Mitchell-Ford Econoline 1992-2010 Factory Workshop Service Repair Manual (1)

4.
2L V6 - VIN [2]
Article Text
1998 Ford Econoline E250
For 1
Copyright © 1998 Mitchell Repair Information Company, LLC
Sunday, November 14, 2010 09:49PM
ARTICLE BEGINNING
1998-99 ENGINES
4.2L V6 - VIN 2
FORD
Econoline E150, Econoline E250, Pickup F150
ENGINE IDENTIFICATION
Engine model may be identified by eighth character of Vehicle

Identification Number (VIN). VIN is stamped on a plate located on top
of instrument panel, near lower left of windshield. VIN number is also
stamped on vehicle certification label, located on left front door
pillar.
ENGINE IDENTIFICATION CODES
Engine Code
4.2L SFI ......................................................... 2
ADJUSTMENTS
VALVE CLEARANCE ADJUSTMENT
Hydraulic valve tappets are used. Valve adjustment is not

required.
TROUBLE SHOOTING
NOTE: For trouble shooting of mechanical engine components, see

appropriate table in TROUBLE SHOOTING article in GENERAL
INFORMATION.
REMOVAL & INSTALLATION
* PLEASE READ THIS FIRST *
CAUTION: When battery is disconnected, vehicle computer and memory

systems may lose memory data. Driveability problems may exist
until computer systems have completed a relearn cycle. See
COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION
before disconnecting battery.
NOTE: For reassembly reference, label all electrical connectors,

vacuum hoses and fuel lines before removal. Also place mating
marks on engine hood and other major assemblies before
removal.
FUEL PRESSURE RELEASE & FUEL LINE CONNECTIONS
WARNING: Fuel system is under pressure. Release pressure before

servicing fuel system components.
1) Remove fuel cap to release fuel tank pressure. Remove

relief valve cap. Relief valve (service port) is located on fuel
supply manifold. Using Fuel Pressure Gauge (T80L-9974-B), release fuel
pressure from relief valve (Schrader valve).
2) If fuel pressure gauge is not available, disconnect
electrical connector to Inertia Fuel Shutoff (IFS) switch. IFS switch
is located behind passenger side kick panel. Crank engine for 15
seconds to reduce system pressure.
3) To disconnect fuel lines, remove retaining clip from fuel
line coupling. Use Spring Lock Coupling Remover (D87L-9280-A) for 3/8"
line and (D87L-9280-B) for 1/2" line. Install spring lock coupling
remover on fuel line coupling so it enters cage opening. See Fig. 1.
4) Push spring lock coupling remover into cage opening to
release female fitting from garter spring. Pull couplings apart.
Remove spring lock coupling remover.
5) When installing fuel lines, install NEW "O" rings on fuel
lines. Use only specified fuel-resistant "O" rings (Brown). Before
installing, lightly coat "O" rings with clean engine oil. Clean
fittings, and replace garter spring (if necessary).
6) Install female fitting to male fitting and push until
garter spring snaps over flared end of female fitting. Ensure lines
are locked together and garter spring is over flared end of female
fitting. Install retaining clip. Ensure horseshoe portion of clip is
over coupling. DO NOT install retaining clip over rubber fuel line.
NOTE: Install Black retaining clip on fuel supply line and Gray
clip on fuel return line.
Fig. 1: Disconnecting Fuel Lines

Courtesy of Ford Motor Co.
ENGINE
4.2L V6 - VIN [2] Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
Removal (Pickup)
1) Disconnect negative and positive battery cable. Mark
hinges and remove hood. Drain cooling system. Discharge A/C system
using approved refrigerant recovery/recycling equipment. Release fuel
pressure and disconnect fuel lines. See FUEL PRESSURE RELEASE & FUEL
LINE CONNECTIONS.
2) Remove upper front air deflector. Remove air cleaner
outlet tube. Remove radiator. Remove fan blade and fan shroud.
Disconnect throttle body control cables. Disconnect throttle control
cable bracket and position aside.
3) Disconnect necessary vacuum and water lines. Disconnect
necessary harness connectors and ground cables. Unbolt power steering
reservoir, and position aside. Disconnect A/C manifold line at
compressor, and position aside. Remove power steering pump retaining
bolts, and position pump aside.
WARNING: Air suspension system must be shut off prior to hoisting,

jacking or towing an air suspension vehicle. Air suspension
switch is located behind right kick panel. Failure to do so
can result in inflation or deflation of air springs, which
could cause vehicle to shift during servicing.
4) Remove upper intake manifold. See INTAKE MANIFOLD. Remove

fuel injector supply manifold and injectors. Raise and support
vehicle. Disconnect exhaust pipes from exhaust manifold. Remove
starter.
5) Remove transmission. For A/T, see appropriate TRANSMISSION
REMOVAL & INSTALLATION article in TRANSMISSION section. For M/T, see
appropriate article in CLUTCHES section.
6) Remove right and left engine mount through-bolt. Lower
vehicle. Install engine lifting equipment. Remove transmission-to-
engine retaining bolts. Remove engine.
Installation
1) To install, reverse removal procedure. Tighten all bolts
to specification. See TORQUE SPECIFICATIONS.
2) When installing fuel lines, fit NEW fuel resistant "O"
rings (Brown) on fuel lines. Lightly coat "O" rings with clean engine
oil before installing. Clean fittings, and replace garter spring (if
necessary).
3) Adjust all control cables and fluid levels. Refill cooling
system. Evacuate and recharge A/C system.
Removal (Van)
1) Disconnect negative and positive battery cable(s).
Discharge A/C system using approved refrigerant recovery/recycling
equipment. Release fuel pressure and disconnect fuel lines. See FUEL
PRESSURE RELEASE & FUEL LINE CONNECTIONS. Remove air cleaner assembly
and throttle body inlet tube.
2) Remove engine cover. Remove radiator air deflector. Remove
radiator, fan shroud and cooling fan. Remove radiator inner grille.
Remove radiator grille reinforcement panel. Remove stone deflector.
4.2L V6 - VIN [2] Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
3) Remove headlight and side marker assemblies. Remove power
steering cooler and auxiliary transmission cooler. Remove power
steering cooler mounting brackets. Remove A/C condenser, and plug
openings. Disconnect hood latch cable, and remove hood latch assembly.
4) Disconnect positive battery cable from power distribution
box, and position aside. Remove power steering reservoir retaining
bolts, and position aside. Remove upper and lower core support. Remove
oil dipstick tube. Remove upper and lower intake manifolds. See INTAKE
MANIFOLD.
5) Disconnect necessary harness and ground connections.
Remove accessory drive belt. Disconnect low-pressure hose at power
steering pump. Unbolt power steering pump, and position aside. Remove
lower radiator hose. Disconnect A/C manifold at compressor, plug
openings, and position aside. Disconnect A/C high-pressure hose at
evaporator, and plug openings.
6) Raise and support vehicle. Drain engine oil. Remove
starter. Remove torque converter nuts. Remove oil pan-to-transmission
bolts. Disconnect exhaust pipes at exhaust manifolds. Disconnect shift
cable bracket. Remove engine mount nuts.
7) Lower vehicle. Support transmission. Remove transmission
dipstick tube. Install engine lifting equipment. Remove transmission-
to-engine retaining bolts. Remove engine.
Installation
1) To install, reverse removal procedure. Replace torque
converter nuts with NEW ones. Tighten all bolts to specification. See
TORQUE SPECIFICATIONS.
necessary).
system. Evacuate and recharge A/C system.
INTAKE MANIFOLD
Removal
1) Disconnect negative battery cable. Remove air cleaner
outlet tube. Disconnect spark plugs wires and harness connectors at
ignition coil. Disconnect control cables from throttle body. Remove
throttle body control cable bracket, and position aside.
2) Disconnect necessary vacuum and water lines. Disconnect
necessary harness connectors and ground cables. Remove engine vacuum
regulator from intake manifold. Remove upper intake manifold retaining
bolts. Remove upper intake manifold and gasket.
3) Disconnect fuel injector harness connectors. Disconnect
EGR manifold from EGR valve. Remove IMRC. Release fuel pressure and
disconnect fuel lines. See FUEL PRESSURE RELEASE & FUEL LINE
CONNECTIONS.
4) Mark position for installation, remove lower intake
manifold retaining bolts in reverse order. See Fig. 3. Remove lower
intake manifold and gaskets. 4.2L V6 - VIN [2] Article Text (p. 4)1998 Ford Econo
Installation
1) To install, reverse removal procedure. Use NEW gaskets and
"O" rings. Lubricate fuel injector "O" rings with Light Grade Oil
(ESE-M2C39-F) before installing.
2) Ensure alignment tabs on intake manifold gaskets align
with holes in cylinder head. Tighten intake manifold bolts to
specification in sequence. See Figs. 2 and 3. See
TORQUE SPECIFICATIONS table.
CAUTION: Intake manifold bolts must be retightened to specification

after engine has reached normal operating temperature.

necessary).
4) To install remaining components, reverse removal
procedure. Adjust all control cables and fluid levels. Refill cooling
system. When installing spark plug wires, ensure wires are in correct
position on coils. See SERVICE & ADJUSTMENT SPECIFICATIONS article in
ENGINE PERFORMANCE section.
Fig. 2: Upper Intake Manifold Bolt Tightening Sequence

Fig. 3: Lower Intake Manifold Bolt Tightening Sequence

Courtesy of Ford Motor Co. 4.2L V6 - VIN [2] Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
EXHAUST MANIFOLD
Removal
On left manifold, remove oil dipstick tube. On right
manifold, remove EGR manifold tube. On both sides, disconnect oxygen
sensor. Disconnect exhaust pipe from exhaust manifold. Remove exhaust
manifold retaining bolts in reverse order. See Fig. 4. Remove exhaust
manifold and gasket.
Installation
To install, reverse removal procedure. Tighten exhaust
manifold nuts to specification in sequence. See Fig. 4. See
Fig. 4: Exhaust Manifold Bolt Tightening Sequence

CYLINDER HEAD
Removal
1) Disconnect negative battery cable. Remove upper and lower
intake manifolds. See INTAKE MANIFOLD. Remove valve cover. Remove
exhaust manifold. See EXHAUST MANIFOLD. Remove accessory drive belt.
2) If removing left cylinder head, unbolt power steering
reservoir and position aside. Remove A/C compressor, with hoses
attached, and position aside. Remove power steering bracket, with pump
and hoses attached, and position aside.
3) If removing right cylinder head, remove generator. Remove
accessory drive belt idler pulley. Remove generator bracket.
CAUTION: Mark location of rocker arms and push rod if they are to be
reused. Ensure they are installed in their original
location.
4) If removing either cylinder head, remove rocker arms and
push rods. Remove and discard cylinder head retaining bolts in reverse
sequence. See Fig. 5. Remove cylinder head and gasket.
Inspection
Check cylinder head for warpage, cracks and damage. Maximum
warpage information is not available from manufacturer.
CAUTION: DO NOT reuse cylinder head bolts.
Installation
1) Install NEW cylinder head gaskets on block with small hole
at front of engine. Always use NEW cylinder head bolts. Lubricate
cylinder head bolts with engine oil prior to installation.
2) Install cylinder head and tighten bolts to 14 ft. lbs. (19
N.m), in sequence. See Fig. 5. Repeat sequence again, tightening bolts
to 29 ft. lbs. (39 N.m). Repeat sequence again, tightening bolts to 36
ft. lbs (49 N.m).
CAUTION: DO NOT loosen all cylinder head bolts at one time. Loosen and
tighten each cylinder head bolt before proceeding to next.
3) Working in order and on one bolt at a time, loosen bolt 3

revolutions and tighten to specification. See TORQUE SPECIFICATIONS.
To complete cylinder head installation, reverse removal procedure.
Fig. 5: Cylinder Head Bolt Tightening Sequence

FRONT COVER OIL SEAL
Removal
4.2L 1)
V6Disconnect negativeText
- VIN [2] Article battery
(p.cable.
7)1998Remove accessoryE250For
Ford Econoline drive 1 Copyright © 1998 Mitchell Repair Information Company, LLC
belt. Remove cooling fan and fan shroud. Raise and support vehicle.
Mark pulley and damper position. Remove crankshaft pulley. Remove
damper bolt.
2) Install Crankshaft Damper Remover (T58P-6316-D) and
Crankshaft Damper Remover Adapter (T82L-6316-B). Remove damper. Using
Seal Remover (T92C-6700-CH), remove oil seal from front cover.
Installation
To install, reverse removal procedure. Lubricate oil seal
bore and seal lip with engine oil before installing. Apply silicone
sealant to keyway of crankshaft damper before installing. Install
seal. Tighten bolts to specification. See TORQUE SPECIFICATIONS.
FRONT COVER

can result in accidental deflation or inflation of air
springs, which may cause vehicle to shift during servicing.

Removal (Pickup)
1) Disconnect the battery ground cable, remove air cleaner
assembly.
2) Raise vehicle, drain coolant from radiator, drain the
engine oil.
3) Lower vehicle, remove upper radiator hose. Remove the fan
shroud and the lower radiator hose. Remove the accessory drive belt.
4) Raise vehicle, remove the 2 nuts holding the Crankshaft
(CKP) sensor shield in place and remove the shield. Disconnect both
the Knock (KS) sensor and CKP sensor harness connectors. Position
wiring harness aside.
5) Remove transmission line support bracket bolt. Remove
power steering support bracket bolts. Remove the A/C compressor
mounting bracket nuts and position the A/C compressor aside.
6) Mark crankshaft pulley and damper position. Remove
crankshaft pulley and damper. See FRONT COVER OIL SEAL.
7) Remove front oil pan bolts that intersect with the front
cover. Remove the Allen-head(R) bolt at front engine cover.
8) Lower vehicle, remove the supply tube heater hoses. Detach
wiring harness from the outlet tube and position aside.
9) Remove the heater water outlet tube (remove bolt). Remove
water pump. See WATER PUMP.
10) Remove Cam Position Synchronizer. See
CAMSHAFT SYNCHRONIZER.
11) Remove the 4 water pump mounting studs. 4.2L V6 - VIN [2] Article Text (p. 8)1998 Ford Econo
CAUTION: Failure to remove Cap Screw which may be over looked, may
damage the cover if not removed.
12) Remove engine front cover stud bolts and bolt. Remove CAP
SCREW. See Fig. 6
13) Slide the front cover off the dowels, remove the gasket
and discard.
Installation (Pickup)
CAUTION: Failure to prevent foreign material from entering the engine

block or front engine cover will result in engine damage. To
prevent damage to engine components, seal coolant and oil
passages. Prevent foreign material from entering the oil pan.
CAUTION: DO NOT use a surface conditioning pad or any other type of

fibrous abrasive disc to clean gasket surfaces. Failure to
follow these directions will result in engine damage.
1) Clean off surfaces of the block, front engine cover and

exposed oil pan flange.
NOTE: If sealant (F6AZ-19562-A) is exposed for longer than 7

minutes, wipe off sealant and re-apply.
2) Install front engine cover gasket, apply sealant (F6AZ-

19562-A) to base of gasket where oil pan and block come together.
Apply a bead of sealant in center of oil pan flange and around bolt
holes. Apply a thin layer of sealant to front cover gasket mating
surface (DO NOT over apply the sealant).
NOTE: There are 13 fasteners securing the front engine cover. The
CAP SCREW will be identified as fastener No. 12. DO NOT
tighten the CAP SCREW (No. 12) in the first tightening
sequence.
3) Tighten fasteners in 3 stages, as follows:
* Starting with bolt at about the 6 o'clock position

(identified as bolt No. 1), tighten fasteners 1-11 and 13 in
sequence to 16 Ft. lbs. (22 N.m). See Fig. 6.
NOTE: Apply a small amount of loctite(R) to threads of cap screw

(do not over apply compound).
* Tighten CAP SCREW (No. 12) to 89 INCH. lbs. (10 N.m).

* Tighten all fasteners (except Cap Screw No. 12) an additional
90 degrees, in sequence.
4) Apply a bead of sealant in center of oil pan flange and

around bolt holes. Apply a thin layer of sealant to front4.2L
cover
V6gasket
- VIN [2] Article Text (p. 9)1998 Ford Econoline E250
mating surface (DO NOT over apply the sealant). Install front cover.
5) Install the front engine cover. Tighten bolts to 15-20 Ft.
lbs. (20-30 N.m).
6) Install water pump mounting studs, tighten to 15-20 Ft.
lbs. (20-30 N.m).
7) Install Cam Position Synchronizer. Install water pump. See
WATER PUMP. Install the heater water outlet tube, tighten to 71-97
INCH. lbs. (8-11 N.m).
8) Attach the wiring to the outlet tube, install both supply
tube heater hoses.
9) Raise vehicle, install Allen-head(R) bolt, tighten to 15-
20 Ft. lbs. (20-30 N.m). Install oil pan bolts, tighten to 80-106
10) Install crankshaft pulley and damper. See
FRONT COVER OIL SEAL and
11) Install A/C compressor mounting bracket nuts, tighten to
30-40 Ft. lbs. (40-45 N.m).
12) Install power steering support bracket bolts. Install
transmission line support bracket bolt.
13) Connect (CKP) sensor and Knock sensor harness connectors.
Install the (CKP) sensor shield.
14) Lower vehicle, install accessory drive belt.
15) Install the lower radiator hose, the fan shroud and upper
radiator hose.
16) Refill coolant system, refill the engine oil. Ensure oil
drain plug has been tightened.
17) Reconnect the battery ground cable, install air cleaner
assembly.
18) Start vehicle and check for leaks.
Fig. 6: Front Cover Tightening Sequence

Removal (Van) 4.2L V6 - VIN [2] Article Text (p. 10)1998 Ford Econo
1) Disconnect negative battery cable.
2) Drain coolant, remove water pump. See WATER PUMP.
3) Raise and support vehicle. Remove crankshaft damper and
pulley. See FRONT COVER OIL SEAL.
4) Disconnect Crankshaft Position (CKP) sensor harness
connector.
5) Remove front oil pan bolts that intersect with the front
cover.
6) Remove Cam Position Synchronizer. See
7) Remove accessory drive belt idler pulley, remove the belt
tensioner.
8) Remove the 4 water pump mounting studs and discard.
9) Remove front cover crankshaft oil seal. See
FRONT COVER OIL SEAL.
CAUTION: Failure to remove Cap Screw which may be over looked, may
damage the cover if not removed.
10) Remove engine front cover stud bolts and bolt. Remove CAP
SCREW. See Fig. 6
11) Slide the front cover off the dowels, remove the gasket
and discard.
Installation (Van)
CAUTION: Failure to prevent foreign material from entering the engine

block or front engine cover will result in engine damage. To
prevent damage to engine components, seal coolant and oil
passages. Prevent foreign material from entering the oil pan.
CAUTION: DO NOT use a surface conditioning pad or any other type of

fibrous abrasive disc to clean gasket surfaces. Failure to
follow these directions will result in engine damage.
1) Clean off surfaces of the block, front engine cover and

exposed oil pan flange.
NOTE: If sealant (F6AZ-19562-A) is exposed for longer than 7

minutes, wipe off sealant and re-apply.
2) Install front engine cover gasket, apply sealant (F6AZ-

19562-A) to base of gasket where oil pan and block come together.
Apply a bead of sealant in center of oil pan flange and around bolt
holes. Apply a thin layer of sealant to front cover gasket mating
surface (DO NOT over apply the sealant).
3) Install water pump mounting studs (new studs are coated
with locking compound). Install studs with compound threaded into
block. Tighten studs to 62 INCH. lbs. (7 N.m).
NOTE: There are 13 fasteners securing the front engine cover. The
CAP SCREW will be identified as fastener No. 12. DO NOT
tighten the CAP SCREW (No. 12) in the first tightening
4.2L V6 - VIN [2] Article Text (p. 11)1998 Ford Econoline E250For 1
sequence.
4) Tighten fasteners in 3 stages, as follows:
* Starting with bolt at about the 6 o'clock position

(identified as bolt No. 1), tighten fasteners 1-11 and 13 in
sequence to 16 Ft. lbs. (22 N.m). See Fig. 6.
NOTE: Apply a small amount of loctite(R) to threads of cap screw

(do not over apply compound).
* Tighten CAP SCREW (No. 12) to 89 INCH. lbs. (10 N.m).

