10th Generation F150s Forums
torkum
 |
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
 Posted:9/1/2008 16:23 |
|
|
|
I can post TSB info by order of request for '97-04 Heritage only. All replays will be posted in this thread. |
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:09 |
|
|
TSB 6-21-19 Heater Core 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 to or replacement of. 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.
Determine whether coolant condition is acceptable.
Remove both cables from the battery and ensure they do not contact each other or the vehicle.
Touch negative lead of voltmeter to engine ground and positive lead in the coolant.
NOTE: POSITIVE TEST PROBE IS IN THE COOLANT FOR TESTING.
Check the voltage in the cooling system. If less than or equal to 0.4 volts (V) OK, reconnect battery cables and proceed to Step 2.
If greater than 0.4 V, flush cooling system thoroughly.
Recheck voltage less than or equal to 0.4 V.
Reconnect battery cables.
Refill the system with appropriate Motorcraft® engine coolant.
Check for loose or missing grounds at static conditions.
Turn off all accessories. Turn ignition on but do not start engine.
Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
Voltage less than or equal to 0.4 V on all grounds OK.
Any one greater than 0.4 V, check and clean ground cable connections.
Check accessories without using the on off switch on the vehicle instrument panel, use a jumper wire to ground.
Plug in engine block heater, if equipped, and test.
Recheck voltage less than or equal to 0.4 V.
Unplug engine block heater, if equipped.
Check for loose, missing, or inadequate grounds.
Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
Crank engine but do not start.
Monitor voltage while cranking. less than or equal to 0.4 V OK
If greater than 0.4 V, ground or repair starter.
Start engine and run at about 2000 rpm.
Turn on all accessories including those customer only uses occasionally such as CB radio, cell phone, etc.
Test with ground probe to battery ground, engine ground, and vehicle ground sequentially.
Voltage less than or equal to 0.4 V OK
If greater than 0.4 V, turn off one item at a time until V drops to less than or equal to 0.4 V. Repair ground to the accessory just identified.
Recheck voltage less than or equal to 0.4 V
Turn the DVOM to AC volts.
Check for ANY AC voltage greater than 0.4.
If any AC voltage is present then try turning off each accessory one at a time including blower motor and any fan motors.
If AC voltage is still present then shut engine off and remove B+ from the alternator and tape it up then retest.
If voltage drop is gradual to less than or equal to 0.4 V, the ground straps may simply be overloaded by added accessories. Test by using 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 when off.
CAUTION: DO NOT GROUND HEATER CORE. IF THE HEATER CORE IS GROUNDED, YOU HAVE PROVIDED THE ELECTROLOSIS A PATH THROUGH THE HEATER CORE. THIS WOULD CAUSE THE HEATER CORE TO BECOME AN ANODE OR RECEIVER AND IT WOULD PROMOTE THE ELECTROLOSIS, OR ANY STRAY VOLTAGE TO USE THE COOLANT AS THE GROUND PATH.
Refill the engine cooling system, reference Workshop Manual, Section 303-03.
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.
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:11 |
|
|
TSB
04-20-6 TICKING OR KNOCKING NOISE COMING FROM THE CATALYTIC CONVERTERS
Publication Date: October 1, 2004
FORD: 1997-1998 F-250 LD
1997-2003 F-150
ISSUE:
Some 1997-2003 F-150 vehicles equipped with any engine, and 1997-1998 F-250 LD vehicles equipped with the 5.4L engine, may exhibit a ticking or knocking noise coming from the catalytic converters. The noise may be described as sounding like a diesel engine. The condition will be present when the vehicle is in gear at idle only, and is more pronounced when the vehicle is stationary, such as sitting in a drive-through line. The noise is normal, and is created by engine pulses being amplified through the light-off converters.
ACTION:
DO NOT replace converters unless loose internal components are found. To reduce the noise, install a wrap kit on each of the light-off converters. Refer to the instruction sheet included in the kit.
PART NUMBER PART NAME
4L3Z-5E258-AC Exhaust Shield Kit
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:13 |
|
|
This article supersedes TSB 03-9-8 to update the vehicle lines and Service Procedures.
ISSUE:
Some vehicles may exhibit a Malfunction Indicator Lamp (MIL) illuminated with Diagnostic Trouble Codes (DTCs) P0442, P0455, P0456, P0457 or P1442 or a "Check Fuel Cap" Lamp illuminated with DTC P0457 for the Evaporative Emission System. This may be caused by loose or leaking hoses, loose or broken fuel cap, a leak at the top of the fuel filler pipe neck, etc.
