CreepingNet
Well-Known Member
- Joined
- April 28, 2002
- Messages
- 212
- Reaction score
- 81
- City, State
- Reno, NV
- Year, Model & Trim Level
- 93 Sport 5spd 2wd
Hi, so I've been researching a lot this week to figure out what's been going on with my 93 Explorer Sport 5-speed. I've already posted some about this but this is a legitimate thread as I have some questions now.
Not to rehash too much but I limped it like this halfway home from work and had it towed to the shop near my apartment when the traffic was just too thick to safely drive it. They took a look, checked the FPR as I mentioned that as a possible cause (been researching since this happened - hardcore), FPR was fine, they said I had air leaks in the airbox and near the throttle body, and that's where I should start on it myself. They said they don't understand OBD-1....well, at this point, I do, not much different from BIOS Beep Error codes for a PC (I work in I.T.).
So this morning I picked it up and limped it home with the MAF disconnected because they said it would not start with the MAF plugged in. This was a red flag.
So took the truck home.....checked all the following....
- Oil is full, needs changed, smalles like gas
- half full and clean coolant
- Air filter is surprisingly clean for being a year old
- The original MAF has a Burn mark on one of the filiments (taller one)
- The Throttle body was nasty
- leaks in the Airbox due to missing bolt anchor
- leaks in intake tube due to bad gasket at throttle body end
What ensued after this was a trip to NAPA for throttle body cleaner and MAF cleaner. Cleaned the MAF, cleaned the throttle body, cleaned the tube up, basically, if it was dirty, it was cleaned - and when done, everything looked brand new, except the MAF where the taller filament had burned up on one side somehow. The IAC looked like the inside of an uncleaned coffee grinder - black stuff pouring out of it. Cleaned it up real good.
Next, a trip to Pick N' Pull for a good MAF to test with, maybe a backup IAC in case the current one is seized, and grab all those parts Precision Tune lost all those years ago. So I nabbed a nice looking MAF from a 93' XLT (clean filaments), snatched up an IAC from a 4.0 Ranger that looks brand new inside and out, pulled a very nice gasket from a 94' limited for the Throttle Body, and a bolt anchor from a damaged airbox for my airbox.
So I did all this
- replaced gasket on TB
- replaced missing screw anchor on airbox
- replaced the throttle cover (not relevant, but it was missing because P.T.)
- replaced MAF - a little bit of a change, seemed to start with less hesitation but still runs terrible
- replaced IAC - seemed to clear up just a little more
Ran KOEO and KOER Codes - I believe I have these right as I verified them from - Aerostar Van/Wagon – Bronco – Econoline/Club Wagon – Explorer – F-Series – Ranger (1992 – 1997) – TroubleCodes.net - I actually did this before the above but did not "decode" things until I got into the house to post this.
KOEO Codes
117 - Engine coolant temperature (ECT) sensor below minimum voltage
122 - Throttle position (TP) sensor -below minimumvoltage
112 - Intake air temperature (IAT) sensor belowminimum voltage
513 - Engine control module (ECM) -internal voltage fault
565 - Evaporative emission (EVAP) canister purge valve 1 -malfunction
556 - Fuel pump (FP) primary circuit
KOER Codes
998 - ECU Hard Fault Present
112 - Intake air temperature (IAT) sensor belowminimum voltage
117 - Engine Coolant Temperature (ECT) sensor below maximum voltage....
that's when it stalled and started repeating the codes from the KOEO test.....
So that explains why the truck was having trouble idling - seems the management computer is doing jack. But the big question is where do I go from here? Should I test the main electrical system for any issues, because it seems fine other than struggling a little with my heater motor going - which I don't need as it's the summer? Or should I look to the ECM. I'm trying to get this running this week so my wife does not need to drive me to and from work on Thursday as she has an interview that day.
