Jim Warman, I am still confused

Jim, I cleared the codes again and checked them, again. This time the 57
doesn't appear ( still have no idea what it is)

My book ( the one that came with the scanner ) gives me 57 as a NPS open
circuit failure or circuit failed in neutral position, or octane adjust pin.
Any ideas where I find these so when it appears again I can fix it?

The codes now are 53, 95, and 39

53 = TPS reading too high (wide open )....obviously this is wrong, as I
am idling at about 900RPM

95 = Thermactor Air System problem- passenger side air flow always
upstream (????) or
( my best guess ) FPM signal - indicates circuit problem (
related to the TPS reading problem? )

39 = Transaxle problem: Lock-Up failed in torque converter or converter
bypass clutch not applying properly
( I figure I don't have a transaxle, so it would indicate the
latter rather than the former )


These are things I have no clue about. Much more complicated than
the machines I worked on years ago as a mechanic. Things were so much
simpler then, and gas was only 32 cents a gallon. (sigh)




"John Riggs" > wrote in message
...
| Well, the 57 you addressed doesn't exist in my manuals, hence it
doesn't
| address how to repair it or even how to find what this problem is.
| Got a road map to tell me where to look for this beast? I still need to
get
| out and warm up the vehicle and scan it to see what it says, but with the
| snow flying and a snowblower on the fritz, everyone is more concerned
about
| the bloody snowblower than the vehicle that fetches the parts and
groceries.
| So, draw me a road map and I'll get to working on it, otherwise I'm up
a
| creek without a paddle / clue.
|
| Thanks, Jim
|
|
| "Jim Warman" > wrote in message
| news:6Oeqd.13202$VL6.11136@clgrps13...
|| Scan codes and see which returned..... To give you an idea of the
| "accepted"
|| diagnostic routine. If there are any "hard" codes (such as your 57),
these
|| get serviced FIRST... before doing anything else. If the 57 is still
| present
|| as an on demand code, it HAS to be addressed first since whatever is
| causing
|| the hard code may deliver other codes. If there are no hard codes, we
note
|| any continuous codes and try to reproduce them by driving the car.
||
|| The CEL is offering valuable clues and we need to take advantage of them.
| If
|| you truly want to mind your pennies, you will avoid gambles and resort to
|| tried and true diagnostic procedures.
||
||
|| "John Riggs" > wrote in message
|| ...
|| > Okay, Jim, the light came on again. Seems it almost made it a whole
| day
|| > without going on, and it came on, went off after a few minutes, then
| went
|| > back on and stays on. So what do I check now, and how do I find it?
|| >
|| >
|| > "John Riggs" > wrote in message
|| > ...
|| > | I had cleared the codes before running the vehicle a bit to warm
it
|| > up
|| > | and drive it around. Brought it back and put the reader to it. Those
|| > were
|| > | the codes I got.. So, I did as you suggested, that is why I was
asking
|| > your
|| > | opinion of if it was possibly the problem or if I am waiting to see
it
|| > come
|| > | back.
|| > | Trust me, I know how to follow directions. I gambled the MAF
| because
|| > it
|| > | seems the one thing that has been common to a lot of posts here and
on
|| > the
|| > | website. Seeing as I is a po' boy, I have to watch my pennies.
|| > |
|| > |
|| > |
|| > | "Jim Warman" > wrote in message
|| > | news:A3Upd.8845$VL6.1821@clgrps13...
|| > || My experience with dirty MAFs is the odd hard start but usually
| crappy
|| > | idle,
|| > || probably hesitation..... higher rpms are usually slower to exhibit
|| > | problems
|| > || because the MAF is relative reading (like a vacuum leak can cause a
|| > crappy
|| > || idle but be a nonentity at high airflows).
|| > ||
|| > || Ma Ford tells us cleaning the MAF is a no-no.... from a warranty
|| > | standpoint,
|| > || I can see their decision.... they want to avoid repeat visits for
the
|| > same
|| > || concern. From a retai standpoint, I have to know my customer - some
|| > will
|| > | opt
|| > || to clean the MAF with the undersanding that this may not be the
|| > cure.....
|| > || others would rahter be assured of a onetime fix and go the big money
|| > | route.
|| > || I have seen cleaning the MAF work wonders......
|| > ||
|| > || What I don't see is cleaning the MAF having a lot to do with your
|| > || codes...... seems to me I often mention clearing codes and driving
| the
|| > car
|| > || to see what codes come back. Is there a chance you have a bunch of
| old
|| > || codes? You're not so much fixing a car as fixing a computer....
| logic,
|| > || logic, logic. there is no cause for confusion, only cause for deeper
|| > || thought.
|| > ||
|| > ||
|| > || "John Riggs" > wrote in message
|| > || ...
|| > || > Okay, I cleaned the MAF sensor with carb cleaner, seeing as
| y'all
|| > do
|| > || > this a lot, and reinstalled it. The CEL went out and hasn't come
| back
|| > on
|| > || > yet. Crossing fingers, and waiting for Jim's opinion..
|| > || >
|| > || >
|| > || > "John Riggs" > wrote in message
|| > || > ...
|| > || > | Okay, I don't se anything on my list of OBD-1 codes listing
| #57
|| > and
|| > || > no
|| > || > | reference to an octane shorting bar/circuit. Wanna draw me a map
| so
|| > I
|| > || > can
|| > || > | get started on this stuff? My books don't list such a beast.
|| > || > | I was thinking about cleaning the MAF sensor to see if that
|| > would
|| > || > clear
|| > || > | up the problem. If I am reading the description of it correctly,
| it
|| > || > might
|| > || > be
|| > || > | possible to have it raise resistance and lower voltage available
| to
|| > || > drive
|| > || > | the relays or related equip....just a guess though, and it seems
| to
|| > be
|| > | a
|| > || > | rather common problem that is easily remedied.
|| > || > |
|| > || > | What are your thoughts....seeing as I am handy and pretty
|| > | technically
|| > || > | oriented, but I haven't been a mechanic for like a bazillion
| years?
|| > || > |
|| > || > | Do they make an adapter that would patch the port to a laptop
|| > and
|| > || > | software to read it? If not, someone ought to put one together.
|| > It'd
|| > || > | certainly make life a lot easier
|| > || > |
|| > || > | Thanks again.
|| > || > |
|| > || > |
|| > || > | "Jim Warman" > wrote in message
|| > || > | news:I4Apd.4028$VL6.1018@clgrps13...
|| > || > || IIRC, yours is a '92??
|| > || > ||
|| > || > || I'm going to assume that these are Continuous Memory codes
| rather
|| > | than
|| > || > On
|| > || > || Demand codes... bear in mind, codes can unwittingly be set when
|| > | working
|| > || > || around sensors and actuators. The 53 is for the TPS. The 95....
|| > seems
|| > || > to
|| > || > | me
|| > || > || that one of your original complaints had to do with the fuel
| pump
|| > || > running
|| > || > || continuously - if the relay contacts aren't opening when they
|| > should,
|| > || > this
|| > || > || code can be generated. 39.... on OBD1 units, it was not
uncommon
|| > to
|| > | see
|| > || > || "ghost" or undocumented codes... on some models, it indicated a
|| > | problem
|| > || > | with
|| > || > || the trqe converter clutch but it's not listed in the '92 PC/ED.
|| > I'm
|| > | not
|| > || > | sure
|| > || > || where the pass code works into the picture but 57 is listed as
a
|| > || > missing
|| > || > || octane adjust shorting bar or circuit problem. The PC/ED does
| make
|| > || > mention
|| > || > || if the code shows up with an 11 or not.....
|| > || > ||
|| > || > || OK... I just stared at your list a little harder....
|| > || > ||
|| > || > || 53 - continuous memory TPS problem
|| > || > || 95 - continuous memory, fuel pump or circuit
|| > || > || 39 - undocumented for your unit
|| > || > || 11 - pass code, not sure on why it shows but it seems to matter
|| > || > || 57 - CMDTC, octane shorting bar or circuit
|| > || > || 1 - this a separator code and would show as a 10 on higher end
|| > scan
|| > || > tools
|| > || > || 57 - On Demand code for octane shorting bar or circuit
|| > || > ||
|| > || > || Since 57 is a hard (on demand) code, it should be attended to
|| > first.
|| > | If
|| > || > | the
|| > || > || bar is missing, then move on to the first CMDTC (53). If the
bar
|| > is
|| > || > || installed, it MAY be a sign of PCM failure.... or not, so it
| must
|| > be
|| > || > | checked
|| > || > || out. Codes on early '90s stuff will either be ALL 2 digit or
ALL
| 3
|| > || > digit -
|| > || > || you wont see any hodge-podges.
|| > || > ||
|| > || > || If CMDTC 53 is recurring, there is the possibility that the
high
|| > | signal
|| > || > to
|| > || > || the PCM is driving the fuel system into clear flood strategy
and
|| > can
|| > || > | result
|| > || > || in a no start.
|| > || > ||
|| > || > || HTH
|| > || > ||
|| > || > ||
|| > || > ||
|| > || > |
|| > || > |
|| > || >
|| > || >
|| > ||
|| > ||
|| > |
|| > |
|| >
|| >
||
||
|
|