ACTION:
Use the Rotunda Leak Detector Smoke Machine (Part 218-00001) or equivalent, to locate and repair leaks in the Evaporative Emission System. Refer to the following Service Procedure for details.
Definitions of Acronyms
CVS Canister Vent Solenoid
DTC Diagnostic Trouble Code
EVAP Evaporative Emissions System
EVMV Electronic Vapor Management Valve
FTP Fuel Tank Pressure
MIL Malfunction Indicator Lamp
NGS New Generation STAR Tester
PID Parameter Identifier
WDS Worldwide Diagnostic System
SERVICE PROCEDURE
NOTE: THIS PROCEDURE SUPERSEDES ALL OTHER PROCEDURES PUBLISHED IN SERVICE MANUALS AND TSB ARTICLES.
NOTE: MANY EVAP LEAKS ARE CAUSED BY A LOOSE OR FAULTY CAP. IF THE FUEL CAP IS SUSPECT DURING VISUAL INSPECTION, DO NOT DISTURB THE FUEL CAP UNTIL THE DIAGNOSTIC PROCEDURE IS COMPLETE. IF THE LEAK VERIFICATION FAILS, THE CAP CAN BE REPOSITIONED OR REPLACED AND THE TEST REPEATED. THIS ACTION WILL ISOLATE THE CAP FROM THE REST OF THE EVAP SYSTEM AS A POTENTIAL CONCERN. IF DEBRIS ON THE SEALING SURFACE OF THE CAP APPEARS TO BE THE SOURCE OF THE LEAK, CLEAN THE CAP AND REINSTALL.
OVERVIEW OF TEST PROCEDURES
NOTE: SEE ( FIGURE 1 ) AT END OF ARTICLE FOR TEST PROCEDURE FLOWCHART.
This TSB provides the following procedures:
Check the EVAP Canister Purge Valve (9C915) for a no flow condition
Locate a leak so that a repair can be performed
Verify repair by utilizing a metered air pressure test
EVAP CANISTER PURGE VALVE NO FLOW TEST
Using WDS Datalogger select the following PID's: EVAPVM# (or EVMV#), EVAPCV# and FTP.
Start the vehicle.
Close both the Canister Vent Solenoid (CVS) (EVAPCV# On or 100% duty cycle) and the EVAP Canister Purge Valve (EVAPVM# Off or zero % duty cycle).
While monitoring the FTP PID, command open the EVAP Canister Purge Valve with the EVAPVM# PID to 100% duty.
If the FTP decreases and/or the RPM changes and/or the engine stalls, the test passed. Turn off engine and proceed to test procedures below. Otherwise replace the EVAP Canister Purge Valve, verify the repair by repeating the No Flow Test and return vehicle.
SYSTEM LEAK CHECK (SMOKE TEST PROCEDURE)
Disconnect the larger of two manifold vacuum lines at the EVAP Canister Purge Valve and cap it at the EVAP Canister Purge Valve (see Figure 2 ).
Connect the Smoke Machine power cables to vehicle battery. The "Power Indicator Lamp" should be on indicating a good battery contact.
Position the selector valve on Rotunda's Smoke Machine Control Panel to "SMOKE".
Locate the vehicle's Evaporative Emission Service Test Port and remove the green cap. The EVAP Service Test Port is located close to or on the EVAP Canister Purge Valve.
WARNING: DO NOT REMOVE THE SCHRADER VALVE. REMOVING THE SCHRADER VALVE FROM THE TEST PORT ON VEHICLES EQUIPPED WITH THE ELECTRONIC VAPOR MANAGEMENT VALVE (9G641) AND/OR ELECTRONIC VAPOR MANAGEMENT VALVE & BRACKET ASSEMBLY (9G683) (SEE FIGURE 3 ), OR EVAP CANISTER PURGE VALVE (9C915) AND/OR EVAP CANISTER PURGE VALVE & BRACKET ASSEMBLY (9F933) (SEE FIGURE 2 ) WILL PERMANENTLY DAMAGE THE VALVE.
Install the EVAP Emission Test Port Adapter that is provided with the Rotunda's Smoke Machine to EVAP Canister Purge Valve test port.
