger tight.
4. Inspect pedal position to make sure it is against the "up" stop.
5. Tighten the attaching nut. This will permit the knurled teeth on the shaft to cut matching teeth in lever, which then results in the correct positioning of the two (2) components.

NOTE: THE ABOVE PROCEDURE IS THE PREFERRED METHOD OF "ADJUSTING" MASTER CYLINDER PUSHROD LENGTH. FREQUENTLY, THE MASTER CYLINDER IS REPLACED OR ADJUSTABLE PUSHRODS ARE INSTALLED TO OBTAIN THE REQUIRED PUSHROD TO LEVER POSITIONING. CROSS-SHAFT LEVER REPLACEMENT IS A MORE EFFICIENT METHOD AND ELIMINATES THE POTENTIAL OF PUSHROD MIS-ADJUSTMENT AND INTRODUCING AIR OR CONTAMINATION INTO THE HYDRAULIC SYSTEM.

CROSS-SHAFT LEVER APPLICATION
Model Year Truck Series Part Number
1984-86 F-Series, Bronco E4TZ-7A554-A
1987 F-Series, Bronco E7TZ-7A554-A

PART NUMBER PART NAME
E4TZ-7A554-A Cross-Shaft Lever
E7TZ-7A554-A Cross-Shaft Lever

OTHER APPLICABLE ARTICLES: 85-1-20, 85-5-24, 85-5-26
WARRANTY STATUS: Reimbursable within the provisions of the Warranty and Policy Manual

OPERATION DESCRIPTION TIME
SP871615A Align clutch master cylinder pushrod and cross-shaft lever pin 0.4Hr. 6.9L diesel, 0.3 Hr. All others
SP871615B Replace cross-shaft lever (includes time to perform previous alignment) 0.6 Hr. 6.9L diesel, 0.5 Hr. All others


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TSB 90-16-7 Clutch Cracks Firewall

Publication Date: AUGUST 1, 1990

LIGHT TRUCK: 1984-90 BRONCO, F-150, F-250, F-350
1988-90 F SUPER DUTY


ISSUE: Incomplete clutch release and/or hydraulic fluid leaking into the cab from the clutch master cylinder may be caused by the reinforcement plate on the clutch master cylinder separating from the dash panel. The separation of the reinforcement plate reduces the clutch master cylinder pushrod travel. Reinforcement plate separation can also cause deflection of the clutch master cylinder that results in a misalignment of the pushrod to the clutch master cylinder. Misalignment causes the "O" ring in front of the secondary seal to leak hydraulic fluid.

ACTION: Inspect the truck and, if necessary, use the following service procedure to install a reinforcement kit.

***I MAY ADD THIS LATER - IT'S VERY LONG***

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

TSB 85-05-24 Correction
TSB 85-01-20 Clutch Slow in Cold Weather

Dow 470 brake fluid is marketed under NAPA label/number 45012 (12 oz. container).

WARRANTY STATUS: INFORMATION ONLY

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See also:
.

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TSB 83-23-16Clutch Slave Clip

LIGHT TRUCKS: 1983 F-250 HD/F-350

When servicing the slave cylinder, care must be taken during reinstallation to make sure both tabs on the spring clip are properly seated into place on the flywheel housing. Incorrectly seated clips could work loose from the housing and cause the slave cylinder to become disengaged, resulting in an inoperative clutch system and potential damage to the slave cylinder internal components.

OTHER APPLICABLE ARTICLES: None
WARRANTY STATUS: INFORMATION ONLY

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This TSB has been superseded by TSB 06-14-04, TSB 06-26-01, & TSB 07-01-07. Also see Ford Quick Reference Charts.


TSB 89-08-16 Drivetrain Lubricant Chart
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: APRIL 19, 1989

Note that Molybdenum Disulfide Grease (2) is extremely toxic, and shouldn't be handled without appropriate protective gear. Substitute PTFE (Teflon) Grease.


-------------------------------------------------------------------------
THE DANGER OF CHANGING THE ATF

I'm no slushbox expert, but this is how I understand it:

A) Starting with a good trans & the right fluid, over time, debris is generated in the trans due to normal wear & contamination. The fluid contains detergent additives that keep this debris suspended in the fluid until it can flow back to the filter to be removed.

B) But the fluid only contains SO MUCH detergent. So if it's not changed on-schedule, the debris doesn't get suspended, and it settles out all over the trans. But this alone doesn't cause any immediate problems, which is why so many people neglect the trans fluid for so long.

C) Eventually, someone realizes how old the fluid is, and changes it with fresh detergent-rich fluid. This begins to break up the deposits, but it also loosens large chunks, which can block up the valve body's fine passages & ports, causing MAJOR damage.

D) From what I've seen, there are 2 possible ways to avoid this damage:
1) rebuild the trans
2) change the filter & fluid once, using decent aftermarket ATF. It's also a good time to add the drain plug kit. Then drive 50-200 miles to break up most of the deposits. Then change the fluid & filter again, using MotorCraft Mercon. If the trans goes out after that, it was going out anyway.

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

TSB 00-23-10 Transmission Fluid In-Line Filter Kit

Publication Date: NOVEMBER 6, 2000

FORD:
1980-1997 THUNDERBIRD
1980-2001 CROWN VICTORIA
1984-2001 MUSTANG
1985-1990 BRONCO II
1985-2001 RANGER
1987-1997 AEROSTAR
1989-1996 BRONCO
1989-1997 F SUPER DUTY, F-250 HD
1989-2001 ECONOLINE, F-150, F-250 LD, F-350, F-450
1991-2002 EXPLORER
1997-2001 EXPEDITION
1999-2001 F-250 HD, SUPER DUTY F SERIES
2000-2001 EXCURSION

LINCOLN:
1982-2001 TOWN CAR
2000-2001 LS
1998-2001 NAVIGATOR

MERCURY:
1980-2001 GRAND MARQUIS
1987-1997 COUGAR
1997-2002 MOUNTAINEER

ISSUE: Contamination from prior transmission concerns or excess wear may be trapped in the transmission fluid cooling system. This debris must be removed by properly cleaning the transmission cooling system. After cleaning, some contamination may still remain. The remaining contamination may be reintroduced into the fluid cooling system of a repaired/replaced transmission causing premature or repeat failures.

ACTION: After every overhaul or transmission exchange, clean, flush and backflush the transmission fluid cooling system which includes: fluid cooler, auxiliary cooler, cooler lines, and Cooler Bypass Valve (CBV), if equipped. Perform the cooler flow test to ensure proper transmission fluid flow volume on the transmission return line through the cooling system. Once proper fluid flow volume is verified install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA) in the fluid cooler return line (transmission fluid flow coming out of the fluid cooler going into the transmission). Refer to the following Service Procedure for details.



SERVICE PROCEDURE

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT CAN BE INSTALLED ON ALL TRANSMISSIONS WITH 8mm (5/16") AND 9.5mm (3/8") TRANSMISSION FLUID COOLER LINES.

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT WILL ALSO BE SUPPLIED WITH ALL E4OD/4R100 AND OTHER FORD QUALITY REMANUFACTURED (FQR) TRANSMISSIONS. AFTER ANY OVERHAUL OR TRANSMISSION EXCHANGE PRIOR TO CONNECTING THE TRANSMISSION FLUID COOLING SYSTEM TO THE TRANSMISSION, FOLLOW THE STEPS BELOW.

Clean, flush and backflush transmission fluid cooling system.

NOTE: VEHICLES EQUIPPED WITH STAND-ALONE OIL-TO-AIR (OTA) FLUID COOLERS CANNOT BE PROPERLY FLUSHED. ADDITIONALLY, 1998-2001 CROWN VICTORIA/GRAND MARQUIS AND TOWN CAR HAVE OIL-TO-AIR (OTA) FLUID COOLERS EQUIPPED WITH A TERMINAL BY-PASS VALVE. FOR ALL VEHICLES EQUIPPED WITH STAND-ALONE OTA COOLERS, THE OTA COOLER MUST BE REPLACED ON EVERY OVERHAUL OR TRANSMISSION EXCHANGE. REFER TO THE APPROPRIATE SERVICE/WORKSHOP MANUAL FOR PROCEDURE.

Once the fluid cooling system has been cleaned, flushed and backflushed, connect the cooler lines and perform the transmission fluid flow test to ensure proper fluid flow. Refer to the appropriate Service/Workshop Manual for procedure. If proper fluid flow volume is not obtained, refer to appropriate Service/Workshop Manual for repair procedure. The transmission fluid coolers, auxiliary cooler, OTA, cooler lines, CBV (if equipped), transmission fluid pump or internal filter may be restricted or damaged and require replacement.
CAUTION: FAILURE TO FOLLOW THE KIT INSTRUCTIONS MAY CAUSE INTERNAL TRANSMISSION ASSEMBLY DAMAGE AND REPEAT REPAIRS.
Only after proper transmission fluid flow volume is present, install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA). Follow the instructions provided with the kit.

Once the filter is installed:
With the transmission fluid return line disconnected from the transmission, verify fluid flow through the filter. Once the fluid flow in-and-out of the filter is verified, connect the transmission fluid return line to the transmission. Check and adjust proper transmission fluid level to normal operating range at normal operating temperature and check for leaks, kinks and chafe points (refer to the "Do's and Don'ts" chart in the kit instructions).

NOTE: THE FILTER INCLUDED IN THIS KIT WILL ALSO BE AVAILABLE AS A SEPARATE PART (XC3Z-7B155-BA). IT IS RECOMMENDED THAT THIS IN-LINE FILTER BE CHANGED EVERY 48,000 KILOMETERS (30,000 MILES).

PART NUMBER PART NAME
XC3Z-7B155-AA Transmission Fluid In-Line Filter Kit (Complete)
XC3Z-7B155-BA In-Line Filter Only (Separate)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 00-03-08
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
002310AB Perform Flow Test And Install In-Line Fluid Filter 0.7 Hr.
002310A Additional Time To Retest Fluid Flow Before Installing In-Line Filter (To Be Used Only After Additional Repairs Are Performed) 0.3 Hr.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf

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SOLD Stacked-Plate ATF Cooler from '96 E4OD
-------------------------------------------------------------------------
THE DANGER OF CHANGING THE ATF



I'm no slushbox expert, but this is how I understand it:

A) Starting with a good trans & the right fluid, over time, debris is generated in the trans due to normal wear & contamination. The fluid contains detergent additives that keep this debris suspended in the fluid until it can flow back to the filter to be removed.

B) But the fluid only contains SO MUCH detergent. So if it's not changed on-schedule, the debris doesn't get suspended, and it settles out all over the trans. But this alone doesn't cause any immediate problems, which is why so many people neglect the trans fluid for so long.

C) Eventually, someone realizes how old the fluid is, and changes it with fresh detergent-rich fluid. This begins to break up the deposits, but it also loosens large chunks, which can block up the valve body's fine passages & ports, causing MAJOR damage.

D) From what I've seen, there are 2 possible ways to avoid this damage:
1) rebuild the trans
2) change the filter & fluid once, using decent aftermarket ATF. It's also a good time to add the drain plug kit. Then drive 50-200 miles to break up most of the deposits. Then change the fluid & filter again, using MotorCraft Mercon. If the trans goes out after that, IT WAS GOING OUT ANYWAY. See option 1).

.
__________________________________________
TSB 00-23-10 Transmission Fluid In-Line Filter Kit
http://www.amazon.com/ATP-JX-160-Universal--Line-Filter/dp/B000C8RAYE/
http://www.amazon.com/Hastings-TF109-Magnetic-Universal-Transmission/dp/B001TITC0Q/
http://www.amazon.com/80277-Universal-Remote-Transmission-Filter/dp/B000CIKJMY/
.