I've been working with the 1992 Ford Service DVD..... not sure what
documentation you have.

The octane shorting bar connector is a 2 wire connector near the data link
connector (the one you plug your scanner into).... the wires should be dark
green and grey with red trace. There should be a small plastic coated
shorting connector bridging these 2 wires. There is the possibility someone
has pulled the connector to alleviate engine ping.

The TPS tells the PCM where the throttle plates are positioned, whether they
are moving, what direction they are moving and how fast they are moving.
(oops, that should be singular for the Ex). This sort of failure (showing
WOT) can cause all manner of running problems and even a hard or no start.
Could be TPS, could be wiring, could be PCM..... Is this an on demand code
or is this a memory code (before or after the separator code - the single
"1", remember?). Diagnostics can differ for each case.....

95, according to the factory manual, is fuel pump circuit related. I'm not
going to keep repeaing myself.

My manual was last revise for January 2004. 39 is still an undocumented code
and, as such, without being sure f a running problem to match the code, I
would get too carried away with it. Codes are ALWAYS addressed in the order
they are retrieved unless the bible says different. Additionally, on demand
codes are addressed before memory codes.


"John Riggs" > wrote in message
...
> Jim, I cleared the codes again and checked them, again. This time the
> 57
> doesn't appear ( still have no idea what it is)
>
> My book ( the one that came with the scanner ) gives me 57 as a NPS open
> circuit failure or circuit failed in neutral position, or octane adjust
> pin.
> Any ideas where I find these so when it appears again I can fix it?
>
> The codes now are 53, 95, and 39
>
> 53 = TPS reading too high (wide open )....obviously this is wrong, as I
> am idling at about 900RPM
>
> 95 = Thermactor Air System problem- passenger side air flow always
> upstream (????) or
> ( my best guess ) FPM signal - indicates circuit problem (
> related to the TPS reading problem? )
>
> 39 = Transaxle problem: Lock-Up failed in torque converter or
> converter
> bypass clutch not applying properly
> ( I figure I don't have a transaxle, so it would indicate the
> latter rather than the former )
>
>
> These are things I have no clue about. Much more complicated than
> the machines I worked on years ago as a mechanic. Things were so much
> simpler then, and gas was only 32 cents a gallon. (sigh)
>
>
>
>
> "John Riggs" > wrote in message
> ...
> | Well, the 57 you addressed doesn't exist in my manuals, hence it
> doesn't
> | address how to repair it or even how to find what this problem is.
> | Got a road map to tell me where to look for this beast? I still need to
> get
> | out and warm up the vehicle and scan it to see what it says, but with
> the
> | snow flying and a snowblower on the fritz, everyone is more concerned
> about
> | the bloody snowblower than the vehicle that fetches the parts and
> groceries.
> | So, draw me a road map and I'll get to working on it, otherwise I'm
> up
> a
> | creek without a paddle / clue.
> |
> | Thanks, Jim
> |
> |
> | "Jim Warman" > wrote in message
> | news:6Oeqd.13202$VL6.11136@clgrps13...
> || Scan codes and see which returned..... To give you an idea of the
> | "accepted"
> || diagnostic routine. If there are any "hard" codes (such as your 57),
> these
> || get serviced FIRST... before doing anything else. If the 57 is still
> | present
> || as an on demand code, it HAS to be addressed first since whatever is
> | causing
> || the hard code may deliver other codes. If there are no hard codes, we
> note
> || any continuous codes and try to reproduce them by driving the car.
> ||
> || The CEL is offering valuable clues and we need to take advantage of
> them.
> | If
> || you truly want to mind your pennies, you will avoid gambles and resort
> to
> || tried and true diagnostic procedures.
> ||
> ||
> || "John Riggs" > wrote in message
> || ...
> || > Okay, Jim, the light came on again. Seems it almost made it a
> whole
> | day
> || > without going on, and it came on, went off after a few minutes, then
> | went
> || > back on and stays on. So what do I check now, and how do I find it?
> || >
> || >
> || > "John Riggs" > wrote in message
> || > ...
> || > | I had cleared the codes before running the vehicle a bit to warm
> it
> || > up
> || > | and drive it around. Brought it back and put the reader to it.
> Those
> || > were
> || > | the codes I got.. So, I did as you suggested, that is why I was
> asking
> || > your
> || > | opinion of if it was possibly the problem or if I am waiting to see
> it
> || > come
> || > | back.
> || > | Trust me, I know how to follow directions. I gambled the MAF
> | because
> || > it
> || > | seems the one thing that has been common to a lot of posts here and
> on
> || > the
> || > | website. Seeing as I is a po' boy, I have to watch my pennies.
> || > |
> || > |
> || > |
> || > | "Jim Warman" > wrote in message
> || > | news:A3Upd.8845$VL6.1821@clgrps13...
> || > || My experience with dirty MAFs is the odd hard start but usually
> | crappy
> || > | idle,
> || > || probably hesitation..... higher rpms are usually slower to exhibit
> || > | problems
> || > || because the MAF is relative reading (like a vacuum leak can cause
> a
> || > crappy
> || > || idle but be a nonentity at high airflows).
> || > ||
> || > || Ma Ford tells us cleaning the MAF is a no-no.... from a warranty
> || > | standpoint,
> || > || I can see their decision.... they want to avoid repeat visits for
> the
> || > same
> || > || concern. From a retai standpoint, I have to know my customer -
> some
> || > will
> || > | opt
> || > || to clean the MAF with the undersanding that this may not be the
> || > cure.....
> || > || others would rahter be assured of a onetime fix and go the big
> money
> || > | route.
> || > || I have seen cleaning the MAF work wonders......
> || > ||
> || > || What I don't see is cleaning the MAF having a lot to do with your
> || > || codes...... seems to me I often mention clearing codes and driving
> | the
> || > car
> || > || to see what codes come back. Is there a chance you have a bunch of
> | old
> || > || codes? You're not so much fixing a car as fixing a computer....
> | logic,
> || > || logic, logic. there is no cause for confusion, only cause for
> deeper
> || > || thought.
> || > ||
> || > ||
> || > || "John Riggs" > wrote in message
> || > || ...
> || > || > Okay, I cleaned the MAF sensor with carb cleaner, seeing as
> | y'all
> || > do
> || > || > this a lot, and reinstalled it. The CEL went out and hasn't come
> | back
> || > on
> || > || > yet. Crossing fingers, and waiting for Jim's opinion..
> || > || >
> || > || >
> || > || > "John Riggs" > wrote in message
> || > || > ...
> || > || > | Okay, I don't se anything on my list of OBD-1 codes listing
> | #57
> || > and
> || > || > no
> || > || > | reference to an octane shorting bar/circuit. Wanna draw me a
> map
> | so
> || > I
> || > || > can
> || > || > | get started on this stuff? My books don't list such a beast.
> || > || > | I was thinking about cleaning the MAF sensor to see if that
> || > would
> || > || > clear
> || > || > | up the problem. If I am reading the description of it
> correctly,
> | it
> || > || > might
> || > || > be
> || > || > | possible to have it raise resistance and lower voltage
> available
> | to
> || > || > drive
> || > || > | the relays or related equip....just a guess though, and it
> seems
> | to
> || > be
> || > | a
> || > || > | rather common problem that is easily remedied.
> || > || > |
> || > || > | What are your thoughts....seeing as I am handy and pretty
> || > | technically
> || > || > | oriented, but I haven't been a mechanic for like a bazillion
> | years?
> || > || > |
> || > || > | Do they make an adapter that would patch the port to a
> laptop
> || > and
> || > || > | software to read it? If not, someone ought to put one
> together.
> || > It'd
> || > || > | certainly make life a lot easier
> || > || > |
> || > || > | Thanks again.
> || > || > |
> || > || > |
> || > || > | "Jim Warman" > wrote in message
> || > || > | news:I4Apd.4028$VL6.1018@clgrps13...
> || > || > || IIRC, yours is a '92??
> || > || > ||
> || > || > || I'm going to assume that these are Continuous Memory codes
> | rather
> || > | than
> || > || > On
> || > || > || Demand codes... bear in mind, codes can unwittingly be set
> when
> || > | working
> || > || > || around sensors and actuators. The 53 is for the TPS. The
> 95....
> || > seems
> || > || > to
> || > || > | me
> || > || > || that one of your original complaints had to do with the fuel
> | pump
> || > || > running
> || > || > || continuously - if the relay contacts aren't opening when they
> || > should,
> || > || > this
> || > || > || code can be generated. 39.... on OBD1 units, it was not
> uncommon
> || > to
> || > | see
> || > || > || "ghost" or undocumented codes... on some models, it indicated
> a
> || > | problem
> || > || > | with
> || > || > || the trqe converter clutch but it's not listed in the '92
> PC/ED.
> || > I'm
> || > | not
> || > || > | sure
> || > || > || where the pass code works into the picture but 57 is listed
> as
> a
> || > || > missing
> || > || > || octane adjust shorting bar or circuit problem. The PC/ED does
> | make
> || > || > mention
> || > || > || if the code shows up with an 11 or not.....
> || > || > ||
> || > || > || OK... I just stared at your list a little harder....
> || > || > ||
> || > || > || 53 - continuous memory TPS problem
> || > || > || 95 - continuous memory, fuel pump or circuit
> || > || > || 39 - undocumented for your unit
> || > || > || 11 - pass code, not sure on why it shows but it seems to
> matter
> || > || > || 57 - CMDTC, octane shorting bar or circuit
> || > || > || 1 - this a separator code and would show as a 10 on higher
> end
> || > scan
> || > || > tools
> || > || > || 57 - On Demand code for octane shorting bar or circuit
> || > || > ||
> || > || > || Since 57 is a hard (on demand) code, it should be attended to
> || > first.
> || > | If
> || > || > | the
> || > || > || bar is missing, then move on to the first CMDTC (53). If the
> bar
> || > is
> || > || > || installed, it MAY be a sign of PCM failure.... or not, so it
> | must
> || > be
> || > || > | checked
> || > || > || out. Codes on early '90s stuff will either be ALL 2 digit or
> ALL
> | 3
> || > || > digit -
> || > || > || you wont see any hodge-podges.
> || > || > ||
> || > || > || If CMDTC 53 is recurring, there is the possibility that the
> high
> || > | signal
> || > || > to
> || > || > || the PCM is driving the fuel system into clear flood strategy
> and
> || > can
> || > || > | result
> || > || > || in a no start.
> || > || > ||
> || > || > || HTH
> || > || > ||
> || > || > ||
> || > || > ||
> || > || > |
> || > || > |
> || > || >
> || > || >
> || > ||
> || > ||
> || > |
> || > |
> || >
> || >
> ||
> ||
> |
> |
>
>

Thanks, Jim.

Please be patient, I'm still trying to get used to this thing. First
vehicle I've had that was dependent upon a computer, let alone, no
distributor, carburetor, etc. Still trying to wrap my brain around this
stuff. I mostly deal with computers day to day, and unless it is right in
front of me in black and white, all nicely flow-charted, complete with
schematics, I tend to get a tad lost, and I need all the hand holding I can
get, especially since there isn't any money in the budget ( a budget
requires money ) to have a shop and a competent mechanic look at it. I just
have to make do.

I'll get there eventually, trust me. I had no idea what I was getting
into when I bought this thing. My last vehicle was with me for 12 years and
225,000 miles, and I got it the same year this one built. With any luck, it
will last me as long (crossing fingers ).



