'92-97 Warning Indicators
IF THE IMAGE IS TOO SMALL, click it.

To access the cluster, see:


Other than the speedometer, '87-91 clusters & instruments are very similar.


Brake System


All vehicles use a brake warning light in the instrument cluster to warn of system malfunctions. The red warning light for the brakes can show three things -- that either the parking brake is not fully released, that the brake fluid level is low in the master cylinder reservoir or the vacuum pressure is low on diesel engine vehicles.



Anti-Lock Brakes, Bronco


The anti-lock brake system uses one amber ABS warning light to alert the driver of malfunctions in the system.

The amber ABS warning light will come on for numerous reasons. It warns the driver that the ABS has been disabled. Normal power-assisted braking remains but the wheels can lock during a panic stop while the indicator is on. Certain procedures must be followed to find the concern in this situation. Refer to Section 06-09B in the Powertrain/Drivetrain Manual for diagnosis and testing of the system.


Rear Anti-Lock Brakes, F and E Series


The yellow anti-lock brake indicator lights up for approximately two seconds when the ignition switch lock cylinder is first moved to ON or START for circuit prove out. The indicator also lights up when the RABS module detects a malfunction in the system.

The self-test feature contains codes that indicate the area of the malfunction. When a malfunction is detected, the RABS control module shuts down the system and the yellow anti-lock warning indicator comes on. This permits normal braking. A code can be retrieved by momentarily grounding the diagnostic pigtail (black with orange stripe wire) after it is disconnected from KAM (keep-alive power red wire) and counting the flashes of the yellow ABS lamp. To make sure the diagnostic trouble code (DTC) is not lost from memory, the ignition switch lock cylinder must be left in the ON position before the diagnostic lead is disconnected from KAM power. If more than one diagnostic trouble code exists, only the first code stored will be displayed. Additional codes will be output only after the first fault is corrected.


Check Engine


The check engine warning indicator comes on when the electronic engine control system is not working properly.

The check engine warning indicator comes on briefly when the ignition switch lock cylinder is turned to ON, and should turn off when the engine starts. If the check engine warning indicator does not come on when the ignition switch lock cylinder is turned to ON or if it comes on while the vehicle is moving, the system is malfunctioning.

NOTE:
If the vehicle is equipped with dual fuel tanks, the CHECK ENGINE light may come on if fuel is restricted to the engine or if the fuel flow is momentarily disrupted because of an empty fuel tank before switching to the auxiliary fuel tank. This condition is normal and the CHECK ENGINE light should go off sometime after fuel flow is restored.


Charging System
. . .

The charge indicator lights if the voltage in the integral generator drops below a preset level while the ignition switch lock cylinder is in RUN.

The charge indicator light comes on every time the ignition switch lock cylinder is turned to ON or START. The light should go off when the engine starts and the generator begins to charge.


Air Bag, (if Equipped)


The air bag warning indicator will illuminate for six seconds when the ignition switch lock cylinder is turned to the ON position. If the air bag warning indicator fails to illuminate, continues to flash, remains on, or if a series of five beeps is heard, the system requires service.


Safety Belt


The safety belt warning light reminds the driver to fasten safety belt. Each time the ignition switch lock cylinder is turned on, the warning light will come on for a short time to remind the driver to fasten the safety belt.


High Beam

The high beam indicator comes on when the headlamps are turned on high beam or when the headlamps are flashed.


LH/RH Turn Signals


The LH/RH turn signal indicators are located in the instrument cluster. If the turn signal indicator light in the instrument cluster does not illuminate or remains on (doesn't flash) when a turn is signaled, the turn signaling system is malfunctioning.


Overdrive/Overdrive Off


A transmission control switch and an indicator labeled OVERDRIVE is located on the end of the gearshaft lever. Press this switch and the word OFF will illuminate on the shift lever knob. With the word OFF illuminated, the transmission will operate in gears one through three. Operating in overdrive OFF gives more engine braking than overdrive and is useful for descending hills.

To return the transmission to the normal overdrive operation, press the transmission control switch again. The switch may be used to select overdrive or overdrive OFF at any time the vehicle is being driven.

If the transmission control indicator light is flashing on and off repeatedly, the transmission system is malfunctioning. The transmission will operate in a failure management mode with harsh engagements, firm shift feel, and abnormal shift schedule.


4x4 Low and High Range Indicators with Lever Operated Transfer Case


The 4x4 low and high lamp circuit consists of two indicator lamps located on the instrument cluster and a switch located in the transfer case. One lamp indicates when the vehicle is in the 4-wheel drive high range position (4H) and one lamp indicates when the vehicle is in the 4-wheel drive position (4L).

When the 4-wheel drive high range is engaged, the switch closes at first contact and the 4x4 HIGH RANGE lamp illuminates. When the low range is engaged, the switch closes a second contact and the low range bulb illuminates at the same time as the 4x4 LOW RANGE lamp illuminates.


4x4 Low and High Range Indicators with Touch Drive System (Electronic Shift-On-the-Fly, ESOF)


A 4x4 indicator light and a LOW RANGE indicator light are located at the lower right of the instrument cluster. In addition, two small amber lights are located near the Touch Drive buttons. The amber light to the left of the 4x4 button will light up at the same time as the 4x4 instrument cluster light. The amber light to the left of the LOW RANGE light will light up at the same time as the instrument cluster LOW RANGE light.


Anti-Theft, '94-95 Bronco F/E-150-250-350 Vehicles

The anti-theft protection system provides two types of vehicle protection. The first is designed to provide the vehicle with protection from unauthorized entry into the passenger compartment and engine compartment (hood opening). The second monitors the status of the ignition switch lock cylinder. If triggered, the system provides both audio and visual alarm signals and disables the starter circuit.

The system is controlled by an electronic module. When armed, unauthorized entry into the vehicle is detected by courtesy lamp switches (located in the passenger compartment door jambs), and a hood switch (located on the right cowl surface, E-series only). In addition, the system triggers an alarm if the ignition switch lock cylinder is forcibly removed from the steering column tube (3514).

NOTE:
The system immediately monitors the ignition switch lock cylinder upon removal of the key from the ignition.

Once triggered, the system flashes the low beam headlamps, the parking lamps, the alarm indicator lamp, and sounds the horn. In addition, the starter circuit is interrupted until the system is disarmed.


Fuel Filter, 7.3L Diesel

The 7.3L diesel engine is equipped with a fuel filter restriction sensor. A restriction indicator light is provided on the instrument panel (04320) to alert the operator.

If the restriction indicator light goes on during normal operation, the fuel filter should be changed as soon as practical.


Water in Fuel, 7.3L Diesel

During refueling it is possible for water-contaminated diesel fuel to be pumped into the fuel tank. The 7.3L diesel fuel system is equipped with a fuel filter/heater/water separator to remove water from the fuel. The WATER IN FUEL light will glow when the fuel filter/heater/water separator has a significant quantity of water, or when the key is switched to the START position (light function check). If the light glows red while the engine is running, the engine should be stopped as soon as safely possible, the engine shut off and the fuel filter bowl drained.