Publication Date: NOVEMBER 6, 2000

FORD:
1980-1997 THUNDERBIRD
1980-2001 CROWN VICTORIA
1984-2001 MUSTANG
1985-1990 BRONCO II
1985-2001 RANGER
1987-1997 AEROSTAR
1989-1996 BRONCO
1989-1997 F SUPER DUTY, F-250 HD
1989-2001 ECONOLINE, F-150, F-250 LD, F-350, F-450
1991-2002 EXPLORER
1997-2001 EXPEDITION
1999-2001 F-250 HD, SUPER DUTY F SERIES
2000-2001 EXCURSION

LINCOLN:
1982-2001 TOWN CAR
2000-2001 LS
1998-2001 NAVIGATOR

MERCURY:
1980-2001 GRAND MARQUIS
1987-1997 COUGAR
1997-2002 MOUNTAINEER

ISSUE: Contamination from prior transmission concerns or excess wear may be trapped in the transmission fluid cooling system. This debris must be removed by properly cleaning the transmission cooling system. After cleaning, some contamination may still remain. The remaining contamination may be reintroduced into the fluid cooling system of a repaired/replaced transmission causing premature or repeat failures.

ACTION: After every overhaul or transmission exchange, clean, flush and backflush the transmission fluid cooling system which includes: fluid cooler, auxiliary cooler, cooler lines, and Cooler Bypass Valve (CBV), if equipped. Perform the cooler flow test to ensure proper transmission fluid flow volume on the transmission return line through the cooling system. Once proper fluid flow volume is verified install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA) in the fluid cooler return line (transmission fluid flow coming out of the fluid cooler going into the transmission). Refer to the following Service Procedure for details.

SERVICE PROCEDURE

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT CAN BE INSTALLED ON ALL TRANSMISSIONS WITH 8mm (5/16") AND 9.5mm (3/8") TRANSMISSION FLUID COOLER LINES.

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT WILL ALSO BE SUPPLIED WITH ALL E4OD/4R100 AND OTHER FORD QUALITY REMANUFACTURED (FQR) TRANSMISSIONS. AFTER ANY OVERHAUL OR TRANSMISSION EXCHANGE PRIOR TO CONNECTING THE TRANSMISSION FLUID COOLING SYSTEM TO THE TRANSMISSION, FOLLOW THE STEPS BELOW.

Clean, flush and backflush transmission fluid cooling system.

NOTE: VEHICLES EQUIPPED WITH STAND-ALONE OIL-TO-AIR (OTA) FLUID COOLERS CANNOT BE PROPERLY FLUSHED. ADDITIONALLY, 1998-2001 CROWN VICTORIA/GRAND MARQUIS AND TOWN CAR HAVE OIL-TO-AIR (OTA) FLUID COOLERS EQUIPPED WITH A TERMINAL BY-PASS VALVE. FOR ALL VEHICLES EQUIPPED WITH STAND-ALONE OTA COOLERS, THE OTA COOLER MUST BE REPLACED ON EVERY OVERHAUL OR TRANSMISSION EXCHANGE. REFER TO THE APPROPRIATE SERVICE/WORKSHOP MANUAL FOR PROCEDURE.

Once the fluid cooling system has been cleaned, flushed and backflushed, connect the cooler lines and perform the transmission fluid flow test to ensure proper fluid flow. Refer to the appropriate Service/Workshop Manual for procedure. If proper fluid flow volume is not obtained, refer to appropriate Service/Workshop Manual for repair procedure. The transmission fluid coolers, auxiliary cooler, OTA, cooler lines, CBV (if equipped), transmission fluid pump or internal filter may be restricted or damaged and require replacement.
CAUTION: FAILURE TO FOLLOW THE KIT INSTRUCTIONS MAY CAUSE INTERNAL TRANSMISSION ASSEMBLY DAMAGE AND REPEAT REPAIRS.
Only after proper transmission fluid flow volume is present, install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA). Follow the instructions provided with the kit.

Once the filter is installed:
With the transmission fluid return line disconnected from the transmission, verify fluid flow through the filter. Once the fluid flow in-and-out of the filter is verified, connect the transmission fluid return line to the transmission. Check and adjust proper transmission fluid level to normal operating range at normal operating temperature and check for leaks, kinks and chafe points (refer to the "Do's and Don'ts" chart in the kit instructions).

NOTE: THE FILTER INCLUDED IN THIS KIT WILL ALSO BE AVAILABLE AS A SEPARATE PART (XC3Z-7B155-BA). IT IS RECOMMENDED THAT THIS IN-LINE FILTER BE CHANGED EVERY 48,000 KILOMETERS (30,000 MILES).

PART NUMBER PART NAME
XC3Z-7B155-AA Transmission Fluid In-Line Filter Kit (Complete)
XC3Z-7B155-BA In-Line Filter Only (Separate)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 00-03-08
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
002310AB Perform Flow Test And Install In-Line Fluid Filter 0.7 Hr.
002310A Additional Time To Retest Fluid Flow Before Installing In-Line Filter (To Be Used Only After Additional Repairs Are Performed) 0.3 Hr.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf

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TSB 02-21-01 E4OD/4R100 Torque Converter Access External Dust Plug May Become Dislodged

Publication Date: October 11, 2002

Applicability:
1989-1996 BRONCO
1989-1997 F SUPER DUTY
1989-1998 F-250 LD, F-53 MOTORHOME
1989-2003 E SERIES, F-150
1997-2003 EXPEDITION
1999-2003 SUPER DUTY F SERIES, SUPER DUTY F-53 STRIPPED CHAS.
2000-2003 EXCURSION
LINCOLN: 1998-2003 NAVIGATOR
2002-2003 BLACKWOOD

ISSUE: Some vehicles equipped with the E4OD/4R100 transmission may exhibit the torque converter external access dust plug dislodging and falling out during severe duty use. This may be caused by a combination of stack up tolerance, material shrinkage over time, and loading being applied to the plug during usage or cleaning of the underside of the vehicle.

ACTION: Obtain new plug (E9TZ-7N171-A) and apply 1/4" bead of silicone sealant around entire perimeter of part and install plug into transmission case. The silicone is to be applied in the groove of the part such that when it is installed, the sealant will fill any gaps between the transmission case and the plug.

SERVICE PROCEDURE
Obtain service part E9TZ-7N171-A, F7TZ-19554-AA and general purpose degreaser such as Motorcraft Brake Parts Cleaner, PM-4. Clean transmission case casting in the area of the plug using general purpose degreaser making sure the area is free from grease and other contaminants. Apply a 1/4" bead of silicone sealant F7TZ-19554-AA to plug E9TZ-7N171-A making sure that the groove in the plug is filled with silicone sealant. Immediately install plug into the transmission case casting smoothing out any overflow that may occur during installation.

PART NUMBER PART NAME
PM-4 Motorcraft Brake Parts Cleaner
E9TZ-7N171-A Plug - Converter Access
F7TZ-19554-AA Ultra Silicone Sealant

OTHER APPLICABLE ARTICLES: NONE

WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION: 022101A
DESCRIPTION: Install Torque Converter Access External Dust Plug - 1989-1996 Bronco, 1989-1997 F-150, F250LD, F-Super Duty, E-Series, 1998-2003 F-150, Lightning, Harley Davidson, F-250LD, Super Duty F-Series, E-Series, 2000-2003 Excursion, 1989-2003 Motor Home Stripped Chassis, 1997-2003 Expedition, Navigator, 2002-2003 Blackwood
TIME: 0.2 Hr.


-------------------------------------------------------------------------
THE DANGER OF CHANGING THE ATF

I'm no slushbox expert, but this is how I understand it:

A) Starting with a good trans & the right fluid, over time, debris is generated in the trans due to normal wear & contamination. The fluid contains detergent additives that keep this debris suspended in the fluid until it can flow back to the filter to be removed.

B) But the fluid only contains SO MUCH detergent. So if it's not changed on-schedule, the debris doesn't get suspended, and it settles out all over the trans. But this alone doesn't cause any immediate problems, which is why so many people neglect the trans fluid for so long.

C) Eventually, someone realizes how old the fluid is, and changes it with fresh detergent-rich fluid. This begins to break up the deposits, but it also loosens large chunks, which can block up the valve body's fine passages & ports, causing MAJOR damage.

D) From what I've seen, there are 2 possible ways to avoid this damage:
1) rebuild the trans
2) change the filter & fluid once, using decent aftermarket ATF. It's also a good time to add the drain plug kit. Then drive 50-200 miles to break up most of the deposits. Then change the fluid & filter again, using MotorCraft Mercon. If the trans goes out after that, it was going out anyway.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf

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From a Grand Marquis

Before buying cheap aftermarket parts, check for coupons & service offers from Ford.
_____________________________________________________________
TSB 95-2-12 E4OD Diagnostic Trouble Codes and/or Harsh Shift Concerns - Water Intrusion of the MLP/TR Sensor



Publication Date: JANUARY 30, 1995

LIGHT TRUCK:
1989-1994 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
Verify the customer concern. Perform normal on-board diagnostics. Inspect the MLP/TR Sensor for signs of water contamination. 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: F5TZ-7A247-A
PART NAME: 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: 950212A
DESCRIPTION: Perform Electronic Transmission Diagnostics, Replace MLP/TR Sensor
TIME: 2.0 Hrs.

. . . . . .

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

TSB 98-24-06 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.



ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)
-------------------------------------------------------------------------
THE DANGER OF CHANGING THE ATF

I'm no slushbox expert, but this is how I understand it:

A) Starting with a good trans & the right fluid, over time, debris is generated in the trans due to normal wear & contamination. The fluid contains detergent additives that keep this debris suspended in the fluid until it can flow back to the filter to be removed.

B) But the fluid only contains SO MUCH detergent. So if it's not changed on-schedule, the debris doesn't get suspended, and it settles out all over the trans. But this alone doesn't cause any immediate problems, which is why so many people neglect the trans fluid for so long.

C) Eventually, someone realizes how old the fluid is, and changes it with fresh detergent-rich fluid. This begins to break up the deposits, but it also loosens large chunks, which can block up the valve body's fine passages & ports, causing MAJOR damage.

D) From what I've seen, there are 2 possible ways to avoid this damage:
1) rebuild the trans
2) change the filter & fluid once, using decent aftermarket ATF. It's also a good time to add the drain plug kit. Then drive 50-200 miles to break up most of the deposits. Then change the fluid & filter again, using MotorCraft Mercon. If the trans goes out after that, it was going out anyway.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf

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AODs are known to have problems with TV cable adjustment, and it's often due to the original rubber bushing cracking & falling out while driving, which normally destroys the transmission in a couple of miles. But it's so common that Ford makes this upgraded brass bushing, which is cheap (~$10) & easy to install.

The pic above shows a car-style intake & throttle lever, but the truck lever is even easier to find, on top of the engine under the round black plastic cover.



To adjust the cable, read this caption:


-------------------------------------------------------------------------
THE DANGER OF CHANGING THE ATF

I'm no slushbox expert, but this is how I understand it:

A) Starting with a good trans & the right fluid, over time, debris is generated in the trans due to normal wear & contamination. The fluid contains detergent additives that keep this debris suspended in the fluid until it can flow back to the filter to be removed.

B) But the fluid only contains SO MUCH detergent. So if it's not changed on-schedule, the debris doesn't get suspended, and it settles out all over the trans. But this alone doesn't cause any immediate problems, which is why so many people neglect the trans fluid for so long.