* Tighten all fasteners (except Cap Screw No. 12) an additional
90 degrees, in sequence.
5) Install accessory drive belt idler pulley, tighten to 35-

47 Ft. lbs. (48-64 N.m).
6) Install belt tensioner, tighten to 35-47 Ft. lbs. (48-64
N.m).
7) Raise vehicle, install oil pan bolts, tighten to 80-106
8) Drain engine oil, reinstall drain plug.
9) Connect Crankshaft Position (CKP) sensor, install the CKP
sensor shield.
10) Install NEW front cover crankshaft oil seal. See
FRONT COVER OIL SEAL.
11) Install crankshaft pulley and damper. See
FRONT COVER OIL SEAL and
12) Lower vehicle. Install Cam Position Synchronizer. See
13) Install water pump. See WATER PUMP.
14) Install accessory drive belt.
15) Install the lower radiator hose, the fan shroud and upper
radiator hose.
16) Refill coolant system, refill the engine oil. Ensure oil
drain plug has been tightened.
17) Reconnect the battery ground cable.
18) Start vehicle and check for leaks.
TIMING CHAINS
CAUTION: DO NOT rotate engine with timing chain removed. Damage to

valve/piston may result.
Removal
Remove front cover. See FRONT COVER. Remove camshaft
synchronizer. See CAMSHAFT SYNCHRONIZER. Rotate crankshaft until
timing marks and keyways align. See Fig. 7. Compress and install
retaining pin to timing chain tensioner. See Fig. 8. Remove timing
chain and gears as an assembly. Remove timing chain tensioner.
4.2L V6 - VIN [2] Article Text (p. 12)1998 Ford Econoline E2
Inspection
Inspect components for damage. Inspect friction surfaces on
tensioner arms and chain guides for wear. Replace components if
necessary. If tensioner arms or guides are worn or damaged, remove and
clean oil pan. Also, replace oil pump screen cover and tube.
Installation
To install, reverse removal procedure. Ensure all timing
marks are properly aligned. See Fig. 7. Tighten all nuts and bolts to
specification. See TORQUE SPECIFICATIONS.
Fig. 7: Identifying Timing Marks

Fig. 8: Installing Timing Chain Tensioner Lock Pin

4.2L LIFTER
V6 - VIN [2] Article Text (p. 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
Removal
Remove upper and lower intake manifolds. See INTAKE MANIFOLD.
Remove valve covers. Mark position of rockers push rods and lifters
for installation reference. Remove rockers and push rods. Remove
lifter retainer plates. Remove lifters.
Inspection
Inspect components for damage. Measure lash adjuster O.D. and
oil clearance. Replace components if damaged or measurements are not
within specification. See CAMSHAFT table under ENGINE SPECIFICATIONS.
Installation
To install, reverse removal procedure. Coat components with
engine oil before installing. Tighten all nuts and bolts to
specifications. See TORQUE SPECIFICATIONS.
CAMSHAFT
Removal
Remove lifters. See LIFTER. Remove timing chains. See TIMING
CHAINS. Remove balance shaft drive gear from camshaft. Remove camshaft
thrust plate. Remove camshaft.
Inspection
Measure camshaft bore I.D., journal O.D., oil clearance and
lobe lift. Replace camshaft if measurements are not within
specification. See CAMSHAFT table under ENGINE SPECIFICATIONS.
Installation
Coat camshaft bearings, journals and lobes with Engine
Assembly Lubrication (D9AZ-19579-D). Install camshaft. To complete
installation, reverse removal procedures. Tighten all nuts and bolts
CAMSHAFT SYNCHRONIZER
CAUTION: DO NOT rotate crankshaft or camshaft during removal and

installation procedure or fuel system timing will be out of
time. Possible engine damage may occur.
Removal
1) Disconnect negative battery cable(s). Position crankshaft
so piston No. 1 is at TDC of compression stroke. Partially drain
cooling system. Remove air cleaner assembly. Disconnect EGR vacuum
hose from EGR valve. Remove EGR valve and adapter. Disconnect heater
outlet tube, and position aside.
2) Disconnect camshaft position sensor harness connector.
Mark orientation of camshaft position sensor electrical connector.
Remove camshaft position sensor. Remove camshaft synchronizer
retaining bolt. Remove camshaft synchronizer.
NOTE: Oil pump driveshaft might come out with camshaft

synchronizer. If so, retrieve oil pump driveshaft before
proceeding.
CAUTION: Synchro Positioner (T96T-12200-A) must be used during

installation of synchronizer assembly. Failure to do so will
result in fuel system to be out of time, and possible engine
damage may occur.
Installation
1) Ensure crankshaft is still at TDC No. 1 compression
stroke. Install synchro positioning tool on camshaft synchronizer by
rotating tool until it engages notch in camshaft synchronizer housing.
NOTE: During installation, arrow on synchro positioning tool will

rotate clockwise as gears engage.
2) Install camshaft synchronizer so arrow on synchro

positioning tool is 54 degrees from centerline of engine. See Fig. 9.
Install camshaft synchronizer retaining bolt.
3) Remove synchro positioning tool. Install camshaft position
senor. To complete installation, reverse removal procedure. Tighten
nuts and bolts to specification. See TORQUE SPECIFICATIONS.
Fig. 9: Aligning Camshaft Synchronizer

BALANCE SHAFT 4.2L V6 - VIN [2] Article Text (p. 15)1998 Ford Econoline E2
Removal
Remove timing chain. See TIMING CHAINS. Remove balance shaft
drive gear from camshaft. Remove balance shaft thrust plate retaining
bolts. Remove balance shaft.
Installation
To install, reverse removal procedure. Tighten nuts and bolts
to specification. See TORQUE SPECIFICATION. Ensure all timing mark are
aligned. See Fig. 7.
CRANKSHAFT REAR OIL SEAL
Removal
Remove transmission. For A/T, see appropriate TRANSMISSION
REMOVAL & INSTALLATION article in TRANSMISSION section. For M/T, see
appropriate article in CLUTCHES section. Remove flywheel. Using Rear
Crankshaft Slinger Remover (T95P-6701- EH) and Slide Hammer (T50T-100-
A), remove oil seal.
Installation
Clean and inspect all mating surface. Using Rear Seal
Replacer (T82L-6701-A), install oil seal. To complete installation,
reverse removal procedure. Tighten nuts and bolts to specification.
See TORQUE SPECIFICATIONS.
WATER PUMP
Removal & Installation

Drain cooling system. Remove cooling fan and shroud. Remove
radiator. Remove accessory drive belt. Remove water pump pulley.
Disconnect lower radiator hose from water pump. Disconnect water by-
pass tube and engine harness clamp from water pump. Remove A/C support
bracket from water pump. Remove water pump retaining bolts. Remove
water pump and gasket. To install, reverse removal procedure. Tighten
all nut and bolts to specifications. See TORQUE SPECIFICATIONS.
OIL PAN
NOTE: For 2-wheel drive Pickup, removal and installation procedure

is not available from manufacturer.
WARNING: The electrical power to air suspension system must be shut

off prior to hoisting, jacking or towing an air suspension
vehicle. Air suspension switch is located behind right kick
panel area. Failure to do so can result in accidental
deflation or inflation of air springs, which may cause
vehicle to shift during these operations.
Removal (4x4 Pickup)

1) With transmission in Neutral, raise and support vehicle.
Mark front drive shaft and differential flange for installation
reference. Disconnect front drive shaft from differential and support
drive shaft. Disconnect front halfshafts from differential, and
support aside.
2) Disconnect vacuum lines from front axle tube. Using Hi-
Lift Jack (014-00210) support front differential. Remove front
differential support. Remove front differential bolts. Lower front
differential, and position aside. Remove oil pan retaining bolts in
reverse sequence. See Fig. 10. Remove oil pan and gasket.
Removal (Van)
1) Disconnect negative battery cable(s). Drain cooling
system. Remove engine cover. Remove air cleaner and outlet tube
assembly. Remove cooling fan and fan shroud. Remove oil indicator
tube. Remove upper intake manifold. See INTAKE MANIFOLD. Raise and
support vehicle.
2) Drain engine oil. Loosen transmission mount-to-rear
crossmember nuts. Disconnect exhaust pipe at exhaust manifolds. Remove
motor mount-to-subframe nuts. Remove flywheel inspection plate. Raise
engine about 13" and position blocks between motor mounts and
subframe. Remove oil pan retaining bolts. Remove oil pan and gasket.
Installation
To install, reverse removal procedure. Apply silicone sealant
on front cover and seal retainer-to-cylinder block areas before
installing gasket and oil pan. Tighten all bolts to specification. See
Fig. 10: Oil Pan Bolt Tightening Sequence

OVERHAUL
CYLINDER HEAD
Cylinder Head 4.2L V6 - VIN [2] Article Text (p. 17)1998 Ford Econo
1) Clean head gasket mating surface. Clean carbon from
combustion chambers. DO NOT damage surfaces. Check cylinder head for
cracks, burrs, nicks and warpage.
2) DO NOT machine more than .010" (.25 mm) from original
cylinder head surface to correct warpage. Replace cylinder head as
necessary. See CYLINDER HEAD table under ENGINE SPECIFICATIONS.
Valve Springs
1) Measure valve spring installed height from top of spring
seat to underside of spring retainer. Ensure installed height is
within specification. See VALVES & VALVE SPRINGS table under ENGINE
SPECIFICATIONS.
2) If installed height is not within specification, a spacer
can be installed between cylinder head and valve spring to obtain
correct height. Inspect valve spring free length and pressure. Replace
valve spring if free length and pressure are not within specification.
See VALVES & VALVE SPRINGS table.
CAUTION: DO NOT install valve spring spacers unless necessary. Using

more spacers than required can result in spring breakage or
worn camshaft lobes.
Valve Stem Oil Seals

When installing NEW valve stem seals, ensure oil seal bottoms
on valve guide. Oversize valve stem seals must be installed when
oversize valves are used.
Valve Guides
1) Valve guides must be reamed for an oversize valve if valve
stem oil clearance exceeds specification. See CYLINDER HEAD table
under ENGINE SPECIFICATIONS. Valves are available in .015" (.38 mm)
and .030" (.76 mm) oversize.
2) If oversize valves or oversize valve stem oil seals are
not available, valve guide may be replaced with NEW guide. Always use
reamers in proper sequence (smallest first).
NOTE: Always grind valve seat after valve guide has been reamed or
new guide has been installed.
Valve Seat
1) Grind valve seat to 45 degrees. If seat width is too wide
after grinding, use a 30-degree stone to lower seat or a 75-degree
stone to raise seat. See CYLINDER HEAD table under ENGINE
SPECIFICATIONS.
2) Ensure valve seat angle, seat width and seat runout are
within specification. See CYLINDER HEAD table under ENGINE
SPECIFICATIONS. Valve seats must be ground when valve guide is reamed
or replaced. Replacement information is not available from
manufacturer.
Valves
Ensure head diameter, valve face runout, stem diameter and Copyright © 1998 Mitchell Repair Info
valve margin are within specification. See VALVES & VALVE SPRINGS
table under ENGINE SPECIFICATIONS.
CAUTION: DO NOT remove more than .010" (.25 mm) from end of valve stem
when resurfacing tip of valve.
CYLINDER BLOCK ASSEMBLY
Piston & Rod Assembly

Ensure pistons and rods are installed in original cylinder.
Ensure arrow on piston top is pointing toward front of engine.
NOTE: Take measurements with components at a stabilized room

temperature of about 70 F (21 C).
Fitting Pistons
Check piston-to-bore clearance. See PISTONS, PINS & RINGS
table under ENGINE SPECIFICATIONS. If clearance is not within
specification, replace pistons and/or block. Oversize pistons are not
available at this time.
Piston Rings
1) Select rings for bore diameter. Place ring in cylinder
bore in which it will be installed. Use piston to square ring in bore
and place ring below normal ring wear area. Measure ring end gap. If
ring gap is too small, file end of ring until within specification. If
ring gap exceeds specification, try another ring set. See PISTONS,
PINS & RINGS table under ENGINE SPECIFICATIONS.
2) Check side clearance of rings after installing on piston.
Ensure clearance is within specification around entire circumference.
Replace piston and/or rings if clearance is not within specification.
See PISTONS, PINS & RINGS table. Ensure rings are properly spaced on
piston before installing pistons into cylinder.
Rod Bearings
Use Plastigage to check rod bearing clearance. If proper oil
clearance cannot be obtained, machine or replace crankshaft as
necessary. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under
ENGINE SPECIFICATIONS.
Crankshaft & Main Bearings

1) When checking main bearing clearance in vehicle, position
a jack under adjoining bearing counterweight being checked. Remove
only one main bearing cap at a time.
2) Use Plastigage to check main bearing clearance. If proper
oil clearance cannot be obtained, machine or replace crankshaft as
necessary. Always replace bearings in pairs. See CRANKSHAFT, MAIN &
CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS.
3) Install all bearing caps except thrust bearing cap (No. 3
from front of engine). Tighten main bearing cap bolts to
specification. See TORQUE SPECIFICATIONS. Install No. 3 bearing cap
and tighten bolts finger tight. 4.2L V6 - VIN [2] Article Text (p. 19)1998 Ford Econol
4) Pry crankshaft forward and pry No. 3 bearing cap to rear
of engine to align thrust bearing. While retaining forward pressure on
crankshaft, tighten bearing cap to specification. See
5) Ensure crankshaft end play is within specification.
Replace thrust bearing if end play is not within specification. See
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table.
Cylinder Block
1) Using a feeler gauge and straightedge, check cylinder
block head gasket surface for warpage. Check cylinder bore for wear,
taper, out-of-round and piston fit. See CYLINDER BLOCK table under
ENGINE SPECIFICATIONS.
CAUTION: DO NOT machine more than .010" (.25 mm) of material from
original cylinder block head surface.
2) Install all main bearing caps and tighten to specification

before honing cylinder bore. See TORQUE SPECIFICATIONS. Ensure bearing
caps are installed in their original location, with arrow on cap
pointing toward front of engine.
3) Use ONLY a spring-loaded type cylinder hone. After honing,
thoroughly clean bore with detergent and water solution. Rinse
solution from bore thoroughly with clean water. Wipe bore clean with
lint-free cloth. Lubricate cylinder bores with engine oil.
ENGINE OILING
ENGINE LUBRICATION SYSTEM
Engine lubrication system is a force-feed type. Oil is

supplied under full pressure to crankshaft, connecting rods, camshaft
bearing and valve lifters. A controlled volume of oil is supplied to
rocker arms and push rods. All other moving parts are lubricated by
splash or gravity flow. Oil flows through oil filter before entering
main oil gallery.
Crankcase Capacity
Crankcase capacity is 5 qts. (4.75L). Add one additional qt.
(.95L) when replacing oil filter.
Oil Pressure
Oil pressure specifications are unavailable from manufacture.
OIL PUMP
Removal
Raise and support vehicle. Drain engine oil. Remove oil
filter. Remove oil pump retaining bolts. Remove oil pump and "O" ring.
Inspection Copyright © 1998 Mitchell

Inspect components for4.2L V6 -and
VINwear.
[2] Article
MeasureText
gear(p.
end20)
1998 Ford Econoline E250For 1
damage
height and radial clearance. Replace oil pump assembly if measurements
are not within specification. See OIL PUMP SPECIFICATIONS table.
OIL PUMP SPECIFICATIONS
Application In. (mm)
Gear End Height ............................ .0004-.0033 (.010-.083)

Gear Radial Clearance .......................... .002-.006 (.05-.15)
NOTE: Oil pump is serviced as an assembly only. Replace assembly if

measurements are not to specifications.
Reassembly & Installation

1) To reassemble, reverse disassembly procedure. Ensure
components are installed in original location. To install, prime oil
pump by filling inlet opening with oil, and rotating pump shaft until
oil emerges from outlet opening.
2) Install and tighten oil pump-to-front cover bolts to
specification. See TORQUE SPECIFICATIONS. To complete installation,
reverse removal procedure.
CAUTION: If pump and drive shaft do not seat readily, DO NOT force
into position. Realign oil pump hex drive with oil pump drive
shaft and reinstall.
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Accessory Drive Belt Tensioner ....................... 35-46 (47-62)

Camshaft Sprocket Bolt ............................... 30-36 (41-49)
Camshaft Thrust Plate Bolt ............................. 6-10 (8-14)
Connecting Rod Cap Nut ......................................... N/A
Crankshaft Damper Bolt ........................... 103-117 (140-159)
Crankshaft Pulley Bolt ............................... 20-28 (27-38)
Cylinder Head Bolt (1)(2)
Step 1 ................................................... 14 (19)
Step 2 ................................................... 29 (39)
Step 3 ................................................... 36 (49)
Step 4 (3) .................................. Loosen 3 Revolutions
Step 5
Short Bolt ........................................ 15-32 (20-43)
Long Bolt ......................................... 30-36 (41-49)
Step 6 ................................ Additional 175-185 Degrees
Engine Mount Through-Bolt ............................ 51-67 (69-91)
Engine-To-Transmission Bolts ......................... 50-68 (68-92)
Exhaust Manifold Bolt ................................ 15-22 (20-30)
Flexplate-To-Torque Converter Bolt ................... 20-34 (27-46) 4.2L V6 - VIN [2] Article Text (p. 21)1998 Ford Econo
Flywheel-To-Crankshaft Bolt .......................... 54-64 (73-87)
Front Cover Bolt ............................................... (4)
Front Engine Mounting Bolts/Nuts ..................... 50-70 (68-95)
Idler Pulley Bolt .................................... 35-46 (47-62)
Main Bearing Brace Nut ............................... 30-40 (41-54)
Main Bearing Cap Bolt
Pickup
All Except Rear Cap .............................. 85-91 (115-25)
Rear Cap ........................................ 81-88 (110-119)
Van
Step 1 .................................................. 37 (50)
Step 2 ............................... Additional 115-125 Degrees
Oil Baffle Plate Bolt ................................ 30-40 (40-55)
Oil Pan-To-Transmission Bolt ......................... 28-38 (38-52)
Oil Pump Inlet Tube .................................. 30-40 (41-54)
Oil Pump-To-Front Cover
Inner .............................................. 15-22 (20-30)
Outer ........................................................ (5)
Rocker Arm Fulcrum Bolt .............................. 23-29 (31-39)
Water Pump Bolt ...................................... 15-22 (20-30)
Water Pump Pulley Bolt ............................... 16-21 (21-29)
INCH Lbs. (N.m)
Balance Shaft Thrust Plate Bolt ...................... 71-124 (8-14)

Intake Manifold Bolts & Stud
Lower (6)
Step 1 ................................................... 44 (5)
Step 2 ............................................ 72-101 (8-11)
Upper
Step 1 ................................................... 59 (7)
Step 2 ............................................ 72-101 (8-11)
Oil Pan-To-Cylinder Block (7)
Step 1 ............................................... 36-44 (4-5)
Step 2 ............................................. 80-106 (9-12)
Timing Chain Tensioner Bolt .......................... 72-120 (8-14)
Timing Pointer ....................................... 72-106 (8-12)
Valve Cover Bolt ..................................... 72-101 (8-11)
(1) - DO NOT reuse bolts.