NOTE: SPECIAL PROCEDURES HAVE BEEN DESIGNATED FOR WINDSTAR, LS, THUNDERBIRD & PZEV FOCUS BECAUSE THEY HAVE A CHECK VALVE THAT WILL PREVENT SMOKE FROM ENTERING THE FILLER NECK.
Connect black smoke hose nozzle tip to the EVAP Emission Test Port Adapter. For all except Windstar, LS, Thunderbird & PZEV Focus - Use NGS or WDS to close CVS. (CVS WILL REOPEN AFTER NINE (9) MINUTES OF CONTINUOUS OPERATION).
For all except Windstar, LS, Thunderbird & PZEV Focus - Remove the fuel cap from the vehicle. Depress remote starter button: Smoke will be introduced into the EVAP Emission System. Secure the fuel cap once smoke is seen exiting from the fuel tank's neck area. For Windstar, LS, Thunderbird & PZEV Focus, do not remove fuel cap. Depress starter button and introduce smoke to system until it can be seen exiting the CVS (located by filler neck). Once smoke is seen, use NGS or WDS to close CVS. (CVS WILL REOPEN AFTER NINE (9) MINUTES OF CONTINUOUS OPERATION).
Press and release the remote starter button in intervals of approximately 15 seconds on and 15 seconds off. Use the halogen light provided with the Smoke Machine to look for smoke in the engine compartment, EVAP hoses to EVAP Canister Purge Valve, CVS, carbon canister and area around the fuel cap. Wiggle fuel vapor lines to check for leaks. Check for leaks in areas that are difficult to access, such as connections on top of the tank where connections may be or inside frame rails. Use the black light to ensure that there are no leaks. If a leak is detected, repair as necessary. If the leak is not detected from the top, check under the bottom of vehicle. Inspect the EVAP hoses running to the carbon canister, fuel filler neck, CVS, and EVAP Canister Purge Valve. Go to LEAK VERIFICATION to verify any repair or if no leak is found.
LEAK VERIFICATION (METERED AIR SYSTEM)
Position the selector valve located on the Smoke Machine control panel to "METER".
Verify calibration of the flow meter by using the .020" calibrated leak orifice. To do this, insert air supply hose (transparent hose) nozzle tip into appropriate EVAP System calibrated leak orifice located on the front of the Smoke Machine panel.
TURN ON: Depress the remote starter button. Observe the position of the flow meter indicator ball. Position the flow meter red pointer flag so it aligns with the measurement of the indicator ball. Release the button and remove the air supply hose nozzle tip from the EVAP System calibrated leak orifice.
NOTE: THIS FLOW METER CALIBRATION MEASUREMENT INDICATES THE VEHICLE PASS OR FAIL CRITERIA BASED ON THE .020" EVAP SYSTEM LEAK STANDARD.
Connect the transparent air supply hose nozzle tip into the EVAP Service Test Port adapter.
Use NGS or WDS Diagnostic tool to CLOSE the CVS.
Depress the remote starter button on the Rotunda's Smoke Leak Detector. The indicator ball in the flowmeter will go all the way to the top indicating the system is being pressurized. Continue to depress the remote starter button until the ball stops descending. Once the indicator ball has stopped descending, observe if it is above or below the red indicator flag. If performing this verification following a repair, go to Step 7. If performing this verification after performing the SYSTEM LEAK CHECK (SMOKE TEST PROCEDURE), go to Step 8.
Leak Verification After Repair
If the measurement is below the indicator flag the system has passed. The test procedure is complete. Remove the Smoke Machine Test equipment from the vehicle and reconnect the large EVAP Canister Purge Valve manifold vacuum hose and the test port's green cap.
If the measurement is above the indicator flag, repeat SYSTEM LEAK CHECK (SMOKE TEST PROCEDURE).
Leak Verification After Passing SYSTEM LEAK CHECK (SMOKE TEST PROCEDURE)
If the measurement is below the indicator flag the system has passed, go to Step 9.
If the measurement is above the indicator flag, repeat SYSTEM LEAK CHECK (SMOKE TEST PROCEDURE).
Using WDS Datalogger or NGS select the FTPV PID.
Remove Fuel Cap and turn the vehicle's ignition switch to the run position and check the FTPV PID.