WARNING:
DO NOT DRAIN WATER SEPARATOR WHILE ENGINE IS RUNNING. FUEL MAY IGNITE IF SEPARATOR IS DRAINED WHILE ENGINE IS RUNNING OR VEHICLE IS MOVING. REFER TO OWNER GUIDE BOOKLET FOR WATER SEPARATOR DRAIN PROCEDURES.

CAUTION:
Allowing water to stay in the fuel system could result in extensive damage to, or failure of, the fuel injection system.


Inertia Fuel Shutoff Switch
.

If the engine cranks but does not start or does not start after a collision, the inertia fuel shutoff switch (9341) may be triggered. The inertia fuel shutoff switch is a device intended to automatically stop the flow of fuel to the engine when the vehicle has been involved in a collision. The impact does not have to be great for the inertia fuel shutoff switch to be triggered. Minor parking lot bumping and severe road impacts (such as potholes) may trigger the inertia fuel shutoff switch even when there is no apparent body damage.

WARNING:
IF YOU SEE OR SMELL FUEL, DO NOT RESET THE INERTIA FUEL SHUTOFF SWITCH OR TRY TO START THE VEHICLE. YOU COULD INJURE YOURSELF OR OTHERS. HAVE ALL PASSENGERS GET OUT OF THE VEHICLE AND CALL THE LOCAL FIRE DEPARTMENT OR A TOWING SERVICE.

Once the inertia fuel shutoff switch is triggered, the switch must be reset by hand before the vehicle can be started. Refer to the Owner Guide booklet for further explanation.

'92-93 trucks have an unused fuel reset indicator which can be made to work by swapping 2 wires in the IFS connector, and then adding some wiring & a bulb to the cluster. I'm working on a tech article to do that...


Wait To Start, 7.3L Diesel

With the key in the ON position, the WAIT TO START indicator will light if glow plug heat is necessary as a starting aid. The operator should wait until the light goes off before starting. If the indicator does not light, the engine may be started immediately. Refer to "Starting and Operating the Diesel Engine," in the Owner Guide booklet, for further explanation. After the engine starts, the indicator light will turn off.

The WAIT TO START light should always come on at least momentarily when the engine is cold and the key is first switched ON. If it does not, the glow plug system should be checked and repaired promptly to avoid difficult cold starting.


Instrument Cluster Printed Circuit

The instrument cluster printed circuit (10K843) which supplies current to the instrument panel indicators, gauges, and some clocks, is made of copper foil which is bonded to a polyester base film (usually referred to as Mylar ®).

The instrument cluster printed circuit is mounted to the cluster housing and, due to its location, cannot be easily inspected or tested in the vehicle. This makes the instrument cluster printed circuit vulnerable to damage when a probe is used for in-vehicle testing as the probe can pierce the instrument cluster printed circuit or, in some cases, burn the copper conductor.

Since there is no approved procedure for in-vehicle testing of the instrument cluster printed circuit, it must be removed for visual inspection. If no visual damage is evident, each circuit should be tested with an ohmmeter. If an open circuit or short is detected, the instrument cluster printed circuit must be replaced.




Magnetic Gauges: Fuel, Engine Coolant Temperature, Battery Voltage and Oil Pressure

The magnetic gauge movement consists of three primary coils, one of which is wound at a 90-degree angle to the other two. The coils form a magnetic field which varies in direction according to the variable resistance of the sender unit (fuel and engine coolant temperature systems only; the oil pressure system uses a switch in place of sender and a fixed resistor on the instrument cluster printed circuit). A primary magnet, to which a shaft and pointer are attached, rotates to align to this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There is no adjustment, calibration or maintenance required for these gauges.

NOTE: An instrument voltage regulator (IVR) is not required for this system. Refer to diagnostic procedure.


Fuel Level Indication System


The fuel level indicating system is a magnetic gauge system. It consists of a magnetic fuel gauge mounted in the instrument cluster and a fuel tank sending unit located in the fuel tank (9002). For Econoline and F-Series Motorhome Chassis only, an instrument cluster gauge amplifier (10E849) is in series between the two. No instrument voltage regulator is used with this system.


Fuel Gauge

The magnetic gauge movement consists of three primary coils, one of which is wound at a 90-degree angle to the other two. The coils form a magnetic field which varies in direction according to the variable resistance of the sender unit which is connected between two of them. A primary magnet, to which a shaft and pointer are attached, rotates to align to this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There is no adjustment, calibration or maintenance required for these gauges.


Instrument Cluster Gauge Amplifier (Anti-Slosh Module)

The instrument cluster gauge amplifier provides a delay to the fuel gauge to prevent the fuel gauge pointer from fluctuating as a result of excessive movement in the fuel tank. The module is a small printed circuit board which latches into a pocket on the back of the instrument cluster. The electrical connections for ignition, ground, input from fuel sender and output to fuel gauge are made through a spring-type connector on the module to the instrument cluster gauge amplifier on the instrument cluster. There are no provisions for calibration or adjustment of the instrument cluster gauge amplifier.


Fuel Tank Sending Unit (EOUZ-9275-B '78-86 Bronco; PS22 / FOTZ-9A299-DB '90-96 Broncos)


The fuel tank sending unit consists of a variable screened resistor made up of a ceramic substrate. It is controlled by the action of an attached float in the fuel tank. When the fuel level is low, resistance in the fuel tank sending unit is low (~16 Ohms). When the fuel level is high, the resistance in the fuel tank sending unit is high (~160 Ohms). As the float moves from empty to full, the resistance will gradually and continuously increase.

The electric fuel delivery system is used on the 4.9L, 5.0L, 5.8L, and 7.5L Multiport Fuel Injection (MFI) engines and utilize a fuel delivery module (FDM) assembly. The FDM unit includes a high pressure fuel pump, venturi jet pump, supply check valve, and a shuttle selector valve all located internally in the module, which acts as a reservoir mounted from the fuel tank sending unit flange. The fuel tank sending unit attached to the reservoir body is a separately serviceable component.

In addition, the FDM system achieves a significant reduction in fuel system complexity and simplifies fuel line routing. The in-line fuel filter is located on the left-hand frame rail to provide service access.

The fuel tank sending unit (9275) for the 7.3L diesel also operates the same as previously described, except for the following differences. The sender electrical connector has two pins instead of four for F-Series and Bronco. Econoline uses a pigtail wire harness as there is no electric fuel pump. The venturi filter screen is replaced by an inverted flexible cone-like member. The flexible cone makes sure fuel is always being taken from the bottom of the fuel tank. The cone has as part of its assembly a relief-bypass valve. If the intake becomes obstructed at low temperatures the relief valve opens, allowing fuel to bypass the filter.

The fuel tank sending units used with all engines equipped with MFI, as well as the 7.3L diesel engine, have a fuel return port which allows excess fuel delivered to the engine to be returned to the fuel tank.

Fuel Tank Selector Switch (F-series w/dual tank only)

All fuel gauge sensing on vehicles with dual fuel tanks (except with 7.3L diesel engine (6007) passes through the fuel tank selector switch.


Engine Coolant Temperature Indication System

The engine coolant temperature indication system is a magnetic gauge system. It consists of a magnetic engine coolant temperature gauge mounted in the instrument cluster and an engine coolant temperature sender unit.