(2) - Tighten in sequence. See Fig. 5.
(3) - DO NOT loosen all bolts at same time. Loosen and torque to
specification one bolt at a time.
(4) - See INSTALLATION under FRONT COVER.
(4) - Tighten bolts to 71-97 INCH lbs. (8-11 N.m).
ENGINE SPECIFICATIONS
GENERAL SPECIFICATIONS 4.2L V6 - VIN [2] Article Text (p. 22)1998 Ford Econoline
Application Specification
Displacement .................................... 256 Cu. In. (4.2L)

Bore ............................................... 3.81" (96.8 mm)
Stroke ............................................. 3.74" (95.0 mm)
Compression Ratio ........................................... 9.17:1
Fuel System .................................................... SFI
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS
Crankshaft
End Play ................................... .0003-.008 (.008-.20)
Main Bearings
Journal Diameter ................... 2.5190-2.5198 (63.983-64.003)
Journal Out-Of-Round ................................ .0012 (.030)
Journal Taper ....................................... .0006 (.015)
Journal Runout ........................................ .002 (.05)
Oil Clearance ............................ .0011-.0026 (.028-.066)
Connecting Rod Bearings
Journal Out-Of-Round ................................ .0012 (.030)
Journal Taper ....................................... .0006 (.015)
Oil Clearance ............................ .0011-.0027 (.028-.069)
CONNECTING RODS
Bore Diameter
Pin Bore ..................................................... N/A
Crankpin Bore .................. 2.4266-2.4273" (61.636-61.653 mm)
Center-To-Center Length ........................................ N/A
Maximum Bend ................... .0015" Per .97" (.038 mm Per 25 mm)
Maximum Twist ................... .002" Per .97" (.051 mm Per 25 mm)
Side Play
Standard ................................. .004-.014" (.10-.36 mm)
Service Limit ............................ .005-.019" (.11-.49 mm)
PISTONS, PINS & RINGS
Pistons Copyright © 1998 Mitche

Clearance ................................ .0007-.0017 (.018-.043)
Diameter ......................................... 3.8108 (96.794)
Pins
Diameter ............................. .9055-.9056 (23.000-23.002)
Length ....................................................... N/A
Piston Fit ................................................... N/A
Rod Fit ...................................................... N/A
Rings
End Gap
No. 1 ..................................... .001-.002 (.025-.051)
No. 2 ..................................... .001-.003 (.025-.076)
No. 3 ................................................ .006 (.15)
Side Clearance ........................... .0012-.0031 (.030-.080)
CYLINDER BLOCK
Cylinder Bore
Standard Diameter ............................... 3.8123 (96.8324)
Maximum Taper ......................................... .010 (.25)
Maximum Out-Of-Round ................................. .002 (.051)
Maximum Deck Warpage (1) ................................ .003 (.08)
(1) - Specification is within a 6" (152 mm) area. Overall warpage is

.006" (.15 mm). DO NOT machine more than .010" (.25 mm) from
original gasket surface.
VALVES & VALVE SPRINGS
Face Angle ..................................................... 45

Face Runout .................................................... N/A
Head Diameter .................................................. N/A
Stem Diameter
Intake ............................. .3415-.3423" (8.674-8.694 mm)
Exhaust ............................ .3410-.3418" (8.661-8.682 mm)
Valve Margin ........................................ .031" (.79 mm)
Valve Springs
Free Length
Intake .......................................... 1.99" (50.5 mm)
Exhaust ......................................... 1.99" (50.5 mm)
Installed Height ..................... 1.567-1.638" (39.8-41.6 mm)
Out-Of-Square .......................................... 2 Degrees
Ft. Lbs. @ In. (N.m @ mm)

4.2L V6 - VIN [2] Article Text (p. 24)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Compa
Pressure ................................. 277 @ 1.65 (375 @ 41.9)
CYLINDER HEAD
Maximum Warpage (1) ................................. .003" (.08 mm)

Valve Seats
Seat Angle ................................................ 44.75
Seat Width ................................. .06-.08" (1.5-2.0 mm)
Maximum Seat Runout .............................. .001" (.025 mm)
Valve Guides
Intake Valve
Valve Guide Bore I.D. ............. .3433-.3443" (8.720-8.745 mm)
Valve Stem-To-Guide Oil Clearance ... .0007-.0027" (.020-.069 mm)
Exhaust Valve
Valve Guide Bore I.D. ............. .3433-.3443" (8.720-8.745 mm)
Valve Stem-To-Guide Oil Clearance ..... .002-.004" (.045-.095 mm)
(1) - Specification listed is within 6" (152 mm). Overall warpage is

.006" (.15 mm). DO NOT machine more than .010" (.25 mm) from
original gasket surface.
CAMSHAFT
Bearing I.D. Diameter .......................................... N/A

End Play ....................................... .001-.006 (.03-.15)
Journal Diameter ..................... 2.0515-2.0505 (52.108-52.083)
Journal Runout .......................................... .002 (.05)
Lobe Lift
Intake ............................................... .245 (6.22)
Exhaust .............................................. .259 (6.58)
Lobe Wear Limit ......................................... .005 (.13)
Oil Clearance .............................. .0006-.0010 (.015-.025)
END OF ARTICLE
5.4L V8 - VIN [L]
Article Text
For 1
ARTICLE BEGINNING
1998-99 ENGINES
5.4L V8 - VIN L
FORD
Econoline, Expedition, Navigator, Pickup
Engine is identified by eighth character of Vehicle

Identification Number (VIN). See ENGINE IDENTIFICATION CODES table.
VIN is located on top of instrument panel, near lower left corner of
windshield. VIN is also stamped on Vehicle Certification (VC) label
mounted on left door pillar.
An engine code label is located in engine compartment, in
front of radiator and on right valve cover. Label contains engine
calibration number, engine build date, engine plant code and engine
code.
Emission calibration number label is located on upper
radiator shield. This label identifies engine calibration number,
engine code number and revision level. Numbers from labels are
required when ordering replacement parts.
ENGINE IDENTIFICATION CODES
Engine Code
5.4L V8 (SOHC) ................................................... L
ADJUSTMENTS
VALVE CLEARANCE ADJUSTMENT
Hydraulic valve lash adjusters are used. No valve adjustment

is required.
TROUBLE SHOOTING
NOTE: For trouble shooting mechanical engine components, see

appropriate table in TROUBLE SHOOTING article in GENERAL
INFORMATION.

NOTE: For reassembly reference, label all electrical connectors,

vacuum hoses and fuel lines before removal. Place mating
marks on engine hood and other major assemblies before
removal.
FUEL PRESSURE RELEASE & FUEL LINE CONNECTIONS
WARNING: Fuel system is under pressure. Release pressure before

servicing fuel system components.
1) Remove fuel cap to release fuel tank pressure. Connect EFI

Pressure Gauge (T80L-9974-B) to relief valve on right rear corner of
fuel rail. Release pressure using valve on pressure gauge.
2) Before disconnecting fuel lines, disconnect negative
battery cable. To disconnect fuel lines, remove retaining clip from
outside of fuel line coupling.
3) Install Spring Lock Coupling Remover (D87L-9280-A for 3/8"
line; D87L-9280-B for 1/2" line) on fuel line coupling so it enters
cage opening. See Fig. 1.
4) Push spring lock coupling remover into cage opening to
release female fitting from garter spring. Pull couplings apart.
Remove spring lock coupling remover.
rings (Brown) on fuel lines. Before installing, lightly coat "O" rings
with clean engine oil. Clean fittings, and replace garter spring (if
necessary).
6) Install female fitting to male fitting and push until
garter spring snaps over flared end of female fitting. Ensure lines
lock together and garter spring is over female fitting flared end.
7) Install retaining clip. Install Black retaining clip on
fuel supply line and Gray clip on fuel return line. Ensure horseshoe
portion of clip is over coupling. DO NOT install retaining clip over
rubber fuel line.
Fig. 1: Disconnecting Fuel Lines

ENGINE
5.4L V8 - VIN [L] Article Text (p. 2)1998 Ford Econ
Removal (Expedition, Navigator & Pickup)
1) Disconnect negative battery cable. Remove hood. Remove air
cleaner assembly. Remove accessory drive belt. Drain cooling system.
Remove radiator. Discharge A/C system using approved refrigerant
recovery/recycling equipment. Release fuel pressure and disconnect
fuel lines. See FUEL PRESSURE RELEASE & FUEL LINE CONNECTIONS.
Disconnect necessary water and vacuum connections. Remove A/C
condenser, and plug openings. Remove EGR manifold tube, and unclip
mega fuse holders from junction block bracket. Remove junction block
bracket.
3) Remove upper intake manifold. See INTAKE MANIFOLD. Remove
bulkhead connector cover. Unbolt power steering bracket, and position
reservoir and bracket assembly aside.

may cause vehicle to shift during servicing.
4) Raise and support vehicle. Remove starter. Remove A/C

compressor, and plug openings. Remove transmission cooler line from
block mounted clip. Remove transmission inspection cover, torque
converter bolts and transmission-to engine bolts. Remove power
steering retaining bolts, and position power steering pump aside.
5) Disconnect dual-converter "Y" pipe from exhaust manifolds,
and position aside. Remove right and left engine mount bolts. Remove
oil cooler, and position oil cooler aside. Remove oil filter adapter.
Lower vehicle and support transmission. Remove engine from vehicle.
Installation
1) To install, reverse removal procedure. Tighten all bolts
to specification. See TORQUE SPECIFICATIONS table.
necessary).
system. Evacuate and charge A/C system.
Removal (Van)
1) Disconnect negative battery cable(s). Discharge A/C system
using approved refrigerant recovery/recycling equipment. Release fuel
pressure and disconnect fuel lines. See FUEL PRESSURE RELEASE & FUEL
LINE CONNECTIONS.
Remove intake manifold. See INTAKE MANIFOLD. Remove air deflector,
radiator grille, radiator grille opening panel and upper and lower
core supports. Remove radiator, fan shroud and cooling fan.
3) Remove headlight and side marker assemblies. Remove A/C
condenser, and plug openings. Remove accessory drive belt. Drain power
5.4L V8 - VIN [L] Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
steering fluid by disconnecting reservoir hose at power steering pump.
Disconnect high pressure hose at power steering pump. Remove lower
radiator hose. Disconnect suction hose at receiver-drier, and plug
openings.
4) Raise and support vehicle. Disconnect dual-converter "Y"
pipe at exhaust manifold. Drain engine oil and remove oil filter.
Remove oil cooler. Remove starter. Remove transmission-to-engine
bolts.
5) Remove and discard torque converter nuts. Remove engine
mount-to-subframe nuts. Lower vehicle. Remove transmission oil filler
tube. Support transmission. Remove engine from vehicle.
Installation
1) To install, reverse removal procedure. Replace torque
converter nuts with NEW ones. Tighten all bolts to specification. See
necessary).
system. Evacuate and charge A/C system.
INTAKE MANIFOLD
Removal
1) Disconnect negative battery cable(s). On vans, remove
engine cover. On all models, release fuel pressure and disconnect fuel
lines. See FUEL PRESSURE RELEASE & FUEL LINE CONNECTIONS.
2) Drain cooling system. Disconnect upper radiator hose from
thermostat housing. Remove air cleaner and outlet tube assembly.
Disconnect control cables from throttle body. Unbolt throttle body
control cable bracket and position aside.
3) Disconnect necessary vacuum and water connections.
Disconnect necessary harness and ground connections. Remove brake
booster vacuum hose bracket. Remove EGR manifold tube. Remove spark
plug wires. Remove accessory drive belt. Remove generator.
4) Remove throttle body. Remove heater return tube. Remove
thermostat. Remove upper intake manifold retaining bolts in reverse
order of tightening sequence. See Fig. 2. Lift intake manifold
assembly, disconnect manifold turning valve and remove intake manifold
assembly from vehicle.
5) If separating upper and lower intake manifolds, remove
lower intake manifold retaining bolts in reverse order of tightening
sequence. See Fig. 3. Separate intake manifolds, and remove gasket.
CAUTION: Intake manifold bolts must be retightened to specification

after engine has reached normal operating temperature.
Installation
1) To install, reverse removal procedure. Use NEW gaskets and
"O" rings. Tighten intake manifold bolts to specification in sequence. 5.4L V8 - VIN [L] Article Text (p. 4)1998 Ford E
See Figs. 2 and 3. See TORQUE SPECIFICATIONS.
necessary).
3) To install remaining components, reverse removal
procedure. Adjust all control cables and fluid levels. Refill cooling
system. When installing spark plug wires, ensure wires are in correct
position on coils.
Fig. 2: Upper Intake Manifold Bolt Tightening Sequence

Fig. 3: Lower Intake Manifold Bolt Tightening Sequence 5.4L V8 - VIN [L] Article Text (p. 5)1998 Ford Econo
EXHAUST MANIFOLD

Removal
Raise and support vehicle. Remove front fender splash shield.
Remove wheel opening molding on 4WD models. If removing left exhaust
manifold, remove EGR manifold tube and brake vacuum booster hose
bracket. On either side, disconnect exhaust manifold flange. Remove
exhaust manifold retaining nuts in reverse order of tightening
sequence. See Fig. 4. Remove exhaust manifold and gasket.
Installation
To install, reverse removal procedure. Tighten exhaust
manifold nuts to specification in sequence. See Fig. 4. See TORQUE
SPECIFICATIONS table.
Fig. 4: Exhaust Manifold Bolt Tightening Sequence

CYLINDER HEAD
5.4L V8 - VIN [L] Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
Removal
1) Disconnect negative battery cable(s). Remove intake
manifold. See INTAKE MANIFOLD. Remove exhaust manifold. See EXHAUST
MANIFOLD. Remove timing chains. See TIMING CHAINS. Disconnect heater
hoses.
2) On Expedition, Navigator and Pickup, remove wiring harness
retainer and heater supply tube retaining bolts. On all models, remove
cylinder head bolts in reverse order of tightening sequence. See
Fig. 5. Remove cylinder head and gasket.
CAUTION: If cylinder head-to-block surface refinishing is necessary,

DO NOT remove more than .010" (.25 mm) from cylinder head
surface.
Inspection
Check cylinder head for warpage, cracks and damage. See
CYLINDER HEAD table under ENGINE SPECIFICATIONS. Repair or replace
cylinder head as necessary.
Installation
1) Ensure proper gaskets are installed. Right and left
cylinder head gaskets are not interchangeable. Install Crankshaft
Holder (T93P-6303-A). Install Camshaft Holder (T96T-6256-B), one on
each head.
2) Install cylinder heads and retaining bolts. Torque bolts
in sequence and to specification. See Fig. 5. See TORQUE
SPECIFICATIONS table. To complete installation, reverse removal
procedure. Tighten nuts and bolts to specification. See TORQUE
Fig. 5: Cylinder Head Bolt Tightening Sequence

VALVE COVERS
Removal (Expedition, Navigator & Pickup - Left)
1) Disconnect negative battery cable(s). Remove air cleaner.
Unbolt power steering reservoir bracket, and position reservoir and
bracket assembly aside.
2) Disconnect PCV hose from valve cover. Disconnect control
cables from throttle body. Unbolt throttle body control cable bracket,
and position aside. Remove EGR manifold tube. Disconnect necessary
harness connectors. Remove valve cover retaining bolts. Remove valve
cover and gasket.
Removal (Expedition, Navigator & Pickup - Right)

1) Disconnect negative battery cable(s). Remove air cleaner.
Disconnect PCV valve hose from valve cover. Remove throttle body
splash shield. Remove junction block splash shield.
2) Remove junction block cables from starter relay. Unclip
mega fuses from junction block bracket. Disconnect necessary harness
connectors. Remove junction block bracket. Remove heater hoses.
Disconnect emissions vacuum control connections. Disconnect crankshaft
position sensor electrical connection. Remove valve cover and gasket.
Valve cover bolts are part of valve cover and should not be removed.
Removal (Van)
Disconnect negative battery cable(s). Remove engine cover. If
removing left valve cover, remove air cleaner and outlet tube. Remove
EGR manifold tube. If removing right valve cover, remove oil filler
tube. If removing either valve cover, remove PCV tube from valve
cover. Disconnect necessary harness connectors. Remove valve cover and
gasket. Valve cover bolts are part of valve cover and should not be
removed.
Installation (All Models)

1) Clean sealing surfaces on valve cover and cylinder head.
Using gasket adhesive, glue valve cover gasket to valve cover. Apply a
bead of silicone gasket adhesive to seam where cylinder head and front
cover meet.
2) Install valve cover, and tighten retaining bolts in
sequence. See Fig. 6. To complete installation, reverse removal
procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS
table.
necessary).
Fig. 6: Valve Cover Bolt Tightening Sequence
FRONT CRANKSHAFT SEAL

Removal
Disconnect negative battery cable(s). Remove cooling fan and
fan shroud. Remove accessory drive belt. Remove crankshaft pulley
bolt. Using Crankshaft Damper Remover (T58P-6316-D), remove crankshaft
damper. Using Front Crankshaft Seal Remover (T74P-6700-A), remove
front crankshaft seal.
Installation
Lubricate oil seal bore and seal lip with engine oil before
installing. Using Seal Installer (T88T-6701-A), install oil seal.
Apply silicone sealant to keyway of crankshaft damper before
installing. Using Crankshaft Damper Replacer (T74P-6316-B), install
crankshaft damper. To complete installation, reverse removal
procedure.
5.4L Tighten
V8 - VIN [L] bolts to specification.
Article See TORQUE
Text (p. 9)1998 SPECIFICATIONS
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
table.
FRONT COVER

Removal
1) Disconnect negative battery cable(s). Remove valve covers.
See VALVE COVERS. Remove radiator. Remove water pump. See WATER PUMP.
Raise and support vehicle. Remove power steering pump retaining bolts,
and position aside. Disconnect crankshaft position sensor harness
connector. Drain engine oil. Remove oil pan-to-front cover bolts.
2) Lower vehicle. Remove front oil seal. See FRONT CRANKSHAFT
SEAL. Disconnect camshaft position sensor harness connector. Remove
accessory drive belt. Remove left side accessory drive belt idler
pulley. Remove front cover retaining bolts. Remove front cover and
gasket.
Installation
To install, reverse removal procedure. Apply Sealant (E3AZ-
19562-A) at front cover-to-oil pan, cylinder block and valve cover
areas. Apply silicone sealant to keyway of crankshaft damper before
installing. Tighten bolts to specification in sequence. See Fig. 7.
See TORQUE SPECIFICATIONS table.
Fig. 7: Front Cover Tightening Sequence

TIMING CHAINS
5.4L V8 - VIN [L] Article Text (p. 10)1998 Ford Econoline E250For 1
CAUTION: Since the engine is not free-wheeling, if the crankshaft or
the camshafts are moved in any manner during removal and
installation the crankshaft and camshafts must be re-
synchronized.
Removal
1) Remove front cover. See FRONT COVER. Remove crankshaft
position sensor pulse wheel from crankshaft. See Fig. 8.
CAUTION: DO NOT rotate engine with timing chain removed. Damage to

valves or pistons may result.
2) Using Crankshaft Holding Tool (T93P-6303-A), position

crankshaft with the keyway at the 12 o'clock position. See Fig. 9
3) Install Camshaft Holder (T96T-6256-B), one on each
cylinder head. See Fig. 10.
4) Remove right and left timing chain tensioners. Remove
timing chain tensioner guides. See Fig. 11.
5) Remove right and left timing chains and crankshaft
sprockets. See Fig. 12.
6) Remove timing chain guides. See Fig. 13.
Fig. 8: Removal & Installation Of Crankshaft Sensor Ring

Courtesy Of Chrysler Corp.
Fig. 9: Crankshaft Position

Fig. 10: Installation Of Camshaft Holding Tool
Fig. 11: Installation & Removal Of Timing Chain Tensioner Components

Fig. 12: Removal & Installation Of Timing Chains & Camshaft Sprockets
Fig. 13: Removing Timing Chain Guides
Inspection
Inspect components for damage. Inspect friction surfaces on
tensioner arms and chain guides for wear. Replace components if
necessary. If tensioner arms or guides are worn or damaged, remove and
clean oil pan. Also, replace oil pump screen cover and tube.
Installation
CAUTION: Timing chain procedures must be followed exactly or damage to

valves and pistons will result.
CAUTION: DO NOT push timing chain ratchet assembly in without

releasing ratchet mechanism.
1) Using edge of a vise, compress tensioner plunger. Using a

small screwdriver, push back and hold the ratchet mechanism and
retract ratchet arm. While holding ratchet arm in, install paper clip
to hold ratchet assembly and plunger in place during installation. See
Fig. 14 Remove the tensioner from the vise.
2) If copper links are not visible, fold timing chain in half
and mark 2 links on one end and one link on other end of timing
chains. See Fig. 15.
5.4L 3)
V8Install
- VINtiming chain guides.
[L] Article Text (p. See13)
Fig. 16.Ford Econoline E250For 1
1998 Copyright © 1998 Mitchell Repair Information Company, LLC
4) Lightly loosen the camshaft holding tools to allow slight
camshaft movement. Rotate the LH camshaft with the camshaft
positioning tool until the timing mark is approximately at 12 o'clock.
See Fig. 17. Rotate the RH camshaft with the camshaft positioning tool
until the timing mark is approximately at 11 o'clock. Tighten the
camshaft holding tools to maintain camshaft pre-positioning.
CAUTION: DO NOT turn the engine over with the camshaft sprocket
positioning tool still attached to the cam shaft sprocket.
Damage to the camshaft sprocket of the bolt may occur if
positioning tool is left on.
CAUTION: Rotate the crankshaft couterclockwise only. DO NOT rotate

past position shown or severe piston and/or valve damage can
occur.
5) Position the crankshaft with the crankshaft holding tool.