The nominal value for the FTPV PID is 2.6V. If the value is greater than 2.8V or less than 2.4V, the FTP sensor is out of range and should be replaced. Verify the repair by checking to see if the new sensor is in range. For all except Windstar, LS, Thunderbird & PZEV Focus - if the sensor is within range, the concern is no longer present. (Windstar, LS, Thunderbird & PZEV Focus go to Step 12.)
For Windstar, LS, Thunderbird & PZEV Focus only verify that filler neck clamps are in good working order and tightened. Repair as necessary. If no problem is found with clamps, replace the fuel cap.
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:18 |
|
|
TSB
02-22-1 DRIVEABILITY - SURGE/ROLLING IDLE - GEAR DRIVEN SYNCHRONIZERS - INCORRECT INSTALLATION - CAMSHAFT POSITION SYNCHRONIZER (CMP) INSTALLATION TOOL CORRECT APPLICATION
ENGINE - GEAR DRIVEN SYNCHRONIZERS - INCORRECT INSTALLATION - CAMSHAFT POSITION SYNCHRONIZER (CMP) INSTALLATION TOOL CORRECT APPLICATION
Publication Date: October 25, 2002
FORD: 1994-1997 THUNDERBIRD
1995-2003 TAURUS
1996-2003 MUSTANG
1995-1997 AEROSTAR
1995-2003 RANGER, WINDSTAR
1996-2000 EXPLORER
1997-2003 E SERIES, F-150
MERCURY: 1994-1997 COUGAR
1995-2003 SABLE
1997-2000 MOUNTAINEER
ISSUE:
Incorrectly installed gear driven camshaft position (CMP) sensor synchronizer assemblies may be hard to diagnose. Vehicle may exhibit poor fuel economy, driveability Diagnostic Trouble Codes (DTCs) P1336, P1309, P0340 with MIL light on. Loss of power, surge, hesitation and runs rough on acceleration may also be present.
ACTION:
New diagnostics have been developed for WDS to diagnose incorrectly installed gear driven camshaft position (CMP) synchronizer assemblies. Refer to the following Service Procedure to diagnose a possible mis-installed synchronizer assembly and proper installation procedure.
SERVICE INFORMATION
Items Covered In This Article:
"Hall" vs. "VRS" sensor function
Vehicle history scrutiny for past service of the synchronizer assembly
WDS - Power balance test
WDS - CMP and CKP wave signal comparison
Wave Comparison chart - CMP vs. CKP
Correct (CMP) synchronizer installation tool application & installation procedure
"Top Dead Center" (TDC) alignment
Synchronizer installation tool application chart
Hall - Effect (Hall) and Variable Reluctance (VRS) CMP Sensors
CMP sensors are used on all current model year engines, regardless of fuel system or ignition system type. The CMP sensor provides the Powertrain Control Module (PCM) with cam position information to indicate # 1 cylinder, on the compression stroke
There are two different types of CMP sensors:
The three- pin, Hall-effect sensor ( Figure 1 )
The two-pin Variable Reluctance sensor ( Figure 1 )
Although the Hall-effect (three-pin) and the Variable Reluctance (two-pin) CMP sensors perform the same function, their signal appearance is quite different and they are not interchangeable.
The three-pin Hall-effect sensor uses a Hall effect device and a magnet to generate a digital square wave signal ( Figure 2 )
The two-pin Variable Reluctance sensor is a magnetic transducer, which uses differential voltage across windings to generate a voltage waveform that is similar to a sine wave ( Figure 2 )
Both sensors provide a switching voltage as the engine rotates.
SERVICE PROCEDURE
If you suspect that a vehicle (engine) may have had the synchronizer assembly ( Figure 3 ) installed incorrectly, check the vehicle history to see if related service has been performed. If you determine that the synchronizer could have been installed incorrectly, use the following procedure with WDS to verify correct installation ( Figure 5 ).
NOTE: CORRECT CAMSHAFT POSITION SYNCHRONIZER ASSEMBLY INSTALLATION IS CRITICAL. AN INCORRECTLY INSTALLED SYNCHRONIZER CAN CAUSE HARD TO DIAGNOSE DRIVEABILITY CONDITIONS AND POSSIBLE SERIOUS ENGINE DAMAGE.
Reasons for incorrect installation are:
Not setting the # 1 cylinder on Top Dead Center (TDC) of the compression stroke
Use of the incorrect camshaft synchronizer tool for installation
Incorrect alignment of the synchronizer tool
Power Balance Test In WDS
The WDS Power Balance Test can be used to quickly determine if the CMP synchronizer assembly is installed incorrectly. Use the following procedure.