Engine Coolant Temperature Gauge

The engine coolant temperature gauge is a magnetic gauge movement consisting of three primary coils, one of which is wound at a 90-degree angle to the other two. The coils form a magnetic field which varies in direction according to the variable resistance of the engine coolant temperature sender unit. A primary magnet, to which a shaft and pointer are attached, rotates to align to this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There is no adjustment, calibration or maintenance required for this gauge.

Engine Coolant Temperature Indicator Sender Unit (DOWY-10884-A)


When the engine coolant temperature is low, the resistance of the engine coolant temperature sender unit is high (74 Ohms), thus restricting the flow of current through the gauge, and moving the pointer only a short distance. As the coolant temperature increases, the resistance of the engine coolant temperature sender unit decreases (9.7 Ohms), causing a proportionately increased flow of current through the engine coolant temperature sender unit and a corresponding movement of the pointer.

The diesel engine's coolant temperature gauge uses an overheat switch that closes at approximately 116°C (240°F).


Oil Pressure Indication System


The oil pressure indication system consists of an oil pressure gauge and an oil pressure sender (9278 ).


Oil Pressure Gauge


The oil pressure gauge is a magnetic gauge movement consisting of three primary coils, one of which is wound at a 90-degree angle to the other two. The oil pressure system uses a switch and a fixed resistor; the resistor is attached to the engine wiring harness. A primary magnet, to which a shaft and pointer are attached, rotates to align this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There are no adjustment calibrations or maintenance required for this gauge.


Oil Pressure Sender (EOAZ-9278-A)


The oil pressure sender (EOAZ-9278-A) controls the magnetic oil pressure gauge's pointer position. The oil pressure switch closes under normal engine operating conditions (above 6psi). The oil pressure switch opens with the engine off and no oil pressure (below 6psi).


Charge Indication System

With the ignition switch lock cylinder (11582) in START or RUN, the battery voltage gauge measures the vehicle's voltage to indicate the battery state of charge.


Battery Voltage Gauge

The battery voltage gauge is a gauge which measures the voltage potential at the battery to indicate the battery state of charge. The battery voltage gauge is a magnetic gauge which consists of three primary coils, one of which is wound at a 90-degree angle to the other two. The coils form a magnetic field which varies in direction according to the vehicle's voltage.

A primary magnet, to which a shaft and pointer are attached, rotates to align to this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There is no maintenance required for this gauge.


Charging System Warning

With the ignition switch lock cylinder in START or RUN, battery voltage is present at the charge indicator. If the generator (GEN) (10346) is not generating power, the voltage regulator inside the generator grounds the charge indicator through circuit 904 (LG/R). The charge indicator illuminates.

When the generator is generating power, the voltage regulator inside the generator applies battery voltage to the charge indicator through circuit 904 (LG/R). With battery voltage present at both ends of the charge indicator, there is no current flow and the charge indicator does not illuminate.


Programmable Speedometer/Odometer Module (PSOM)


The programmable electric analog speedometer receives its input from the anti-lock brake sensor except on F-Super Duty Motorhome Chassis where it receives its input from the park brake-mounted speed sensor. The liquid crystal display (LCD) odometer is a combination trip odometer and total odometer. The total odometer is normally displayed. To see the trip odometer, press and release the SELECT button on the upper right side of the speedometer. To zero out the trip odometer, press and release the RESET button on the upper left side of the speedometer while the trip odometer is displayed. If the trip odometer is displayed, press and release the SELECT button to return the display to the total odometer value. The speedometer, containing the trip odometer and total mileage odometer, is serviceable only as an instrument cluster assembly.

NOTE:
Federal law requires that the odometer in any replacement speedometer must register the same mileage as that registered on the removed speedometer/odometer. Service replacement speedometer/odometer and odometer modules with the mileage preset to actual vehicle mileage are available through Ford Electronic Service Centers. In nearly all instances, the mileage continues to accumulate in the odometer memory even if the odometer does not display mileage. This mileage can usually be verified by the electronic service centers. Contact the service center for instructions to receive a replacement speedometer/odometer or odometer module with the mileage preset to actual mileage.

If the actual vehicle mileage cannot be verified, the service center will supply a speedometer/odometer module with the odometer display preset to zero ("0") miles and the service odometer segment ("s") illuminated in the vicinity of the odometer display. In addition, an odometer mileage sticker is supplied with the replacement odometer. This sticker must display the estimated vehicle mileage and is to be affixed to the driver's door.

NOTE:
Before ordering an instrument cluster, contact the instrument cluster technical hotline for diagnostic and system troubleshooting assistance. The hotline phone number is 1-800-523-7763.

The speedometer is also used to provide a speed signal for correct operation of the vehicle's powertrain control module (PCM) (12A650), transmission (7003), and speed control (if so equipped). Because of this, it is VERY IMPORTANT to change the speedometer's internal conversion constant if the size of tires on the vehicle is changed. Changing the conversion constant to the proper value when the tires are changed will also make sure that the speedometer retains the original factory-set accuracy. The conversion constant can only be changed six times once the vehicle leaves the factory. On F-Super Duty Motorhome Chassis the conversion constant must never be changed. If tires or rear axle ratio is changed, the gear in the park brake must be changed.


Odometer/Trip Odometer

The liquid crystal display (LCD) odometer is a combination trip odometer and total odometer. The total odometer is normally displayed. Press and release the SELECT button to see the trip odometer. To zero out the trip odometer, press and release the "reset" button. If the trip odometer is displayed, press and release the SELECT button to return the display to the total odometer value.


Tachometer (if Equipped)

The tachometer (17360) is an electrically operated gauge that indicates engine speed in rpm. In vehicles with gasoline engines, the tachometer receives its voltage pulses from the ignition coil when the engine is running. For 6-cylinder engines, the 8 terminal on the tachometer is left unconnected in the harness (open circuit); for 8-cylinder engines, the circuit is grounded. In vehicles with diesel engines, the engine's speed is indicated by the engine rpm sensor.



'93 Lightning tach F3TZ-17360-F
'94-95 Lightning tach F4TZ-17360-D


Transmission Range Selector Indicator ("Prindle" or "PRNDL")

The transmission range selector indicator is located below the speedometer for vehicles with automatic transmissions. A transmission control selector indicator opening cover (7B100) fills the window for manual transmissions. Early ('92-93) indicator cable guide tubes are white and very fragile; later tubes are black with visible bulges for the reinforcement strands. All attach to a plastic bracket on the steering column by a threaded adjusting wheel, and to a peg on the shift lever by an eye at the end of the cable.

'92-96 (& '97 over 8500GVWR) Instrument Cluster Parts
IF THE IMAGE IS TOO SMALL, click it.
For functional details, see the PREVious caption.

'92-93 clusters are interchangeable (non-airbag); '94-97 clusters are interchangeable (airbag); the only difference is the film circuit, and the lens in the cluster bezel over the 3 bottom Left bulbs.

'93-95 Lightning F150s use a 120mph PSOM; their tachometer faces have red from 5 to 6; and their needles are orange with all-black caps.