See Fig. 18
6) Remove crankshaft holding tool.
7) Position the inner crankshaft sprocket with the long hub
facing outward. See Fig. 19.
8) Install left timing chain. Ensure timing marks and copper
link are properly aligned.
NOTE: Be sure upper half of left timing chain is below, and lower
half of right timing chain is above, timing chain tensioner
guide dowels. See Fig. 20.
9) Position the outer camshaft sprocket and the RH timing

chain/belt with the long hub of the sprocket facing inward.
WARNING: The shoulder of inner crankshaft sprocket must face outward

and shoulder of outer sprocket must face inward. See Fig. 23.
10) Position the right timing chain on the camshaft sprocket.

11) As a post-check, verify proper alignment of all timing
marks. See Fig. 21.
12) The single colored link should align with the notch on
the crankshaft sprocket. The 2 colored links should be positioned on
either side of the notch on the camshaft sprockets. See Fig. 22.
13) Position LH and RH timing chain tensioner arms on the
dowel pins. Install timing chain tensioners and bolts. Remove paper
clip from timing chain tensioners.
14) Remove the Camshaft Holding Tool.
15) Position the crankshaft sensor ring on the crankshaft.
16) Apply a bead of silicone along the head-to-block surface
and the oil pan-to-block surface. Use silicone gasket and sealant
F6AZ-19562-A or equivalent meeting Ford specification WSE-M4G323-A6.
17) Install the engine front cover. See FRONT COVER.
18) Tighten all fasteners to specification. See
5.4L V8 - VIN [L] Article Text (p. 14)1998 Ford Econoline

Fig. 14: Securing Timing Chain Tensioner Plunger
Courtesy Of ford motor co.
Fig. 15: Identifying Or Marking Timing Chain Links

Fig. 16: Installing Of Timing Chain Guides

Courtesy
5.4L V8 -OfVIN
ford[L]
motor co. Text (p. 15)1998 Ford Econoline E250For 1
Article Copyright © 1998 Mitchell Repair Information Company, LLC
Fig. 17: Identifying Camshaft Timing Marks
Fig. 18: Positioning Crankshaft With Crankshaft Holding Tool

Courtesy Of Ford Motor Co.
Fig. 19: Installation Of Inner Crankshaft Sprocket
Fig. 20: Installing Timing Chain & Components

Fig. 21: Identifying Crankshaft Sprocket & Timing Chain Timing Marks
Fig. 22: Identifying Crankshaft Sprocket & Camshaft Sprocket
Timing Chain Marks & Positions
5.4L V8 - VIN [L] Article Text (p. 18)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
Fig. 23: Showing Correct Installation of Inner (RH) & Outer (LH)
Crankshaft Sprockets
CAMSHAFT FOLLOWER & LASH ADJUSTER
Removal
1) Remove valve covers. See VALVE COVERS. Rotate crankshaft
until piston in cylinder to be serviced is at bottom of its stroke,
and camshaft lobe is at base circle.
2) Install Valve Spring Spacer (T91P-6565-AH) between valve
spring coils to prevent valve stem oil seal damage. Using Valve Spring
Compressor (T91P-6565-A), compress valve spring. Remove camshaft
follower and lash adjuster.
Inspection
Inspect components for damage. Specifications are unavailable
from manufacturer.
CAUTION: Before installing, ensure lash adjuster is full of oil and

plunger does not have more than .059" (1.49 mm) travel.
Ensure piston is at bottom of stroke, and camshaft lobe is on
base circle.
Installation
1) To install, reverse removal procedure. Coat components
with engine oil before installing. Before installing valve cover,
apply silicone sealant at front cover-to-cylinder block areas.
necessary).
CAMSHAFT
CAUTION: DO NOT remove camshaft before removing camshaft followers.

Camshaft will bend and be damaged from side loading.
CAUTION: DO NOT rotate engine at any time when cylinder heads are
installed and timing chains are removed. Severe piston and
valve damage will occur.
Removal
Remove camshaft followers and lash adjusters. See CAMSHAFT
FOLLOWER & LASH ADJUSTER. Remove timing chains. See TIMING CHAINS.
Remove camshaft cap bolts in reverse order of tightening sequence. See
Fig. 24. Remove camshaft caps and camshaft.
Inspection
Measure camshaft bore I.D. and journal O.D. to determine oil
clearance. Measure lobe lift. Replace camshaft if measurements are not
within specification. See CAMSHAFT table under ENGINE SPECIFICATIONS.
CAUTION: Ensure proper procedure is used when installing timing chains

to prevent engine damage. See TIMING CHAINS.
Installation
1) Coat components with engine oil, and install components.
Install all bolts for camshaft caps, and tighten them finger tight.
Tighten bolts to 72-106 INCH lbs. (8-12 N.m) in sequence. See Fig. 24.
2) Ensure camshaft end play is within specification. See
CAMSHAFT table under ENGINE SPECIFICATIONS. To install remaining
components, reverse removal procedure. Tighten all bolts to
specification. See TORQUE SPECIFICATIONS table.
Fig. 24: Camshaft Cap Bolt Tightening Sequence

CRANKSHAFT REAR OIL SEAL

5.4L V8 - VIN [L] Article Text (p. 20)1998 Fo
Removal
1) Disconnect negative battery cable(s). Remove transmission.
See appropriate TRANSMISSION REMOVAL & INSTALLATION article in
TRANSMISSION section section. Remove flywheel/flexplate.
2) Using Rear Crankshaft Slinger Remover (T95P-6701-AH) and
Slide Hammer (T50T-100-A), remove crankshaft oil slinger. Using Rear
Crankshaft Seal Remover (T95P-6701-BH) and Slide Hammer (T50-100-AR),
remove rear crankshaft oil seal.
Installation
Clean and inspect all mating surfaces. Using Rear Crankshaft
Seal Replacer (T95P-6701-BH) and Rear Crankshaft Seal Adapter (T95P-
6701-DH), install rear crankshaft seal. With rear crankshaft adapter
still installed, use Rear Crankshaft Slinger Replacer (T95P-6701-CH)
and seal replacer to install seal slinger. To complete installation,
reverse removal procedure. Tighten bolts to specification. See TORQUE
THERMOSTAT
Removal
1) Partially drain the engine cooling system.
2) Disconnect the upper radiator hose (8260). Compress and
position the constant tension clamp. See Fig. 25. Disconnect the hose
and position it out of the way.
3) Remove the upper radiator hose.
4) Remove the water hose connection (8592). Remove the bolts.
Remove the water hose connection. See Fig. 26.
5) Remove the thermostat (8575) and the O-ring. See Fig. 27.
Discard the O-ring.
Fig. 25: Removal & Installation of Upper Radiator Hose

Fig. 26: Removal & Installation of Water Hose Connection
Fig. 27: Removal & Installation of Thermostat

Installation
1) Use a new O-ring and position the thermostat in the upper
intake manifold.
2) Install the water hose connection. Position water hose
connection (thermostat housing) on the upper intake manifold. Tighten
bolts to specification.
NOTE: Make sure that the upper radiator hose is seated in the upper
5.4L hose
V8 - bracket.
VIN [L] Article Text (p. 22)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
3) Position the upper radiator hose. Compress and position

the constant tension clamp.
4) Fill the engine cooling system.
WATER PUMP

1) Drain cooling system. Remove cooling fan and fan shroud.
Remove accessory drive belt. Remove water pump pulley. Remove water
pump retaining bolts. Remove water pump and "O" ring.
2) To install, reverse removal procedure. Lubricate "O" ring
with coolant before installing. Tighten bolts to specification. See
TORQUE SPECIFICATIONS table. Fill cooling system.
OIL PAN

Removal (Expedition, Navigator & Pickup - 2WD)

1) Disconnect negative battery cable. Remove radiator air
deflector. Remove air cleaner assembly. Disconnect control cables from
throttle body.
2) Disconnect throttle position sensor harness connector.
Disconnect vacuum connections from EGR valve, EGR regulator and vapor
management valve. Remove EGR backpressure transducer bracket retaining
nut.
3) Disconnect EGR manifold tube from EGR valve. Disconnect
idle air control harness connector. Disconnect brake booster vacuum
hose. Remove throttle body adapter and throttle body as an assembly.
Remove fan shroud. Raise and support vehicle.
4) Remove right and left engine mount through-bolts. Raise
engine, and position blocks between engine mounts and subframe. Remove
oil pan retaining bolts in reverse order of tightening sequence. See
Fig. 28. Lower oil pan. Remove oil pump pick-up tube retaining bolts.
Remove oil pan with pick-up tube in oil pan.
NOTE: Follow 2WD steps before raising vehicle.
Removal (Expedition, Navigator & Pickup - 4WD)

Raise and support vehicle. Remove front axle housing. Drain
engine oil. Remove oil pan retaining bolts in reverse order of
tightening sequence. See Fig. 28. Remove oil pan.
Removal (Van)
1) Disconnect negative battery cable(s). Remove engine cover.
Remove air cleaner and outlet tube assembly. Remove cooling fan and
fan shroud. Remove oil indicator tube. Remove throttle body. Raise and
support vehicle.
2) Drain engine oil. Drain cooling system. Remove upper
radiator hose. Remove motor mount-to-subframe nuts. Remove flywheel Copyright © 1998 Mitchell R
5.4L V8 - VIN [L] Article Text (p. 23) 1998 Ford Econoline E250For 1
inspection plate. Raise engine, and position blocks between motor
mounts and subframe.
3) Remove oil pan retaining bolts in reverse order of
tightening sequence. See Fig. 28. Lower oil pan, and remove oil pump
pick-up tube. Remove oil pan with pick-up tube inside oil pan.

1) To install, reverse removal procedure. Apply silicone
sealant on front cover and seal retainer-to-cylinder block areas
before installing gasket and oil pan. Tighten all bolts to
specification in sequence. See Fig. 28. See TORQUE SPECIFICATIONS
table.
necessary).
Fig. 28: Oil Pan Bolt Tightening Sequence

OVERHAUL 5.4L V8 - VIN [L] Article Text (p. 24)1998 Ford E

CYLINDER HEAD
Cylinder Head
Check cylinder head for cracks or damage. If maximum warpage
exceeds .004" (.10 mm), replace cylinder head.
Valve Springs
Inspect valve spring free length, out-of-square and pressure.
Replace valve spring if not as specified. See VALVES & VALVE SPRINGS
Valve Stem Oil Seals

Use Seal Installer (T91T-6571-A) to install oil seals.
NOTE: DO NOT ream valve guides from standard to maximum oversize in

one step. Ream guides in gradual steps, so guides are reamed
in true relation to valve seat. Valve seats must be ground
when valve guide is reamed or replaced.
Valve Guides
1) Valve guides may be reamed for oversize valves if stem-to-
guide oil clearance exceeds specification. See CYLINDER HEAD table
under ENGINE SPECIFICATIONS. Valves are available in .015" (.38 mm)
and .030" (.76 mm) oversize.
2) Valve guides may also be replaced with a NEW guide if
oversize valves are not available or guide is damaged. Ream valve
guides until proper stem-to-guide clearance exists.
Valve Seat
Ensure valve seat angle, seat width and seat runout are
within specification. See CYLINDER HEAD table under ENGINE
SPECIFICATIONS. Valve seats must be ground when valve guide is reamed
or replaced. Replacement information is not available.
CAUTION: DO NOT remove more than .010" (.25 mm) from valve stem when
resurfacing tip.
Valves
Ensure head diameter, stem diameter, valve face runout and
valve margin are within specification. See VALVES & VALVE SPRINGS
Valve Seat Correction Angles

If seat width is too wide after grinding seat, use a 75-
degree stone to remove stock from bottom of valve seat (raise seat) or
a 30-degree stone to remove stock from top of seat (lower seat).
CYLINDER BLOCK ASSEMBLY
CAUTION: Connecting rod bearing caps are mechanically fractured during

manufacturing and cannot be serviced or interchanged. Mark Copyright © 1998 Mitchell Repair Inform
5.4L V8 - VIN [L] Article Text (p. 25) 1998 Ford Econoline E250For 1
connecting rod and cap for reassembly reference. DO NOT
attempt to repair connecting rods. Replace connecting rod if
out of specification. Install NEW connecting rod bolts. DO
NOT reuse bolts.
Piston & Rod Assembly

Note direction of connecting rod installation on piston.
Install piston and connecting rod in engine, with arrow on top of
piston toward front of engine.
Fitting Pistons
1) Standard service pistons are coded 1, 2 and 3 on dome of
piston. Measure piston skirt diameter at 90-degree angle to piston
pin, 1.62" (42.0 mm) below piston top. Replace piston if piston
diameter is not within specification. See PISTONS, PINS & RINGS table
under ENGINE SPECIFICATIONS.
2) Measure cylinder bore at .50" (12.7 mm) below top of
piston travel and .50" (12.7 mm) above bottom of piston travel. Ensure
piston clearance is within specification. See PISTONS, PINS & RINGS
table.
3) If piston clearance is not within specification, choose a
selective fit piston to bring piston clearance within specification.
See PISTONS, PINS & RINGS table, for selective fit piston sizes.
4) If piston clearance cannot be corrected using a selective
fit piston, bore all cylinders to nearest oversize.
Piston Rings
Ensure ring end gap and side clearance are within
specification. See PISTONS, PINS & RINGS table under ENGINE
SPECIFICATIONS. Position oil control ring expander with gap positioned
straight forward and rails with gaps 180 degrees apart, aligned with
piston pin. Install compression rings with gaps staggered, so ring
gaps do not align.
CAUTION: Mark connecting rod and cap for reassembly reference.

Components are not marked at factory. Install NEW bolts in
connecting rods. Do not reuse bolts.
Rod Bearings
1) Ensure piston and connecting rod are installed in engine
with arrow on top of piston toward front of engine.
2) Check bearing clearances using Plastigage. Ensure bearing
oil clearance and side play are within specification. See CRANKSHAFT,
MAIN & CONNECTING ROD BEARINGS and CONNECTING RODS tables under ENGINE
SPECIFICATIONS. If oil clearance exceeds specification, grind
crankshaft to fit undersize bearings. Tighten connecting rod bearing
cap bolts to specification. See TORQUE SPECIFICATIONS table.
NOTE: When checking bearing clearances using Plastigage, side bolts

and side adjusting screws do not need to be installed.
Crankshaft & Main Bearings 5.4L V8 - VIN [L] Article Text (p. 26)1998 Ford Econo
1) Measure main bearing clearances using Plastigage. Main
bearing caps are marked for location, with No. 1 at front, and No. 5
at rear of engine. Arrow on main bearing cap must point toward front
of engine. Lubricate bearing shells with assembly lube or heavy oil
before installation.
2) Install main bearing inserts in cylinder block. Lay
crankshaft into cylinder block. Push crankshaft rearward. Roll thrust
washer into cylinder block, ensure coating on bearing is facing
crankshaft thrust surface.
CAUTION: Ensure side adjusting screws on main bearing caps are screwed
inward completely before installing main cap. Using a brass
hammer, tap main bearing caps into position on cylinder block
before tightening bolts to specification. This must be done
to ensure proper torque reading. DO NOT reuse main bearing
cap bolts. Side bolts and side adjusting screws may be
reused.
3) Install main bearing caps using NEW bolts, do not fully

tighten. Using a pry bar, push crankshaft forward to seat thrust
washer. While holding crankshaft forward, evenly pry No. 5 main
bearing cap rearward. DO NOT cock bearing cap. Tighten main bearing
cap bolts to specification in 2 steps using proper sequence. See
Fig. 29. See TORQUE SPECIFICATIONS table.
4) Tighten side adjusting screws against cylinder block to
specification in 2 steps using proper sequence. See Fig. 29. Side
adjusting screws have left-hand threads. Tighten side bolts.
Fig. 29: Main Bearing Cap Bolt Tightening Sequence

Cylinder Block 5.4L V8 - VIN [L] Article Text (p. 27)1998 Ford Econoline E250For 1 Copyright © 1998 M
1) Using a feeler gauge and straightedge, inspect cylinder
block deck for warpage. If not within specification, resurface or
replace cylinder block. See CYLINDER BLOCK table under ENGINE
SPECIFICATIONS.
CAUTION: DO NOT machine more than .010" (.025 mm) from original
cylinder block head surface.
2) Check cylinder bore diameter, out-of-round and taper.

Cylinder bore is measured at .50" (12.7 mm) below top of cylinder
block head surface and .50" (12.7 mm) above piston when at bottom of
cylinder bore.
CAUTION: Before boring cylinder block, install main bearing caps and
tighten bolts to specification. See TORQUE SPECIFICATIONS
table. This prevents main bearing bores from being distorted
when cylinder block is bored.
3) Bore cylinder block if measurements are not within

specification. See CYLINDER BLOCK table.
ENGINE OILING
ENGINE LUBRICATION SYSTEM
Rotor-type pump is driven by crankshaft and delivers

pressurized oil to main gallery.
Crankcase Capacity
Crankcase capacity with filter change is 6 qts (5.7L).
Oil Pressure
Specification is unavailable from manufacturer.
OIL PUMP
NOTE: Disassembly and inspection procedures are not available.
Removal
Remove oil pan and pick-up tube. See OIL PAN under REMOVAL &
INSTALLATION. Remove timing chains and crankshaft sprockets. See
TIMING CHAINS under REMOVAL & INSTALLATION. Remove oil pump retaining
bolts. Remove oil pump.
Installation
To install, reverse removal procedure. Ensure flat areas of
oil pump rotor aligns with flat areas of crankshaft. Tighten bolts to
5.4L V8 - VIN [L] Article Text (p. 28)1998 Ford Econoline
Connecting Rod Bolt (1)

Step 1 ............................................. 30-33 (41-45)
Step 2 ................................. Additional 90-120 Degrees
Crankshaft Damper Bolt
Step 1 ................................................... 66 (89)
Step 2 ........................................ Loosen 360 Degrees
Step 3 ............................................. 35-39 (47-53)
Step 4 .................................. Additional 85-90 Degrees
Cylinder Head Bolt (1)(2)
Step 1 ............................................. 27-32 (37-43)
EGR Manifold Tube Fitting ............................ 26-33 (35-48)
Engine Mount Through Bolt ............................ 50-68 (68-92)
Engine-To-Transmission Bolts ......................... 30-44 (41-60)
Exhaust Manifold Nut (3) ............................. 17-19 (23-27)
Flexplate-To-Crankshaft Bolt ......................... 54-64 (73-87)
Front Cover Bolt/Stud (4)
Bolts 1-5 .......................................... 15-22 (20-30)
Bolts 6-15 ......................................... 30-41 (41-56)
Idler Pulley Bolt .................................... 15-22 (20-30)
Main Bearing Cap Bolt (1)(5) (5)
Step 1 ............................................. 27-32 (37-43)
Main Bearing Cap Side Bolt (5)
Step 1 ............................................. 20-24 (27-33)
Oil Pan Bolt (6)
Step 1 ....................................................... (7)
Step 2 ................................................... 15 (20)
Step 3 ..................................... Additional 60 Degrees
Timing Chain Tensioner Bolt .......................... 15-22 (20-30)
Torque Converter Nut ................................. 20-34 (27-46)
Water Pump Bolt ...................................... 15-22 (20-30)
Water Pump Pulley Bolt ............................... 15-22 (20-30)
INCH Lbs. (N.m)
Balance Shaft Bolt ................................... 71-106 (8-12)

Camshaft Cap Bolt (8) ................................ 71-106 (8-12)
Camshaft Cover Bolt .................................. 71-106 (8-12)
Chain Guide Bolt ..................................... 71-106 (8-12)
Crankshaft Seal Retainer Bolt ........................ 71-106 (8-12)
Intake Manifold
Lower
Step 1 ................................................... 18 (2)
Step 2 ............................................ 71-106 (8-12)
Upper
Step 1 ................................................... 18 (2)
Step 2 ...................................................... (9)
5.4L V8 - VIN [L]
Oil Pump-To-Cylinder Block Bolt ...................... 71-106 (8-12)
Valve Cover Bolt ..................................... 71-106 (8-12)
(1) - Use new bolts. DO NOT reuse bolts.