Run the vehicle while viewing the power balance test in WDS to insure that no engine misses are occurring.
Shut the engine off and remove the # 1 cylinder injector electrical connector.
Start the engine and view the WDS power balance test.
The test should indicate a power loss in the # 1 cylinder ( Figure 4 ).
If the # 1 cylinder is indicated, then the CMP synchronizer assembly IS NOT grossly mis-installed. ( Figure 4 ) Continue to Step 5 in this procedure
If any other cylinder is indicated during the power balance test, then the CMP synchronizer assembly HAS BEEN INSTALLED INCORRECTLY, and must be reinstalled. (Refer to the installation procedure, tool chart and TDC reference described in this TSB, or refer to the appropriate model year Workshop Manual Section 303-14, Synchronizer-Camshaft).
If power loss is indicated in the # 1 cylinder ( Figure 4 ), connect a 104 pin break-out box between the PCM and the PCM electrical connector.
Insert the red WDS probe into pin # 21 and the black WDS probe into pin # 85 of the break-out Box.
Select oscilloscope from the WDS Toolbox.
Select "Channel one Auto Mode", then select the Crankshaft Position (CKP) sensor.
Select "Channel two Auto Mode", then select the CMP sensor based on whether it is a VRS (2-pin) or Hall-effect (3 pin) CMP sensor.
Press the start button and view both the CKP sensor as well as the CMP sensor signals. Figure 6 , 7 and  .
Compare the wave forms of both sensors.
The missing tooth of the CKP sensor trigger wheel will be shown on the screen as an extra space between the wave forms. This position is 60° Before Top Dead Center (BTDC)
The upper peaks of the wave form are each spaced 10° of crankshaft rotation apart
The CMP timing setting on all current 6-cylinder engines should be between 10 and 40° After Top Dead Center (ATDC)
On all Hall-effect sensors, the CMP wave form rising edge should occur between the 7th and the 10th peak past the missing tooth. ( Figure 6 )
On the VRS sensors (except 5.0L engines), the falling edge of the CMP waveform should cross the zero reference line between the 7th and 10th peak past the missing tooth waveform. ( Figure 7 ).
On 5.0L engines with a VRS CMP sensor, the falling edge waveform should cross the zero reference line between the 6th and the 9th peak past the CKP missing tooth ( Figure 8 ).
On 5.0L engines with a Hall-effect VRS CMP sensor, the rising edge of the wave form should occur between the 6th and 9th peak past the CKP missing tooth wave form.
(CMP) SYNCHRONIZER INSTALLATION PROCEDURE
Set the # 1 cylinder on Top Dead Center (TDC) of the compression stroke.
NOTE: THE # 1 CYLINDER MUST BE SET ON TOP DEAD CENTER (TDC) OF THE COMPRESSION STROKE OR THE SYNCHRONIZER ASSEMBLY WILL NOT BE INSTALLED CORRECTLY.
Disconnect the battery ground cable.
Remove the CMP sensor from the synchronizer assembly.
Remove the synchronizer clamp (hold down bolt) and remove the synchronizer assembly.
NOTE: IN SOME CASES THE OIL PUMP INTERMEDIATE SHAFT MAY NOT COME OUT WITH THE SYNCHRONIZER ASSEMBLY. IF SO, RETRIEVE THE INTERMEDIATE SHAFT BEFORE PROCEEDING.
After performing the required service and before beginning the installation of the synchronizer assembly, ALWAYS COAT THE SYNCHRONIZER DRIVE GEAR WITH CLEAN ENGINE OIL PRIOR TO INSTALLATION.
Install the correct engine and model year synchronizer alignment installation tool. Install the tool to the synchronizer assembly by rotating the tool until it engages the notches in the camshaft synchronizer housing and the armature ( Figure 10 ).
CAUTION: SOME OF THE TOOLS WILL FIT ACROSS ENGINE LINES AND COULD BE PERCEIVED AS BEING THE CORRECT TOOL. ALTHOUGH THE TOOLS MAY APPEAR SIMILAR, THERE ARE SUBTLE DIFFERENCES BETWEEN THEM, ALWAYS CHECK THE TOOL APPLICATION CHART PROVIDED IN THIS TSB ( FIGURE 9 ).