All the bulbs are #194. The main cluster connector on the driver's side is Gray; the passenger side is Brown.

'80-05 similar
.

The PSOM, lens, blackout ring, terminal clips, shift indicator plates, bulbs & holders are interchangeable between '92-96 (& '97 >8500GVWR) cases. '87-96 gauges are only held in by their terminal clips, except the speedo. '80-91 speedos are held in by 2 screws; '92-97 PSOMs are held captive by the surrounding gauge faces. '80-86 use the same case for tach & non-tach, with a blank face for non-tach. '80-86 gauges are held in by stamped nuts on threaded studs.
Ford F5TZ-7A110-AA shift indicator '92-96 w/E4OD

A gauge can be disassembled by prying the needle off & removing the 2 screws holding the body to the face plate. To reinstall the needle, the gauge must be powered & have a known signal applied (usually the minimum) before stabbing the needle so it points to the proper reading. The PSOM is an exception because simply putting it into self-test will re-calibrate the needle position, and return it to 0 (if the needle has bounced to the high side).



The oil gauge works in the opposite direction (CCW) from fuel & temp. In ~96, an internal resistor was added to the oil gauge assembly to force it to mid-scale, making it difficult to get the gauge to actually work.



The case screws are 5.5mm (7/32") hex with T15.

Note that both cases have a molded socket for an anti-slosh module (which was only installed in chassis-cabs & RV chassis at the factory) and both film circuits have 4 traces for the socket. Tachometer film circuits have a discrete power trace for the module.



For access, see this:

Lightning Instrument Cluster with specific Speedometer (PSOM) & tachometer.

'87-91 Instrument Clusters ('92-97 similar)
The non-tach speedo face is larger than the tach-speedo face, so they're not as easily swapped as '92-96 speedos.

. .

A new replacement shift indicator cable (7E363) has become available in 2021:
https://www.ebay.com/itm/274712952323

'92-96 similar, but the speedo is electronic

'87-91 Tach Cluster Parts
IF THE IMAGE IS TOO SMALL, click it.

The '87-91 cluster is built very much like the '92-96, which makes it much easier to repair & clean than '80-86 clusters. It's also possible to remove the needles from their shafts, peel the black gauge faces off the clear gauge bodies, and scrape the green paint off to change the gauges' color. Gauge faces commonly detach on these old trucks, but they're easy to glue back on. The needles can also be repainted with fresh hi-vis orange; the factory orange fades to this urine-yellow with sun exposure over the years.


The speedo is NOT directly interchangeable between tach & non-tach clusters, so it's difficult to keep the original odometer reading when swapping clusters.

. .

A new replacement shift indicator cable has become available in 2021:
https://www.ebay.com/itm/274712952323

For inoperative fuel gauge, read this page:

White Shift Indicator Tubes are noticeably more fragile than the later black ones. Be extremely careful when R&Ring the cluster because replacement shift indicators are virtually impossible to find.
Ford F5TZ-7A110-AA shift indicator '92-96 w/E4OD

'92-up Crown Vic clusters (and probably MANY others) have a factory 5-terminal "anti-slosh module" inserted in the back which does 2 things:
1) slows down the needle so it doesn't show a drop in fuel level for momentary conditions like an extended turn, and
2) grounds a discrete circuit when the average fuel level is below ~1/4 tank.
This ground circuit is connected to a light bulb that is always energized (B 12V) when the key is on, so when the module grounds it, the light comes on, indicating low fuel.
IF THE IMAGE IS TOO SMALL, click it.

Some other vehicles like T-birds & Cougars have an 8-terminal module which also monitors the oil pressure & coolant temperature circuits. A low reading in any of them triggers the light, which in those vehicles is labelled "Check Gauges".

See the NEXT several captions...

Removing the module is simple - just press the lock in the center & slide it straight out. The wiper contacts on the PC board touch the bare copper traces on the flap of the film circuit that goes inside the slot.
IF THE IMAGE IS TOO SMALL, click it.

See the NEXT several captions...

Although no (complete) truck was built with an anti-slosh module installed, their clusters were designed for it. Note the slot in the plastic & the flap of the film circuit on the lower cluster.
IF THE IMAGE IS TOO SMALL, click it.

See the PREVious & NEXT several captions...

With more effort, this Gauge-Check module can be wired in externally to an '87-96 cluster. In addition to the 5 terminals on the smaller Anti-Slosh module, this one has a redundant ground, & inputs for oil pressure & coolant temperature. Accordingly, the warning light it triggers should be positioned & labelled to alert the driver to check fuel, oil, or temperature gauges (instead of fuel specifically).
IF THE IMAGE IS TOO SMALL, click it.



I don't have the pinout for this module yet, and it won't fit into the molded slot in the '92-97 truck cluster anyway.

See the PREVious & NEXT several captions...

'96 Cougar Gauge Check Module
IF THE IMAGE IS TOO SMALL, click it.

This module is an expanded version of the Anti-Slosh Module; it also turns on the light for high temperature or low oil pressure. But it will work normally if some of the inputs are NOT connected.



See the PREVious & NEXT several captions...

The truck cluster is ready to have the module with only 3 modifications:
1) the sender loop, which extends past the rest of this flap, can be cut off to open the circuit into 2: an input for the module from the tank (bottom), and an output from the module to the gauge (top). This should only be done on SINGLE-tank applications since the delay will interfere with the gauge when switching tanks; on dual-tank applications, DO NOT CUT the loop, but insulate or remove the gauge output wiper (the inboard one of the pair to the R of the catch) so the gauge has no delay (no anti-slosh);

2) the 12V input to the module must be connected to another power circuit that is only active with the key forward in START or RUN, or back in ACC. On '92-96 non-tach (base) clusters, the trace is already powered.
3) since the film circuit lacks a trace for the ground output to the light, and there's no unused bulb position on the cluster, an external light will have to be installed wherever it looks good to you. The light isn't necessary for the module to work, but since truck gas tanks don't run side-to-side, they don't suffer from slosh that would affect the level gauge, so without the light, there's no reason for this mod. Modifying the face to say "Low Fuel" would be difficult, but placing the light behind the fuel pump icon on the gauge face or near the "E" will make its meaning obvious. With care, a hole can be drilled in the back of the gauge face to keep the light in-place, and to make it easier to see, and to isolate it from the gauge illumination. But a bright light will shine through the gauge face without drilling.
IF THE IMAGE IS TOO SMALL, click it.

Module terminals, top-to-bottom:
Light output (ground for ON)
12V input
Ground input
Fuel level output (delayed)
Fuel sender input

On F-series with dual tanks:
This module is designed to prevent sudden changes in the needle's position while the key is in RUN. So when switching tanks, it will take some time for the module to accept the new level & allow the gauge to display it, UNLESS the key is cycled OFF. So to make this mod more functional, simply apply insulating tape to the module's output terminal and leave the signal loop of the film circuit intact. This will eliminate the anti-slosh feature, but still allow the low fuel light to work.

See the PREVious & NEXT several captions...

On single-tank applications or when the anti-slosh delay is desired, cut the loop open so the traces are even with the rest of the flap.
IF THE IMAGE IS TOO SMALL, click it.