(2) - Tighten bolts in sequence. See Fig. 5.
(7) - Tighten bolts to 18 INCH lbs. (2 N.m)
(9) - Tighten bolts to 15-22 ft. lbs. (20-30 N.m).
ENGINE SPECIFICATIONS
GENERAL SPECIFICATIONS
Displacement .................................... 330 Cu. In. (5.4L)

Bore ............................................... 3.55" (90.2 mm)
Stroke ............................................ 4.17" (105.8 mm)
Fuel System .................................................... SFI
Compression Ratio ............................................ 9.0:1
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS
Crankshaft End Play ............................ .003-.015 (.08-.37)

Main Bearings
Journal Out-Of-Round ............................... .0003 (.0075)
Journal Taper ....................................... .0002 (.004)
Oil Clearance ............................ .0009-.0019 (.024-.048)
Connecting Rod Bearings
Journal Out-Of-Round ............................... .0003 (.0075)
Journal Taper ....................................... .0002 (.004)
Oil Clearance ............................ .0010-.0025 (.025-.064)
PISTONS, PINS & RINGS
Pistons
Clearance ................................ .0005-.0010 (.012-.025)
Diameter
Code 1 ...................................................... (1)5.4L V8 - VIN [L] Article Text (p. 30)
Code 2 ............................ 3.5502-3.5506 (90.175-90.185)
Code 3 ...................................................... (1)
Pins
Diameter ............................. .8662-.8663 (22.001-22.003)
Pin-To-Piston Clearance .................. .0002-.0004 (.005-.010)
Rod Fit .................................. .0003-.0009 (.008-.023)
Rings
No. 1
End Gap ..................................... .005-.011 (.13-.28)
Side Clearance .............................................. (1)
No. 2
End Gap ..................................... .010-.016 (.25-.40)
Side Clearance .............................................. (1)
No. 3 (Oil)
End Gap (Steel Rail) ........................................ (1)
Side Clearance .............................. .006-.026 (.15-.66)
(1) - Information is unavailable from manufacturer.
CONNECTING RODS
Bore Diameter
Piston Pin Bore ...................... .8666-.8671 (22.012-22.024)
Crankpin Bore ...................... 2.0877-2.0885 (53.027-53.049)
Center-To-Center Length ............................. 6.657 (169.10)
Maximum Bend (1) ...................................... .0015 (.038)
Maximum Twist (1) ..................................... .0020 (.050)
Side Play
Standard ................................. .0069-.0118 (.175-.300)
Service Limit ......................................... .019 (.48)
(1) - Measured from bore-to-bore.
CYLINDER HEAD
Maximum Warpage ................................. (1) .004" (.10 mm)

Intake & Exhaust Valve Seats
Seat Angle ............................................ 44.5-45.0
Seat Width ............................. .075-.083" (1.90-2.10 mm)
Maximum Seat Runout ............................... .001" (.03 mm)
Valve Guides
Valve Stem-To-Guide Oil Clearance
Intake Valve ........................ .0008-.0027" (.020-.069 mm)
Exhaust Valve ....................... .0018-.0037" (.046-.094 mm)
(1) - If maximum warpage is exceeded, replace cylinder head.

5.4L V8 - VIN [L] Article Text (p. 31)1998 Ford Econoline E250For 1
BALANCE SHAFT
Bearing Bore Diameter ................ 1.0625-1.0635 (26.987-27.012)

End Play ....................................... .002-.007 (.04-.17)
Oil Clearance .............................. .0010-.0030 (.025-.076)
Gear Backlash ............................ .0003-.0051 (.0076-.1296)
CAMSHAFT
Bearing Bore Diameter ................ 1.0625-1.0635 (26.987-27.012)

End Play ....................................... .001-.007 (.03-.18)
Lobe Lift
Intake ............................................... .259 (6.58)
Exhaust
Left ................................................ .260 (6.60)
Right ............................................... .259 (6.58)
Oil Clearance .................................. .001-.003 (.03-.08)
CYLINDER BLOCK
Cylinder Bore
Standard Diameter
Grade 1 ........................... 3.5512-3.5516 (90.200-90.210)
Grade 2 ........................... 3.5516-3.5520 (90.210-90.220)
Grade 3 ........................... 3.5520-3.5524 (90.220-90.230)
Maximum Taper ................................................ (1)
Maximum Out-Of-Round ......................................... (1)
Maximum Deck Warpage ......................................... (1)
(1) - Information is unavailable from manufacturer.
VALVES & VALVE SPRINGS (SOHC)
Valves
Intake
Face Angle ......................................... 45.25-45.75
Head Diameter ..................... 1.747-1.757" (44.37-44.63 mm)5.4L V8 - VIN [L] Article Text (p. 32)1998 Ford Econoline E
Minimum Margin ................................... .031" (.79 mm)
Stem Diameter ..................... .2746-.2754" (6.975-6.995 mm)
Valve Face Runout ................................ .002" (.05 mm)
Exhaust
Face Angle ......................................... 45.25-45.75
Head Diameter ..................... 1.334-1.343" (33.88-34.12 mm)
Minimum Margin ................................... .031" (.79 mm)
Stem Diameter ..................... .2736-.2744" (6.949-6.970 mm)
Valve Face Runout ................................ .002" (.05 mm)
Valve Springs
Free Length .................................... 1.976" (50.19 mm)
Out-Of-Square ............................................... 2.5
Lbs. @ In. (kg @ mm)
Pressure
Valve Closed ........................ 65 @ 1.57" (29.5 @ 40.0 mm)
Valve Open ......................... 150 @ 1.10" (68.0 @ 28.0 mm)
SPECIAL TOOLS
Fig. 30: Identifying Special Tools

END OF ARTICLE 5.4L V8 - VIN [L] Article Text (p. 33)1998 Ford Econoline
AA - USING THIS SECTION (GENERAL HELP INFORMATION)
Article Text
For 1
ARTICLE BEGINNING
ENGINE PERFORMANCE
How To Use This Section
INTRODUCTION
NOTE: Because there are so many possible combinations of

articles for the different manufacturers and models,
the new hyper-text capabilities built into this
product do not apply to this article.
It is the purpose of this repair information system to help

professional automotive technicians maintain top vehicle performance
and correct driveability problems related to today's high tech
vehicles.
Because of the limited amount of space allowable, our titles
have been condensed to fit into the menus. An alphabetical designation
has been added to the front of each title to allow the titles to be
displayed in a way that reflects their respective order of use.
References to the titles in some of the diagnostic flow charts
sometimes will not correlate with the titles in the menu. If not,
refer to the ELECTRONIC MENU CROSS-REFERENCE table.
ELECTRONIC MENU CROSS-REFERENCE TABLE
Electronic Title Print Title
A - ENGINE/VIN ID ................................ Introduction

B - EMISSION APPLICATION ................ Emission Applications
C - TUNE-UP SPECS ......... Service & Adjustment Specifications
C - SPECIFICATIONS ........ Service & Adjustment Specifications
D - ADJUSTMENTS ........................ On-Vehicle Adjustments
E - THEORY/OPERATION ....................... Theory & Operation
F - BASIC TESTING ................. Basic Diagnostic Procedures
G - TESTS W/CODES ............................ Self-Diagnostics
H - TESTS W/O CODES ............... Trouble Shooting - No Codes
I - SYS/COMP TESTS ................ Systems & Component Testing
J - PIN VOLTAGE CHARTS ..................... Pin Voltage Charts
K - SENSOR RANGE CHARTS ......... Sensor Operating Range Charts
L - WIRING DIAGRAMS ........................... Wiring Diagrams
M - VACUUM DIAGRAMS ........................... Vacuum Diagrams
N - REMOVE/INSTALL/OHAUL ..... Removal, Overhaul & Installation
Because of this we recommend that you read the rest of these

INTRODUCTION paragraphs to better understand why the information is
presented in this new format.
The A - ENGINE/VIN ID article will help you identify the
vehicle and its systems. It will also explain the VIN code and in many
cases, show its location.
If you want "TUNE-UP" type information, see D - ADJUSTMENTS
for the adjustment procedures. If you are familiar with the
procedures, but need a quick way to find the specification, go to C -
TUNE-UP SPECS or C - SPECIFICATIONS for the specifications pertaining
to the vehicle.
When diagnosing driveability problems, first go to F - BASIC
TESTING. This article is here to help eliminate wasted diagnostic
time. If the basic systems are working properly, go to G - TESTS
W/CODES.
If the vehicle still is having a driveability problem or if
the vehicle has no self-diagnostic system, go to H - TESTS W/O CODES.
This article will help you diagnose the problem by symptom, locate the
symptom exhibited by the vehicle, and inspect or test the items which
may be causing the problem.
After finding which specific system or component requires
testing, use the I - SYS/COMP TESTS article to tests the systems and
components. Also included (when available) are pin voltage charts and
sensor range charts. These can be found in J - PIN VOLTAGE CHARTS and
K - SENSOR RANGE CHARTS.
Also included in this section are wiring diagrams and vacuum
diagrams. These can be found in L - WIRING DIAGRAMS and M - VACUUM
DIAGRAMS.
When all diagnostic tests have been performed and the problem
has been discovered, it may be necessary to replace or overhaul the
defective part. This information can be found in the N -
REMOVE/INSTALL/OHAUL article.
The content of each of these articles is outlined below. As a
summary of the driveability diagnosis, see ROUTINE OUTLINE in this
article.
A - ENGINE/VIN ID
This article shows how to identify the model and engine by

its Vehicle Identification Number (VIN). A model coverage chart shows
each model and engine, the fuel system, ignition system and engine
code. The engine serial number locations are also included in this
article.
B - EMISSION APPLICATION
These charts identify the emission systems and sub-systems

applicable to each model and engine combination.
C - TUNE-UP SPECS
This is a collection of quick-reference type specifications.

This article is helpful when you are familiar with proper adjustment
procedures and only need specifications. Included in this section are:
* Battery specifications.
* Fluid capacities.
* Replacement intervals.
AA - USING THIS SECTION (GENERAL HELP
* Belt adjustment.
* Engine Compression.
* Valve clearance.
* Valve Arrangement.
* Ignition coil specifications.
* High tension wire resistance.
* Spark plug type and gap.
* Firing order.
* Ignition timing.
* Fuel pump performance and injector resistance specifications
* Slow and fast idle speed and mixture specifications.
* Carbon monoxide (CO) level specifications.
* Throttle position sensor/switch specifications.
C - SPECIFICATIONS
This is a collection of quick-reference type specifications.

This article is helpful when you are familiar with proper adjustment
procedures and only need specifications. Included in this section are:
* Battery specifications.
* Fluid capacities.
* Replacement intervals.
* Belt adjustment.
* Engine Compression.
* Valve clearance.
* Valve Arrangement.
* Ignition coil specifications.
* High tension wire resistance.
* Spark plug type and gap.
* Firing order.
* Ignition timing.
* Fuel pump performance and injector resistance specifications
* Slow and fast idle speed and mixture specifications.
* Carbon monoxide (CO) level specifications.
* Throttle position sensor/switch specifications.
D - ADJUSTMENTS
This article contains the information that use to be included

in the TUNE-UP section. Checking and adjusting valves, spark plugs,
spark plug wires, base ignition timing and idle speed are found in
this section. Use this article for routine maintenance. Also, if you
have a driveability problem, ensure all on-vehicle adjustments are
correct before proceeding with any diagnosis.
E - THEORY/OPERATION
This article covers basic theory and operation of engine

performance-related systems and components. Before diagnosing vehicles
or systems with which you are AA not- completely
USING THIS familiar,
SECTIONread this
(GENERAL HELP INFORMATION) Article Text (p. 3)
article.
F - BASIC TESTING
When diagnosing driveability problems, there are certain

"BASIC DIAGNOSTIC PROCEDURES" which must FIRST be performed. It is
necessary to perform a careful, complete check of basic engine
mechanical and electrical conditions, and verify spark availability
and adequate fuel supply.
The procedures apply to both computerized and non-
computerized systems. If all systems are okay, go to G - TESTS W/CODES
for vehicles with self-diagnostic systems or H - TESTS W/O CODES for
diagnosis by symptom.
G - TESTS W/CODES
Use this article to retrieve and interpret trouble codes from

the engine computer self-diagnostic system. Once information is
retrieved, diagnostic procedures are given to help pinpoint and repair
computer system/component faults. Necessary steps for clearing trouble
codes are also given. If faults indicated by trouble codes are not
present at time of testing, proceed to H - TESTS W/O CODES for
intermittent testing procedures.
H - TESTS W/O CODES
This article helps trouble shoot driveability problems based

upon available "SYMPTOMS" and "INTERMITTENT TESTING" procedures.
Procedures in this section should lead you to specific component or
system tests which may or may not be computer monitored/controlled.
I - SYS/COMP TESTS
In this article, you will find tests for systems and

components related to air induction systems (turbochargers), fuel
control, ignition control, and emissions control systems.
J - PIN VOLTAGE CHARTS
The PIN VOLTAGE CHARTS articles are supplied (where

available) to speed up the diagnostic process. By checking pin
voltages at the electronic control unit, it is possible to determine
if the control unit is receiving and transmitting proper voltage
signals.
K - SENSOR RANGE CHARTS
Use the SENSOR OPERATING RANGE CHARTS to determine if a

sensor is out of calibration. A sensor that is out of calibration may
not set a trouble code, but it will cause driveability problems. AA - USING THIS SECTION (GENERAL HELP INFORM
L - WIRING DIAGRAMS
Use these WIRING DIAGRAMS to identify and trace component

circuits, locate shorts and opens in circuits, and understand how
individual circuits function as part of a system. The diagrams in this
article are only for fuel, ignition and emission systems
M - VACUUM DIAGRAMS
The VACUUM DIAGRAMS article will assist you in finding

incorrectly routed vacuum hoses which may cause driveability problems
or computer indicated malfunctions.
N - REMOVE/INSTALL/OHAUL
The N - REMOVE/INSTALL/OHAUL article contains information

found in the sub-headings of REMOVAL, OVERHAUL & INSTALLATION. These
are procedures and specifications required to remove, overhaul (if
possible) and install components related to engine performance.
WHERE TO START
PERFORM BASIC INSPECTION
1) Verify customer complaint.

2) Perform visual inspection. See F - BASIC TESTING.
3) Test engine sub-system to determine that the following
systems are functioning properly. See F- BASIC TESTING.
* Mechanical conditions (compression)

* Ignition output
* Fuel Delivery
4) Check air induction system for leaks.

5) Check & adjust basic engine settings listed below to
ensure they are to specification. See D - ADJUSTMENTS.
* Ignition timing
* Idle speed
CHECK FOR TROUBLE CODES
1) If equipped with self-diagnostics, check for trouble

codes. Refer to G - TESTS W/CODES.
2) Repair causes of trouble code(s).
3) Clear control unit memory.
SYMPTOM DIAGNOSIS
1) If no self-diagnostics available, or no trouble codes AA - USING THIS SECTION (GENERAL HELP INFORMA
present, identify symptom.
2) See trouble shooting procedure to repair complaint. See
the H - TESTS W/O CODES article.
TEST SYSTEM
1) Perform necessary systems and component tests. See I -

SYS/COMP TESTS.
2) Verify that complaint is repaired.
SAFETY PRECAUTIONS
* Always refer to Engine Tune-Up Decal in engine compartment

before performing tune-up. If manual and decal differ, always
use decal specifications.
* DO NOT allow or create a condition of misfire in more than
one cylinder for an extended period of time. Damage to
converter may occur due to loading converter with unburned
air/fuel mixture.
* Always turn ignition off and disconnect negative battery
cable BEFORE disconnecting or connecting computer or other
electrical components.
* DO NOT drop or shock electrical components such as computer,
airflow meter, etc.
* DO NOT use fuel system cleaning compounds that are not
recommended by the manufacturer. Damage to gaskets, diaphragm
materials and catalytic converter may result.
* Before performing a compression test or cranking engine using
a remote starter switch, disconnect coil wire from
distributor and secure it to a good engine ground, or disable
ignition.
* Before disconnecting any fuel system component, ensure fuel
system pressure is released.
* Use a shop towel to absorb any spilled fuel to prevent fire.
* DO NOT create sparks or have an open flame near battery.
* If any EFI components such as hoses or clamps are replaces,
ensure they are replaced with components designed for EFI
use.
* Always reassemble throttle body components with new gaskets,
"O" rings and seals.
* If equipped with an inertia switch, DO NOT reset switch until
fuel system has been inspected for leaks.
* Wear safety goggles when drilling or grinding.
* Wear proper clothing which protects against chemicals and
other hazards.
END OF ARTICLE
AA - USING THIS SECTION (GENERAL HELP INFORMAT

ABBREVIATIONS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
COMMONLY USED ABBREVIATION
"A" ABBREVIATION TABLE
"A" ABBREVIATION TABLE
ABBREVIATION DEFINITION
A Amperes
A/C Air Conditioning
A/T Automatic Transmission/Transaxle
AAP Auxiliary Accelerator Pump
AB Air Bleed
ABCV Air Bleed Control Valve
ABDC After Bottom Dead Center
ABRS Air Bag Restraint System
ABS Anti-Lock Brake System
AC Alternating Current
ACC A/C Clutch Compressor
ACCS A/C Cycling Switch
ACCUM Accumulator
ACCY Accessory
ACT Air Charge Temperature Sensor
ACV Thermactor Air Control Valve
ADJ Adjust or Adjustable
ADV Advance
AFS Airflow Sensor
AI Air Injection
AIR or A.I.R. Air Injection Reactor
AIS Air Injection System
ALCL Assembly Line Communications Link
ALDL Assembly Line Diagnostic Link
ARC Automatic Ride Control
ASCD Automatic Speed Control Device
ASCS Air Suction Control Solenoid
ASD Auto Shutdown
ASDM Air Bag System Diagnostic Module
ASV Air Suction Valve
ATC Automatic Temperature Control
ATDC After Top Dead Center
ATF Automatic Transmission Fluid
ATS Air Temperature Sensor
AXOD Automatic Transaxle Overdrive
Abs. Absolute
Accy. Accessory
Alt. Alternator or Altitude
Amp. Ampere
Assy. Assembly
Auto. Automatic
Aux. Auxiliary
Avg. Average
"B" ABBREVIATION TABLE
"B" ABBREVIATION TABLE
B/P Backpressure
BAC By-Pass Air Control
BAP Barometric Absolute Pressure Sensor
BARO Barometric
BBDC Before Bottom Dead Center
BCM Body Control Module
BDC Bottom Dead Center
BHP Brake Horsepower
BLK Black
BLU Blue
BMAP Barometric & Manifold Absolute Pressure Sensor
BOO Brake On-Off Switch
BP Barometric Pressure sensor
BPS Barometric Pressure Sensor
BPT Backpressure Transducer
BRN Brown
BTDC Before Top Dead Center
BTU British Thermal Unit
BVSV Bimetallic Vacuum Switching Valve
Baro. Barometric
Batt. Battery
Bbl. Barrel (Example: 4-Bbl.)
Blst. Ballast
Blwr. Blower
Brkr. Breaker
"C" ABBREVIATION TABLE
"C" ABBREVIATION TABLE
C Celsius (Degrees)
C(3) I Computer Controlled Coil Ignition
C(4) Computer Controlled Catalytic Converter
CANP Canister Purge solenoid
CARB California Air Resources Board
CAT Catalytic Converter
CB Circuit Breaker ABBREVIATIONS Article Text (p. 2)1998 Ford Econoline E250
CBD Closed Bowl Distributor
CBVV Carburetor Bowl Vent Valve
cc Cubic Centimeter
CCC Computer Command Control
CCD Computer Controlled Dwell
CCM Central Control Module
CCO Converter Clutch Override
CCOT Cycling Clutch Orifice Tube
CCW Counterclockwise
CDI Capacitor Discharge Ignition
CEC Computerized Engine Control
CFI Central Fuel Injection
CID Cubic Inch Displacement
CID Cylinder Identification sensor
CIS Continuous Injection System
CIS-E Continuous Injection System-Electronic
CKT Circuit
CLR Clear
CNG Compressed Natural Gas
CO Carbon Monoxide
CO2 Carbon Dioxide
CONV Convertible
CP Canister Purge
CPA Connector Position Assurance
CPS Crank Position Sensor
CTS Coolant Temperature Sensor
CV Check Valve or Constant Velocity
CVC Constant Vacuum Control
CW Clockwise
CYL or Cyl. Cylinder
Calif. California
Carb. Carburetor
Chrg. Charging
Circ. Circuit
Cntrl. Control
Comp. Compressor or Compartment
Conn. Connector
Cont. Continued
Conv. Convertible or Converter
Cu. In. Cubic Inch
Cyl. Cylinder
"D" ABBREVIATION TABLE
"D" ABBREVIATION TABLE
"D" Drive
DBC Dual Bed Catalyst
DC Direct Current or Discharge
ABBREVIATIONS Article Text (p. 3)1998 Ford Econoline E250
DDD Dual Diaphragm Distributor
DERM Diagnostic Energy Reserve Module
DFI Digital Fuel Injection
DIC Driver Information Center
DIS Direct Ignition System
DIS Distributorless Ignition System
DIST Distribution
DISTR Distributor
DK BLU Dark Blue
DK GRN Dark Green
DME Digital Motor Electronics (Motronic System)
DOHC Double Overhead Cam
DOT Department of Transportation
DP Dashpot
DRB-II Diagnostic Readout Box
DVOM Digital Volt/Ohm Meter (see VOM)
Def. Defogger or Defroster
Def. Defrost
Defog. Defogger
Diag. Diagnostic
Dist. Distributor or Distribution
Dr. Door
"E" ABBREVIATION TABLE
"E" ABBREVIATION TABLE
EAC Electric Assist Choke