During the installation of the synchronizer assembly (with the tool attached) into the engine, the arrow on the tool will rotate until the intermediate shaft and the camshaft gear fully engage.
NOTE: THE ARROW WILL ROTATE CLOCKWISE OR COUNTER CLOCKWISE DEPENDING ON THE ENGINE TYPE AND ENGINE ROTATION.
Install the camshaft synchronizer assembly so the arrow on the installation tool ( Figure 3 ) is in the correct position as specified in the appropriate model year vehicle and engine. (Refer to Workshop Manual Section 303-14, Synchronizer-Camshaft).
Install the synchronizer clamp (bolt) before removing the installation tool. Tighten to 18 Lb-ft (25 N-m).
Remove the installation tool.
Install the CMP sensor. Tighten to 27 Lb-in (3 N-m).
Install battery ground cable.
CAUTION: DO NOT LOOSEN THE SYNCHRONIZER BOLT AND ROTATE THE SYNCHRONIZER ASSEMBLY. THE SYNCHRONIZER ASSEMBLY IS NOT ADJUSTABLE; DO NOT LOOSEN THE SYNCHRONIZER BOLT AFTER THE ALIGNMENT TOOL HAS BEEN REMOVED IN ORDER TO ALIGN THE CMP ELECTRICAL CONNECTOR FOR ANY REASON. IF THE ELECTRICAL CONNECTOR IS NOT IN THE CORRECT POSITION, THE SYNCHRONIZER ASSEMBLY HAS TO BE REMOVED, THE ALIGNMENT TOOL REINSTALLED AND THE ASSEMBLY REINSTALLED ASSUMING THE ENGINE HAS NOT BEEN ROTATED FROM TDC OF THE COMPRESSION STROKE ON # 1 CYLINDER.
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:20 |
|
|
TSB
02-19-3 DRIVEABILITY - IDLE - HIGH IDLE SPEEDS - THROTTLE STICKS AFTER STEADY STATE DRIVING IN EXTREME COLD AMBIENT TEMPERATURES - VEHICLES BUILT THROUGH 12/31/01 EQUIPPED WITH 4.6L ENGINE
4.6L - IDLE - HIGH IDLE SPEEDS - THROTTLE STICKS AFTER STEADY STATE DRIVING IN EXTREME COLD AMBIENT TEMPERATURES - VEHICLES BUILT THROUGH 12/31/01 EQUIPPED WITH 4.6L ENGINE
Publication Date: September 17, 2002
FORD: 1997-1999 F-250 LD
1997-2002 EXPEDITION, F-150
ISSUE:
In rare instances, throttle sticking may occur on a few vehicles in very cold ambient temperatures after operating at steady speed or extended idle for a period of time. This may be due to ice build-up from moisture in the PCV gas on the throttle plate or throttle body.
ACTION:
Verify the condition is not caused by throttle body sludging, throttle cable binding, or interference between an improperly positioned floor mat and accelerator pedal. If no other conditions are identified, check for evidence of PCV system backflow. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
Inspect the inside of the clean air tube at the PCV closure hose connection for presence of moisture, oil, or oily stains. If evidence of PCV system backflow is found, replace the PCV system with the PCV Service Kit 1L3Z-6A603-AA. Refer to the Instruction Sheet within the PCV Service Kit for Service Procedure.
PART NUMBER PART NAME
1L3Z-6A603-AA PCV Service Kit
OTHER APPLICABLE ARTICLES:
NONE
WARRANTY STATUS:
Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage And Emissions Warranty Coverage
OPERATION DESCRIPTION TIME
021903A Replace PCV System with PCV Service Kit: 1997-2002 F-150, Expedition 1997-1999 F-250 LD 1.5 Hrs.
DEALER CODING
BASIC PART NO. CONDITION CODE
6C324 42
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:22 |
|
|
TSB
01-21-8 DRIVEABILITY - NO CRANK, NO START - CORROSION OF THE STARTER CABLE B+ TERMINAL AT THE STARTER SOLENOID
STARTING - NO CRANK, NO START - CORROSION OF THE STARTER CABLE B+ TERMINAL AT THE STARTER SOLENOID
Publication Date: OCTOBER 12, 2001
FORD: 1997-2000 F-150
ISSUE:
Some vehicles may exhibit a no crank, no start condition. This may be caused by corrosion of the starter cable B+ terminal at the starter solenoid due to a reaction between dissimilar metals (steel nut used to attach the battery cable to a brass stud on the starter).