If it's look to the ECM, that does not scare me at all, seems they're not that expensive, and also, I might be able to fix mine if it's caps/bodge wires/. I have done motherboard repairs on vintage computers, including....fun fact.... a 1993 NEC Versa Laptop that once belonged to a Ford Motor Company employee around the time the 1st Gen Explorer was in production.
Not to rehash too much but I limped it like this halfway home from work and had it towed to the shop near my apartment when the traffic was just too thick to safely drive it. They took a look, checked the FPR as I mentioned that as a possible cause (been researching since this happened - hardcore), FPR was fine, they said I had air leaks in the airbox and near the throttle body, and that's where I should start on it myself. They said they don't understand OBD-1....well, at this point, I do, not much different from BIOS Beep Error codes for a PC (I work in I.T.).
So this morning I picked it up and limped it home with the MAF disconnected because they said it would not start with the MAF plugged in. This was a red flag.
So took the truck home.....checked all the following....
- Oil is full, needs changed, smalles like gas
- half full and clean coolant
- Air filter is surprisingly clean for being a year old
- The original MAF has a Burn mark on one of the filiments (taller one)
- The Throttle body was nasty
- leaks in the Airbox due to missing bolt anchor
- leaks in intake tube due to bad gasket at throttle body end
What ensued after this was a trip to NAPA for throttle body cleaner and MAF cleaner. Cleaned the MAF, cleaned the throttle body, cleaned the tube up, basically, if it was dirty, it was cleaned - and when done, everything looked brand new, except the MAF where the taller filament had burned up on one side somehow. The IAC looked like the inside of an uncleaned coffee grinder - black stuff pouring out of it. Cleaned it up real good.
Next, a trip to Pick N' Pull for a good MAF to test with, maybe a backup IAC in case the current one is seized, and grab all those parts Precision Tune lost all those years ago. So I nabbed a nice looking MAF from a 93' XLT (clean filaments), snatched up an IAC from a 4.0 Ranger that looks brand new inside and out, pulled a very nice gasket from a 94' limited for the Throttle Body, and a bolt anchor from a damaged airbox for my airbox.
So I did all this
- replaced gasket on TB
- replaced missing screw anchor on airbox
- replaced the throttle cover (not relevant, but it was missing because P.T.)
- replaced MAF - a little bit of a change, seemed to start with less hesitation but still runs terrible
- replaced IAC - seemed to clear up just a little more
Ran KOEO and KOER Codes - I believe I have these right as I verified them from - Aerostar Van/Wagon – Bronco – Econoline/Club Wagon – Explorer – F-Series – Ranger (1992 – 1997) – TroubleCodes.net - I actually did this before the above but did not "decode" things until I got into the house to post this.
KOEO Codes
117 - Engine coolant temperature (ECT) sensor below minimum voltage
122 - Throttle position (TP) sensor -below minimumvoltage
112 - Intake air temperature (IAT) sensor belowminimum voltage
513 - Engine control module (ECM) -internal voltage fault
565 - Evaporative emission (EVAP) canister purge valve 1 -malfunction
556 - Fuel pump (FP) primary circuit
KOER Codes
998 - ECU Hard Fault Present
112 - Intake air temperature (IAT) sensor belowminimum voltage
117 - Engine Coolant Temperature (ECT) sensor below maximum voltage....
that's when it stalled and started repeating the codes from the KOEO test.....
So that explains why the truck was having trouble idling - seems the management computer is doing jack. But the big question is where do I go from here? Should I test the main electrical system for any issues, because it seems fine other than struggling a little with my heater motor going - which I don't need as it's the summer? Or should I look to the ECM. I'm trying to get this running this week so my wife does not need to drive me to and from work on Thursday as she has an interview that day.
If it's look to the ECM, that does not scare me at all, seems they're not that expensive, and also, I might be able to fix mine if it's caps/bodge wires/. I have done motherboard repairs on vintage computers, including....fun fact.... a 1993 NEC Versa Laptop that once belonged to a Ford Motor Company employee around the time the 1st Gen Explorer was in production.