"Jim Warman" > wrote in message
news:kRwqd.11762$cE3.1641@clgrps12...
| I've been working with the 1992 Ford Service DVD..... not sure what
| documentation you have.
|
| The octane shorting bar connector is a 2 wire connector near the data link
| connector (the one you plug your scanner into).... the wires should be
dark
| green and grey with red trace. There should be a small plastic coated
| shorting connector bridging these 2 wires. There is the possibility
someone
| has pulled the connector to alleviate engine ping.
|
| The TPS tells the PCM where the throttle plates are positioned, whether
they
| are moving, what direction they are moving and how fast they are moving.
| (oops, that should be singular for the Ex). This sort of failure (showing
| WOT) can cause all manner of running problems and even a hard or no start.
| Could be TPS, could be wiring, could be PCM..... Is this an on demand code
| or is this a memory code (before or after the separator code - the single
| "1", remember?). Diagnostics can differ for each case.....
|
| 95, according to the factory manual, is fuel pump circuit related. I'm not
| going to keep repeaing myself.
|
| My manual was last revise for January 2004. 39 is still an undocumented
code
| and, as such, without being sure f a running problem to match the code, I
| would get too carried away with it. Codes are ALWAYS addressed in the
order
| they are retrieved unless the bible says different. Additionally, on
demand
| codes are addressed before memory codes.
|
|
| "John Riggs" > wrote in message
| ...
| > Jim, I cleared the codes again and checked them, again. This time the
| > 57
| > doesn't appear ( still have no idea what it is)
| >
| > My book ( the one that came with the scanner ) gives me 57 as a NPS
open
| > circuit failure or circuit failed in neutral position, or octane adjust
| > pin.
| > Any ideas where I find these so when it appears again I can fix it?
| >
| > The codes now are 53, 95, and 39
| >
| > 53 = TPS reading too high (wide open )....obviously this is wrong, as
I
| > am idling at about 900RPM
| >
| > 95 = Thermactor Air System problem- passenger side air flow always
| > upstream (????) or
| > ( my best guess ) FPM signal - indicates circuit problem (
| > related to the TPS reading problem? )
| >
| > 39 = Transaxle problem: Lock-Up failed in torque converter or
| > converter
| > bypass clutch not applying properly
| > ( I figure I don't have a transaxle, so it would indicate
the
| > latter rather than the former )
| >
| >
| > These are things I have no clue about. Much more complicated than
| > the machines I worked on years ago as a mechanic. Things were so much
| > simpler then, and gas was only 32 cents a gallon. (sigh)
| >
| >
| >
| >
| > "John Riggs" > wrote in message
| > ...
| > | Well, the 57 you addressed doesn't exist in my manuals, hence it
| > doesn't
| > | address how to repair it or even how to find what this problem is.
| > | Got a road map to tell me where to look for this beast? I still need
to
| > get
| > | out and warm up the vehicle and scan it to see what it says, but with
| > the
| > | snow flying and a snowblower on the fritz, everyone is more concerned
| > about
| > | the bloody snowblower than the vehicle that fetches the parts and
| > groceries.
| > | So, draw me a road map and I'll get to working on it, otherwise I'm
| > up
| > a
| > | creek without a paddle / clue.
| > |
| > | Thanks, Jim
| > |
| > |
| > | "Jim Warman" > wrote in message
| > | news:6Oeqd.13202$VL6.11136@clgrps13...
| > || Scan codes and see which returned..... To give you an idea of the
| > | "accepted"
| > || diagnostic routine. If there are any "hard" codes (such as your 57),
| > these
| > || get serviced FIRST... before doing anything else. If the 57 is still
| > | present
| > || as an on demand code, it HAS to be addressed first since whatever is
| > | causing
| > || the hard code may deliver other codes. If there are no hard codes, we
| > note
| > || any continuous codes and try to reproduce them by driving the car.
| > ||
| > || The CEL is offering valuable clues and we need to take advantage of
| > them.
| > | If
| > || you truly want to mind your pennies, you will avoid gambles and
resort
| > to
| > || tried and true diagnostic procedures.
| > ||
| > ||
| > || "John Riggs" > wrote in message
| > || ...
| > || > Okay, Jim, the light came on again. Seems it almost made it a
| > whole
| > | day
| > || > without going on, and it came on, went off after a few minutes,
then
| > | went
| > || > back on and stays on. So what do I check now, and how do I find it?
| > || >
| > || >
| > || > "John Riggs" > wrote in message
| > || > ...
| > || > | I had cleared the codes before running the vehicle a bit to
warm
| > it
| > || > up
| > || > | and drive it around. Brought it back and put the reader to it.
| > Those
| > || > were
| > || > | the codes I got.. So, I did as you suggested, that is why I was
| > asking
| > || > your
| > || > | opinion of if it was possibly the problem or if I am waiting to
see
| > it
| > || > come
| > || > | back.
| > || > | Trust me, I know how to follow directions. I gambled the MAF
| > | because
| > || > it
| > || > | seems the one thing that has been common to a lot of posts here
and
| > on
| > || > the
| > || > | website. Seeing as I is a po' boy, I have to watch my pennies.
| > || > |
| > || > |
| > || > |
| > || > | "Jim Warman" > wrote in message
| > || > | news:A3Upd.8845$VL6.1821@clgrps13...
| > || > || My experience with dirty MAFs is the odd hard start but usually
| > | crappy
| > || > | idle,
| > || > || probably hesitation..... higher rpms are usually slower to
exhibit
| > || > | problems
| > || > || because the MAF is relative reading (like a vacuum leak can
cause
| > a
| > || > crappy
| > || > || idle but be a nonentity at high airflows).
| > || > ||
| > || > || Ma Ford tells us cleaning the MAF is a no-no.... from a warranty