ACTION:
Whenever the starter or harness is replaced, the new brass/tin plated nut (W706414-S413) replaces the old service steel nut. Follow the appropriate model year Workshop Manual for harness and starter replacement procedures.
NOTE: IF CORROSION HAS DAMAGED THE STARTER CABLE END (CRACKED, ERODED METAL), THE APPROVED PROCEDURE IS TO REPLACE THE HARNESS. DO NOT ATTEMPT TO REPLACE THE STARTER CABLE EYELET.
PART NUMBER PART NAME
W706414-S413 Nut - Starter B+ Terminal
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:23 |
|
|
TSB
01-19-2 BRAKES - REAR DRUM - GRABBING DURING FIRST FEW BRAKE APPLICATIONS WHILE BRAKES ARE COLD
Publication Date: SEPTEMBER 18, 2001
FORD: 1997-2000 F-150
This article is being republished in its entirety to update the Model Year coverage.
ISSUE:
A grabbing condition from the rear brakes during the first few brake applications after extended humidity exposure may occur on some vehicles. This may be caused by a rear brake lining that is sensitive to humidity exposure.
ACTION:
Replace rear brake linings with revised Rear Shoe Brake Kit (F85Z-2200-AA). Refer to the appropriate model year F-150 Workshop Manual, Section 206-02 for service details.
PART NUMBER PART NAME
F85Z-2200-AA Rear Shoe Brake Kit
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:24 |
|
|
TSB
01-9-3 VIBRATION - FROM DRIVELINE - 4X2 VEHICLES WITH 4R70W AND 139 INCH WHEELBASE
TRANSMISSION - 4R70W - FLUID LEAK FROM EXTENSION HOUSING SEAL - 4X2 VEHICLES WITH 139 INCH WHEELBASE
Publication Date: APRIL 27, 2001
FORD: 1997-2000 F-150, F-250 LD
This article is being republished to update the model year coverage and to update the part application.
ISSUE:
A driveline vibration and/or a transmission fluid leak from the extension housing seal area may occur on some vehicles. This may be caused by the extension housing bushing or seal walking/spinning out due to excess driveshaft flexing during extended high speed operation.
ACTION:
Inspect the extension housing bushing and seal. If the extension bushing/seal is spun and/or walked out, replace the extension housing assembly and gasket with new service parts, and replace the driveshaft with a revised 127mm (5") diameter driveshaft. In addition, some vehicles will require the balance marks on the driveshaft, output shaft, and rear axle flange to be aligned so a repeat condition will not occur. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
Raise the vehicle on a hoist and inspect the transmission extension housing bushing and seal for damage. In addition, inspect the driveshaft diameter. The revised driveshaft has a 127mm (5") diameter and the old part has a 114mm (4.5") diameter.
If the extension housing bushing or seal is damaged, remove the driveshaft and transmission extension housing per the appropriate year Workshop Manual, Section 307-01. Install a new Extension Housing Assembly (F3LY-7A039-A), and a new Extension Housing Gasket (F6AZ-7086-A). Verify transmission fluid level.
If the vehicle is equipped with the 114mm (4.5") aluminum driveshaft, replace the driveshaft with the revised 127mm (5") Driveshaft (see parts list for application).
NOTE: ON VEHICLES BUILT AFTER 4/1/1998, THE INDEX PAINT MARKS ON THE OUTPUT SHAFT, DRIVESHAFT, AND REAR AXLE MUST BE ALIGNED. THE INDEXED BALANCE MARK ON THE OUTPUT SHAFT AND THE INDEXED BALANCE MARK ON THE NEW DRIVESHAFT YOKE MUST BE ALIGNED ( FIGURE 1 ). ALIGNMENT OF THE INDEX MARKS ON THE REAR DRIVESHAFT TUBE AND THE REAR AXLE FLANGE MUST BE PERFORMED ( FIGURE 2 ).