C) Eventually, someone realizes how old the fluid is, and changes it with fresh detergent-rich fluid. This begins to break up the deposits, but it also loosens large chunks, which can block up the valve body's fine passages & ports, causing MAJOR damage.

D) From what I've seen, there are 2 possible ways to avoid this damage:
1) rebuild the trans
2) change the filter & fluid once, using decent aftermarket ATF. It's also a good time to add the drain plug kit. Then drive 50-200 miles to break up most of the deposits. Then change the fluid & filter again, using MotorCraft Mercon. If the trans goes out after that, it was going out anyway.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf
__________________________________________
TSB 00-23-10 Transmission Fluid In-Line Filter Kit
http://www.amazon.com/ATP-JX-160-Universal--Line-Filter/dp/B000C8RAYE/
http://www.amazon.com/Hastings-TF109-Magnetic-Universal-Transmission/dp/B001TITC0Q/
http://www.amazon.com/80277-Universal-Remote-Transmission-Filter/dp/B000CIKJMY/


Publication Date: NOVEMBER 6, 2000

FORD:
1980-1997 THUNDERBIRD
1980-2001 CROWN VICTORIA
1984-2001 MUSTANG
1985-1990 BRONCO II
1985-2001 RANGER
1987-1997 AEROSTAR
1989-1996 BRONCO
1989-1997 F SUPER DUTY, F-250 HD
1989-2001 ECONOLINE, F-150, F-250 LD, F-350, F-450
1991-2002 EXPLORER
1997-2001 EXPEDITION
1999-2001 F-250 HD, SUPER DUTY F SERIES
2000-2001 EXCURSION

LINCOLN:
1982-2001 TOWN CAR
2000-2001 LS
1998-2001 NAVIGATOR

MERCURY:
1980-2001 GRAND MARQUIS
1987-1997 COUGAR
1997-2002 MOUNTAINEER

ISSUE: Contamination from prior transmission concerns or excess wear may be trapped in the transmission fluid cooling system. This debris must be removed by properly cleaning the transmission cooling system. After cleaning, some contamination may still remain. The remaining contamination may be reintroduced into the fluid cooling system of a repaired/replaced transmission causing premature or repeat failures.

ACTION: After every overhaul or transmission exchange, clean, flush and backflush the transmission fluid cooling system which includes: fluid cooler, auxiliary cooler, cooler lines, and Cooler Bypass Valve (CBV), if equipped. Perform the cooler flow test to ensure proper transmission fluid flow volume on the transmission return line through the cooling system. Once proper fluid flow volume is verified install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA) in the fluid cooler return line (transmission fluid flow coming out of the fluid cooler going into the transmission). Refer to the following Service Procedure for details.

SERVICE PROCEDURE

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT CAN BE INSTALLED ON ALL TRANSMISSIONS WITH 8mm (5/16") AND 9.5mm (3/8") TRANSMISSION FLUID COOLER LINES.

NOTE: THIS IN-LINE TRANSMISSION FLUID FILTER KIT WILL ALSO BE SUPPLIED WITH ALL E4OD/4R100 AND OTHER FORD QUALITY REMANUFACTURED (FQR) TRANSMISSIONS. AFTER ANY OVERHAUL OR TRANSMISSION EXCHANGE PRIOR TO CONNECTING THE TRANSMISSION FLUID COOLING SYSTEM TO THE TRANSMISSION, FOLLOW THE STEPS BELOW.

Clean, flush and backflush transmission fluid cooling system.

NOTE: VEHICLES EQUIPPED WITH STAND-ALONE OIL-TO-AIR (OTA) FLUID COOLERS CANNOT BE PROPERLY FLUSHED. ADDITIONALLY, 1998-2001 CROWN VICTORIA/GRAND MARQUIS AND TOWN CAR HAVE OIL-TO-AIR (OTA) FLUID COOLERS EQUIPPED WITH A TERMINAL BY-PASS VALVE. FOR ALL VEHICLES EQUIPPED WITH STAND-ALONE OTA COOLERS, THE OTA COOLER MUST BE REPLACED ON EVERY OVERHAUL OR TRANSMISSION EXCHANGE. REFER TO THE APPROPRIATE SERVICE/WORKSHOP MANUAL FOR PROCEDURE.

Once the fluid cooling system has been cleaned, flushed and backflushed, connect the cooler lines and perform the transmission fluid flow test to ensure proper fluid flow. Refer to the appropriate Service/Workshop Manual for procedure. If proper fluid flow volume is not obtained, refer to appropriate Service/Workshop Manual for repair procedure. The transmission fluid coolers, auxiliary cooler, OTA, cooler lines, CBV (if equipped), transmission fluid pump or internal filter may be restricted or damaged and require replacement.
CAUTION: FAILURE TO FOLLOW THE KIT INSTRUCTIONS MAY CAUSE INTERNAL TRANSMISSION ASSEMBLY DAMAGE AND REPEAT REPAIRS.
Only after proper transmission fluid flow volume is present, install the Transmission Fluid In-Line Filter Kit (XC3Z-7B155-AA). Follow the instructions provided with the kit.

Once the filter is installed:
With the transmission fluid return line disconnected from the transmission, verify fluid flow through the filter. Once the fluid flow in-and-out of the filter is verified, connect the transmission fluid return line to the transmission. Check and adjust proper transmission fluid level to normal operating range at normal operating temperature and check for leaks, kinks and chafe points (refer to the "Do's and Don'ts" chart in the kit instructions).

NOTE: THE FILTER INCLUDED IN THIS KIT WILL ALSO BE AVAILABLE AS A SEPARATE PART (XC3Z-7B155-BA). IT IS RECOMMENDED THAT THIS IN-LINE FILTER BE CHANGED EVERY 48,000 KILOMETERS (30,000 MILES).

PART NUMBER PART NAME
XC3Z-7B155-AA Transmission Fluid In-Line Filter Kit (Complete)
XC3Z-7B155-BA In-Line Filter Only (Separate)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 00-03-08
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
002310AB Perform Flow Test And Install In-Line Fluid Filter 0.7 Hr.
002310A Additional Time To Retest Fluid Flow Before Installing In-Line Filter (To Be Used Only After Additional Repairs Are Performed) 0.3 Hr.

http://www.fcsdchemicalsandlubricants.com/Main/quickref/atf.pdf

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TSB 93-2-11 Buzz or Rattle through the 4X4 Manual Shift Lever

Publication Date: JANUARY 18, 1993

Applies to: LIGHT TRUCK: 1992 BRONCO, F-150-350 SERIES

ISSUE: A "buzz" or "rattle" may be heard through the 4X4 transfer case shift lever while driving or standing still, when the engine RPM is above 1500 RPM. This can be caused by a powertrain vibration that is transferred to the shift lever.

ACTION: Check the shift lever attaching bolts and handle attaching nut for proper torque to determine if a new 4X4 manual shift lever with improved isolating o-rings is required.

1. Confirm the buzz/rattle and note the condition at which it occurs.

2. Make sure the attaching bolts which secure the 4X4 manual shift lever to the transmission extension housing are properly torqued. Tighten to 85 ft.-lbs., 12.7 ft.-lbs. (115 N-m 17.3 N-m).

3. Make sure the handle attaching nut is properly torqued. Tighten to 18 ft.-lbs., 2.8 ft.-lbs. (25 N-m 3.8 N-m).

4. Check to see if the buzz/rattle still exists and note the condition at which it occurs.

5. If it still exists, remove the 4X4 shifter assembly (including the handle) from the vehicle. Refer to the 1992 F-150/350, Bronco Service Manual, Section 07-07B, for removal procedure.

6. With the shifter assembly removed, check to see if the "buzz/rattle" still exists.
* If the same "buzz/rattle" still exists, look for the noise elsewhere and correct the concern.
* If the "buzz/rattle" is no longer present, replace the 4x4 manual shifter assembly with a new assembly which has improved isolating rubber o-rings. Also replace the control rod connecting the shifter to the transfer case. Refer to the Parts Block for proper parts usage. Refer to the 1992 F-150/350, Bronco Service Manual, Section 07-07B, for the installation procedure.
* DO NOT replace the shift handle. Reuse the existing handle.

PART NUMBER PART NAME
F2TZ-7210-K 4X4 Shifter Assembly (Mazda R2, ZFLD)
F2TZ-7210-N 4X4 Shifter Assembly (E4OD)
F2TZ-7210-P 4X4 Shifter Assembly (T18, C6, AOD, ZFHD)
F2TZ-7B051-A Control Rod (Mazda R2, ZFLD)
F2TZ-7B051-E Control Rod (E4OD)
F2TZ-7B051-C Control Rod (T18, C6)
F2TZ-7B051-D Control Rod (AOD)
F2TZ-7B051-B Control Rod (ZFHD)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 92-7-10
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
930211A Test Drive To Verify Concern, Torque Mechanism-To-Transmission Bolts, Torque Lever-To-Mechanism Nut, Verify Fix 0.9 Hr.
930211B Test Drive To Verify Concern, Torque Mechanism-To-Transmission Bolts, Torque Lever-To-Mechanism Nut, Test Drive, Install New Replacement Or Reinstall Old Lever Assembly 1.7 Hrs.

See also:

. .

SOLD Transfer Case Shifter from '92 E4OD & BW1356

Hardware included; works smoothly; mouse hole chewed in boot not apparent when installed. Ships as 7.5 lbs 11x10x8"

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TSB 91-14-15 TRANSFER CASE - BORG WARNER 1345 - REVISED SHIFT CONTROL LEVER INSTALLATION PROCEDURE - 4X4 VEHICLES
Publication Date: 07/11/91

LIGHT TRUCK: 1990-91 F-150-350 SERIES

ISSUE: The 1990 and 1991 Shop Manuals incorrectly state that the shift control lever is pointed downward. The shift control lever should be pointed UPWARD.

In prior model years, the lever was pointed downward. However, in 1990 the position of the shift lever was changed, it was pointed upward. The 1990 and 1991 Shop Manuals were not previously updated to reflect this change. A Quarterly TSB Update will be issued in September correcting the Shop Manual pages.

ACTION: If assembly of the transfer case is required, make sure that the shift control lever is pointing UPWARD in the neutral position.
__________________________________________

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
Publication Date: 06/09/97

LIGHT TRUCK:
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

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 96-20-18
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
971213A Replace Transfer Case 1.6 Hrs.
Input Seal - 1987-96
F-150-350, Bronco And
1997 F-250-350

971213B Replace Transfer Case 2.7 Hrs.
Input Seal - 1996-97
Explorer AWD And 1997
Mountaineer

971213C Replace Transfer Case 2.1 Hrs.
Input Seal - 1997 F-150,
Expedition

DEALER CODING
CONDITION
BASIC PART NO. CODE
7B215 D8
OASIS CODES: 501000, 502000, 503000, 504000, 506000, 510000
__________________________________________
TSB89-6-19 TRANSFER CASE-LUBRICATION REQUIREMENTS FOR VEHICLES EQUIPPED "DANA" POWER TAKE-OFF (PTO) UNITS

LIGHT TRUCK: 1987-89 F-350

ISSUE: Warner 356 transfer case assemblies with "Dana" P.T.O. units require 4.8 quarts more oil (Dexron II ATF) than transfer cases without P.T.O's. Transfer cases equipped with P.T.O's that are operated under a continuous load in excess of 11 minutes may exhibit failures due to a low fill.