| > || > | standpoint,
| > || > || I can see their decision.... they want to avoid repeat visits
for
| > the
| > || > same
| > || > || concern. From a retai standpoint, I have to know my customer -
| > some
| > || > will
| > || > | opt
| > || > || to clean the MAF with the undersanding that this may not be the
| > || > cure.....
| > || > || others would rahter be assured of a onetime fix and go the big
| > money
| > || > | route.
| > || > || I have seen cleaning the MAF work wonders......
| > || > ||
| > || > || What I don't see is cleaning the MAF having a lot to do with
your
| > || > || codes...... seems to me I often mention clearing codes and
driving
| > | the
| > || > car
| > || > || to see what codes come back. Is there a chance you have a bunch
of
| > | old
| > || > || codes? You're not so much fixing a car as fixing a computer....
| > | logic,
| > || > || logic, logic. there is no cause for confusion, only cause for
| > deeper
| > || > || thought.
| > || > ||
| > || > ||
| > || > || "John Riggs" > wrote in message
| > || > || ...
| > || > || > Okay, I cleaned the MAF sensor with carb cleaner, seeing as
| > | y'all
| > || > do
| > || > || > this a lot, and reinstalled it. The CEL went out and hasn't
come
| > | back
| > || > on
| > || > || > yet. Crossing fingers, and waiting for Jim's opinion..
| > || > || >
| > || > || >
| > || > || > "John Riggs" > wrote in message
| > || > || > ...
| > || > || > | Okay, I don't se anything on my list of OBD-1 codes
listing
| > | #57
| > || > and
| > || > || > no
| > || > || > | reference to an octane shorting bar/circuit. Wanna draw me a
| > map
| > | so
| > || > I
| > || > || > can
| > || > || > | get started on this stuff? My books don't list such a beast.
| > || > || > | I was thinking about cleaning the MAF sensor to see if
that
| > || > would
| > || > || > clear
| > || > || > | up the problem. If I am reading the description of it
| > correctly,
| > | it
| > || > || > might
| > || > || > be
| > || > || > | possible to have it raise resistance and lower voltage
| > available
| > | to
| > || > || > drive
| > || > || > | the relays or related equip....just a guess though, and it
| > seems
| > | to
| > || > be
| > || > | a
| > || > || > | rather common problem that is easily remedied.
| > || > || > |
| > || > || > | What are your thoughts....seeing as I am handy and pretty
| > || > | technically
| > || > || > | oriented, but I haven't been a mechanic for like a bazillion
| > | years?
| > || > || > |
| > || > || > | Do they make an adapter that would patch the port to a
| > laptop
| > || > and
| > || > || > | software to read it? If not, someone ought to put one
| > together.
| > || > It'd
| > || > || > | certainly make life a lot easier
| > || > || > |
| > || > || > | Thanks again.
| > || > || > |
| > || > || > |
| > || > || > | "Jim Warman" > wrote in message
| > || > || > | news:I4Apd.4028$VL6.1018@clgrps13...
| > || > || > || IIRC, yours is a '92??
| > || > || > ||
| > || > || > || I'm going to assume that these are Continuous Memory codes
| > | rather
| > || > | than
| > || > || > On
| > || > || > || Demand codes... bear in mind, codes can unwittingly be set
| > when
| > || > | working
| > || > || > || around sensors and actuators. The 53 is for the TPS. The
| > 95....
| > || > seems
| > || > || > to
| > || > || > | me
| > || > || > || that one of your original complaints had to do with the
fuel
| > | pump
| > || > || > running
| > || > || > || continuously - if the relay contacts aren't opening when
they
| > || > should,
| > || > || > this
| > || > || > || code can be generated. 39.... on OBD1 units, it was not
| > uncommon
| > || > to
| > || > | see
| > || > || > || "ghost" or undocumented codes... on some models, it
indicated
| > a
| > || > | problem
| > || > || > | with
| > || > || > || the trqe converter clutch but it's not listed in the '92
| > PC/ED.
| > || > I'm
| > || > | not
| > || > || > | sure
| > || > || > || where the pass code works into the picture but 57 is listed
| > as
| > a
| > || > || > missing
| > || > || > || octane adjust shorting bar or circuit problem. The PC/ED
does
| > | make
| > || > || > mention
| > || > || > || if the code shows up with an 11 or not.....
| > || > || > ||
| > || > || > || OK... I just stared at your list a little harder....
| > || > || > ||
| > || > || > || 53 - continuous memory TPS problem
| > || > || > || 95 - continuous memory, fuel pump or circuit
| > || > || > || 39 - undocumented for your unit
| > || > || > || 11 - pass code, not sure on why it shows but it seems to
| > matter
| > || > || > || 57 - CMDTC, octane shorting bar or circuit
| > || > || > || 1 - this a separator code and would show as a 10 on higher
| > end
| > || > scan
| > || > || > tools
| > || > || > || 57 - On Demand code for octane shorting bar or circuit
| > || > || > ||
| > || > || > || Since 57 is a hard (on demand) code, it should be attended
to
| > || > first.
| > || > | If
| > || > || > | the
| > || > || > || bar is missing, then move on to the first CMDTC (53). If
the
| > bar
| > || > is
| > || > || > || installed, it MAY be a sign of PCM failure.... or not, so
it
| > | must
| > || > be
| > || > || > | checked
| > || > || > || out. Codes on early '90s stuff will either be ALL 2 digit
or
| > ALL
| > | 3
| > || > || > digit -
| > || > || > || you wont see any hodge-podges.
| > || > || > ||
| > || > || > || If CMDTC 53 is recurring, there is the possibility that the
| > high
| > || > | signal
| > || > || > to
| > || > || > || the PCM is driving the fuel system into clear flood
strategy
| > and
| > || > can
| > || > || > | result
| > || > || > || in a no start.
| > || > || > ||
| > || > || > || HTH
| > || > || > ||
| > || > || > ||
| > || > || > ||
| > || > || > |
| > || > || > |
| > || > || >
| > || > || >
| > || > ||
| > || > ||
| > || > |
| > || > |
| > || >
| > || >
| > ||
| > ||
| > |
| > |
| >
| >
|
|