EACV Electric Air Control Valve
EBCM Electronic Brake Control Module
ECA Electronic Control Assembly
ECAT Electronically Controlled Automatic Transaxle
ECM Electronic Control Module
ECT Engine Coolant Temperature Sensor
ECU Electronic Control Unit or Engine Control Unit
EDF Electric Drive Fan relay assembly
EDIS Electronic Distributorless Ignition System
EEC Electronic Engine Control
EECS Evaporative Emission Control System
EEPROM Electronically Erasable PROM
EFE Early Fuel Evaporation
EFI Electronic Fuel Injection
EGO Exhaust Gas Oxygen sensor (see HEGO)
EGR Exhaust Gas Recirculation system
EGRC EGR Control solenoid or system
EGRV EGR Vent solenoid or system
EMR Emission Maintenance Reminder Module
ESA Electronic Spark Advance
ESC Electronic Spark Control ABBREVIATIONS Article Text (p. 4)1998 Ford Econoline E25
EST Electronic Spark Timing
ETR Emergency Tensioning Retractor
EVAP Fuel Evaporative System
EVIC Electronic Vehicle Information Center
EVO Electronic Variable Orifice
EVP EGR Valve Position Sensor
EVR EGR Valve Regulator
EVRV Electronic Vacuum Regulator Valve
Elect. Electronic
Eng. Engine
Evap. Evaporative
Exc. Except
"F" ABBREVIATION TABLE
"F" ABBREVIATION TABLE
F Fahrenheit (Degrees)
F/B Fuse Block
FBC Feedback Carburetor
FI Fuel Injector or Fuel Injection
FICD Fast Idle Control Device
FIPL Fuel Injector Pump Lever
FP Fuel Pump
FPM Fuel Pump Monitor
FPR-VSV Fuel Pressure Regulator Vacuum Switching Valve
FWD Front Wheel Drive
Fed. Federal
Ft. Lbs. Foot Pounds
"G" ABBREVIATION TABLE
"G" ABBREVIATION TABLE
g grams
GND or GRND Ground
GRN Green
GRY Gray
Ga. Gauge
Gals. gallons
Gov. Governor
"H" ABBREVIATION TABLE

"H" ABBREVIATION TABLE
H/D Heavy Duty

HAC High Altitude Compensation
HC Hydrocarbons
HEDF High Speed Electro Drive Fan relay or circuit
HEGO Heated Exhaust Gas Oxygen Sensor
HEGOG HEGO Ground circuit
HEI High Energy Ignition
HLDT Headlight
HO High Output
HP High Performance
HSC High Swirl Combustion
HSO High Specific Output
HTR Heater
HVAC Heating
Headlt. Headlight
Hg Mercury
Hgt. Height
Htr. Heater
Hz Hertz (Cycles Per Second)
"I" ABBREVIATION TABLE
"I" ABBREVIATION TABLE
I.D. Inside Diameter

IAC Idle Air Control
IACV Idle Air Control Valve
IC Integrated Circuit
ID Identification
IDM Ignition Diagnostic Monitor
IGN Ignition system or circuit
ILC Idle Load Compensator
In. Hg Inches of Mercury
INCH Lbs. Inch Pounds
INFL REST Inflatable Restraint
INJ Injector or Injection
IP Instrument Panel
IPC Instrument Panel Cluster
ISA Idle Speed Actuator
ISC Idle Speed Control
ISS Idle Stop Solenoid
ITS Idle Tracking Switch
IVSV Idle Vacuum Switching Valve
Ign. Ignition
ABBREVIATIONS
In. Inches Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
Inj. Injector
"J" ABBREVIATION TABLE
"J" ABBREVIATION TABLE
J/B Junction Block
"K" ABBREVIATION TABLE
"K" ABBREVIATION TABLE
k/ohms 1000 ohms (kilo as in k/ohms)

kg Kilograms (weight)
kg/cm Kilograms Per Square Centimeter
KAM Keep Alive Memory
KAPWR Keep Alive Power
KM/H Kilometers Per Hour
KOEO Key On Engine Off
KOER Key On Engine Running
KS Knock Sensor
"L" ABBREVIATION TABLE
"L" ABBREVIATION TABLE
L Liter(s)
L/D Light Duty
LCD Liquid Crystal Display
LED Light Emitting Diode
LH Left Hand
LOS Limited Operation Strategy
LT BLU Light Blue
LT GRN Light Green
LUS Lock-Up Solenoid
Lbs. Pounds
Lt(s). Light(s)
Lugg. Luggage
"M" ABBREVIATION TABLE

"M" ABBREVIATION TABLE
mA Milliamps
mV Millivolts
mfd. Microfarads
mm Millimeters
M/T Manual Transaxle or Transmission
MA PFI Mass Air Sequential Port Fuel Injection system
MA or MAF Mass Airflow
MAF Mass Air Flow sensor
MAFS Mass Airflow Sensor
MAP Manifold Absolute Pressure sensor
MAT Manifold Air Temperature
MCU Microprocessor Control Unit
MCV Mixture Control Valve
MEM-CAL Memory Calibration Chip
MFI Multiport Fuel Injection
MIL Malfunction Indicator Light
MLP Manual Lever Position
MPFI Multi Point Fuel Injection
MPH Miles Per Hour
MPI Multi-Point (Fuel) Injection
Man. Manual
Mech. Mechanical
Mem. Memory
Mtr. Motor
"N" ABBREVIATION TABLE
"N" ABBREVIATION TABLE
N.m Newton-Meter
NA Not Available
NDS Neutral Drive Switch
NGS Neutral Gear Switch
NOx Oxides of Nitrogen
NPS Neutral Pressure Switch
No. Number
Nos. Numbers
"O" ABBREVIATION TABLE
"O" ABBREVIATION TABLE
ABBREVIATIONS Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
O Oxygen
O.D. Outside Diameter
O/S Oversize
O2 Oxygen
OC Oxidation Catalyst
OCC Output Circuit Check
OD Overdrive
ODO Odometer
OHC Overhead Camshaft
ORG Orange
OSC Output State Check
Opt. Option or Optional
oz. Ounce
ozs. Ounces
"P" ABBREVIATION TABLE
"P" ABBREVIATION TABLE
"P" Park
P/C Printed Circuit
P/N Park/Neutral
P/S Power Steering
PAV Pulse Air Valve
PC-SOL Purge Control Solenoid
PCM Powertrain Control Module
PCS Purge Control Solenoid
PCSDM Passenger Compartment Sensor/Diagnostic Module
PCV Positive Crankcase Ventilation
PFE Pressure Feedback EGR sensor or circuit
PFI Port Fuel Injection (see MA SEFI)
PGM-CARB Programmed Carburetor
PGM-FI Programmed Fuel Injection
PIP Profile Ignition Pickup
PNK Pink
PPL Purple
PRNDL Park Reverse Neutral Drive Low
PROM Programmable Read-Only Memory
psi Pounds Per Square Inch
PSPS Power Steering Pressure Switch
PTC Positive Temperature Coefficient
PTO Power Take-Off
PWR GND Power Ground circuit
Pkg. Package
Press. Pressure
Prog. Programmed or Programmable
Pts. Pints
Pwr. Power
ABBREVIATIONS
"Q" ABBREVIATION TABLE
"Q" ABBREVIATION TABLE
Qts. Quarts
"R" ABBREVIATION TABLE
"R" ABBREVIATION TABLE
RABS Rear Anti-Lock Brake System

RAC Remote Accessory Control
RAM Random Access Memory
RAP Retained Accessory Power
RECIRC Recirculation
RED Red
RH Right Hand
ROM Read Only Memory
RPM Revolutions Per Minute
RVB Rear Vacuum Break
RWAL Rear Wheel Anti-Lock Brake
RWD Rear Wheel Drive
Recirc. Recirculate or Recirculation
Reg. Regulator
Rly. Relay
"S" ABBREVIATION TABLE
"S" ABBREVIATION TABLE
SAW Spark Angle Word

SBC Single Bed Converter
SBEC Single Board Engine Controller
SC Super Charged
SCC Spark Control Computer
SCS Air Suction Control Solenoid
SDM Supplemental Restraint System Diagnostic Module
SDU SRS Diagnostic Unit
SEN Sensor
SES Service Engine Soon
SFI Sequential (Port) Fuel Injection
SIG RTN Signal Return circuit ABBREVIATIONS
SIL Shift Indicator Light
SIR Supplemental Inflatable Restraint
SMEC Single Module Engine Controller
SOHC Single Overhead Cam
SOL or Sol. Solenoid
SPFI Sequential Port Fuel Injection
SPK Spark Control
SPOUT Spark Output Signal
SRS Supplemental Restraint System (Air Bag)
SS 3/4-4/3 Shift Solenoid circuit
SSI Solid State Ignition
STAR Self-Test Automatic Readout
STI Self Test Input circuit
STO Self-Test Output
SUB-O2 Sub Oxygen Sensor
Sen. or Sens. Sensor
Sol. Solenoid
Sprchg. Supercharger
Strg. Steering
Susp. Suspension
Sw. Switch
Sys. System
"T" ABBREVIATION TABLE
"T" ABBREVIATION TABLE
T.V. Throttle Valve

TAB Thermactor Air By-Pass
TAC Thermostatic Air Cleaner
TAD Thermactor Air Diverter
TAN Tan
TBI Throttle Body Injection
TCC Torque Converter Clutch
TCCS Toyota Computer Control System
TDC Top Dead Center
TDCL Total Diagnostic Communication Link
TFI Thick Film Ignition system
TGS Top Gear Switch (cancels SIL in top gear)
THERMAC Thermostatic Air Cleaner
THS Transmission Hydraulic Switch
TP/TPS Throttle Position Sensor
TPI Tuned Port Injection
TPS Throttle Position Sensor/Switch
TS Temperature Sensor
TSB Technical Service Bulletin
TTS Transmission Temperature Switch
TV Thermovalve
TWC Three-Way Catalyst ABBREVIATIONS Article Text (p. 11)1998 Ford Econoline E2
Temp. Temperature
Trans. Transaxle/Transmission
"V" ABBREVIATION TABLE
"V" ABBREVIATION TABLE
V Valve
VAF Vane Air Flow sensor or circuit
VAPS Variable Assist Power Steering
VAT Vane Air Temperature
VATS Vehicle Anti-Theft System
VBATT Vehicle Battery Voltage
VCC Viscous Converter Clutch
VIN Vehicle Identification Number
VIO Violet
VLR Volt Loop Reserve
VM Vacuum Modulator
VM Vane Meter
VOM Volt-Ohmmeter (Analog)
VPWR Vehicle Power supply voltage (10-14 volts)
VREF Voltage Reference (ECA supplied reference voltage
VRV Vacuum Regulator Valve
VSC Vehicle Speed Control sensor or signal
VSS Vehicle Speed Sensor or signal
VSV Vacuum Switching Valve
Vac. Vacuum
Volt. Voltage
"W" ABBREVIATION TABLE
"W" ABBREVIATION TABLE
W/ With
W/O Without
WAC WOT A/C Cut-off switch or circuit
WAC Wide Open Throttle A/C Switch
WHT White
WOT Wide Open Throttle
YEL Yellow
END OF ARTICLE

A/C COMPRESSOR REFRIGERANT OIL CHECKING
Article Text
For 1
ARTICLE BEGINNING
1998 GENERAL SERVICING

Ford Motor Co. - Compressor Refrigerant Oil Checking
Ford & Mercury: All Model Trucks/Vans
NOTE: Always refer to underhood A/C specification label in engine

compartment or A/C compressor label while servicing A/C
system. If engine compartment/compressor label specifications
differ from specifications in this article, use
underhood/compressor label specifications.
REFRIGERANT OIL & REFRIGERANT CAPACITY SPECIFICATIONS
NOTE: DO NOT exceed A/C system refrigerant oil capacity when

servicing system.
REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY TABLE
Application (1) Oil Refrigerant

Ounces Ounces
"E" Van Series

With Rear Unit .............. 13.0 .............. 64.0
Without Rear Unit ........... 9.0 ............... 44.0
Expedition & Navigator ........ (2) ................ (2)
Explorer & Mountaineer ........ 7.0 ............... 30.0
F150/F250 Pickup Series ....... 9.0 ............... 32.0
F250HD/F350 Pickup Series
Ford FS-10 Compressor
With Rear Unit ............. 10.0 ............... (3)
Without Rear Unit .......... 7.0 ................ (3)
Sanden SD-7H15 Compressor ... 10.0 ............... (3)
Ranger ........................ 7.0 ............... 30.0
Villager
With Rear Unit .............. 10.0 .............. 53.0
Windstar
With Rear Unit .............. 13.0 .............. 56.0
(1) - Total system capacity, unless otherwise noted.

(2) - Refrigerant oil and refrigerant capacity not available
at time of publication. Refer to underhood A/C
specification label in engine compartment.
(3) - Manufacturer specifies maximum refrigerant capacity
as 38.0 ounces. Refer to underhood A/C specification
label in engine compartment for specific application.
REFRIGERANT OILS
NOTE: Use ONLY the specified oil for the A/C system or compressor.
Always check the underhood A/C specification label or A/C
compressor label before adding refrigerant oil to A/C
compressor/system.
Use only NEW, moisture-free refrigerant oil in A/C systems.

Refrigerant oil is highly refined with a very low moisture content.
Oil container must be tightly closed when not in use, or moisture from
air will be absorbed into refrigerant oil.
Refrigerant R-134a systems use Polyalkylene Glycol (PAG)
refrigerant oil. Using a mineral oil based lubricant with R-134a
systems will result in A/C compressor failure due to lack of proper
lubrication.
All compressors have different lubrication requirements and
use different Polyalkylene Glycol (PAG) refrigerant oils. Use only the
specified PAG refrigerant oil for the appropriate system and A/C
compressor. Always check the underhood A/C specification label or A/C
compressor label before adding refrigerant oil to A/C
compressor/system. The following types of R-134a refrigerant oil are
currently available.
Ford Motor Co.

Use YN-12B or YN-12C PAG Refrigerant Oil with specification
WSH-M1C231-B or SP-20 PAG Oil with specification WST-M1C231-B2.
NOTE: PAG oil absorbs moisture very rapidly, 2.3-5.6 percent by

weight as compared to a mineral oil absorption rate of .005
percent by weight.
SERVICING PRECAUTIONS
DISCHARGING SYSTEM
Discharge A/C system, using approved refrigerant

recovery/recycling equipment before loosening any fittings. Follow
refrigerant recovery/recycling equipment manufacturer's instructions.
DISCONNECTING LINES & FITTINGS
After system is discharged, carefully clean area around all

fittings to be opened. Always use 2 wrenches when loosening or
tightening fittings. Some refrigerant lines are connected with a
spring-lock coupling. Special tools may be required to disconnect
lines. Cap all openings as soon as lines are removed. DO NOT remove
service valve caps until ready to connect lines and fittings.
NOTE: All R-134a based systems use 1/2-16 ACME threaded fittings.
A/C
Ensure all replacement parts match the connections COMPRESSOR REFRIGERANT OIL CHECKING
of the
system being worked on.
CONNECTING LINES & FITTINGS
Always use NEW gasket or "O" rings when connecting lines or

fittings. Coat "O" rings with NEW refrigerant oil, and ensure it is
not twisted during installation. To prevent damage to lines and
fittings, always use 2 wrenches or specified tools. Keep refrigerant
oil off fitting threads. Long term contact of oil on threads may cause
future damage to threads.
PLACING SYSTEM IN OPERATION
After component service or replacement has been completed,

evacuate system thoroughly with a vacuum pump. Charge system with
proper amount of refrigerant. See REFRIGERANT OIL & R-134a REFRIGERANT
CAPACITY TABLE. Perform leak test. After system has been leak tested,
check system operation.
NOTE: A/C systems normally will not need additional refrigerant

oil unless oil loss has occurred due to ruptured lines,
leaking compressor seals, compressor overhaul or component
replacement.
CHECKING COMPRESSOR OIL
FORD FS-10 10-CYLINDER
1) Slowly discharge A/C system, using approved refrigerant

recovery/recycling equipment. Remove A/C compressor. Drain as much
compressor oil from suction and discharge ports as possible. Rotate
compressor shaft 6-8 revolutions by hand, while pouring oil from
ports. Collect oil in a clean container and measure amount drained. DO
NOT reuse old refrigerant oil.
2) If amount drained is 3-5 ounces, add amount drained plus
one ounce of NEW refrigerant oil to replacement compressor. If amount
drained is more than 5 ounces, add the same amount that was drained
from old compressor. If amount drained is less than 3 ounces, add 3
ounces to compressor. See
FORD FS-10 COMPONENT REFRIGERANT OIL CAPACITIES table. Add NEW
refrigerant oil to replacement compressor through suction port.
3) Use NEW "O" rings on refrigerant lines. Install A/C
compressor. Evacuate and charge system. Perform leak test. Ensure A/C
system is operating properly.
FORD FS-10 COMPONENT REFRIGERANT OIL CAPACITIES TABLE
Component Ounces
Accumulator/Receiver-Drier
Except Villager .................................... (1)
Villager ........................................... 2.0
Condenser
Except Villager & Windstar ......................... 1.0
Villager ....................................... 1.0-1.7
Windstar ........................................... 1.5
Evaporator
Except Villager & Windstar ......................... 3.0
Villager (Front Or Rear) ....................... 1.5-2.5
Windstar ........................................... 4.0
Other Components (2) ................................. 2.0
(1) - Drain and measure oil from accumulator. On Windstar,

drill two 1/2" holes in bottom of old accumulator, and
drain. On all models, add the same amount of oil
drained plus 2 ounces of NEW refrigerant oil to NEW
accumulator.
(2) - Add NEW refrigerant oil following replacement of other
system components such as hoses, fixed orifice tube,
A/C clutch cycling switch, compressor pressure relief
valve, system pressure cut-off switch, or service
valve, compressor shaft seal, "O" ring or hose leaks.
SANDEN SD-7H15 7-CYLINDER
Super Duty Pickup

1) Discharge A/C system, using approved refrigerant
recovery/recycling equipment. Remove A/C compressor. Drain as much
compressor oil from suction and discharge ports as possible. Rotate
compressor shaft 6-8 revolutions by hand, while pouring oil from
ports. Collect oil in a clean container and measure amount drained. DO
NOT reuse old refrigerant oil.
2) If amount drained is 3-5 ounces, add amount drained plus
one ounce of NEW refrigerant oil to compressor. If amount drained is
more than 5 ounces, add the same amount that was drained from
compressor. If amount drained is less than 3 ounces, add 3 ounces to
compressor. See SD-7H15 COMPONENT REFRIGERANT OIL CAPACITIES table.
Add NEW refrigerant oil through suction port.
3) Use NEW "O" rings on refrigerant lines. Install A/C
compressor. Perform leak test. Evacuate and charge system.
SD-7H15 COMPONENT REFRIGERANT OIL CAPACITIES TABLE
Component Ounces
Super Duty Pickup

Accumulator ........................................ (1)
Condenser .......................................... 1.0
Evaporator ......................................... 3.0
Other Component (2) ................................ 2.0
(1) - Ensure replacement accumulator contains the same

amount of NEW refrigerant oil that was drained from
A/C COMPRESSOR REFRIGERANT OIL CHECKING Article Text (p. 4)
old accumulator plus 2 ounces.
(2) - Add specified amount of NEW refrigerant oil when
replacing other components such as a fixed orifice
tube or hose.
END OF ARTICLE

A/C-HEATER SYSTEM
Article Text
For 1
ARTICLE BEGINNING
1998 A/C-HEATER SYSTEMS

Ford Motor Co. - Manual A/C-Heater Systems
Econoline Van
* PLEASE READ FIRST *
WARNING: To avoid injury from accidental air bag deployment, read and
carefully follow all SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM procedures in AIR BAG RESTRAINT
SYSTEM article.
A/C SYSTEM SPECIFICATIONS
A/C SYSTEM SPECIFICATIONS TABLE
Compressor Type ....................... Ford FS-10 10-Cyl.