ACTION: When servicing transfer cases that have P.T.O's, refill the transfer case as described in the following service procedure.
FIGURE 1

NOTE: SOME TRANSFER CASES HAVE A FILL PLUG LABELED "FOR P.T.O. FILL ONLY" ON THE FRONT OF THE CASE, FIGURE 1.
NOTE: CUSTOMERS SHOULD BE GIVEN A COPY OF THIS INFORMATION FOR FUTURE REFERENCE.

1. Locate the fill plug on the front of the transfer case labeled "FOR P.T.O. FILL ONLY", Figure 1. Fill oil to the level of this fill hole. If this fill hole does not exist, proceed to Step 2. NOTE: THE UPPERMOST CAPSCREW ON THE OUTPUT SHAFT BEARING COVER OF THE P.T.O. SHOULD BE USED TO CHECK THE OIL LEVEL.
FIGURE 2
2. Remove the uppermost capscrew ("A") on the output shaft bearing cover of the P.T.O., Figure 2.
FIGURE 3
3. Remove the barbed fitting and breather hose from the P.T.O. shifter cover, Figure 3.
4. Add oil into the P.T.O. through the breather hole in the shifter cover until the oil begins to run out of the hole for the capscrew ("A").
5. Reinstall the capscrew in the output shaft bearing cover of the P.T.O.
6. Reinstall the barbed fitting and breather hose into the P.T.O. shift cover.
7. Make sure all the capscrews are properly tightened. Refer to the P.T.O. owner manual for the correct torque specification.

OTHER APPLICABLE ARTICLES: None
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 5700, 5970
__________________________________________
See also:

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TSB 92-01-08 (Excerpt) Touch-Drive ESOF Operation
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: JANUARY 6, 1992

LIGHT TRUCK: 1990 and prior BRONCO II
1992 and prior AEROSTAR, BRONCO, F-150, F-250, F-350, RANGER
1991-92 EXPLORER

ISSUE: Ford 4-wheel drive vehicles were discussed at length in the 1991 April, May and June issues of Shop Tips. Topics included locking hubs, transfer cases, vehicle operating characteristics, driveline windup and service tips. This information is being reprinted here to better assist the technician with questions concerning 4WD operation and service.

ACTION: Refer to the following for Ford 4WD information.

"TOUCH DRIVE" - NEW ELECTRONIC CONTROL MODULE FOR 1991
A new electronic control module has been installed on the 1991 model Ford trucks with "Touch Drive," built after 8/6/90. The new module features a different computer logic to control shifting.

With the previous module, it was possible for the driver to select 4L directly from 2WD. However, the control module actually shifted the vehicle into 4H first, then checked to see if the vehicle was stopped and that the automatic transmission was in neutral (or the manual transmission clutch was disengaged). If these conditions were not met, the actual shift wouldn't take place. Instead, everything would be made ready for the moment when the shift could be completed. This was called pre-staging.

During pre-staging, the Low Range light flashed. This confused some customers. In addition, pre-staging and the flashing light sent confusing signals to the new E4OD transmission's electronic controller.

The new module solves both these problems. With the new logic, if the driver selects 4L when in 2WD, nothing will happen, because the transfer case controller ignores the 4L signal. The driver must make the shift to 4H first, then (while stopped) shift to 4L.

DIAGNOSIS OF THE ELECTRIC SHIFT 4 x 4 TRANSFER CASE
The Ford "Touch Drive" shift-on-the-fly system is currently available on Ranger, Bronco, F-Series and Explorer. Following are the six common concerns most often expressed by customers:

Nothing happens (dead system).
No range shift.
Attempt to shift into 4H from 2H or 4L results in the module clicking and chattering and the system stops in 2H.
At start up, the vehicle shifts on its own.
Indicator lights don't register the correct information.
Shifting on the fly isn't smooth and may require stopping in order to complete the shift.
All these conditions can be best understood by taking a close look at a schematic of the electrical system linked below.
******* USE THIS DIAGRAM *******
P1 = ESOF Module Pin A8
P2 = ESOF Module Pin A7
P3 = Electronic Shift Control Switch Pin 8
.
*****************************

Power In
Power is supplied to the system at 3 points:

P1. This is a direct connection to the battery. This power drives the electric shift control motor and provides current to the instrument cluster lamps. This circuit goes to ground G1.

P2. The electronic shift control module is tied into the ignition circuit. This circuit provides power to the computer and goes to ground G2.

P3. Nighttime illumination is provided by a connection to the vehicle's nighttime illumination circuit, which goes to ground G3.



The electronic shift control module directs power depending on the position of the control switches. In Figure 21, you will notice that inputs and outputs to and from the shift module are labeled "A", "B" or "C." "A" circuits are power circuits, "B" circuits are data circuits from sensors and "C" circuits are activating switch and related lamp circuits.

We have already explained the power in circuits "A." The "B" circuits supply data from three sources: The speed sensor, the motor position sensor and either a neutral switch (for automatic transmissions) or a clutch switch (for manual transmissions).

The speed sensor is important because the vehicle must be stopped for a shift into or out of 4L. The shift module won't make the shift if the vehicle is moving. The shift module also won't make a shift to 4L or back unless an automatic transmission is in neutral or the clutch is depressed on a manual transmission.

The motor position sensor indicates the position of the shift motor shaft. This shaft turns through approximately 270 degrees and should stop at three indexed points, 2H, 4H and 4L (Figure 20). The shift control module needs to know where the shaft is before making a new shift. When this sensor isn't functioning properly or the motor stops slightly off location, the shift control module may become "confused."

The "C" circuits involve the switches on the vehicle's control panel. When everything is working properly, activating a switch will result in either a from 2H to 4H or back, or a shift from 4H to 4L or back. The default operating mode is 2H. This means that in the absence of other instructions, the control module will assume that the vehicle should be in 2H. If there is a failure in the system during shifts or engine start up, it will default the vehicle to 2H and permit continued operation.


DIAGNOSIS
With this background, let's diagnose our six problem areas.

Nothing Happens (Dead System)

The obvious first step in diagnosing a dead system is to check the power sources, fuses and grounds. If these check out, you should run the shift control module self-test. Figure 22 shows the module with pigtail "A," "B" and "C" attachments. The self-test button and self-test LED are located on the side of the shift control module.


Disconnect the "B" and "C" connectors, turn on the ignition and allow 4 seconds for the module to power up. Then push the self-test button. If the LED doesn't illuminate, the module is dead and must be replaced. If the LED comes on and stays on for 30 seconds, there is an error condition and the module will have to be replaced. If the module is OK the LED will flash 4 times.

This test, however, is not 100 percent accurate. During the test, the vehicle isn't operating, so the shift control module isn't receiving data and initiating shifts. If the unit passes the self-test, it's probably a good module. Go on to check for other probable causes, but don't rule out the module entirely. If your search doesn't turn up any other cause, it may be the module after all. You may have to try replacing the module even though it passed the self-test.


Check Sensors

A logical next step is to check the three sensors with the ignition on. The transmission sensors (manual or automatic) should be closed with the clutch in, or the automatic shift in neutral. The speed sensor should show 225-275 ohms with the vehicle stopped. Check at the module connection.

Check both the motor position sensors and the wiring harness at B4, B5, B6 and B7 and the input from B8 (see Figure 21). Make sure the harness is OK first, then check the contacts against the chart in Figure 23. Each valid combination of open and closed switches indicates a different position of the motor. For example, at the 4H position, B7 is closed, B6 is closed, B5 is open and B4 is open. Besides the three main positions (2H, 4H and 4L), intermediate positions are also shown - three between 2H and 4H and three bewteen 4H and 4L (see Figure 20 and the chart in Figure 23). Combinations other than those shown in Figure 23 indicate a defective motor sensor assembly.


Check Transfer Case Motor

To check if the transfer case motor is actually functioning (because it may be hard to hear it in a noisy shop) attach a voltmeter to A4 and A5. Have someone activate a shift and look for a brief (one second) increase in voltage and listen for the relay to click on, then off.

If there is power present, then the control module is trying to run the motor. At this point, unbolt the motor and have someone activate a shift again. If the motor doesn't actually turn, it is malfunctioning and must be replaced.

If there is no power to the motor, check both the power circuits again and the sensors. If there is incorrect sensor data, the module won't power the motor.


Check Shift Switches

If the problem isn't in the sensors or the motor, you should next check the control panel switches. Make this check with the ignition on. Disconnect the "B" and "C" connections to the sensors, so that their data won't confuse the diagnosis. Now check power at the C1 connection at the module. There should be 5 volts coming from the shift control module to the 4H and 4L switches. Check C1, C2, and C3 for short to ground.

You can check the switches themselves by disconnecting C1 and checking continuity across C1 to C2 and C1 to C3. If current passes when the switch buttons are pushed, the switches are OK.

Finally, check for a short between C2 and C3 by bridging between them and activating the 4H and 4L buttons. There are situations where wiring harnesses get crushed in such a way that two wires are crushed together and short, even though there is no short to ground.


Check Lamps

To check the lamps, turn the ignition on and ground C4 and C5. The lamps should light.


No Range Shift

If the vehicle won't shift into 4L, check the speed sensor and the transmission interlocks (neutral or clutch in). Also check the 4L switch (C3) to see if the module is getting a signal. Be sure to check for corroded connections.

It may seem strange to say this, but you should ask the owner/operator if this was the first time the vehicle was ever shifted into 4L. Many vehicles are purchased and operated for considerable periods of time before a shift to 4L is made. The problem may be a defective part that was there from the beginning.

If the vehicle is brought to the shop in 4L with the report that it won't shift back to 4H, your first check is to follow the proper sequence of being stopped and having the vehicle in neutral (or clutch in) when pushing the switch. If this doesn't do the trick, check the 4L switch and the motor position sensor.


Shift From 2H to 4H Results in Chatter and Clicking Noises From The Module, But No Shift

Typically, in this situation the motor hunts for 4H, but overshoots, then hunts back and overshoots the other way. After 7-10 seconds, with lots of clicks and chatter, the module gives up and returns to the default, which is 2H. This problem is normally not the sensor input. It is usually the result of the motor running too fast or braking too slowly to allow the module to position it accurately. The motor must be replaced.


At Start Up, the Vehicle Shifts On Its Own

This can occur when the motor position sensor indicates an intermediate position between 4H and 4L. If the vehicle is started in PARK instead of NEUTRAL, when the driver first moves the transmission shift lever to DRIVE, the transmission passes through NEUTRAL. As it passes through NEUTRAL, the shift module activates the shift called for by the misinformation from the motor position sensor. On manual transmissions or automatic transmissions started in NEUTRAL, the shift occurs immediately. This may be a one-time-only event. However, the motor position sensor should be checked if it happens frequently.

There is another situation when owners may report a similar occurence. In Bronco II, Ranger and Explorer vehicles built before August, 1990, the shift control module is turned on whenever the ignition switch is placed in the accessory position, but the shift lights are not powered. For example, if someone has the radio on while they clean the interior of the cab, and they accidentally activate a shift button, there would be no indication of what had happened. If they then went to drive the vehicle, the shift that had been accidentally selected would be seen. In vehicles built after August, 1990, the module is only powered in the run and start position.


Indicator Lights Don't Register the Correct Information

Ranger, Bronco II and Explorer have indicator lights in two locations. There are lights on the dash and LED indicator lights in the switches. Other vehicles have only the dash lights. If the dash lights on any vehicle don't respond, look for no power or a burned out bulb.

If the lights are on all the time, look for a short to ground. Also check to see if the shift control module is activating them all...this is a malfunction.