PART NUMBER PART NAME
1L3Z-4602-BB Driveshaft (5.4L, 4X2, 4R70W, 139" WB, 9-3/4" Axle)
1L3Z-4602-CA Driveshaft (5.4L/4.6L, 4X2, 4R70W, 139" WB, 10-1/4" Axle)
F85Z-4602-BB Driveshaft (4.6L/4.2L, 4X2, 4R70W, 139" WB, 8.8" Axle)
F3LY-7A039-A Transmission Extension Housing
F6AZ-7086-A Gasket - Extension Housing
|
|
torkum
|
|
• mt. juliet, TN, USA |
|
• Registered on 12/22/2007 |
|
• 75 posts |
|
|
|
|
Posted:3/25/2009 20:26 |
|
|
TSB
00-1-7 DETONATION - MIL ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
HESITATION/STUMBLE - MIL ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
MALFUNCTION INDICATOR LAMP (MIL) - MIL ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
ROUGH IDLE - MIL ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
STALL/NEAR STALL - AT IDLE AND/OR LOW SPEEDS - MIL ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
LAMP - MALFUNCTION INDICATOR LAMP (MIL) ILLUMINATED - DIAGNOSTIC TROUBLE CODES (DTCS) P0133, P0171 AND/OR P1131 STORED IN MEMORY - VEHICLES WITH 5.4L ENGINE BUILT BEFORE 11/1/1997
Publication Date: DECEMBER 22, 1999
FORD: 1997-1998 EXPEDITION, F-150, F-250 LD
LINCOLN: 1998 NAVIGATOR
This TSB article is being republished in its entirety to update the Service Procedure.
ISSUE:
The Malfunction Indicator Lamp (MIL) may illuminate and Diagnostic Trouble Codes (DTCs) P0133, P0171 and/or P1131 may be stored in memory. Additionally, there may be one or more of the following driveability symptoms:
Hesitation
Stumble
Surge
Miss
Rough idle
Near stall or stall at idle
Detonation on acceleration
This may be caused by cold condensate from the A/C system dripping onto the Heated Exhaust Gas Oxygen (HEGO) sensor causing thermocycling of the HEGO sensor.
ACTION:
Divert water from dripping onto the sensor by installing a fabricated drain tube to the end of the A/C drain. This should reroute the water and reduce the possibility of the above conditions occurring. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
Fabricate a drain tube from PCV Vent Tube (F85Z-6758-BA). To create the drain tube extension, remove the rubber cylinder from the plastic tube and discard. Cut the plastic tube ( Figure 1 ).
Remove the transmission fluid level indicator.
Remove the right front wheel.
Remove the right front fender well splash guard.
Clean the area around the transmission filler tube and then remove the tube. Be sure to cover the hole using duct tape (or equivalent) to prevent contaminants from entering the transmission.
Replace the right front HEGO Sensor (F88Z-9F472-AB) and leave the connector disconnected.
Modify the PCV vent tube ( Figure 1 ) to make a drain for the A/C condensate drain.
Using needle nose pliers or equivalent, stretch the drain tube elbow fitting for ease of installation.
Refer to Figure 1 and fabricate a tool using a 61x2.5 cm (24x1") I.D. pipe as shown.
Lubricate the elbow with water.
NOTE: DO NOT USE SILICONE TO LUBRICATE THE ELBOW AS IT WILL FALL OFF.
Using the tool, install the modified drain tube at the 7:00 position toward the frame ( Figure 2 ).
Clean the transmission filler tube.
NOTE: BE CAREFUL NOT TO DAMAGE THE O-RING AS THIS COULD CREATE LEAKS OR ALLOW CONTAMINATION INTO THE TRANSMISSION.
Lightly lubricate the transmission filler tube O-ring with petroleum jelly and reinstall the tube into the transmission.
Torque the bolt to 11-14 N-m (8-10 lb-ft).
NOTE: MAKE SURE THE BODY SIDE HEGO WIRING CONNECTOR IS IN THE LOCATOR HOLE IN THE BACK OF THE HEAD.
Connect the right front HEGO sensor connector.
Start the vehicle and verify water flow direction. Make sure no condensation drips onto the exhaust manifold bolt.
Reinstall the right front splash guard.
Reinstall the right front wheel.
Clean and reinstall the transmission fluid level indicator.
NOTE: DEALERS MUST ALSO PERFORM TSB 97-26-19 TO REPROGRAM THE POWERTRAIN CONTROL MODULE (PCM).
PART NUMBER PART NAME
F85Z-6758-BA PCV Vent Tube
F88Z-9F472-AB Heated Exhaust Gas Oxygen (HEGO) Sensor
|
|
|
|