Oops! I forgot to mention, there were no separator codes. No 1's, just
long pauses. I guess since these particular codes continue to appear, they
need to be addressed, no?
So, the next question. Is there a fail safe mode available when these
systems fail, or is a guy basically stranded. I think the latter scares the
daylights out of me as I tend to travel a lot, and long distances, at night
( people tend to need me to be on site the next morning at 8AM. ). Not a lot
of help available in those locations or that time of night. Fortunately ( or
not, depending on your perspective ) this is the slow time of year for me.


"Jim Warman" > wrote in message
news:kRwqd.11762$cE3.1641@clgrps12...
| I've been working with the 1992 Ford Service DVD..... not sure what
| documentation you have.
|
| The octane shorting bar connector is a 2 wire connector near the data link
| connector (the one you plug your scanner into).... the wires should be
dark
| green and grey with red trace. There should be a small plastic coated
| shorting connector bridging these 2 wires. There is the possibility
someone
| has pulled the connector to alleviate engine ping.
|
| The TPS tells the PCM where the throttle plates are positioned, whether
they
| are moving, what direction they are moving and how fast they are moving.
| (oops, that should be singular for the Ex). This sort of failure (showing
| WOT) can cause all manner of running problems and even a hard or no start.
| Could be TPS, could be wiring, could be PCM..... Is this an on demand code
| or is this a memory code (before or after the separator code - the single
| "1", remember?). Diagnostics can differ for each case.....
|
| 95, according to the factory manual, is fuel pump circuit related. I'm not
| going to keep repeaing myself.
|
| My manual was last revise for January 2004. 39 is still an undocumented
code
| and, as such, without being sure f a running problem to match the code, I
| would get too carried away with it. Codes are ALWAYS addressed in the
order
| they are retrieved unless the bible says different. Additionally, on
demand
| codes are addressed before memory codes.
|
|
| "John Riggs" > wrote in message
| ...
| > Jim, I cleared the codes again and checked them, again. This time the
| > 57
| > doesn't appear ( still have no idea what it is)
| >
| > My book ( the one that came with the scanner ) gives me 57 as a NPS
open
| > circuit failure or circuit failed in neutral position, or octane adjust
| > pin.
| > Any ideas where I find these so when it appears again I can fix it?
| >
| > The codes now are 53, 95, and 39
| >
| > 53 = TPS reading too high (wide open )....obviously this is wrong, as
I
| > am idling at about 900RPM
| >
| > 95 = Thermactor Air System problem- passenger side air flow always
| > upstream (????) or
| > ( my best guess ) FPM signal - indicates circuit problem (
| > related to the TPS reading problem? )
| >
| > 39 = Transaxle problem: Lock-Up failed in torque converter or
| > converter
| > bypass clutch not applying properly
| > ( I figure I don't have a transaxle, so it would indicate
the
| > latter rather than the former )
| >
| >
| > These are things I have no clue about. Much more complicated than
| > the machines I worked on years ago as a mechanic. Things were so much
| > simpler then, and gas was only 32 cents a gallon. (sigh)
| >
| >
| >
| >
| > "John Riggs" > wrote in message
| > ...
| > | Well, the 57 you addressed doesn't exist in my manuals, hence it
| > doesn't
| > | address how to repair it or even how to find what this problem is.
| > | Got a road map to tell me where to look for this beast? I still need
to
| > get
| > | out and warm up the vehicle and scan it to see what it says, but with
| > the
| > | snow flying and a snowblower on the fritz, everyone is more concerned
| > about
| > | the bloody snowblower than the vehicle that fetches the parts and
| > groceries.
| > | So, draw me a road map and I'll get to working on it, otherwise I'm
| > up
| > a
| > | creek without a paddle / clue.
| > |
| > | Thanks, Jim
| > |
| > |
| > | "Jim Warman" > wrote in message
| > | news:6Oeqd.13202$VL6.11136@clgrps13...
| > || Scan codes and see which returned..... To give you an idea of the
| > | "accepted"
| > || diagnostic routine. If there are any "hard" codes (such as your 57),
| > these
| > || get serviced FIRST... before doing anything else. If the 57 is still
| > | present
| > || as an on demand code, it HAS to be addressed first since whatever is
| > | causing
| > || the hard code may deliver other codes. If there are no hard codes, we
| > note
| > || any continuous codes and try to reproduce them by driving the car.
| > ||
| > || The CEL is offering valuable clues and we need to take advantage of
| > them.
| > | If
| > || you truly want to mind your pennies, you will avoid gambles and
resort
| > to
| > || tried and true diagnostic procedures.
| > ||
| > ||
| > || "John Riggs" > wrote in message
| > || ...
| > || > Okay, Jim, the light came on again. Seems it almost made it a
| > whole
| > | day
| > || > without going on, and it came on, went off after a few minutes,
then
| > | went
| > || > back on and stays on. So what do I check now, and how do I find it?
| > || >
| > || >
| > || > "John Riggs" > wrote in message
| > || > ...
| > || > | I had cleared the codes before running the vehicle a bit to
warm
| > it
| > || > up
| > || > | and drive it around. Brought it back and put the reader to it.
| > Those
| > || > were
| > || > | the codes I got.. So, I did as you suggested, that is why I was
| > asking
| > || > your
| > || > | opinion of if it was possibly the problem or if I am waiting to
see
| > it
| > || > come
| > || > | back.
| > || > | Trust me, I know how to follow directions. I gambled the MAF
| > | because
| > || > it
| > || > | seems the one thing that has been common to a lot of posts here
and
| > on
| > || > the
| > || > | website. Seeing as I is a po' boy, I have to watch my pennies.
| > || > |
| > || > |
| > || > |
| > || > | "Jim Warman" > wrote in message
| > || > | news:A3Upd.8845$VL6.1821@clgrps13...
| > || > || My experience with dirty MAFs is the odd hard start but usually
| > | crappy
| > || > | idle,
| > || > || probably hesitation..... higher rpms are usually slower to
exhibit
| > || > | problems
| > || > || because the MAF is relative reading (like a vacuum leak can
cause
| > a
| > || > crappy