If the LED lights, in the buttons, remain on all the time, first check to see if the dash lights are also on. If the dash lights are not on, this means that the dash lights have burned out. The LED lights are on because a low current is still passing across, enough to light the LED.

If no lights illuminate as you go through the shifts and ground power and bulbs are good, then the module is at fault or the motor has stopped at an intermediate point.


Shifting on the Fly Isn't Smooth and May Require Stopping in Order to Complete the Shift

Look for problems with the electric magnetic clutch. If the racheting or grinding goes on for more than four seconds, there may be a problem with power to the clutch from the shift control module, the clutch ground or the clutch itself. Check the wiring harness as well.

.

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FSA 93S65 1993 F-Series and Bronco 4x4 Vehicles with the Touch-Drive Electric Shift-on-the-Fly Transfer Case (ESOF)
Check the Ford website to see if your VIN is affected.

Note that this is a safety recall, and any included vehicle will be repaired free, no matter how old it is, how long the owner waits to present it for repair, or how many times it has been sold.

Ford Motor Company has determined that a defect which relates to motor vehicle safety exists in certain 1993 Model Year F-Series and Bronco 4x4 vehicles equipped with the Touch-Drive electric shift transfer cases.

Safety Defect
Some of the affected vehicles may have an electronic transfer case that contains a prior level electric shift motor. In the four-wheel drive "high" mode of operation, the transfer case may shift to "neutral" without input from the driver. This condition may occur while the vehicle is coasting in a forward direction or while engine power is being applied in reverse. The vehicle can be operated normally in the two-wheel drive modes and in the four-wheel drive "low" mode.

WARNING: IF A DRIVER PARKS THE VEHICLE IN THE FOUR-WHEEL DRIVE "HIGH" MODE WITHOUT FULLY SETTING THE PARKING BRAKE, IT COULD ROLL FREELY AS IF IN NEUTRAL CREATING THE POSSIBILITY OF A CRASH OR PERSONAL INJURY.

As stated in the Owner's Guide for your vehicle, Ford recommends that a vehicle operator always set the parking brake when leaving the vehicle unattended.

Repairs
At no charge to you, your dealer will inspect the transfer case and, if necessary, replace it. Dealers currently have instructions and parts ordering information. When you bring your truck in, show the dealer this letter. If you misplace this letter, your dealer will still do the work, free of charge. If the dealer doesn't make the repair promptly and without charge, you may contact the Ford Customer Assistance Center, 300 Renaissance Center, P.O. Box 43360, Detroit, Michigan 48243. You also may send a complaint to the Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C. 20590 or call the toll free Auto Safety Hotline 1-800-424-9393 (Washington, D.C. area residents may call 366-0123).

How Long Will It Take?
The time needed for the inspection is approximately one half (1/2) hour. However, due to service scheduling times, your dealer may need your vehicle for one full working day. If the inspection reveals that a new transfer case is needed, it may be necessary for your dealer to order it. Call your dealer without delay.

Courtesy Cars
Should the transfer case of your vehicle require replacement, your dealer will provide you with a free (except for fuel) courtesy car until parts arrive and repairs are completed.

Affected Vehicles: 1993 Model F- Series and Bronco 4x4 Vehicles

Technical Instructions
1. Inspect the electronic transfer case wiring harness (the wiring harness may need to be cleaned for inspection). If the harness is GRAY, DO NOT REPLACE THE TRANSFER CASE. Claim inspect time only.
2. If the harness is BLACK, replace the transfer case as outlined in the appropriate shop manual.
3. Return the removed transfer case, freight prepaid, to:

Warranty Parts Return Center
1285 South Mill Street
Plymouth, MI 48170
c/o Safety Recall 93S65

Labor Allowances
Inspect transfer case wiring harness 0.3 Hrs.
Remove/Install transfer case (includes inspection) 1.5 Hrs.

Order your parts requirements by calling 1-800-325-5621 (Renkim Corporation). When confirmed that a transfer case replacement is required, Renkim will submit the order to have one direct shipped to you.

When calling this number, be prepared to give the following information:

VIN Number
P & A Code
Program Number 93S65
Warranty Repair Order Number
Dealer Name, Address, and Zip Code
Name of contact at dealership
Telephone Number
Color of the wiring harness

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TSB 94-09-12 Visor Screws
TSB 95-14-11 Dome Lamp Screws

Publication Date: JULY 17, 1995

LIGHT TRUCK: 1994-95 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: Some customers may have concerns that the following features are inoperative:
* All courtesy lamps
* Map lamps
* Engine compartment lamp
* Glove compartment lamp
* Odometer in the instrument cluster
* Dome lamp
* Power mirrors
* Lighted vanity
* Cargo lamp
* Remote keyless entry

This is due to insufficient clearance between the outer roof panel of the cab and a map/dome lamp mounting screw, causing a short in Circuit 54, which causes Fuse 8 (15 amp) to become inoperative. This fuse protects the wiring for the above vehicle features.

ACTION: Replace existing dome mounting screws with new, shorter screws. Refer to the following procedure for service details.

BACKGROUND
Three (3) screws (52814-S36) are required to mount the map/dome lamp to the inner roof panel of the cab. Two (2) of the three (3) screws are used to complete two (2) electrical circuits, 53 and 54. Circuit 53 is after the lamp switches and is "cold" ("cold" means that 12 volts are not present) and Circuit 54 is before the lamp switches and is "hot" at all times ("hot" means that there are always 12 volts present).

The 52814-S36 screw is approximately 25.4mm (1") long. When there is a sufficient amount of downward force applied to the outer roof panel of the cab, the panel will make contact with the screw that has Circuit 54 (12 volts) on it. For example: When the brushes and dryer pass over the roof of the truck in a car wash or when traveling at highway speeds. As the roof panel contacts the screw, it causes a direct short-to-ground. When this occurs, Fuse 8 will be overloaded (15 amp), open and disable the listed features.

SERVICE PROCEDURE
1. Carefully pry pillar/dome lamp lens from interior lamp body.
2. Remove screws retaining interior lamp (map/dome) to roof trim panel.
3. Install new screws (52802-S36, 19mm).
NOTE: ANOTHER OPTION WOULD BE TO REMOVE OLD SCREWS AND CUT/GRIND APPROXIMATELY 6.35mm (1/4") OFF THE END AND REINSTALL.
4. Reinstall pillar/dome lamp lens.

PART NUMBER PART NAME
52802-S36B Screw (19mm)

OTHER APPLICABLE ARTICLES:
95-2-11

WARRANTY STATUS:
Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
951411A Replace Dome Lamp Mounting Screws 0.3 Hr.

See also:
.
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TSB 94-09-12 Visor Screws

Publication Date: MAY 4, 1994

LIGHT TRUCK: 1994 BRONCO, F-150, F-250, F-350

ISSUE: The Instrument Panel Electrical PSOM (Programmable Speedometer/Odometer Module) may be inoperative or not function properly and the #8 fuse may be blown. In addition, if the vehicle is equipped with an E4OD transmission, it may exhibit a harsh shift. These conditions may be caused by trim screws installed through the 17K745 visor wire between the left hand "A" pillar and the left hand visor bullet connector.

ACTION: Tape the damaged or exposed wire conductor and add scrolling to protect the wiring from trim screw shorts. Refer to the following service procedures for service details.

SERVICE PROCEDURE
1. Remove the garnish moulding. Refer to the 1994 Econoline, F-150-350, Bronco F-Super Duty Service Manual, Page 01-05A-5, for the removal procedure.
a. Inspect the wiring condition against the trim screws.
b.Check screws for burn marks.
2. If burn mark is found, use electrical tape to protect exposed/damaged wire. Add 1/4" (6.35 mm) scrolling to maximize protection.
3. Replace #8 fuse.
4. Reset the PSOM to see if it is functioning properly. Refer to the 1994 Econoline, F-150-350, Bronco F-Super Duty Service Manual, Page 13-01A-8, for the reset procedure.
5. Reinstall trim. Refer to the 1994 Econoline, F-150-350, Bronco F-Super Duty Service Manual, Page 01-05A-5, for the installation procedure.
6. Recheck fuse #8 and PSOM final verification.

PART NUMBER PART NAME
D4FZ-14A099-B 1/4" Scrolling (25 Ft. Roll)
D6AZ-19627-A Electrical Tape
D9ZZ-14526-D Fuse

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

OPERATION DESCRIPTION TIME
940912A Check And Repair Wiring 0.6 Hr.

See also:
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FSA 95S28 Ignition Switch '88-91
Check the Ford website to see if your VIN is affected.

Note that this is a safety recall, and any included vehicle will be repaired free, no matter how old it is, how long the owner waits to present it for repair, or how many times it has been sold.

Ford Motor Company has decided that a defect which relates to motor vehicle safety exists in all 1988-90 Model Escort; 1988 Model EXP; 1988-93 Model Mustang built through September 30, 1992; 1988-93 Model Tempo and Topaz built through September 30, 1992; 1988-93 Model Thunderbird and Cougar built through September 30, 1992; 1988-89 Model Crown Victoria and Grand Marquis; 1988-89 Model Lincoln Town Car; 1988-91 Model Aerostar; and 1988-91 Model Bronco and F-Series trucks.

Safety Defect
On a small number of the affected vehicles, a short circuit could develop in the ignition switch that could lead to overheating, smoke, and possibly fire in the steering column area of your vehicle. The condition may occur while the vehicle is in use or unattended.

Repairs
At no charge to you, your Ford or Lincoln-Mercury dealer will replace the ignition switch with a revised design switch. Dealers currently have instructions and parts ordering information.

The dealer will also check the wiring in the upper steering column area and will inspect for the installation of any aftermarket electrical accessories. If an improper installation is noted that is not part of this recall, you will be advised to have it corrected.

How Long Will It Take?
The time needed for this service is less than one hour. However, due to service scheduling times, your dealer may need your vehicle for a longer period.

Call your dealer without delay. Ask for a service date and whether parts are in stock for Safety Recall 95S28. If your dealer does not have the parts in stock, they can be ordered before scheduling your service date. Parts would be expected to arrive within a week.

When you bring your vehicle in, show the dealer this letter.

If you misplace this letter, your dealer will still do the work, free of charge.

Refunds
If you paid to have this service done before the date of this letter, Ford is offering a full refund. For the refund, please give your paid original receipt to your Ford or Lincoln-Mercury dealer. To avoid delays, please do not send receipts to Ford Motor Company.

If the dealer doesn't make the repair promptly and without charge, you may contact the Ford Customer Assistance Center, 300 Renaissance Center, P.O. Box 43360, Detroit, Michigan 48243 or you may contact the Customer Ignition Switch Information Hotline toll free at 1-800-323-8400. This number will be active for a limited time. You also may send a complaint to the Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C. 20590 or call the toll free Auto Safety Hotline 1-800-424-9393 (Washington, D.C. area residents may call 366-0123).