On dual-tank applications or when the anti-slosh delay isn't needed, leave the loop intact and place a piece of tape over the delay trace so the module's delay wiper can't make contact. Its fuel level input wiper MUST make contact.

See the PREVious & NEXT several captions...

This is how it should look if the anti-slosh functionality is desired. Note that the wiper near "R3" on the PC board is the output for the light, and there is no trace on the film circuit to match it. So a circuit for the light will have to be added external to the film circuit.
IF THE IMAGE IS TOO SMALL, click it.

Module terminals, top-to-bottom:
Light output (ground for ON)
12V input
Ground input
Fuel level output (delayed)
Fuel sender input

See the PREVious & NEXT several captions...

The module slides down & locks in place.
IF THE IMAGE IS TOO SMALL, click it.

The power feed for the module comes out to the lower L terminal of the connector socket, which isn't used on the harness connector. Fortunately, the adjacent terminal is a key-switched power feed for the gauges. There are 2 ways to get power to the module:
1) solder a jumper onto the film circuit between these 2 traces. This can be difficult, considering how easy it is to melt the film, and that any solder where the connector terminals slide could make removing the connector difficult later. But it is convenient since it puts ALL the modification ON the cluster; or
2) install a terminal in the harness connector & join it to the adjacent wire. This is a cleaner way to power the module, but finding the correct terminal to install there might be difficult. Also, the connector must be partially disassembled to install the terminal, which isn't easy inside the dash.

Note the resistor at the top of the film circuit just above the exposed contacts. This is the resistor that makes the oil pressure gauge read in the middle when the pressure switch is closed. Soldering a jumper across those exposed terminals effectively removes the resistor from the circuit, which allows an older oil pressure SENDER to work, making the gauge actually show oil pressure changes. This TSB explains why:


See the PREVious & NEXT several captions...

'92 Instrument Cluster Connector Pinouts
IF THE IMAGE IS TOO SMALL, click it.

'95 Gasoline Instrument Cluster Connector Pinouts
IF THE IMAGE IS TOO SMALL, click it.

One way to power the anti-slosh module in a tach cluster is to add a terminal to the dash harness. Splice it into the R/Y wire (I soldered the W/Pk wire to the R/Y terminal) and insert it into the unused position 14. The red lock plate must be removed first.
IF THE IMAGE IS TOO SMALL, click it.

This is a '94 Bronco connector.

Another way is to solder a jumper wire to the film circuit traces from position 13 to 14. Yet another is to extend the wire from the LED (soldered to the gauge's hot post) down to the module, right beside the LED's ground wire.

ERROR: Air Bags were not used on Ford trucks in '93.

See the PREVious & NEXT several captions...

See also:
MotorCraft 2016 Wiring Pigtail Guide

This LED switch is about $3 at Wal-Mart and it's built with the correct resistor (inside the heat-shrink). To get the LED out, grab the silver barrel firmly (you should hear the glue inside crackling as it breaks free), twist & pull it straight off the lever. Then pull the LED straight out. No other disassembly is necessary, and the switch can be used without illumination, but it's really a crappy switch.
IF THE IMAGE IS TOO SMALL, click it.

If you have an LED without a resistor, use this to get the resistor rating:
http://led.linear1.org/1led.wiz

See the PREVious & NEXT several captions...

The light can be placed anywhere you like. I chose the lower L end of the fuel level scale on the gauge face since it's intuitive. I drilled a hole the exact size of the lamp for a press-fit. It may also be placed directly behind the fuel pump icon, but it won't be as distinct, especially in daylight.
IF THE IMAGE IS TOO SMALL, click it.



Any 12V lamp can be used. I chose a red LED for its long life & low current-draw, which also requires an inline current-limiting resistor ( http://led.linear1.org/1led.wiz ). An incandescent 12V bulb doesn't require any resistor, but it needs more current, which means it gets hotter and the heat might affect the gauge face. Since this lamp is bare on the back, and since it's placed very close to the cluster illumination, I spray-painted its back so light wouldn't leak in, making it look like it's on when it's not.

One side of the lamp must be connected to a 12V feed. I chose the IGN terminal of the fuel gauge because it's convenient.

The other side of the lamp must be connected to the ground output terminal of the module. I chose to use a yellow wire since the fuel level circuit is Y/Wh. The module slot is a convenient route for the wire which doesn't require any drilling of the cluster case.



For added functionality, the new light's ground can also be connected to the Inertia Fuel Shutoff (IFS) Switch warning feed. On '92-93 trucks, this is the Gy/Or wire from the GRAY connector pin 5; on later trucks, a new wire would have to be run. Doing so will cause the lamp to illuminate for low fuel, AND when the key is on but the FP relay is off, AND for a tripped inertia switch. The tach cluster is built to hold a bulb for this function, but the tach face has no indicator position, so the bulb isn't installed and the film circuit isn't cut for it. Non-tach clusters have no provision for a Fuel Reset bulb, although the '92-93 gray connector is wired that way.

See the PREVious & NEXT several captions...

It almost looks stock. To reduce the amount of light going in from the front, I used a black permanent marker to dull the face of the LED, but the camera flash went right thru, making it look like it's on.
IF THE IMAGE IS TOO SMALL, click it.



See the PREVious & NEXT several captions...

With its tip tinned & flattened, the wire pushes into the uppermost wiper terminal on the module easily.
IF THE IMAGE IS TOO SMALL, click it.



See the PREVious & NEXT several captions...

The cluster is ready to install, without any modification to the rest of the truck. If it ever gets replaced with an unmodified cluster, the new cluster will work normally.
IF THE IMAGE IS TOO SMALL, click it.

On F-series with dual tanks:
This module is designed to prevent sudden changes in the needle's position while the key is in RUN. So when switching tanks, it will take some time (~3min)for the module to accept the new level & allow the gauge to display it, UNLESS the key is cycled OFF. So to make this mod more functional, simply apply insulating tape to the module's output terminal and leave the signal loop of the film circuit intact. This will eliminate the anti-slosh feature, but still allow the low fuel light to work.



See the PREVious & NEXT several captions...

When off, the black marker on the surface helps it blend with the gauge face. It could have been positioned inside the fuel pump icon below the gauge scale.
IF THE IMAGE IS TOO SMALL, click it.

When on, the light is hard to miss, but not too distracting. It can also be positioned behind the fuel pump icon with no drilling which makes it invisible when off, but it's also harder to see when ON in the daytime.
IF THE IMAGE IS TOO SMALL, click it.



For the full installation, start with this caption:


For instrument cluster access, see this:

When on, the light is hard to miss, but not too distracting.
IF THE IMAGE IS TOO SMALL, click it.

The 7 gold screws (7/32" or 5.5mm hex & T10) around the edge hold the lens & blackout ring on the white cluster body. The 2 raised near the fuel gauge & hi-beam indicator hold the lens on the blackout. The 2 black screws recessed below the speedo hold the shift indicator to the PSOM.

Low Fuel Light installation in a '92-96 Base Cluster (Non-Tachometer)
IF THE IMAGE IS TOO SMALL, click it.