Compressor Belt Tension .............................. (1)
System Oil Capacity (2)
With Rear A/C .................................. 13 ozs.
Without Rear A/C ................................ 9 ozs.
Refrigerant (R-134a) Capacity
With Rear A/C ............................... 63-65 ozs.
Without Rear A/C ............................... 44 ozs.
System Operating Pressures
High Side ................ 125-225 psi (8.7-15.8 kg/cm )
Low Side .................... 25-45 psi (1.7-3.1 kg/cm )
(1) - Belt tension is automatically adjusted by belt

tensioner. Tension should be within tensioner
indicator marks.
(2) - Use PAG YN-12c Oil (Specification No. WSH-M1C231-B).
(3) - Approximate operating pressures with ambient
temperature of 80 F (27 C).
DESCRIPTION
MAIN SYSTEM
Main system is of blend-air design. Evaporator and heater

core assembly is mounted on right side of engine firewall, and air
distribution plenum is mounted inside passenger compartment. The
control panel is positioned on instrument panel, right of steering
column.
The system uses a cycling clutch, fixed orifice tube
refrigerant system and is designed to cycle compressor on and off to
maintain desired cooling level and prevent evaporator freeze-up.
Primary components are compressor, condenser, fixed orifice tube,
evaporator core, suction accumulator-drier and control panel.
AUXILIARY SYSTEM
The auxiliary A/C-heater system is a recirculating-air type

system. Auxiliary system is located on left side of vehicle, behind
rear wheelwell. System components include blower motor, blower motor
resistor, evaporator core, thermostatic expansion valve and heater
core.
OPERATION
FIXED ORIFICE TUBE
Fixed orifice tube is a restriction between high and low

pressure liquid refrigerant. Tube meters flow of liquid refrigerant
into main system evaporator core. Fixed orifice tube is located in
refrigerant line, near condenser. Filter screens are positioned on
tube inlet and outlet ports. The "O" rings on tube body prevent liquid
refrigerant from by-passing fixed orifice tube. Fixed orifice tube can
be removed from A/C line and serviced.
EVAPORATOR CORE
Evaporator core is located in evaporator/blower unit. Liquid

refrigerant from fixed orifice tube enters core and cools evaporator
fins. Air from blower passes through fins and is cooled and
dehumidified before flowing to passenger compartment.
MAIN SYSTEM CONTROLS
Function Selector Control

This control knob actuates an 8-port function selector valve
to control vacuum servomotors for floor/defrost door, panel/defrost
door and outside/recirculated air door. When it is in OFF position,
function selector knob stops blower motor operation. When in A/C
position, function selector knob activates A/C compressor clutch.
Temperature Selector Control

Temperature selector knob is part of a temperature control
module attached to control frame. The module contains a printed
circuit board and a linear potentiometer. The knob is coupled to
potentiometer wiper contact.
The temperature blend door actuator contains a reversible
electric motor and a potentiometer. The potentiometer wiper contact is
connected to the actuator output shaft and moves with the output shaft
to indicate position of the temperature blend door.
Battery voltage is applied to the ends of each potentiometer.
The voltage available at each wiper indicates position of the
potentiometer. Actuator wiper voltage is sent to the control module
A/C-HEATER SYSTEM Article Text (p. 2)1998 Ford
and matched with wiper voltage of module potentiometer. The printed
circuit board then drives actuator motor in direction necessary to
make actuator wiper contact voltage agree with control module wiper
voltage.
Blower Switch
A 4-speed blower switch is positioned on left side of control
panel. A thermal limiter is part of the blower motor resistor circuit.
If thermal limiter temperature reaches 250 F (121 C), circuit opens
and blower motor becomes inoperative in all speeds except high speed.
If thermal limiter is blown, replace blower motor resistor unit.
AUXILIARY SYSTEM CONTROLS
Front-Mounted Blower Switch

Switch is mounted on main control panel, under main blower
switch. Switch has 4 blower speeds, a REAR CONTROL position and an OFF
position.
Headliner-Mounted Blower Switch

Switch, mounted in the headliner, has 4 blower speeds and an
OFF position. Switch operates only when front-mounted blower switch
for auxiliary system (on main control panel) is in REAR CONTROL
position.
OPERATING MODES
MAX A/C
The outside/recirculated air door is in closed position
(vacuum applied to door servomotor), allowing air to recirculate. Most
air is discharged through instrument panel registers with some air
going to floor. Compressor operation is dependent upon clutch cycling
pressure switch. Temperature selector knob controls blend door to
regulate airflow through heater core.
NORM A/C
The outside/recirculated air door is open to outside air
entry (vacuum is not applied to door servomotor). Most air is
discharged through instrument panel registers with some air going to
floor. Compressor operation is dependent upon clutch cycling pressure
switch. Temperature selector knob controls blend door to regulate
airflow through heater core.
VENT
discharged through instrument panel registers with some air going to
floor. Compressor does not operate. Temperature selector knob controls
blend door, which regulates airflow through heater core.
FLOOR
A/C-HEATER SYSTEM Article Text (p. 3)1998 Ford E
discharged through floor outlets with some air going to defrost ducts.
Compressor does not operate. Temperature selector knob controls blend
door to regulate airflow through heater core.
MIX
entry (vacuum is not applied to door servomotor). Air is discharged
through defrost and floor outlets. Temperature selector knob controls
blend door to regulate airflow through heater core. Compressor
operation is dependent upon clutch cycling pressure switch.
DEF
entry (vacuum is not applied to door servomotor). Air is discharged
through defrost outlets to windshield with some air going to floor.
Compressor operates to dehumidify air and prevent windshield fogging.
Compressor operation depends on clutch cycling pressure switch.
Temperature selector knob controls blend door to regulate airflow
through heater core.
THERMOSTATIC EXPANSION VALVE (TXV)
TXV is used only in the auxiliary A/C-heater system. TXV is a

restriction between high and low pressure liquid refrigerant. Valve
meters flow of liquid refrigerant into auxiliary system evaporator
core. Valve is mounted in refrigerant line adjacent to auxiliary
system evaporator core.
TROUBLE SHOOTING
SYSTEM article.
PRELIMINARY INSPECTION
1) Verify customer complaints by operating system in all

available modes. Carefully check the following for possible cause of
problems and repair as necessary: damaged vacuum hoses, system
components, damaged compressor drive belt, open fuses,
damaged/misrouted wiring circuits, and damaged/disconnected
connectors.
2) Check for small leaks in vacuum circuit. Test vehicle with
engine running and accelerate engine while checking airflow. During
acceleration, all airflow will suddenly go to defrost outlets,
indicating a small leak.
3) While checking vacuum hoses, DO NOT pinch hoses to stop
A/C-HEATER SYSTEM Article Text (p. 4)1998 Ford Econolin
vacuum flow. Instead, plug hoses with wooden golf tee for testing.
Vacuum hose material will not withstand pinching.
4) If problem remains after preliminary inspection and any
repairs have been made, go to SYMPTOM DIAGNOSIS.
SYMPTOM DIAGNOSIS
Improper/Erratic Airflow From Outlets

Go to TEST A.
Insufficient, Erratic or No Heat

Go to TEST B.
A/C Does Not Operate/Does Not Operate Properly

Go to TEST C.
Insufficient A/C Cooling

Go to TEST D.
No Operation In All Temperature Settings

Go to TEST E.
Blower Motor Does Not Operate

Go to TEST F.
Blower Motor Operates Only In High

Go to TEST G.
No Operation In High Blower Setting

Go to TEST H.
Insufficient A/C Cooling - Auxiliary System

Go to TEST J.
Auxiliary Blower Motor Does Not Operate Without Rear Blower

Switch
Go to TEST K.
Auxiliary Blower Motor Does Not Operate - Using Rear Blower

Switch
Go to TEST L.
Front Auxiliary Blower Motor Switch Operates Only In High

Go to TEST M.
Rear Auxiliary Blower Motor Switch Operates Only In High

Go to TEST N.
Front Auxiliary Blower Motor Switch Does Not Operate In High

Go to TEST P.
Rear Auxiliary Blower Motor Switch Does Not Operate In High

Go to TEST Q.
A/C-HEATER SYSTEM Article Text (p. 5)1998 Ford E
TEST A: IMPROPER/ERRATIC DIRECTION OF AIRFLOW FROM OUTLETS
1) Check System Airflow

Start engine and run at idle. Set blower to HI speed. Turn
function selector switch to each airflow position and check airflow at
outlets during idle. If there is airflow only from defrost outlets at
each switch position, go to next step. If airflow is incorrect under
one or more conditions, go to step 14). If airflow is correct under
all conditions, go to next step.
2) Check Vacuum Supply Hose

Turn ignition off. Check that vacuum hose is connected. If it
is disconnected, reconnect hose and go to step 13). If hose is
connected, go to next step.
3) Check Vacuum Reservoir & Hoses

Turn ignition off. Disconnect intake manifold vacuum hose and
in-line vacuum harness. Plug vacuum hose at intake manifold. Connect
vacuum tester to in-line vacuum harness and leak check vacuum
reservoir, check valve and hoses. If a vacuum leak is found, go to
next step. If no vacuum leak is found, go to step 9).
4) Leak Check Vacuum Supply Hose

Remove evaporator core housing. Disconnect vacuum supply
hose. Connect one end to vacuum tester and plug other end. Apply
vacuum and check for leaks. If hose leaks, repair or replace hose and
retest system. If hose does not leak, go to next step.
5) Inspect Vacuum Check Valve

Turn ignition off. Disconnect vacuum check valve. Check for
obstructions or improper operation. Airflow through check valve should
be in direction of engine. If check valve is obstructed or plugged,
replace check valve. Retest system. If check valve is okay as tested,
go to next step.
6) Leak Test Vacuum Check Valve

Ensure ignition is off. Disconnect vacuum check valve. Attach
vacuum tester with "T" fitting and two hoses to reservoir and control
assembly vacuum ports. Apply 15 in. Hg of vacuum to check valve. If
vacuum leak-down exceeds 1 in. Hg per minute, remove check valve, plug
test hoses and check for leakage in hoses. If hoses are okay, but
leak-down exceeded 1 in. Hg per minute, replace vacuum check valve.
Retest system. If leak-down did not exceed 1 in. Hg per minute,
restore vacuum check valve to proper connections and go to next step.
7) Check Vacuum Reservoir

Disconnect hose from vacuum reservoir. With vacuum tester,
check for vacuum leaks in vacuum reservoir. If reservoir leaks,
replace vacuum reservoir and bracket. Retest system. If vacuum
reservoir does not leak, remove hose and go to next step.
A/C-HEATER SYSTEM Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
8) Check Control Assembly Vacuum Supply Hose
Disconnect vacuum supply hose from check valve and A/C-heater
control panel. Connect vacuum tester to supply hose and check for
vacuum leak. If supply hose leaks, repair or replace hose. Retest
system. If no vacuum leak is present, reconnect hose and go to next
step.
9) Check Function Selector Switch Vacuum Supply Hose

Disconnect function selector switch vacuum supply hose.
Connect vacuum tester to one end of supply hose and plug other end of
hose. Connect vacuum tester to supply hose and check for vacuum leak.
If supply hose leaks, repair or replace hose. Retest system. If no
vacuum leak is present, reconnect hose and go to next step.
10) Check Control Assembly Vacuum

Disconnect supply hose from function selector switch and in-
line vacuum harness connector. Connect vacuum tester to Black vacuum
supply hose port. Plug other hose ports. As function selector switch
is set to each position, apply 15 in. Hg vacuum and watch for leak-
down. If leak-down exceeds 1 in. Hg per minute, note switch position
where leak-down occurred and go to next step. If leak-down does not
exceed 1 in. Hg per minute, reconnect in-line vacuum harness connector
and go to step 15).
11) Leak Test Control Assembly

Disconnect vacuum harness from function selector switch.
Connect vacuum tester to Black supply hose port on connector. Plug
hose port with indicated vacuum leak in previous step. Apply 15 in. Hg
of vacuum to control assembly. If vacuum drop exceeds 0.5 in. Hg per
minute, replace function selector switch. Retest system. If vacuum
drop does not exceed specified limits, reconnect function selector
switch. Go to next step.
12) Leak Test Jumper Vacuum Harness

Disconnect suspect leaking vacuum hose. Plug one end of
suspect hose and attach vacuum tester to other end. Apply 15 in. Hg of
vacuum to hose. If vacuum leaks, repair or replace vacuum jumper
harness. Retest system. If vacuum hose does not leak, check vacuum
harness connections. Repair or replace vacuum hose(s) as necessary.
Retest system.
13) Check System Airflow

Start engine and run at idle. Set blower to HI speed. Turn
function selector switch to each airflow position and check airflow at
outlets during idle. If airflow is correct for each function position,
go to next step. If airflow is incorrect under one or more conditions,
go to step 15).
14) Isolate Leaking Vacuum Circuit

Start engine and run at idle. Set blower switch to HI speed.
Turn function selector switch to each airflow position and check
airflow at outletsSYSTEM
A/C-HEATER during acceleration. If there
Article Text (p.is7)airflow only Econoline
1998 Ford from E250For 1 Copyright © 1998 Mitchell Repair Information Compan
defrost outlets at each switch position, go to step 19). If airflow is
correct under all conditions, go to next step.
15) Review Vehicle History

Turn ignition off. If airflow system functioned properly
prior to current complaint, go to step 18). If airflow system did not
function properly in the past, go to next step.
16) Check Vacuum Harness

Compare vacuum hose color in vacuum harness with each
connector on function selector switch vacuum connector. See Fig. 4. If
hose colors of vacuum harness and connector colors match, go to next
step. If hose colors of vacuum harness do not match, replace vacuum
harness. Retest system.
17) Check A/C Vacuum Circuit

Check A/C vacuum circuit for pinched or kinked vacuum
hose(s). If any hose is pinched or kinked, reposition or replace hose
and retest system. If hoses are okay, go to next step.
18) Check Vacuum Circuit Connections

Check each vacuum hose to ensure it is properly attached at
all connections. If any vacuum hose is disconnected, reconnect hose
and retest system. If hoses are properly connected, go to next step.
19) Check Vacuum Motor Hoses

Disconnect each suspected vacuum hose from system. Connect
vacuum tester to each hose and plug other end. Apply vacuum and check
for leaks. Check each hose for restriction or blockage. Remove plug.
Apply vacuum. If any hose is plugged, leaks or is restricted, replace
vacuum hose and retest system. If hoses are okay, go to next step.
20) Check Vacuum Control Motor

Disconnect hose from suspect vacuum control motor. Apply
vacuum to suspected motor(s). If any motor leaks, replace vacuum
control motor and retest system. If no leaks are found, go to next
step. Reconnect vacuum control motor hose.
21) Check Vacuum Control Motor Installation

Check attachment of vacuum control motor to damper door. If
motor arm is properly attached to damper door, service damper door for
binding and retest system. If motor arm is not properly attached to
damper door, connect motor arm and retest system.
TEST B: INSUFFICIENT, ERRATIC OR NO HEAT
1) Check For Proper Coolant Level

Check coolant level with engine cold. If coolant level is not
okay, replace coolant and check for leaks. If coolant level is okay,
go to next step.
2) Check For Hot Coolant To Heater Inlet A/C-HEATER SYSTEM Article Text (p. 8)1998 Ford Eco
Start and run engine to normal operating temperature. Check
for hot water to heater core inlet hose by feeling heater hose at
inlet tube to heater core. If hose is hot, go to next step. If hose is
cool to touch, check cooling system and repair as needed.
3) Check For Cooling System Leaks

Ensure coolant reservoir is filled to proper level. Perform
cooling system pressure checks. If all components of cooling system
hold pressure, go to next step. If leak is found, pressure test heater
core and make all repairs or replacement as needed.
4) Check For Hot Coolant At Heater Outlet

Ensure engine is running at normal operating temperature.
Carefully feel heater core outlet hose at both main and auxiliary
heater cores. If heater core outlet hose is cool or cold, test heater
core for plugged or restricted condition. If outlet hose is hot, go to
TEST E.
TEST C: A/C DOES NOT OPERATE OR DOES NOT OPERATE PROPERLY
1) Check Compressor Operation

Ensure outside temperature is above 50 F (10 C). Start and
run engine to normal operating temperature. Place function selector
switch in MAX A/C position. Set blower switch to HI position. If
compressor engages, compressor circuit is functioning properly at this
time. If compressor does not engage, go to next step.
2) Check A/C Cycling Switch

Turn ignition off. Disconnect A/C cycling switch connector
located on top of accumulator-drier in engine compartment. Install
jumper wire between switch connector Red/Yellow and Purple wire
terminals. Start engine. Set A/C switch to NORM A/C. Set blower switch
to HI. If compressor clutch engages, go to next step. If compressor
clutch does not engage, go to step 4).
3) Check A/C Refrigerant Pressure

Turn ignition off. Reconnect A/C cycling switch. Check
pressure of refrigerant in A/C system. If refrigerant pressure is more
than 50 psi (3.5 kg/cm ), replace A/C cycling switch. Retest system.
If pressure is less than 50 psi (3.5 kg/cm ), check system for
refrigerant leaks.
4) Check Voltage To A/C Cycling Switch

Turn ignition off. Disconnect A/C cycling switch connector.
Turn ignition to run position (engine off). Set A/C switch to MAX A/C
position. With a voltmeter, measure voltage of Purple wire between A/C
cycling switch connector and ground. If voltage is less than 10 volts,
reconnect A/C cycling switch connector and go to step 11). If voltage
is 10 volts or more, go to next step.
5) Check Voltage To A/C Pressure Cutoff Switch

Turn ignition off. Disconnect A/C pressureA/C-HEATER
cutoff switch SYSTEM Article Text (p. 9)1998 Ford Econoline E250
connector. Turn ignition to run position (engine off). Set A/C switch
to MAX A/C position. With a voltmeter, measure voltage of Red/Yellow
wire between A/C pressure cutoff switch connector and ground. If
voltage is more than 10 volts, go to next step. If voltage is less
than 10 volts, repair open in Red/Yellow wire. Retest system.
6) Check A/C Pressure Switch For Open