Parts Usage & Dealer Cost
F29Z-11572-D (Motorcraft SW-2472) Ignition Switch $2.92 [This switch is used on approximately 70% of affected vehicles]
88-90 Escort, 88 EXP, 88-93(a) Mustang, 88-93(b) T-Bird/Cougar, 88-89 Crown Vic./Grand Marq., 88-89 Town Car, 88-91 Aerostar, 88-93(c) Tempo/Topaz
F2TZ-11572-E (Motorcraft SW-2472) Ignition Switch $3.61 [This switch is used on approximately 30% of affected vehicles]
88-91 Bronco/F-Series(d)
(a) - Built through September 30, 1992
(b) - Built through September 30, 1992
(c) - Built through September 30, 1992
(d) - Excluding F53 and F59 models

Parts Purge
All of the ignition switches listed below are to be withdrawn from your inventory and immediately returned, freight prepaid using the least expensive transportation, to your facing PDC within 30 days:

E4UZ-11572-A (SW 1916)
E4TZ-11572-A (SW 1562A)
E6FZ-11572-A (SW 1744B)
E7TZ-11572-A (SW 2101)
F0LY-11572-A (SW 2219)
F2TZ-11572-A (SW 2300)


Safety Recall 95S28: Ignition Switch Replacement

1. Connect Rotunda Memory Saver 014-R1064 or equivalent.

2. Disconnect battery negative cable.

NOTE: Access to the ignition switch varies depending on the vehicle line. In all cases the switch is mounted on the steering column and certain items will need to be removed to gain access. Examine the components around the ignition switch to determine what may need to be removed or positioned out of the way. Refer to the appropriate service repair manual for removal and installation procedures. Once access is gained, proceed as follows.

NOTE: The new ignition switch is shipped in the LOCK position. Keep the ignition lock cylinder (ignition key) in the lock position during this procedure.

3. Disconnect electrical connector from the ignition switch.

4. Remove ignition switch retaining screws.

5. Disengage switch from the actuator pin and remove switch from vehicle.

6. Remove the positioning clip from the new ignition switch if so equipped, and install the switch onto the actuator pin. Align the switch mounting holes with the column lock housing threaded holes.

7. If supplied, install new retaining screws. If re-installing original screws, apply Ford Threadlock and Sealer E0AZ-19554-AA (CXC-70) or equivalent to the threads. Tighten to 6-8 N-m (53-70 in-lb).

8. Connect electrical connector to the ignition switch. Ensure that the connections are tight and fully seated.

9. Connect battery negative cable and remove Rotunda Memory Saver.

10. Check ignition switch for proper function, including START and ACC positions.

11. Check the wiring in the area of the upper steering column. If abrasion or exposure of bare wires is found, repair as necessary. If aftermarket accessory wiring is improperly connected, advise the vehicle owner. Advise also that repairs of such faults are at customer expense.

12. Install any components previously removed for access ensuring that no wires are pinched and the components are properly seated. Refer to appropriate service repair manual as required.


Dealers Questions and Answers

Q1. Is this a voluntary safety recall?

A. Yes. We have been working in cooperation with Transport Canada and NHTSA to investigate reported concerns with the subject switch.

Q2. How many vehicles are involved?

A. 8.5 million vehicles in the Unites States and Canada. The total when you add the previous Canadian recalled vehicles is 8.7 million vehicles.

Q3. What vehicles are involved?

A. 1988-1990 Escort
1988 EXP
1988-1992 and early build 1993 Mustang
1988-1992 and early build 1993 Tempo/Topaz
1988-1992 and early build 1993 Thunderbird/Cougar
1988-1989 Crown Victoria/Grand Marquis
1988-1989 Lincoln Town Car
1988-1991 Aerostar
1988-1991 Bronco/F-Series Light Trucks


Q4. Why are vehicles NOT included in this recall?

A1. Many Ford and Lincoln-Mercury cars and trucks built between 1984 and 1993 are excluded from this action for the following three reasons:

1) Some were built prior to a supplier manufacturing process change;

2) Some vehicles have low electrical load through the switch; or

3) Other vehicles are equipped with ignition switches that are of a completely different design.

Q5. What do you mean by "electrical load?"

A. Electrical load is the amount of current that passes through the switch when the vehicle is started. Electrical load is impacted by standard and optional equipment, electrical circuitry, as well as cold weather operation.

Q6. What about vehicles built before 1988?

A. We believe that a manufacturing process change made by our switch supplier caused a change in internal switch dimensions. We have determined that as a result, a small number of switches are more susceptible to the potential for internal short circuits. Certain models with low electrical loads are not affected by the change. Vehicles produced prior to the 1988 model year are not included in the recall, because they are not equipped with ignition switches that are subject to this dimensional change. Ford has based this conclusion on an in-depth engineering analysis, and data supplied to us by our supplier.

CUSTOMER ISSUES

Q7. What about people who have had a vehicle fire, their vehicle would be included in the recall population, but they no longer own the vehicle? Will they be compensated?

A. Fires happen in vehicles for a number of reasons. For example, a fire could be the result of an improper vehicle modification (aftermarket accessories), arson, prior accident damage, or a faulty repair. Generally, vehicle losses are covered by insurance.

Q8. What about people who had a vehicle fire, still own the car, but it isn't being recalled?

A. Fires happen in vehicles for a number of reasons. For example, a fire could be the result of an improper vehicle modification (aftermarket accessories), arson, prior accident damage, or a faulty repair. Generally, vehicle losses are covered by insurance.

Q9. What about people who have/had property damage -- how will they be compensated?

A. Fires happen in vehicles for a number of reasons. For example, a fire could be the result of an improper vehicle modification (aftermarket accessories), arson, prior accident damage, or a faulty repair. Generally, vehicle losses are covered by insurance.

WHAT SHOULD CUSTOMER DO?

Q10. When did you notify dealers? When will customers be notified? What can they do in the meantime?

A. Dealers have been notified via Combat on 4/25/96 and will receive a Recall Bulletin on 4/26/96 via FedEx. Customers will be notified through the mail. Should an owner wish to have the switch replaced in advance of being notified by mail, dealers have been provided instructions and can replace the switch at no cost.

See also:
. .
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TSB 98-24-06 New Electrical Terminal Grease Released for Service

Publication Date: NOVEMBER 25, 1998

FORD:
1981-1999 ESCORT
1983-1999 CROWN VICTORIA
1984-1988 EXP
1984-1994 TEMPO
1985-1999 TAURUS
1986-1997 PROBE
1988-1991 FESTIVA
1993-1999 MUSTANG
1994-1997 ASPIRE
1995-1999 CONTOUR
1996-1997 THUNDERBIRD

LINCOLN-MERCURY:
1983-1999 CONTINENTAL, GRAND MARQUIS
1984-1986 CAPRI
1984-1987 LN7
1984-1994 TOPAZ
1985-1999 SABLE
1988-1992 MARK VII
1991-1994 CAPRI
1993-1998 MARK VIII
1993-1999 TRACER
1995-1999 MYSTIQUE
1996-1997 COUGAR, TOWN CAR
1999 COUGAR

MERKUR:
1985-1988 XR4TI
1988 SCORPIO

LIGHT TRUCK:
1981-1996 BRONCO
1981-1997 F SUPER DUTY, F-250 HD, F-350
1981-1999 ECONOLINE, F-150, F-250 LD
1983-1999 RANGER
1984-1990 BRONCO II
1984-1997 AEROSTAR
1991-1999 EXPLORER
1993-1999 VILLAGER
1995-1999 WINDSTAR
1997-1999 EXPEDITION, MOUNTAINEER
1998-1999 NAVIGATOR
1999 SUPER DUTY F SERIES

MEDIUM/HEAVY TRUCK:
1984-1999 F & B SERIES
1988-1997 CARGO SERIES
1996-1998 AEROMAX, LOUISVILLE

ISSUE: Ford Motor Company has released a new Electrical Grease (F8AZ-19G208-AA) to reduce the possibility of moisture corrosion at the terminals.



ACTION: Add the new grease during electrical connection repair.

CAUTION: ELECTRICAL CONNECTOR GREASE SHOULD NOT BE USED IN HIGH VOLTAGE CONNECTIONS FOR SPARK PLUG AND COIL WIRE APPLICATIONS.

PROPER USES OF THE NEW ELECTRICAL GREASE INCLUDE:
Electrical Connectors
Battery Connections
Light Sockets
Starter Terminals

DO NOT USE ON:
Spark Plug Wires
Coil Wires
Spark Plug-to-Coil Connections
Low Current Flow Switches (12V Systems less than 0.1 amp)

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TSB 92-20-01 Paint Codes for 1993
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: SEPTEMBER 23, 1992

FORD: 1993 CROWN VICTORIA, ESCORT, MUSTANG, TAURUS, TEMPO, THUNDERBIRD
LINCOLN-MERCURY: 1993 CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VIII, SABLE, TOPAZ, TOWN CAR, TRACER
LIGHT TRUCK: 1993 BRONCO, ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER, VILLAGER

ISSUE: The following 1993 Ford and Lincoln-Mercury color chart provides all of the supplier paint code numbers for the Ford two-digit paint codes listed on the Vehicle Certification Label.

ACTION: Paint should be available in either enamel or urethane from the manufacturers. To get the color match, either the "Factory Pack" or "Intermix" is okay to use.



'92-93 EB Bronco tan is DB Light Mocha Solid

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TSB 93-24-04 Paint Codes for 1994
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: NOVEMBER 24, 1993

FORD: 1994 ASPIRE, CROWN VICTORIA, ESCORT, MUSTANG, PROBE, TAURUS, TEMPO
LINCOLN-MERCURY: 1994 CAPRI, CONTINENTAL, GRAND MARQUIS, MARK VIII, SABLE, TOPAZ, TOWN CAR, TRACER
LIGHT TRUCK: 1994 AEROSTAR, BRONCO, ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER, VILLAGER
MEDIUM/HEAVY TRUCK: 1994 CARGO SERIES, F & B SERIES, L SERIES

ISSUE: A Regular Production Option Paint Code Chart has been developed. It includes paint stock numbers from the six major paint manufacturers.

ACTION: If paint refinishing is required, refer to the Regular Production Option Paint Code Chart, Figures 1-3. Locate the vehicle on the certification label and cross reference the appropriate refinish paint line stock number.



'94-95 EB Bronco tan is XD Light Santa Fe BC/CC (New)

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TSB 95-23-01 Paint Codes for 1996
IF THE IMAGE IS TOO SMALL, click it.

Publication Date: NOVEMBER 20, 1995

FORD: 1996 ASPIRE, CONTOUR, CROWN VICTORIA, ESCORT, MUSTANG, PROBE, TAURUS, THUNDERBIRD
LINCOLN-MERCURY: 1996 CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VIII, MYSTIQUE, SABLE, TOWN CAR, TRACER
LIGHT TRUCK: 1996 AEROSTAR, BRONCO, ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER, VILLAGER, WINDSTAR
MEDIUM/HEAVY TRUCK: 1996 CARGO SERIES, F & B SERIES, L SERIES

ISSUE: The following 1996 Ford and Lincoln-Mercury color charts (Figures 1 through 4) provide all of the supplier paint code numbers for the Ford two-digit paint codes listed on the Vehicle Certification Label.

ACTION: Paint should be available in either enamel or urethane from the manufacturers. To get the color match, use of either "Factory Pack" or "Intermix" is acceptable.

OTHER APPLICABLE ARTICLES: 92-20-01, 93-24-04
SUPERSEDES: 95-07-02


WARRANTY STATUS: INFORMATION ONLY

'96 EB Bronco tan is DZ Light Saddle BC/CC

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TSB 94-11-23 PSOM Programming by DIP Switch

Publication Date: JUNE 1, 1994

MEDIUM/HEAVY TRUCK: 1987-95 C SERIES, CARGO SERIES, F & B SERIES, L SERIES

ISSUE: The field has requested a simplified calibration procedure for electronic speedometers/odometers.

ACTION: Use the following TSB article to service all electronic speedometer/odometer calibration concerns. This TSB article supersedes both TSB 90-24-13 and TSB 93-25-16. Refer to the following procedure for service details.