The LED's positive wire is stripped & soldered to the gauge's 12V pin. But it's not CUT there, and it wraps around to feed the module, too. The LED's negative wire goes to the appropriate terminal on the module.

Oil Pressure Sender (Ford EOAZ9278A/MotorCraft SW1547B,SW873B, Standard PS60, NAPA OP6091, BWD S334)
IF THE IMAGE IS TOO SMALL, click it.

The old-style oil pressure sender is needed to convert a fake gauge into a real working one. For V8 engines, it's also necessary to space it out from the block using common 1/4" plumbing: a 4" nipple & a 45%uFFFD elbow, or if you can find one, and old factory "connector". A stainless reproduction is occasionally available. I6 engines don't need the spacer - the block is flat & open around the oil pressure port. But the factory oil cooler must be removed (if equipped), which changes the filter from FL820S to the larger more-common FL1A.

. .

Then the 20-Ohm resistor that goes to the pressure gauge must have a jumper wire installed across it. The cluster shown is for a '94 Crown Vic, but the location of the resistor varies, and it's in the wiring harness for some applications. In '96-04 trucks, it's integrated into the gauge head and can't be bypassed - the gauge head must be swapped for an older one. Don't mess with the 350-Ohm resistor for the ALT lamp, or any others. I used a short Wh/R jumper wire to remind me that it's for the oil pressure circuit, which is Wh/R on most Fords. But a longer wire that hangs well below the cluster may be preferable so that it's easy to cut the wire & revert to the switch if desired, without having to remove the cluster again. This process is the exact opposite of this TSB:


These pics show where the sender goes on a smallblock V8, on the L side just behind the timing cover, using common plumbing hardware to space it out from the block:
.

This shows the plumbing to space the sender away:
.

This pic shows where the sender goes on a pre-'96 modular engine:


On '96-up, the gauge is electrically different, so the sender won't work without swapping in an older gauge head. In this case, a jumper wire isn't necessary because there is no resistor on the film circuit. It was integrated into the newer gauge head, which is being swapped out.

The most-common fault in the oil pressure gauge (besides being a fake on '87-up trucks) is that the diaphragm in the pressure switch eventually leaks, and both sides fill with pressurized oil. When that happens, there is no pressure difference across the diaphragm, so it indicates 0 pressure, and the gauge drops to nothing. When oil flow in the timing cover changes, the oil leaking OUT of the switch can be greater than oil leaking past the diaphragm, and enough pressure can be indicated for the gauge to return to normal. That process can repeat rapidly, causing the needle to flutter or bounce, even when oil pressure is relatively constant & safe.

If the oil pressure ACTUALLY drops, the lifters will bleed down, causing the valves NOT to fully open, which will result in very rough engine operation & low power output. If the gauge shows low while those symptoms are present, then the engine probably IS actually starving for oil. If not, it's probably just a leaky switch.

Almost every leak on the engine will eventually run down & blow back to the bellhousing, so WASH the engine, and then check for new leak trails frequently enough to follow them forward & up to their sources.
____________________________________________________
SSM# 19462 OASIS MESSAGE :
SOME 1997-2007 E150/F150, 1997-2007 CROWN VIC./GRAND MARQUIS/TOWN CAR, 1997-2004 MUSTANG GT, 1997-1998 T-BIRD/COUGAR AND 2002-2005 EXPLORER/MOUNTAINEER WITH 4.6L 2V ENGINE MAY EXPERIENCE AN ENGINE TICKING OR RATTLE NOISE THAT SOUNDS LIKE A STUCK TAPPET (HLA). THIS MAY BE DUE TO THE DETERIORATION OF AN AFTERMARKET OIL FILTER. VEHICLES WITH THIS CONDITION HAVE LOW OIL PRESSURE AT ONE CYLINDER HEAD ONLY, WHILE MAIN PRESSURES ARE NORMAL. DISLODGED MATERIAL FROM THE AFTERMARKET OIL FILTER BLOCKS THE CAM CAP OIL PASSAGE, EITHER AT CYLINDER #4 (RIGHT BANK REAR) OR CYLINDER #5 (LEFT BANK FRONT). FORD RECOMMENDS THE USE OF FORD APPROVED FILTERS ONLY. DAMAGE TO ENGINES CAUSED BY AFTERMARKET OIL FILTERS ARE NOT COVERED UNDER WARRANTY.

Oil Pressure Switch to Sender
IF THE IMAGE IS TOO SMALL, click it.

Swapping from a factory oil pressure switch to a factory-style sender causes the factory oil pressure gauge to actually work instead of behaving like an idiot light. Ford (and some other automakers) got tired of customers complaining about fluctuating oil pressure readings and tricked-out the gauge (on trucks) in '87 by installing a 6psi switch instead of the older analog sender, and embedding a resistor in the instrument cluster (&/or wiring harness) to make the needle stay mid-scale above that pressure. Reverting to the older sender and bypassing the resistor (with a simple jumper wire) will make the gauge work as expected. It's not calibrated which is why there are no numbers, but it's still functional once you learn what your engine normally does. If the needle drops below its normal position at a particular temperature & RPM, you'll know there's a problem. But just knowing how the pressure is changing can help diagnose other problems, like rough-running. If it only happens when the oil pressure is very low, it's from the HLAs bleeding down, and the valves not opening fully.

4.9L I6 engines have plenty of room to simply install the larger sender (EOAZ-9278-A, NAPA OP6091). But on V8s, there's not enough room at the block for the sender, so a spacer is required, just like the factory used. But common plumbing pipes are cheaper (~$2) than the machined part Ford used (~$25) which is #15 in this diagram.

. . .

(This would be the same location to remove the switch/sender and temporarily connect a mechanical oil pressure gauge for diagnosis.)

Afterward, a wire must be installed across the oil pressure resistor. I'm not sure where the '87-91 resistor is, so it may be necessary to overlay a wire onto the harness from the switch connector at the engine all the way to the instrument cluster. On '92-96, the resistor is on the instrument cluster film circuit. I normally make the jumper wire long enough to hang down below the cluster so it can be cut if a future owner chooses to convert back to the original switch & have an idiot-gauge again.

See also:
. . .

http://www.bobistheoilguy.com/
____________________________________________________
SSM# 19462 OASIS MESSAGE :
SOME 1997-2007 E150/F150, 1997-2007 CROWN VIC./GRAND MARQUIS/TOWN CAR, 1997-2004 MUSTANG GT, 1997-1998 T-BIRD/COUGAR AND 2002-2005 EXPLORER/MOUNTAINEER WITH 4.6L 2V ENGINE MAY EXPERIENCE AN ENGINE TICKING OR RATTLE NOISE THAT SOUNDS LIKE A STUCK TAPPET (HLA). THIS MAY BE DUE TO THE DETERIORATION OF AN AFTERMARKET OIL FILTER. VEHICLES WITH THIS CONDITION HAVE LOW OIL PRESSURE AT ONE CYLINDER HEAD ONLY, WHILE MAIN PRESSURES ARE NORMAL. DISLODGED MATERIAL FROM THE AFTERMARKET OIL FILTER BLOCKS THE CAM CAP OIL PASSAGE, EITHER AT CYLINDER #4 (RIGHT BANK REAR) OR CYLINDER #5 (LEFT BANK FRONT). FORD RECOMMENDS THE USE OF FORD APPROVED FILTERS ONLY. DAMAGE TO ENGINES CAUSED BY AFTERMARKET OIL FILTERS ARE NOT COVERED UNDER WARRANTY.