| > || > || idle but be a nonentity at high airflows).
| > || > ||
| > || > || Ma Ford tells us cleaning the MAF is a no-no.... from a warranty
| > || > | standpoint,
| > || > || I can see their decision.... they want to avoid repeat visits
for
| > the
| > || > same
| > || > || concern. From a retai standpoint, I have to know my customer -
| > some
| > || > will
| > || > | opt
| > || > || to clean the MAF with the undersanding that this may not be the
| > || > cure.....
| > || > || others would rahter be assured of a onetime fix and go the big
| > money
| > || > | route.
| > || > || I have seen cleaning the MAF work wonders......
| > || > ||
| > || > || What I don't see is cleaning the MAF having a lot to do with
your
| > || > || codes...... seems to me I often mention clearing codes and
driving
| > | the
| > || > car
| > || > || to see what codes come back. Is there a chance you have a bunch
of
| > | old
| > || > || codes? You're not so much fixing a car as fixing a computer....
| > | logic,
| > || > || logic, logic. there is no cause for confusion, only cause for
| > deeper
| > || > || thought.
| > || > ||
| > || > ||
| > || > || "John Riggs" > wrote in message
| > || > || ...
| > || > || > Okay, I cleaned the MAF sensor with carb cleaner, seeing as
| > | y'all
| > || > do
| > || > || > this a lot, and reinstalled it. The CEL went out and hasn't
come
| > | back
| > || > on
| > || > || > yet. Crossing fingers, and waiting for Jim's opinion..
| > || > || >
| > || > || >
| > || > || > "John Riggs" > wrote in message
| > || > || > ...
| > || > || > | Okay, I don't se anything on my list of OBD-1 codes
listing
| > | #57
| > || > and
| > || > || > no
| > || > || > | reference to an octane shorting bar/circuit. Wanna draw me a
| > map
| > | so
| > || > I
| > || > || > can
| > || > || > | get started on this stuff? My books don't list such a beast.
| > || > || > | I was thinking about cleaning the MAF sensor to see if
that
| > || > would
| > || > || > clear
| > || > || > | up the problem. If I am reading the description of it
| > correctly,
| > | it
| > || > || > might
| > || > || > be
| > || > || > | possible to have it raise resistance and lower voltage
| > available
| > | to
| > || > || > drive
| > || > || > | the relays or related equip....just a guess though, and it
| > seems
| > | to
| > || > be
| > || > | a
| > || > || > | rather common problem that is easily remedied.
| > || > || > |
| > || > || > | What are your thoughts....seeing as I am handy and pretty
| > || > | technically
| > || > || > | oriented, but I haven't been a mechanic for like a bazillion
| > | years?
| > || > || > |
| > || > || > | Do they make an adapter that would patch the port to a
| > laptop
| > || > and
| > || > || > | software to read it? If not, someone ought to put one
| > together.
| > || > It'd
| > || > || > | certainly make life a lot easier
| > || > || > |
| > || > || > | Thanks again.
| > || > || > |
| > || > || > |
| > || > || > | "Jim Warman" > wrote in message
| > || > || > | news:I4Apd.4028$VL6.1018@clgrps13...
| > || > || > || IIRC, yours is a '92??
| > || > || > ||
| > || > || > || I'm going to assume that these are Continuous Memory codes
| > | rather
| > || > | than
| > || > || > On
| > || > || > || Demand codes... bear in mind, codes can unwittingly be set
| > when
| > || > | working
| > || > || > || around sensors and actuators. The 53 is for the TPS. The
| > 95....
| > || > seems
| > || > || > to
| > || > || > | me
| > || > || > || that one of your original complaints had to do with the
fuel
| > | pump
| > || > || > running
| > || > || > || continuously - if the relay contacts aren't opening when
they
| > || > should,
| > || > || > this
| > || > || > || code can be generated. 39.... on OBD1 units, it was not
| > uncommon
| > || > to
| > || > | see
| > || > || > || "ghost" or undocumented codes... on some models, it
indicated
| > a
| > || > | problem
| > || > || > | with
| > || > || > || the trqe converter clutch but it's not listed in the '92
| > PC/ED.
| > || > I'm
| > || > | not
| > || > || > | sure
| > || > || > || where the pass code works into the picture but 57 is listed
| > as
| > a
| > || > || > missing
| > || > || > || octane adjust shorting bar or circuit problem. The PC/ED
does
| > | make
| > || > || > mention
| > || > || > || if the code shows up with an 11 or not.....
| > || > || > ||
| > || > || > || OK... I just stared at your list a little harder....
| > || > || > ||
| > || > || > || 53 - continuous memory TPS problem
| > || > || > || 95 - continuous memory, fuel pump or circuit
| > || > || > || 39 - undocumented for your unit
| > || > || > || 11 - pass code, not sure on why it shows but it seems to
| > matter
| > || > || > || 57 - CMDTC, octane shorting bar or circuit
| > || > || > || 1 - this a separator code and would show as a 10 on higher
| > end
| > || > scan
| > || > || > tools
| > || > || > || 57 - On Demand code for octane shorting bar or circuit
| > || > || > ||
| > || > || > || Since 57 is a hard (on demand) code, it should be attended
to
| > || > first.
| > || > | If
| > || > || > | the
| > || > || > || bar is missing, then move on to the first CMDTC (53). If
the
| > bar
| > || > is
| > || > || > || installed, it MAY be a sign of PCM failure.... or not, so
it
| > | must
| > || > be
| > || > || > | checked
| > || > || > || out. Codes on early '90s stuff will either be ALL 2 digit
or
| > ALL
| > | 3
| > || > || > digit -
| > || > || > || you wont see any hodge-podges.
| > || > || > ||
| > || > || > || If CMDTC 53 is recurring, there is the possibility that the
| > high
| > || > | signal
| > || > || > to
| > || > || > || the PCM is driving the fuel system into clear flood
strategy
| > and
| > || > can
| > || > || > | result
| > || > || > || in a no start.
| > || > || > ||
| > || > || > || HTH
| > || > || > ||
| > || > || > ||
| > || > || > ||
| > || > || > |
| > || > || > |
| > || > || >
| > || > || >
| > || > ||
| > || > ||
| > || > |
| > || > |
| > || >
| > || >
| > ||
| > ||
| > |
| > |
| >
| >
|
|

Some failures will just keep the PCM from going into closed loop(closed loop
operation is when the PCM is using feedback from the O2 sensor(s) to fine
tune fuel delivery). Some failures will cause the PCM to adopt FMEM strategy
(failure mode effects management).... the so-called "limp in" mode. Still
other failures can leave you dead in the water....... basically not much
different than a carburetted car.