SERVICE PROCEDURE
The transmission-mounted speed sensor transmits a signal to the speedometer/odometer which is dependent on:
* Rear axle ratio
* Tire revolutions per mile (RPMi) based on tire height.

REAR AXLE RATIO DETERMINATION
The axle ratio can be determined by referring to the information delivered with the vehicle or finding the metal tag attached to the differential. If the vehicle has a two speed differential, (e.g. 4.10/5.72:1), use the smaller number (4.10 in this case) in all calculations.

TIRE REVOLUTIONS PER MILE DETERMINATION
The revolutions per mile can be determined as follows:
1. Measure the tire height (ground to top of tire) in inches with the vehicle on level ground, loaded with the tires "cold" and inflated to the recommended pressure . Measure to the nearest 1/8".
2. Use the following table to convert "eighths" to decimals. If calculation is done in centimeters, divide tire height by 2.54 to convert to inches.
EIGHTHS/DECIMALS CONVERSION CHART
EIGHTHS DECIMAL EQUIVALENT
1/8 .125
1/4 .250
3/8 .375
1/2 .500
5/8 .625
3/4 .750
7/8 .875
(Example: If tire height is 36-1/8", use 36.125" in your revolutions per mile calculations.)
3. Divide 20,168 (constant) by the tire height to get revolutions per mile. This is RPMi (Example: 20,168 / 36.125 = 558.28 ).

CALIBRATION FREQUENCY DETERMINATION
Multiply the axle ratio times the revolutions per mile, times 0.267 (constant) (Example: 558.28 x 4.10 x 0.267 = 611.49). Round the 611.49 to the nearest whole number, which is 611 (on Ametek heads round to the nearest even whole number).

DETERMINE SPEEDOMETER/ODOMETER SWITCH SETTINGS
1. Determine which type speedometer/odometer is being installed. The following procedure applies for both "stand-alone" and gauge "cluster" type speedometer/odometer units. (Replacement units are either the 12-switch Beede or the 10-switch Ametek type. The 10-switch Beede has been discontinued for service.)
2. If the unit to be calibrated is a 10-switch type, determine if it is an Ametek or a Beede by looking at the type of electrical connection on the back. The Beede has four (4) "studs", while the Ametek has a single plug-in type connector. If a 10-switch Beede is replaced with a 10-switch Ametek, a simple electrical jumper wire will be included with the new speedometer.
3. There are three speedometer setting charts: Ametek 10-position, Figure 1; Beede 12-position, Figures 2-5; and Beede 10-position, Figure 6.
4. Using the correct chart, find the "test-freq" in the left hand column, and read the switch settings in the next column. A number means that switch is to be placed in the "ON" or closed position, and a period means that the switch is to be placed in the "OFF" or open position. (Example: Using the Beede 12-position chart and the 611 test frequency calculated in the example, the chart gives switch settings as: 1.3456.8.0.B). This means that switches 1,3,4,5,6,8,10 and 12 are "ON", and switches 2,7,9 and 11 are "OFF".
a. If the speedometer has 12 switches, the letters "A" and "B" are used to represent switches 11 and 12.
b. There are at least three different styles of switches with unique switch position labeling. Ignore the switch position labeling. Pushing the top of the switch in turns the switch "ON". Pushing the bottom of the switch in turns the switch "OFF".
5. Figure 7 is a "picture" of a 12-position speedometer/odometer switch with switches 1,3,4,5,6,8,10 and 12 "ON", and switches 2, 7, 9 and 11 "OFF".
NOTE: THE SWITCH SETTING IS THE SAME FOR MILES PER HOUR OR KILOMETERS PER HOUR.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 90-24-13, 93-25-16
WARRANTY STATUS: INFORMATION ONLY

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PSOM Conversion Constants for '92-96 F-series & Broncos

TSB 94-16-16 Speedometer Re-Calibration
Publication Date: AUGUST 10, 1994

LIGHT TRUCK: 1992-1994 AEROSTAR, BRONCO, ECONOLINE, F-150-350 SERIES, F-47

ISSUE: Some vehicles may have the Programmable Speedometer Odometer Module (PSOM) re-calibrated for a tire/axle combination that is not approved by Ford Motor Company/Ford Electronics Division.

ACTION: Refer to the appropriate Service Manual Section in the following chart for a comprehensive list of Ford Motor Company/Ford Electronics Division approved tire/axle combinations.



NOTE: FORD MOTOR COMPANY DOES NOT APPROVE OF THE USE OF ANY CONVERSION CONSTANTS OR TIRE/AXLE COMBINATIONS NOT LISTED IN THE CHARTS. RE-CALIBRATION OF THE PSOM'S CONVERSION CONSTANT MAY BE REQUIRED DUE TO A TIRE/AXLE CHANGE (NOT COVERED UNDER MANUFACTURER'S WARRANTY). THE CONVERSION CONSTANT IS A "NUMBER" USED BY THE PSOM TO SCALE OR INTERPRET THE PULSES PER MILE SENT FROM THE SPEED SENSOR SO THAT THE PSOM WILL RETAIN THE FACTORY SET ACCURACY. THE CONVERSION CONSTANT CAN BE CHANGED A MAXIMUM OF THREE (3) TIMES FOR THE 1992 MODEL YEAR VEHICLES AND A TOTAL OF SIX (6) TIMES FOR THE 1993-94 MODEL YEAR VEHICLES.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Information Only

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TSB 90-07-13 Swingaway Latch
The label in the diagram is wrong. This type was used from '90-96.

Publication Date: March 28, 1990

LIGHT TRUCK: 1990 BRONCO

ISSUE: High latching and operating efforts of the swing-away spare tire carrier may be caused by a lack of lubrication on the latch and striker assemblies.

ACTION: Lubricate the swing-away spare tire carrier latch and striker assemblies. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Make sure the spare tire carrier is latched. Both the primary and secondary latches must be engaged.
2. Spray multi-purpose grease (D7AZ-19584-AA) onto the latch mechanism located on the vertical bar of the swing-away carrier.
3. Make sure the tailgate striker is in the full up position and square. Do not allow striker misalignment.
4. Close the carrier.
* Both the primary and secondary positions must be latched.
* If the carrier does not latch, re-adjust the tailgate striker as required.
5. Lubricate the roll pin on the striker and the portion of the striker which engages the rubber sleeve on the carrier.

PART NUMBER PART NAME
D7AZ-19584-AA Multi-Purpose Grease

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
900713A Lubricate Tire Carrier 0.4 Hr.

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TSB 88-09-09 Vehicle Storage

Publication Date: APRIL 27, 1988

FORD: 1987-89 ALL CAR LINES
LINCOLN-MERCURY: 1987-89 ALL CAR LINES
MERKUR: 1987-89 ALL CAR LINES
LIGHT TRUCK: 1987-89 ALL LIGHT TRUCK LINES
MEDIUM/HEAVY TRUCK: 1987-89 ALL MEDIUM/HEAVY TRUCK LINES

ISSUE: New vehicles that are stored for extended periods and not put into service shortly after they are built require special maintenance to make sure that the vehicle stays in "like new" condition.

ACTION: If a vehicle is expected to remain in dealer stock for an extended time period, refer to the following maintenance procedures.

The dealer is responsible for storing new vehicles and maintaining them in new condition.

General
Store all vehicles in a dry, ventilated place; protect from sunlight if possible.
If vehicles are stored outside, they require regular maintenance against rust and damage.

Body
Wash vehicle thoroughly to remove dirt, grease, oil, tar, or mud from exterior surfaces, rear wheel housing, and underside of front fenders.
Periodically wash cars and trucks stored in exposed locations.
Touch-up exposed raw or primed metal to prevent rust.
Cover chrome and stainless steel parts with a thick coat of auto wax to prevent discoloration. Re-wax as necessary when the vehicle is washed.
Lubricate all hood, door, and trunk lid hinges and latches with a light grade oil.
CAUTION: KEEP ALL RUBBER PARTS FREE FROM OIL AND SOLVENTS.
Cover interior soft trim to prevent fading.

Engine
Start engine every fifteen (15) days. Run at fast idle until it reaches normal operating temperature.
Shift the transmission into all gears while engine is running.

Fuel System
Regularly move vehicles short distances to mix fuel anti-oxidation agents.
NOTE: DURING EXTENDED PERIODS OF VEHICLE STORAGE (60 DAYS OR MORE), GASOLINE MAY DETERIORATE DUE TO OXIDATION. THIS CAN DAMAGE RUBBER AND OTHER POLYMERS IN THE FUEL SYSTEM SUCH AS CARBURETOR ACCELERATOR PUMP, DIAPHRAGMS, AND CARBURETOR INLET VALVES. IT MAY ALSO CLOG SMALL ORIFICES. DIESEL FUEL DETERIORATION IN THE FORM OF FUEL SEPARATION, SLUDGE FORMATION, AND BACTERIAL GROWTH CAN CAUSE RESTRICTIONS IN FUEL SUPPLY LINES, FILTERS, AND STICKING OF FUEL INJECTION COMPONENTS.
A commercially available gasoline fuel stabilizer ("STA-BIL" or equivalent) should be added to gasoline-powered vehicles or a diesel fuel stabilizer ("Fire Prep 1000" or equivalent) to diesel-powered vehicles whenever actual or expected storage periods exceed 60 days. The manufacturer's instructions packaged with the product should be followed. The vehicle should then be operated at an idle speed to circulate the additive throughout the fuel system.
A volatile, corrosion inhibitor ("NOX Rust VCI 105" or equivalent) added to the fuel will protect the fuel tank inner surface from corrosion. Follow instructions packaged with product.

Cooling System
Protect against freezing temperatures. Replace coolant every 2 years regardless of mileage or run-time.

Battery
Check and recharge as necessary. Keep connections clean and covered with a light coat of grease.

Brakes
Make sure brakes and parking brake are fully released.

Tires
Maintain recommended air pressure.

Miscellaneous
Make sure all linkages, cables, levers, and clevis pins under vehicle are covered with grease to prevent rust.
Move trucks at least 25 feet every fifteen (15) days to lubricate working parts to prevent corrosion.
NOTE: THE SELLING DEALER MUST ARRANGE TO HAVE VEHICLES, WHICH ARE DELIVERED TO BODY COMPANIES OR OTHER LOCATIONS, STORED AND MAINTAINED AS OUTLINED ABOVE.