EMW / IMS Module (see the application chart in the TSB below)
Certain diesels use a different warning module here.
IF THE IMAGE IS TOO SMALL, click it.



The alternator bulb resistor is 510 Ohms (~350 thru the bulb & resistor). Note that this film circuit includes an identical resistor, but the plastic for the ALT socket is thicker, requiring the special bulb holder.
.

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

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" (Inferred Mileage Sensor) 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

--------------------------------------------------------------------------------
RESET PROCEDURE

1. Turn ignition key switch to Off position
2. Lightly push a Phillips screwdriver through the 0.2 inch diameter hole with the sticker labeled "RESET" and lightly press down and hold. Go to Step 3
3. With the screwdriver still pressing down, turn ignition switch to the RUN position. The EMW lamp will then light and should remain lighted for as long as screwdriver is pressed down. Hold the screwdriver down for 5 seconds. Go to Step 4.
4. Remove the screwdriver The lamp should go out in 2 to 5 seconds indicating a reset has occurred.. If not, start over at step 1. Turn the ignition switch to OFF and go to step 5.
5. Turn the ignition to the RUN position. EMW Lamp should go off in 2 to 5 seconds. If not, repeat the procedure.

If the module has no reset hole, replaced the module. (Service replacement modules have never been available from any source. Disconnect, remove, and discard the module.)

'87-91 Low Fuel Light
IF THE IMAGE IS TOO SMALL, click it.

This is one way to add the anti-slosh module & an LED to a cluster without the module slot. I removed the EUL/IMS module and found its screws perfectly spaced to hold this one. I soldered a few wires onto the film circuit, drilled a hole for the LED, and connected it just like on the later cluster. The bosses on the white cluster housing hold the module barely above the gauge terminals, but I also added a layer of tape on the back of the module to prevent short circuits between it & the film circuit.

Instrument Cluster with Tachometer 1992-96 & '97 >8500GVWR
IF THE IMAGE IS TOO SMALL, click it.

Oddly, this cluster has a white shift indicator cable - most '94-up have the improved black cable, which is less fragile.

'87-91 Tach Cluster Terminals
IF THE IMAGE IS TOO SMALL, click it.

For fuel level problems, try polishing the film circuit contacts (A & B 1-14) with brown paper or a pink eraser, especially those related to the fuel gauge. Be careful NOT to peel the copper strips off the mylar film.

A1 - Seat Belt - DG/LG
A2 - Hi Beam - LG/Bk
A3 - Ground - Bk
A4 - Illumination - LB/R
A5 - unused
A6 - Tachometer - DG/Y
A7 - V8 ground - Bk/Y
A8 - R Turn - Wh/LB
A9 - ABS - DG
A10 - 4WD - LB
A11 - Low Range - LB/Bk
A12 - Fuel - Y/Wh
A13 - Gauges & Warning Lights Power - R/Y
A14 - unused
B1 - Oil - Wh/R
B2 - Ground - Bk
B3 - L Turn - LG/Wh
B4 - unused
B5 - Gauges & Warning Lights Power - R/Y
B6 - unused
B7 - Emissions - Bk/LB?
B8 - Brake - Pu/Wh
B9 - CEL - Pk/LG
B10 - Ground - Bk
B11 - Temperature - R/WH
B12 - IMS/EUL - Wh/R?
B13 - Charge - LG/R
B14 - Ig.Sw. - R/LG

. .

97 HD Cluster
IF THE IMAGE IS TOO SMALL, click it.

Note the lack of a resistor for the oil pressure gauge. Modifying this cluster to show true oil pressure is different because the resistor is integrated into the gauge head. The gauge head would have to be swapped for an older one & then the sender installed in place of the pressure switch.

But it can still have a low fuel light.

Instrument cluster ('94-96) film circuit with tachometer
IF THE IMAGE IS TOO SMALL, click it.

The recessed black connector in the middle is the PSOM. The resistor at the top R is for the oil gauge. The black component to its L is a diode.

Instrument cluster ('92-96) film circuit without tachometer
IF THE IMAGE IS TOO SMALL, click it.

The recessed black connector in the middle is the PSOM. The resistor above connector B is for the oil gauge.

Instrument Cluster Shells for '92-96 fullsize trucks
IF THE IMAGE IS TOO SMALL, click it.

Because some circuits rely on the low resistance through original-type incandescent bulbs, they won't work right with the extremely-high resistance &/or polarity of LEDs.
IF THE IMAGE IS TOO SMALL, click it.
This tachometer cluster takes 17 bulbs, 15 of which can be swapped to LED.

'92-96 Cluster Bezel Repairs

It's common for the clips across the top snap off their mounting posts, but the posts are hollow, so it's fairly easy to install a screw. The hardest part is getting the final 1/4 turn on the screw so the clip stays tight.

It's even more common for the screw holes behind the trim strips to break out, but it's easier to repair them. I used this plumber's strap to hang some hardware for powdercoating, which is why it's black. But since it'll be totally hidden, plain strap is just as good. Even if the holes haven't cracked yet, this mod will prevent them from ever breaking.

'92-96 Dash Switch Repair

It's becoming more common for the F-series tank switch or Bronco rear window switch to break loose from the back of the cluster bezel, and repairing the screw holes on the bezel is nearly impossible. This makes more sense to me, anyay - I don't know why Ford didn't do this to begin with, and the same for the diesel warning lights, and the ESOF switch on the other side of the column.

This is a scrap of VERY light-gauge galvanized steel cut & folded to hold the switch in-position. Of course the remains of the screw holes on the back of the bezel had to be broken away to make room for these screw heads, and it took some effort & several attempts to get it to fit tightly. But the guy who bought the truck gave it to his teenage son, and although he calls me frequently about his '75 Bronco, he has never mentioned a problem with this switch.

See also:
. . . . .

Another '87-91 Low Fuel Light mod; this time with most of the connections on the back of the gauge.
IF THE IMAGE IS TOO SMALL, click it.

The white pointer is where I cut the fuel signal trace; the black is where I drilled thru the case.

PRESOLD Wood Dash Trim for '87-91

Lower left panel is for Bronco only. Pocket for lower right panel is included.

This new chinese cluster bezel is about half the price of the Ford parts (F2TZ-15044D70-A, F4TZ-15044D70-A), which are hard to find, and hard to ID the correct application. But the chinese one isn't made exactly right, and its texture is much rougher, and I've only found it in this configuration: '92-93 (non-airbag) right side lens, no cutouts for diesel/ESOF/rear defrost. But the original '94-97 right lens can be transferred to this bezel, and it can be cut using these tools:



Shipping size: 28x13x5" 3.1 lbs

Instrument Cluster Bezel comparison between an original '92 F250 gas 2WD bezel (bottom), a new Ford '92-93 Instrument Cluster Bezel (F4TZ-15044D70-A) (middle), and a chinese knock-off (top).