Hopefully I wont oversimplify here.... the PCM gathers information from
various sensors - engine rpm (on yours, the crank position sensor), engine
load, throttle position, engine temp... amongst others. From these inputs it
performs some computations to achieve what it's program decides is the
optimum fuel mixture and timing advance. If the PCM is in open loop, it
works on learned fuel and advance numbers stored in KAM (keep alive
memory) - in closed loop, it will fine tune those numbers to achieve low
emissions.

If your TPS is pooched, the PCM can infer throttle setting from how much air
is passing through the MAF sensor and rpm, but reading these sensors and
making the computations takes time. If it can look at the TPS, it has a good
idea of what's coming and can start making it's adjustments earlier.

If you're not seeing a separator code, it could be that you aren't waiting
long enough or terminating the test early. The first codes you get are
memory codes... problems the computer has seen but may not be present at the
time of the test. After the separator code, the computer will go into the on
demand test and show if it sees anything wrong at that time. If you have
memory codes and no hard (on demand) codes, it is time to run the KOER
test..... codes retrieved during this test are on demand codes and should be
addressed before memory codes.

Since you work in computers, you must realize that the computer wants things
done a particular way and it will win.


"John Riggs" > wrote in message
...
> Oops! I forgot to mention, there were no separator codes. No 1's, just
> long pauses. I guess since these particular codes continue to appear, they
> need to be addressed, no?
> So, the next question. Is there a fail safe mode available when these
> systems fail, or is a guy basically stranded. I think the latter scares
> the
> daylights out of me as I tend to travel a lot, and long distances, at
> night
> ( people tend to need me to be on site the next morning at 8AM. ). Not a
> lot
> of help available in those locations or that time of night. Fortunately
> ( or
> not, depending on your perspective ) this is the slow time of year for me.
>
>
> "Jim Warman" > wrote in message
> news:kRwqd.11762$cE3.1641@clgrps12...
> | I've been working with the 1992 Ford Service DVD..... not sure what
> | documentation you have.
> |
> | The octane shorting bar connector is a 2 wire connector near the data
> link
> | connector (the one you plug your scanner into).... the wires should be
> dark
> | green and grey with red trace. There should be a small plastic coated
> | shorting connector bridging these 2 wires. There is the possibility
> someone
> | has pulled the connector to alleviate engine ping.
> |
> | The TPS tells the PCM where the throttle plates are positioned, whether
> they
> | are moving, what direction they are moving and how fast they are moving.
> | (oops, that should be singular for the Ex). This sort of failure
> (showing
> | WOT) can cause all manner of running problems and even a hard or no
> start.
> | Could be TPS, could be wiring, could be PCM..... Is this an on demand
> code
> | or is this a memory code (before or after the separator code - the
> single
> | "1", remember?). Diagnostics can differ for each case.....
> |
> | 95, according to the factory manual, is fuel pump circuit related. I'm
> not
> | going to keep repeaing myself.
> |
> | My manual was last revise for January 2004. 39 is still an undocumented
> code
> | and, as such, without being sure f a running problem to match the code,
> I
> | would get too carried away with it. Codes are ALWAYS addressed in the
> order
> | they are retrieved unless the bible says different. Additionally, on
> demand
> | codes are addressed before memory codes.
> |
> |
> | "John Riggs" > wrote in message
> | ...
> | > Jim, I cleared the codes again and checked them, again. This time
> the
> | > 57
> | > doesn't appear ( still have no idea what it is)
> | >
> | > My book ( the one that came with the scanner ) gives me 57 as a NPS
> open
> | > circuit failure or circuit failed in neutral position, or octane
> adjust
> | > pin.
> | > Any ideas where I find these so when it appears again I can fix it?
> | >
> | > The codes now are 53, 95, and 39
> | >
> | > 53 = TPS reading too high (wide open )....obviously this is wrong,
> as
> I
> | > am idling at about 900RPM
> | >
> | > 95 = Thermactor Air System problem- passenger side air flow always
> | > upstream (????) or
> | > ( my best guess ) FPM signal - indicates circuit problem (
> | > related to the TPS reading problem? )
> | >
> | > 39 = Transaxle problem: Lock-Up failed in torque converter or
> | > converter
> | > bypass clutch not applying properly
> | > ( I figure I don't have a transaxle, so it would indicate
> the
> | > latter rather than the former )
> | >
> | >
> | > These are things I have no clue about. Much more complicated
> than
> | > the machines I worked on years ago as a mechanic. Things were so much
> | > simpler then, and gas was only 32 cents a gallon. (sigh)
> | >
> | >
> | >
> | >
> | > "John Riggs" > wrote in message
> | > ...
> | > | Well, the 57 you addressed doesn't exist in my manuals, hence it
> | > doesn't
> | > | address how to repair it or even how to find what this problem is.
> | > | Got a road map to tell me where to look for this beast? I still need
> to
> | > get
> | > | out and warm up the vehicle and scan it to see what it says, but
> with
> | > the
> | > | snow flying and a snowblower on the fritz, everyone is more
> concerned
> | > about
> | > | the bloody snowblower than the vehicle that fetches the parts and
> | > groceries.
> | > | So, draw me a road map and I'll get to working on it, otherwise
> I'm
> | > up
> | > a
> | > | creek without a paddle / clue.
> | > |
> | > | Thanks, Jim
> | > |
> | > |
> | > | "Jim Warman" > wrote in message
> | > | news:6Oeqd.13202$VL6.11136@clgrps13...
> | > || Scan codes and see which returned..... To give you an idea of the
> | > | "accepted"
> | > || diagnostic routine. If there are any "hard" codes (such as your
> 57),
> | > these
> | > || get serviced FIRST... before doing anything else. If the 57 is
> still
> | > | present
> | > || as an on demand code, it HAS to be addressed first since whatever
> is
> | > | causing
> | > || the hard code may deliver other codes. If there are no hard codes,
> we
> | > note
> | > || any continuous codes and try to reproduce them by driving the car.
> | > ||
> | > || The CEL is offering valuable clues and we need to take advantage of
> | > them.
> | > | If
> | > || you truly want to mind your pennies, you will avoid gambles and
> resort
> | > to
> | > || tried and true diagnostic procedures.
> | > ||
> | > ||
> | > || "John Riggs" > wrote in message
> | > || ...
> | > || > Okay, Jim, the light came on again. Seems it almost made it a
> | > whole
> | > | day
> | > || > without going on, and it came on, went off after a few minutes,
> then
> | > | went
> | > || > back on and stays on. So what do I check now, and how do I find
> it?
> | > || >
> | > || >
> | > || > "John Riggs" > wrote in message
> | > || > ...
> | > || > | I had cleared the codes before running the vehicle a bit to
> warm
> | > it
> | > || > up
> | > || > | and drive it around. Brought it back and put the reader to it.