SUPERSEDES: 87-13-15
WARRANTY STATUS: INFORMATION ONLY
---------------------------------------------------------------------------
GENERAL
 Store vehicles in a dry, ventilated place; protect from sunlight if possible.
 If vehicles are stored outside, provide regular maintenance against rust and damage.
BODY
 Wash vehicle thoroughly to remove dirt, grease, oil, tar, or mud from exterior surfaces, rear wheel
housing, and underside of front fender.
 Periodically wash vehicles stored in exposed locations.
 Touch up exposed raw or primed metal to provide rust protection.
 Cover chrome and stainless steel parts with a thick coat of auto wax to prevent discoloration.
Rewax as necessary when the vehicle is washed.
 Lubricate all hoods, door hinges and latches with a light grade oil.
CAUTION: Keep all rubber parts free from oil and solvents.
 Cover the interior soft trim to prevent fading, if stored in exposed location.
ENGINE
 Start the engine every 15 days and move the vehicle at least 25 feet. Run it at fast idle until it
reaches normal operating temperature.
 Shift the transmission into all gears while engine is running.
FUEL SYSTEM
 Regularly move vehicles short distances to mix fuel anti-oxidation agents.
NOTE: During extended periods, if vehicle is stored for 60 days or more, gasoline may deteriorate
due to oxidation. This can damage rubbers and other polymers in the fuel systems such as
fuel pressure regulator diaphragms and fuel line connector seals. It may also clog small
orifices. Diesel fuel deterioration in the form of fuel separation, sludge formation, and
bacterial growth can cause restrictions in fuel supply lines, filters and sticking of fuel
injection systems components.
A commercially available gasoline fuel stabilizer (%u201CSta-Bil%u201D or equivalent) should be added to gasoline-
powered vehicles or a diesel fuel stabilizer (%u201CFire Prep 100%u201D or equivalent) to diesel-powered
vehicles whenever actual or expected storage periods exceed 60 days. The manufacturer%u2019s instructions
packaged with product should be followed. The vehicles should then be operated at an idle
speed to circulate the additive throughout the fuel system.
A volatile, corrosion (%u201CNOx Rust VCI 105%u201D or equivalent) added to the fuel will protect the fuel tank
inner surface from corrosion. Follow instructions packaged with product.
COOLING SYSTEM
 Maintain appropriate antifreeze protection against freezing temperatures. Replace coolant every 2 years regardless of mileage or run-time.
BATTERY
 Check and recharge as necessary.
 Keep connections clean and covered with light coat of grease.
BRAKES
 Make sure brakes and the parking brake are fully released.
TIRES
 Maintain recommended air pressures.
MISCELLANEOUS
 Verify that all linkages, cables, clevis pins, and levers under the vehicle are covered with grease
to prevent rust.
 Move trucks at least 25 feet every 15 days to lubricate working parts and prevent corrosion.
TRANSMISSION
 Run engine to normal operating temperature.
 Shift the transmission into all gears with engine running.
 Check fluid level and condition (no water contamination, etc.).
 Basic (Stripped) Chassis Vehicles %u2014 cover transmission to prevent water from entering thru the vent.

See also:
.

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When towing your daily driver behind your 30' motor home, always remember to put it in NEUTRAL if you're going more than a few feet. This is what happens after ~50 miles.

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

TSB 98-5A-12 Dolly Towing

Publication Date: MARCH 18, 1998

FORD: 1988-93 FESTIVA
1988-94 TEMPO
1989-96 PROBE, TAURUS SHO
1991-97 ESCORT
1994-96 ASPIRE
LINCOLN-MERCURY: 1988-94 TOPAZ
1991-94 CAPRI
1991-97 TRACER
LIGHT TRUCK: 1988-96 AEROSTAR, BRONCO, E-350, F SUPER DUTY, F-250, F-350, F-53 MOTORHOME, RANGER
1988-97 F-150
1991-96 EXPLORER
1997 MOUNTAINEER

ISSUE: Many motorhome owners tow a vehicle when traveling. Improper techniques can "overload" the brake system of the tow vehicle or damage the drivetrain of the vehicle being towed.

ACTION: Use the information and charts shown in this TSB article to properly match tow vehicle, towed vehicle and towing method.

TOWING METHODS
1. TRAILER - The vehicle is loaded onto and secured to a trailer and simply acts as "secured" cargo.
2. DOLLY - The vehicle is "partially" loaded and partially towed. Either front or rear wheels are loaded and secured to a "towing dolly" and the other wheels roll on the road.
3. TOW BAR - All of the vehicle wheels roll on the pavement. The towed vehicle's steering column must be unlocked so that it can track correctly behind the tow vehicle.

WEIGHT RATINGS AND BRAKES
* GVWR (Gross Vehicle Weight Rating) - is the MAXIMUM allowable weight of the towing vehicle, passengers and cargo
* GCWR (Gross Combined Weight Rating) - is the MAXIMUM allowable weight of the towing vehicle and the weight of the trailer or vehicle being towed, including all passengers and cargo
* BRAKES - The motorhome brakes are designed and rated for the GVWR of that vehicle and will provide adequate braking for trailers and towing vehicles up to 680 kg (1500 lb)
CAUTION: SEPARATE AUXILIARY BRAKES ARE REQUIRED ON TRAILERS OR TOWED VEHICLES OVER 680 KG (1500 LBS). DO NOT CONNECT A TRAILER'S, DOLLY'S OR OTHER TOWED VEHICLE'S BRAKE SYSTEM TO THE TOWING VEHICLE'S BRAKE SYSTEM.

TOWED VEHICLES
1. Trailer-towed - The vehicle should be loaded on the trailer in a manner to achieve a trailer tongue load of 10-15% of total trailer weight, not exceed the trailer or hitch ratings and be securely tied down.
2. Dolly-towed - For front wheel drive vehicles, towing an automatic transaxle (ATX)-equipped vehicle behind another vehicle, such as a Recreational Vehicle (RV), requires that a front wheel dolly or trailer be used.
NOTE: TEMPO ALL-WHEEL DRIVE MODELS MUST BE TRAILER-TOWED. DO NOT TOW THESE VEHICLES USING A TWO-WHEEL TOWING DOLLY.
CAUTION: DO NOT TOW A VEHICLE WITH AN AUTOMATIC (ATX) TRANSAXLE WITH THE DRIVE WHEELS ON THE GROUND. DAMAGE TO THE TRANSAXLE MAY RESULT.
3. Tow Bar-towed - Vehicles which can be successfully towed with a tow bar are listed in the following chart. Additional vehicle-specific information follows the chart.

VEHICLES APPROVED FOR DOLLY TOWING:
{VEHICLE} {MANUAL-TRANS} {AUTO-TRANS}

FORD CARS
ASPIRE YES NO
FESTIVA YES NO
ESCORT YES NO
TEMPO YES NO
PROBE YES NO
TAURUS (SHO ONLY) YES NO

LINCOLN-MERCURY CARS
TRACER YES NO
TOPAZ YES NO
CAPRI YES NO

FORD TRUCKS
RANGER 4X2 YES NO
RANGER 4X4 YES YES**
EXPLORER 4X2 YES NO
EXPLORER 4X4 YES YES**
AEROSTAR 2WD YES NO
F-SERIES 4X4 YES** YES**
BRONCO 4X4 YES** YES**
E-350 YES NO
MOUNTAINEER 4X2 YES NO
MOUNTAINEER 4X4 YES YES**

ALL VEHICLES
NOTE: DO NOT TOW ANY VEHICLE AT A SPEED FASTER THAN 88 KM/H (55 MPH). THE MAXIMUM TOWING DISTANCE (WHEN TOWED CORRECTLY) IS UNLIMITED.
WARNING: NEVER USE A TOW BAR THAT ATTACHES ONLY TO THE BUMPER.

MTX-EQUIPPED VEHICLES
Towing a manual transaxle (MTX)-equipped vehicle with the drive wheels on the ground is acceptable only if the vehicle is towed in a forward direction. The parking brake must be released and the gear shift lever must be in Neutral.

* For Aspire, Festiva, Escort and Tracer, the ignition key must be in the ACC position, the battery must be disconnected to eliminate battery drain, and the steering wheel must be unlocked
* For Capri, the ignition key must be in the OFF position and the steering wheel unlocked
* Refer to the specific vehicle Owner Guide for complete details.
CAUTION: TOWING MTX-EQUIPPED VEHICLES INCORRECTLY MAY RESULT IN TRANSAXLE DAMAGE.

TRUCKS
* The steering wheel must be unlocked by placing the ignition key in the OFF position
* Manual transmission shift lever must be in Neutral
* On 4X4 manual shift transfer cases, the shift lever must be in Neutral
* 4X4 locking hubs (both manual and automatic) must be unlocked
* Refer to the specific vehicle Owner Guide for complete details

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 93-24-6
WARRANTY STATUS: INFORMATION ONLY

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My preferred method. E6000 is available at most parts stores, most hobby/craft stores, most hardware stores, and some Wal-Mart type stores. It's available in 3.5oz or 2oz, and the larger tubes are generally more economical.

TSB 97-17-02 NEW PROCEDURE for Rear View Mirror Reattachment

Publication Date: AUGUST 18, 1997

FORD:
1990-1994 TEMPO
1990-1997 CROWN VICTORIA, MUSTANG, TAURUS, THUNDERBIRD
1990-1998 ESCORT
1992-1997 PROBE
1995-1998 CONTOUR

LINCOLN-MERCURY:
1990-1992 MARK VII
1990-1994 TOPAZ
1990-1997 COUGAR, GRAND MARQUIS, SABLE
1990-1998 CONTINENTAL, TOWN CAR
1991-1998 TRACER
1993-1997 MARK VIII
1995-1998 MYSTIQUE

LIGHT TRUCK:
1990-1996 BRONCO
1990-1997 AEROSTAR, ECONOLINE, F-150-350 SERIES, RANGER
1991-1997 EXPLORER
1993-1997 VILLAGER
1995-1998 WINDSTAR
1997 EXPEDITION, MOUNTAINEER
1998 NAVIGATOR

ISSUE: This TSB article introduces a new procedure and tool for reattaching the inside rear view mirror assembly in the event the mirror detaches.

ACTION: Utilize the new Rotunda Mirror Button Applicator (164-R3925) to bond the mirror button to the windshield. This preferred method provides improved adhesion performance. Refer to the following Service Procedure for details.

SERVICE PROCEDURE
CAUTION: DO NOT USE THIS PROCEDURE IF WINDSHIELD IS DAMAGED (E.G., CHIPPED, CRACKED, OR EXHIBITS STAR BREAKS) WITHIN 152mm (6") OF THE MIRROR BUTTON, AND IF PLASTIC FILMS HAVE BEEN APPLIED TO THE INSIDE SURFACE OF THE WINDSHIELD (SUCH AS ADDITIONAL GRADIENT BANDS) WITHIN 51mm (2") OF THE MIRROR BUTTON.

Mark original location of bracket on outside of windshield with any appropriate marking tool (e.g., white china marker) before you begin.
NOTE: SURFACES MUST BE CLEAN FOR PROPER BONDING TO OCCUR.

Use the following steps to ensure proper cleaning of windshield:
Carefully remove any adhesive residue from the windshield using a new single edge razor blade.
Spray the inside surface of the windshield with a glass cleaner and wipe with a clean, soft, lint-free cloth.
Remove the liner from the pre-applied tape and apply the button directly onto the windshield at the marked location.
Button sizes:
F7AZ-17698-AA Small Footprint Size (16mm X 33mm)
F7AZ-17698-BA Large Footprint Size (21mm X 29mm)

Center the curing head of the Rotunda Mirror Button Applicator (164-R3925) over the button. Hold the curing head in place and press the "ON" button to activate the vacuum pump. Press the "START" button of the time/temperature controller to begin the cure cycle. Immediately clean the mirror button location marks from the outside of the windshield. Do not release the curing head until the cycle is completed.
The AUTOMATIC CYCLE (once the start button is pressed) is as follows:
Time of curing cycle will be displayed.
Time will stay constant until cure temperature 185°C (365°F) is reached.
Once the cure temperature is reached, display will reflect time remaining for complete cure.

CAUTION: THE HEATER BLOCK MAY STILL BE WARM. HANDLE WITH A GLOVE AND AVOID CONTACT WITH ANY SURFACE THAT MAY BE DAMAGED BY HIGH TEMPERATURE.

Turn the applicator off. Press the vacuum release button and remove the curing head from the windshield. Once the button has cooled to ambient temperature (about 5 minutes), reattach the mirror assembly.

PART NUMBER PART NAME
F7AZ-17698-AA Rear View Mirror Button (Small - 16mm X 33mm)
F7AZ-17698-BA Rear View Mirror Button (Large - 21mm X 29mm)

OTHER APPLICABLE ARTICLES: 94-17-02


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