'94-97 bezel

Shipping size: 28x13x5" 3.1 lbs

SOLD 92-96 Instrument Cluster Bezels
Upper one (F2TZ98044D70A) has holes for ESOF & rear defrost switch.
Lower one (F2TZ15044D70A) has no holes for ESOF t-case shifter buttons or Bronco-only rear window defrost.



'92-93 no cutouts F2TZ-15044D70-A
'94-97 diesel F4TZ-15044D70-C
'94-97 no cutouts F4TZ-15044D70-A

Shipping size: 28x13x5" 3.1 lbs

SOLD '92-96 Bronco Instrument Cluster Bezel (F2TZ98044D70A) for rear defrost & ESOF, includes rear window switch



'92-93 no cutouts F2TZ-15044D70-A
'94-97 diesel F4TZ-15044D70-C
'94-97 no cutouts F4TZ-15044D70-A

Shipping size: 28x13x5" 3.1 lbs

SOLD '94-96 Bronco Instrument Cluster Bezel REPAIRED

Theft & SRS indicators below the cluster to the L of the column are for '94-96 only. The film can be peeled & swapped with '92-93 fuel (unused) and alternator.
Defrost switch hole for Bronco only.

ESOF switch plate has been removed, but its upper screw boss has lost some plastic - there's still plenty to hold a screw. Left (rear window) switch mounting screw bosses are intact. Top clips & mounting screw hole are repaired. Ventilation registers available.



'92-93 no cutouts F2TZ-15044D70-A
'94-97 diesel F4TZ-15044D70-C
'94-97 no cutouts F4TZ-15044D70-A

Shipping size: 28x13x5" 3.1 lbs

New Ford '94-97 Instrument Cluster Bezel (F4TZ-15044D70-A) details

Like original '94-96 bezels, it lacks the 2 flat clips near the bottom center that snap into the dash. IDK why Ford deleted them - maybe because they break so easily and don't add much rigidity to the installation.

Shipping size: 28x13x5" 3.1 lbs

SOLD '94-96 Cluster w/Low Fuel Light & Oil Pressure Jumper

Swapping this cluster into a '94-96 gasoline F-series or Bronco will instantly give you a working low fuel light, using a factory Ford module & an aftermarket LED installed in the gauge face. It also allows you to swap your factory oil pressure switch for an earlier pressure SENDER which will make the gauge actually move with changes in pressure. The jumper wire is long enough to access without removing the cluster, and is easy to change from working with a switch (wires disconnected) to working with a sender (wires connected = jumper). 4.9L engines don't need the extension plumbing, but some V8s will need a 45-degree union instead of the straight one shown. The sender & switch in the photo are available, but NOT included.



For more info on the oil pressure mod, see this:

____________________________________________________
SSM# 19462 OASIS MESSAGE :
SOME 1997-2007 E150/F150, 1997-2007 CROWN VIC./GRAND MARQUIS/TOWN CAR, 1997-2004 MUSTANG GT, 1997-1998 T-BIRD/COUGAR AND 2002-2005 EXPLORER/MOUNTAINEER WITH 4.6L 2V ENGINE MAY EXPERIENCE AN ENGINE TICKING OR RATTLE NOISE THAT SOUNDS LIKE A STUCK TAPPET (HLA). THIS MAY BE DUE TO THE DETERIORATION OF AN AFTERMARKET OIL FILTER. VEHICLES WITH THIS CONDITION HAVE LOW OIL PRESSURE AT ONE CYLINDER HEAD ONLY, WHILE MAIN PRESSURES ARE NORMAL. DISLODGED MATERIAL FROM THE AFTERMARKET OIL FILTER BLOCKS THE CAM CAP OIL PASSAGE, EITHER AT CYLINDER #4 (RIGHT BANK REAR) OR CYLINDER #5 (LEFT BANK FRONT). FORD RECOMMENDS THE USE OF FORD APPROVED FILTERS ONLY. DAMAGE TO ENGINES CAUSED BY AFTERMARKET OIL FILTERS ARE NOT COVERED UNDER WARRANTY.
____________________________________________________

For more info on the low fuel light mod, see this:

Tach Clusters

SOLD '96 has 107207.8 miles calibrated to 9.67 with 6 lockouts left (E 08 6, 967CAL).

SOLD '94 has 292981.2 miles calibrated to 9.18 with 6 lockouts left (E 08 6, 918CAL).

SOLD '94-96 Tachometer Cluster

PSOM can be deleted or swapped for different mileage

Plug-N-Play for '94-96 ('97 over 8500GVWR) gasoline trucks.



For more info, see these captions:
.

SOLD 92 F150 4WD automatic instrument cluster w/tach fits '92-93 F150 & Bronco
Shift indicator cable has been upgraded to the later black, and the green bracket is not included.

256,513.9 miles, E 03, conv.const. 9.18
Slight discoloration at top of odometer does not prevent numbers from working.

Plug-N-Play for '92-93 gasoline trucks.



For more info, see these captions:
.

SOLD Tach Cluster from '92 F150

Fits all '92-93 Bronco & F-series (gas)

The broken shift indicator has been replaced.

SOLD Tachometer for '87-91 not tested

Fits only in clusters originally equipped with a tach.

~'95 E-series cluster

~'95 E-series cluster

~'95 E-series cluster

~'95 E-series cluster

SOLD '94-96 Bronco Instrument Cluster Bezel PERFECT

No cracks or breaks. Available with or WITHOUT window & ESOF switches. Defrost switch, headlight knob, trim strips, & registers also available.

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Shipping size: 28x13x5" 3.1 lbs

Factory Tank Select Switch Blockoff Plates for '92-96 (& '97 >8500GVWR) F-series with Single Fuel Tank (F2TZ15046A34A)

SOLD one

See also:
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Instrument Cluster Bezel
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Bronco-specific bezels with the defrost button slot are not currently available new, but they are available without the slot; both from Ford and from chy-nah. So rather than clinging to a broken bezel, or hanging the defrost switch out the bottom of the dash, I prefer to simply cut a slot. It doesn't look perfect, but since it's not very visible anyway, it's good enough. And it looks a lot better than a broken bezel, a chy-neez bezel, or something you have to fumble around to find under the dash out-of-view.

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Defrost Slot Cut by Hand
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Instrument Cluster Cleaning
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The hardest parts of cleaning the instrument cluster might be getting the dash bezel off without damage, the shift indicator cable unhooked, and the 2 connectors unplugged.



Once the cluster is out, it's very easy to disassemble, rinse, wash, dry, & reassemble. The case screws are 5.5mm (7/32") hex with T15. While it's apart, the gauge faces should be glued back down with E6000 (it only takes a couple of tiny spots, but the alignment is critical so use the notches top & bottom) so they don't slide around & interfere with the needles. The PSOM's & tachometer's limit pegs hold those faces in-position, but they should still be re-glued.

It's also a good opportunity to make the oil gauge work, add a low-fuel light, or switch to a tachometer cluster.

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