> | > Those
> | > || > were
> | > || > | the codes I got.. So, I did as you suggested, that is why I was
> | > asking
> | > || > your
> | > || > | opinion of if it was possibly the problem or if I am waiting to
> see
> | > it
> | > || > come
> | > || > | back.
> | > || > | Trust me, I know how to follow directions. I gambled the MAF
> | > | because
> | > || > it
> | > || > | seems the one thing that has been common to a lot of posts here
> and
> | > on
> | > || > the
> | > || > | website. Seeing as I is a po' boy, I have to watch my pennies.
> | > || > |
> | > || > |
> | > || > |
> | > || > | "Jim Warman" > wrote in message
> | > || > | news:A3Upd.8845$VL6.1821@clgrps13...
> | > || > || My experience with dirty MAFs is the odd hard start but
> usually
> | > | crappy
> | > || > | idle,
> | > || > || probably hesitation..... higher rpms are usually slower to
> exhibit
> | > || > | problems
> | > || > || because the MAF is relative reading (like a vacuum leak can
> cause
> | > a
> | > || > crappy
> | > || > || idle but be a nonentity at high airflows).
> | > || > ||
> | > || > || Ma Ford tells us cleaning the MAF is a no-no.... from a
> warranty
> | > || > | standpoint,
> | > || > || I can see their decision.... they want to avoid repeat visits
> for
> | > the
> | > || > same
> | > || > || concern. From a retai standpoint, I have to know my customer -
> | > some
> | > || > will
> | > || > | opt
> | > || > || to clean the MAF with the undersanding that this may not be
> the
> | > || > cure.....
> | > || > || others would rahter be assured of a onetime fix and go the big
> | > money
> | > || > | route.
> | > || > || I have seen cleaning the MAF work wonders......
> | > || > ||
> | > || > || What I don't see is cleaning the MAF having a lot to do with
> your
> | > || > || codes...... seems to me I often mention clearing codes and
> driving
> | > | the
> | > || > car
> | > || > || to see what codes come back. Is there a chance you have a
> bunch
> of
> | > | old
> | > || > || codes? You're not so much fixing a car as fixing a
> computer....
> | > | logic,
> | > || > || logic, logic. there is no cause for confusion, only cause for
> | > deeper
> | > || > || thought.
> | > || > ||
> | > || > ||
> | > || > || "John Riggs" > wrote in message
> | > || > || ...
> | > || > || > Okay, I cleaned the MAF sensor with carb cleaner, seeing
> as
> | > | y'all
> | > || > do
> | > || > || > this a lot, and reinstalled it. The CEL went out and hasn't
> come
> | > | back
> | > || > on
> | > || > || > yet. Crossing fingers, and waiting for Jim's opinion..
> | > || > || >
> | > || > || >
> | > || > || > "John Riggs" > wrote in message
> | > || > || > ...
> | > || > || > | Okay, I don't se anything on my list of OBD-1 codes
> listing
> | > | #57
> | > || > and
> | > || > || > no
> | > || > || > | reference to an octane shorting bar/circuit. Wanna draw me
> a
> | > map
> | > | so
> | > || > I
> | > || > || > can
> | > || > || > | get started on this stuff? My books don't list such a
> beast.
> | > || > || > | I was thinking about cleaning the MAF sensor to see if
> that
> | > || > would
> | > || > || > clear
> | > || > || > | up the problem. If I am reading the description of it
> | > correctly,
> | > | it
> | > || > || > might
> | > || > || > be
> | > || > || > | possible to have it raise resistance and lower voltage
> | > available
> | > | to
> | > || > || > drive
> | > || > || > | the relays or related equip....just a guess though, and it
> | > seems
> | > | to
> | > || > be
> | > || > | a
> | > || > || > | rather common problem that is easily remedied.
> | > || > || > |
> | > || > || > | What are your thoughts....seeing as I am handy and
> pretty
> | > || > | technically
> | > || > || > | oriented, but I haven't been a mechanic for like a
> bazillion
> | > | years?
> | > || > || > |
> | > || > || > | Do they make an adapter that would patch the port to a
> | > laptop
> | > || > and
> | > || > || > | software to read it? If not, someone ought to put one
> | > together.
> | > || > It'd
> | > || > || > | certainly make life a lot easier
> | > || > || > |
> | > || > || > | Thanks again.
> | > || > || > |
> | > || > || > |
> | > || > || > | "Jim Warman" > wrote in message
> | > || > || > | news:I4Apd.4028$VL6.1018@clgrps13...
> | > || > || > || IIRC, yours is a '92??
> | > || > || > ||
> | > || > || > || I'm going to assume that these are Continuous Memory
> codes
> | > | rather
> | > || > | than
> | > || > || > On
> | > || > || > || Demand codes... bear in mind, codes can unwittingly be
> set
> | > when
> | > || > | working
> | > || > || > || around sensors and actuators. The 53 is for the TPS. The
> | > 95....
> | > || > seems
> | > || > || > to
> | > || > || > | me
> | > || > || > || that one of your original complaints had to do with the
> fuel
> | > | pump
> | > || > || > running
> | > || > || > || continuously - if the relay contacts aren't opening when
> they
> | > || > should,
> | > || > || > this
> | > || > || > || code can be generated. 39.... on OBD1 units, it was not
> | > uncommon
> | > || > to
> | > || > | see
> | > || > || > || "ghost" or undocumented codes... on some models, it
> indicated
> | > a
> | > || > | problem
> | > || > || > | with
> | > || > || > || the trqe converter clutch but it's not listed in the '92
> | > PC/ED.
> | > || > I'm
> | > || > | not
> | > || > || > | sure
> | > || > || > || where the pass code works into the picture but 57 is
> listed
> | > as
> | > a
> | > || > || > missing
> | > || > || > || octane adjust shorting bar or circuit problem. The PC/ED
> does
> | > | make
> | > || > || > mention
> | > || > || > || if the code shows up with an 11 or not.....
> | > || > || > ||
> | > || > || > || OK... I just stared at your list a little harder....
> | > || > || > ||
> | > || > || > || 53 - continuous memory TPS problem
> | > || > || > || 95 - continuous memory, fuel pump or circuit
> | > || > || > || 39 - undocumented for your unit
> | > || > || > || 11 - pass code, not sure on why it shows but it seems to
> | > matter
> | > || > || > || 57 - CMDTC, octane shorting bar or circuit
> | > || > || > || 1 - this a separator code and would show as a 10 on
> higher
> | > end
> | > || > scan
> | > || > || > tools
> | > || > || > || 57 - On Demand code for octane shorting bar or circuit
> | > || > || > ||
> | > || > || > || Since 57 is a hard (on demand) code, it should be
> attended
> to
> | > || > first.
> | > || > | If
> | > || > || > | the
> | > || > || > || bar is missing, then move on to the first CMDTC (53). If
> the
> | > bar
> | > || > is
> | > || > || > || installed, it MAY be a sign of PCM failure.... or not, so
> it
> | > | must
> | > || > be
> | > || > || > | checked
> | > || > || > || out. Codes on early '90s stuff will either be ALL 2 digit
> or
> | > ALL
> | > | 3
> | > || > || > digit -
> | > || > || > || you wont see any hodge-podges.
> | > || > || > ||
> | > || > || > || If CMDTC 53 is recurring, there is the possibility that
> the
> | > high
> | > || > | signal
> | > || > || > to
> | > || > || > || the PCM is driving the fuel system into clear flood
> strategy
> | > and
> | > || > can
> | > || > || > | result
> | > || > || > || in a no start.
> | > || > || > ||
> | > || > || > || HTH
> | > || > || > ||
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