DJ94
Member
- Joined
- August 8, 2006
- Messages
- 25
- Reaction score
- 0
- City, State
- Magalia, California
- Year, Model & Trim Level
- 1994 4 Door 4WD
Hello to all;
I really appreciate this part of the forum. I have not seen such helpful info anywhere else.
As I have said before, I am a points and condenser guy; somewhat (more than somewhat, actually) baffled by this new to me EEC-IV technology.
The vehicle I am working on is a 1994 California spec Ford Explorer with the 4.0 liter V6 (TWC catalyst, SFI-MAF fuel system, DPFE egr, EI ign, and IAC idle air, and of course the EEC-IV electronic engine control system.)
I have endeavored to help myself as much as possible. I have a factory wiring diagram (many 11x17 pages), a factory printed EVTM (the information is almost useless to me), a Factory Shop Manual on CD. I read the factory recommends a Super Star II code reader, so I got one of those. I read the factory uses breakout boxes so I got an OTC 80 pin which is supposed to be good for Ford EEC-IV. I have all that stuff and am still baffled.
Check Engine light comes on about a minute or so after the engine starts running and stays on steadily about 99% of the time after that. It occaisionally goes out for a mile or two; but there is no rhyme or reason I can find for it going out.
I followed the directions in the FSM for code reading using the Super Star II.
(Turn tester on, push TEST button, get brief 888 then 000 with sto lo and 1st cd messages on the screen. Then turn ign switch on. The sti lo letters show and the number 10. Then sti lo, sto lo (blinking) and cd rcvd and 214.)
I think that means that with my KOEO test there were no trouble codes put out. Then I think the 10 means testing went into a different mode. In the CM code is 214 (trouble in the CID system I think).
Is that about correct?
Then I went to the next step. I turned the Super Star II off, turned the key off. Then turned the Super Star II back on, pushed the test button again and started the engine and hit the brake pedal once. (It always starts right up, no problems.) Nothing appeared on the screen for a while though the motor rpm changed, ran at about 1250 rpm for a bit, then changed to a little slower, then back to idle. The dyn resp letters came on and I hit the throttle not quite to WOT just for an instant and the dyn resp letters went out. Then 111 appeared on the screen.
That would indicate there are no problems found during the KOER test.
Is that about correct?
If my testing is accurate I have a 214 problem. I have seen some references in the factory shop manual on CD about using the breakout box to do some testing to pin down whether my problem is the camshaft position sensor, the ignition module, or the crankshaft position sensor.
I also have a cheapie code reader I bought at Kragen's; and it gives about the same results as the Super Star II.
I have the breakout box, as mentioned. Is my connection for that underneath the panel by the passenger foot well?
When I get to that my multimeter is an old Radio Shack meter which has (and I don't know quite what this means) 25,000 ohms in the voltage setting I will most likely be using. It has 50,000 ohms at the less sensitive voltage setting. It is powered for resistance readings by a 9 v battery and a 1.5 AA battery. I have been informed that is a bad meter to use; is that correct?
Car runs fine except for a sometimes slight hesitation accelerating from a dead stop.
With info above and that symptom any informed opinions about where the problem lies?
If it is the camshaft position sensor can anyone take pity on me and maybe shoot me a photo or something of what it looks like and where it is? I have looked around the back of the engine with the EVTM propped up under the hood, mirror and flashlight in my hands, and still can't identify it. (Those drawings .... well you probably all know how much help they are!)
I realize this is a long post but nothing compared to the depths of my ignorance about EEC-IV systems!
Regards to all
DJ94
I really appreciate this part of the forum. I have not seen such helpful info anywhere else.
As I have said before, I am a points and condenser guy; somewhat (more than somewhat, actually) baffled by this new to me EEC-IV technology.
The vehicle I am working on is a 1994 California spec Ford Explorer with the 4.0 liter V6 (TWC catalyst, SFI-MAF fuel system, DPFE egr, EI ign, and IAC idle air, and of course the EEC-IV electronic engine control system.)
I have endeavored to help myself as much as possible. I have a factory wiring diagram (many 11x17 pages), a factory printed EVTM (the information is almost useless to me), a Factory Shop Manual on CD. I read the factory recommends a Super Star II code reader, so I got one of those. I read the factory uses breakout boxes so I got an OTC 80 pin which is supposed to be good for Ford EEC-IV. I have all that stuff and am still baffled.
Check Engine light comes on about a minute or so after the engine starts running and stays on steadily about 99% of the time after that. It occaisionally goes out for a mile or two; but there is no rhyme or reason I can find for it going out.
I followed the directions in the FSM for code reading using the Super Star II.
(Turn tester on, push TEST button, get brief 888 then 000 with sto lo and 1st cd messages on the screen. Then turn ign switch on. The sti lo letters show and the number 10. Then sti lo, sto lo (blinking) and cd rcvd and 214.)
I think that means that with my KOEO test there were no trouble codes put out. Then I think the 10 means testing went into a different mode. In the CM code is 214 (trouble in the CID system I think).
Is that about correct?
Then I went to the next step. I turned the Super Star II off, turned the key off. Then turned the Super Star II back on, pushed the test button again and started the engine and hit the brake pedal once. (It always starts right up, no problems.) Nothing appeared on the screen for a while though the motor rpm changed, ran at about 1250 rpm for a bit, then changed to a little slower, then back to idle. The dyn resp letters came on and I hit the throttle not quite to WOT just for an instant and the dyn resp letters went out. Then 111 appeared on the screen.
That would indicate there are no problems found during the KOER test.
Is that about correct?
If my testing is accurate I have a 214 problem. I have seen some references in the factory shop manual on CD about using the breakout box to do some testing to pin down whether my problem is the camshaft position sensor, the ignition module, or the crankshaft position sensor.
I also have a cheapie code reader I bought at Kragen's; and it gives about the same results as the Super Star II.
I have the breakout box, as mentioned. Is my connection for that underneath the panel by the passenger foot well?
When I get to that my multimeter is an old Radio Shack meter which has (and I don't know quite what this means) 25,000 ohms in the voltage setting I will most likely be using. It has 50,000 ohms at the less sensitive voltage setting. It is powered for resistance readings by a 9 v battery and a 1.5 AA battery. I have been informed that is a bad meter to use; is that correct?
Car runs fine except for a sometimes slight hesitation accelerating from a dead stop.
With info above and that symptom any informed opinions about where the problem lies?
If it is the camshaft position sensor can anyone take pity on me and maybe shoot me a photo or something of what it looks like and where it is? I have looked around the back of the engine with the EVTM propped up under the hood, mirror and flashlight in my hands, and still can't identify it. (Those drawings .... well you probably all know how much help they are!)
I realize this is a long post but nothing compared to the depths of my ignorance about EEC-IV systems!
Regards to all
DJ94