Turn ignition off. Disconnect A/C pressure cutoff switch
connector. With an ohmmeter, measure resistance between Red/Yellow
wire and Black/Yellow wire terminals of cutoff switch connector. If
resistance is less than 5 ohms, reconnect switch and go to next step.
If resistance is 5 ohms or more, replace pressure cutoff switch.
Retest system.
7) Check Voltage To Compressor Clutch

Turn ignition off. Disconnect compressor clutch connector.
Turn ignition to run position (engine off). With a voltmeter, measure
voltage of Black/Yellow wire between compressor clutch connector and
ground. If voltage is more than 10 volts, go to next step. If voltage
is less than 10 volts, repair open in Black/Yellow wire. Retest
system.
8) Check Black Wire Circuit For Open

Turn ignition off. With an ohmmeter, measure resistance of
Black wire between compressor clutch connector and ground. If
resistance is less than 5 ohms, go to next step. If resistance is 5
ohms or more, replace open in Black wire. Retest system.
9) Check Compressor Clutch Coil Resistance

With an ohmmeter, measure resistance between compressor
clutch terminals. If resistance is more than 6 ohms, replace
compressor clutch coil. Retest system. If resistance is 6 ohms or
less, go to next step.
10) Check Compress Clutch Coil Current Draw

Turn ignition off. Connect jumper wire between Black/Yellow
wire terminals of compressor clutch coil and clutch connector. Connect
second jumper to Black wire terminal of compressor clutch. connect an
ammeter and measure current draw between Black wire and jumper. If
current draw in between 2.5 and 4.5 amps, adjust compressor clutch air
gap to .014-.033" (.36-.84 mm). Retest system. If current draw is not
within specified range, replace compressor clutch. Retest system.
11) Check Voltage At Function Selector Switch

Turn ignition off. Disconnect function selector switch
connector. Turn ignition on. Using voltmeter, measure voltage between
Pink/Black wire at switch connector and ground. If voltage is more
than 10 volts, go to step 13). If voltage is less than 10 volts, go to
next step. Reconnect function switch connector.
12) Check Fuse No. 13 (15-Amp)

Turn ignition off. Check fuse No. 13 (15-amp) in instrument
A/C-HEATER SYSTEM Article Text (p. 10)1998 Ford Econ
panel fuse block. If fuse is okay, check for open or short in
Pink/Black wire. Repair as necessary. Retest system. If fuse is blown,
replace fuse. Retest system. If fuse blows again, check Pink/Black
wire, Red/Yellow wire and Black/Yellow wire for short. Repair wire(s)
as necessary. Retest system.
13) Check Voltage At Function Selector Switch

Reconnect function selector switch connector. Turn ignition
on. Using voltmeter, backprobe between function selector switch Purple
wire and ground. If voltage is more than 10 volts, repair Purple wire.
Retest system. If voltage is less than 10 volts, replace function
selector switch. retest system.
TEST D: INSUFFICIENT A/C COOLING
1) Check Center Register Discharge Temperature

Connect manifold gauge set. Start and run engine at 1500 RPM.
Set A/C controls to MAX A/C. Set blower/fan on high speed and close
doors and windows. Insert thermometer in center vent. Operate system
for 10-15 minutes to allow system to stabilize. When vehicle has
stabilized, proceed with tests.
Check and record center register and ambient temperature.
Compare readings with
AMBIENT/CENTER REGISTER TEMPERATURE SPECIFICATIONS table. If readings
are within specifications, system is functioning normally. If readings
are not within specifications, go to next step.
AMBIENT/CENTER REGISTER TEMPERATURE SPECIFICATIONS TABLE
Ambient Temp. F ( C) Center Register Temp. F ( C)
60 (16) .................................... 33-47 (0.6-8)

70 (21) .................................... 33-47 (0.6-8)
80 (27) .................................... 33-47 (0.6-8)
90 (32) .................................... 33-47 (0.6-8)
100 (38) ..................................... 36-48 (2-9)
2) Check For Normal Discharge Pressure

Check and record ambient temperature and compressor discharge
(high) pressure. Compare readings with
AMBIENT TEMPERATURE/DISCHARGE PRESSURE SPECIFICATIONS table. If
readings are within specifications, go to next step. If readings are
not within specifications, go to step 8).
AMBIENT TEMPERATURE/DISCHARGE PRESSURE SPECIFICATIONS TABLE
Ambient Temp. F ( C) Discharge Pressure psi (kg/cm )
60 (16) .................................... 75-175 (5-12)

70 (21) ................................... 100-200 (7-14)
80 (27) ................................... 125-225 (9-16) A/C-HEATER SYSTEM Article Text (p. 11)1998 Ford E
90 (32) .................................. 150-250 (11-18)
100 (38) ................................. 175-350 (12-25)
3) Check For Low Pressure Performance

Check and record ambient temperature and compressor suction
(low) pressure. Compare readings with
AMBIENT TEMPERATURE/SUCTION PRESSURE SPECIFICATIONS table. If readings
are within specifications, go to next step. If readings are not within
specifications, go to step 6).
AMBIENT TEMPERATURE/SUCTION PRESSURE SPECIFICATIONS TABLE
Ambient Temp. F ( C) Suction Pressure psi (kg/cm )
60 (16) ...................................... 24-45 (2-3)

70 (21) ...................................... 24-45 (2-3)
80 (27) ...................................... 24-45 (2-3)
90 (32) ...................................... 24-45 (2-3)
100 (38) ..................................... 38-60 (3-4)
4) Check For Slow Or Continuous Run Clutch Cycle Rate

Check and record ambient temperature and total compressor
clutch cycle time (time on plus time off) in seconds. Compare readings
with AMBIENT TEMPERATURE/CLUTCH CYCLE TIME SPECIFICATIONS table. If
readings are above upper limit specifications, go to next step. If
readings are within specifications, repair evaporator core for partial
restriction or plugged condition. Retest system.
AMBIENT TEMPERATURE/CLUTCH CYCLE TIME SPECIFICATIONS TABLE
Ambient Temp. F ( C) Clutch Cycle Time (Seconds)
60 (16) ............................................ 28-50

70 (21) ............................................ 30-65
80 (27) ........................................... 45-120
90 (32) .................................... 95-Continuous
5) Check For Long Or Continuous Clutch Off Time

Check and record ambient temperature and total compressor off
time in seconds. Compare readings with
AMBIENT TEMPERATURE/CLUTCH OFF TIME SPECIFICATIONS table. If readings
are above upper limit specifications, repair system for excessive
moisture or refrigerant oil condition. Retest system. If the readings
are within specifications, go to step 7).
AMBIENT TEMPERATURE/CLUTCH OFF TIME SPECIFICATIONS TABLE
Ambient Temp. F ( C) A/C-HEATER

Clutch Off Time (Seconds) SYSTEM Article Text (p. 12)1998 Ford Econoline E250
60 (16) ............................................ 17-24
70 (21) ............................................ 14-23
80 (27) ............................................. 2-17
90 (32) .............................................. 2-3
6) Check For High Suction Pressure

If readings in step 3) are above upper limit specifications,
repair evaporator core orifice for missing or damaged (leaking) "O"
rings. Retest system. If readings in step 3) are not above upper limit
specifications, replace A/C cycling switch for low cut-out condition.
Retest system.
7) Check Ambient Temperature

Refer to readings obtained in step 5). If ambient temperature
is above 80 F (27 C), this is normal operation for refrigerant system
in high humidity conditions. If ambient temperature is not above 80 F
(27 C), repair system for overcharge condition. Retest system.
8) Check For High Discharge Pressure

Refer to readings obtained in step 2). If reading is above
upper limit specifications, go to next step. If reading is not above
upper limit specifications, go to step 11).
9) Check For Normal Low Pressure

are within specifications, repair engine for overheating condition.
Retest system. If readings are not within specifications, go to next
step.
10) Check For Normal-To-Low Section Pressure

Refer to readings obtained in step 9). If reading is below
lower limit specification, repair evaporator core orifice for
partially restricted or plugged condition. Retest system. If reading
is not below lower limit specification, repair condenser core for
partially blocked or inadequate air flow condition. Retest system.
11) Check For Normal Suction Pressure

are within specifications, go to next step. If readings are not within
specifications, go to step 15).
12) Check For Slow Clutch Cycle Rate

Check and record ambient temperature and total compressor
clutch cycle time (time on plus time off) in seconds. Compare readings
with AMBIENT TEMPERATURE/CLUTCH CYCLE TIME SPECIFICATIONS table. If
readings are above upper limit specification, repair evaporator-to-
A/C-HEATER SYSTEM Article Text (p. 13)1998 Ford Econo
compressor suction line for partially restricted or plugged condition.
Retest system. If readings are within specification, go to next step.
13) Check For Normal Clutch Off Time

Check and record ambient temperature and total compressor off
time in seconds. Compare readings with
AMBIENT TEMPERATURE/CLUTCH OFF TIME SPECIFICATIONS table. If reading
is within specifications, repair evaporator core for low or restricted
air flow. Retest system. If readings are not within specifications, go
to next step.
14) Check For Long Clutch Off Time

Refer to readings obtained in step 13). If reading is above
upper limit specification, repair condenser core for partially or
plugged condition. Retest system. If reading is not above upper limit
specification, repair system for low refrigerant condition.
15) Check For Missing Evaporator Core Orifice

Discharge A/C system, using approved refrigerant
recovery/recycling equipment. Remove condenser-to-evaporator tube.
Check for presence of fixed orifice tube. If fixed orifice tube is
missing, install Orange colored orifice tube. Retest system. If fixed
orifice tube is not missing, replace A/C compressor. Retest system.
TEST E: NO OPERATION IN ALL TEMPERATURE SETTINGS
1) Check Electronic Blend Door Actuator Motor

Start engine and allow it to reach normal operating
temperature. Place function selector switch in MAX A/C position.
Adjust blend door potentiometer (temperature knob) to full COOL
position. Check for cool air discharge. Adjust blend door
potentiometer (temperature knob) to full WARM position. Check for warm
air discharge. Vary blend door actuator control from full WARM to full
COOL. If air temperature changed, system is okay. If air temperature
did not change, go to next step.

Turn ignition off. Check fuse No. 13 (15-amp) in instrument
panel fuse block. If fuse is okay, go to next step. If fuse is blown,
replace fuse. Retest system. If fuse blows again, check Pink/Black
wire for short. Repair circuit as necessary. Retest system.
3) Check Voltage To Electronic Blend Door Actuator Motor

Turn ignition off. Disconnect electronic blend door actuator
motor connector. Turn ignition to run position (engine off). With a
voltmeter, measure voltage between electronic blend door actuator
motor connector Black/Pink and Black wire terminals. If voltage is
more than 10 volts, go to next step. If voltage is less than 10 volts,
repair open circuit in Pink/Black and/or Black wires. Retest system.
4) Check Control Potentiometer Voltage

Turn ignition off. Reconnect electronic blend door actuator A/C-HEATER SYSTEM Article Text (p. 14)1998 Ford
motor connector. Disconnect A/C temperature control switch connector.
Turn ignition on. Using voltmeter, measure voltage between temperature
control switch connector Red/Light Green and Red/White wire terminals.
If voltage is more than 10 volts, go to next step. If voltage is less
than 10 volts, go to step 6).
5) Check Control Potentiometer Resistance

Turn ignition off. Using ohmmeter, measure resistance between
A/C temperature control switch Red/White and Yellow/Light Green wire
terminals. If resistance is less than 100 ohms with switch at full
COOL position, and approximately 10,000 ohms with switch at full WARM
position, replace electronic blend door actuator motor. Retest system.
If resistance is not as specified, replace temperature control switch.
Retest system.
6) Check Red/Light Green Wire Circuit For Open

Turn ignition off. Disconnect electronic blend door actuator
control connector. With temperature control switch connector
disconnected, measure resistance of Red/Light Green wire between blend
door actuator control connector and temperature control switch
connector. See Fig. 1. If resistance is less than 5 ohms, go to next
step. If resistance is more than 5 ohms, repair Red/Light Green wire.
Retest system.
7) Check Yellow/Light Green Wire Circuit For Open

With ignition off and blend door actuator control and
temperature control switch connectors still disconnected, measure
resistance of Yellow/Light Green wire between blend door actuator
control connector and temperature control switch connector. See Fig. 1
. If resistance is less than 5 ohms, replace electronic blend door
actuator. If resistance is more than 5 ohms, repair Yellow/Light Green
wire. Retest system.
Fig. 1: Electronic Blend Door Actuator Connector

TEST F: BLOWER MOTOR DOES NOT OPERATE A/C-HEATER SYSTEM Article Text (p. 15)1998 Ford Ec
Turn ignition off. Check instrument panel fuse block fuse No.
13 (15-amp). If fuse is okay, go to next step. If fuse is blown, go to
step 14).

Turn ignition off. Check engine compartment fuse block fuse
No. 13 (50-amp). If fuse is okay, go to next step. If fuse is blown,
go to step 11).
3) Check Voltage To Blower Motor

Disconnect blower motor connector. Turn ignition to run
position (engine off). Set function selector switch to FLOOR position.
With a voltmeter, measure voltage of Orange/Red wire between blower
motor connector and ground. If voltage is more than 10 volts, go to
next step. If voltage is less than 10 volts, go to step 5).
4) Check Blower Motor Ground

Disconnect blower motor connector. Turn ignition to run
position (engine off). With a voltmeter, measure voltage between
Orange/Red wire and Black wire terminals of blower motor connector. If
voltage is more than 4 volts, replace blower motor. Retest system. If
voltage is less than 4 volts, repair open in Orange/Black wire. Retest
system.
5) Check Yellow Wire Circuit Voltage

Turn ignition off. Disconnect blower motor relay, located in
engine compartment fuse block. With a voltmeter, measure voltage of
Yellow wire between blower motor relay terminal in fuse block and
is less than 10 volts, repair open in Yellow wire. Retest system.
6) Check Yellow/Red Wire Circuit Voltage

Turn ignition to run position (engine off). Set function
selector switch to FLOOR position. With a voltmeter, measure voltage
of Yellow/Red wire between blower motor relay terminal in fuse block
and ground. If voltage is more than 10 volts, go to next step. If
voltage is less than 10 volts, go to step 9).
7) Check Black Wire Circuit Resistance

Turn ignition off. Using ohmmeter, measure resistance of
Black wire between blower motor relay terminal in fuse block and
ground. If resistance is less than 5 ohms, go to next step. If
resistance is more than 5 ohms, repair Black wire. Retest system.
8) Check Orange/Red Wire Circuit Resistance

With ignition off, disconnect blower motor connector. Using
ohmmeter, measure resistance of Orange/Red wire between blower motor
relay terminal in fuse block and blower motor connector. If resistance
is less than 5 ohms, replace blower motor relay. If resistance is more
than 5 ohms, repair Orange/Red wire. Retest system.
A/C-HEATER SYSTEM Article Text (p. 16)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Comp
9) Check Voltage To Function Selector Switch
Turn ignition off. Disconnect function selector switch
connector. Turn ignition to run position (engine off). With a
voltmeter, measure voltage of Pink/Black wire between function
selector switch connector and ground. If voltage is more than 10
volts, go to next step. If voltage is less than 10 volts, repair
Pink/Black wire. Retest system.
10) Check Yellow/Red Wire Circuit Resistance

Turn ignition off. Disconnect blower motor relay. Using
ohmmeter, measure resistance of Yellow/Red wire between blower motor
relay terminal in fuse block and function selector switch. If
resistance is less than 5 ohms, replace function selector switch.
Retest system. If resistance is more than 5 ohms, repair open in
Yellow/Red wire. Retest system.
11) Check Blower Motor For Short

Turn ignition off. Disconnect blower motor connector. Measure
resistance of Orange/Red wire between blower motor connector and
ground. If resistance is more than 10,000 ohms, replace blower motor.
Retest system. If resistance is less than 10,000 ohms, go to next
step.
12) Check Orange/Red Wire Circuit For Short To Ground

Turn ignition off. Disconnect blower motor relay connector.
Measure resistance of Orange/Red wire between blower motor connector
and ground. If resistance is more than 10,000 ohms, go to next step.
If resistance is less than 10,000 ohms, repair short to ground in
Orange/Red wire. Retest system.
13) Check Yellow Wire Circuit For Short To Ground

Turn ignition off. Disconnect blower motor relay connector.
Measure resistance of Yellow wire between blower motor relay terminal
in fuse block and ground. If resistance is more than 10,000 ohms,
replace blower motor relay. Retest system. If resistance is less than
10,000 ohms, repair short to ground in Yellow wire. Retest system.
14) Check Yellow/Red Wire Circuit For Short

Turn ignition off. Disconnect blower motor relay connector
and function selector switch connector. Measure resistance of
Yellow/Red wire between function selector switch connector and ground.
If resistance is more than 10,000 ohms, go to next step. If resistance
is less than 10,000 ohms, repair short in Yellow/Red wire. Retest
system.
15) Check Pink/Black Wire Circuit For Short To Ground

Disconnect electronic blend door actuator connector. Measure
resistance of Pink/Black wire between function selector switch
connector and ground. If resistance is more than 10,000 ohms, go to
next step. If resistance is less than 10,000 ohms, repair short to
ground in Pink/Black wire. Retest system.
16) Check Electronic Blend Door Actuator
Replace fuse No. 13 (15-amp) in instrument panel fuse block.
Reconnect electronic blend door actuator connector. Turn ignition on.
Check fuse No. 13. If fuse is okay, go to next step. If fuse is blown,
replace electronic blend door actuator.
17) Check Function Selector Switch

Turn ignition off. Reconnect function selector switch
connector. Turn ignition on. Turn function selector switch to all
positions. Check fuse No. 13. If fuse is okay, replace blower motor
relay. If fuse is blown, go to TEST C.
TEST G: BLOWER OPERATES CONTINUOUSLY IN HIGH SPEED
1) Check Orange/Black Wire Circuit For Short To Ground

Turn ignition off. Disconnect blower motor connector.
Disconnect blower motor resistor connector located on heater case in
engine compartment. Set blower motor switch to LOW position. Using
ohmmeter, measure resistance of Orange/Black wire between blower motor
connector and ground. If resistance is more than 10,000 ohms, replace
blower motor resistor. If resistance is less than 10,000 ohms, go to
next step.
2) Check Blower Motor Switch

Turn ignition off. Disconnect blower motor switch connector.
Measure resistance of Orange/Black wire between blower motor switch
connector and ground. If resistance is more than 10,000 ohms, replace
blower motor switch. Retest system. If resistance is less than 10,000
ohms, repair short to ground in Orange/Black wire. Retest system.
TEST H: NO OPERATION IN HIGH BLOWER SETTING
1) Check Blower Motor Speed

Turn ignition to run position (engine off). Place function
selector switch in FLOOR position and place blower motor switch in HI
position. If blower motor operates in HI position, check for
intermittent problem. Retest system. If blower motor does not operate
in HI, go to next step.
2) Check Blower Motor Switch Resistance

Turn ignition off. Disconnect blower motor switch connector.
With an ohmmeter, measure resistance between blower motor switch
terminals. See BLOWER MOTOR SWITCH RESISTANCE CHECK table. If
resistance is less than 5 ohms, repair open in Orange/Black wire. If
resistance is more than 5 ohms, replace blower motor switch. Retest
system.
BLOWER MOTOR SWITCH RESISTANCE CHECK TABLE
Blower Motor Resistance Between

Switch Position Wire Colors
Medium/Low ............................ Black & Red/Orange
Medium/High ........ Black, Red/Orange & Light Blue/Orange
High ............. Orange/Black, Black & Light Blue/Orange
TEST J: INSUFFICIENT A/C COOLING (AUXILIARY A/C SYSTEM)
1) Check Mode Door Operation

Turn ignition off. Remove rear lower body inside trim panel
to access auxiliary A/C system. Start engine. Cycle function selector
switch between FLOOR, NORM A/C and MAX A/C. Check mode door operation
between heater core and evaporator core positions. If mode door
operates properly, check A/C thermal expansion valve for proper
operation. Replace valve if necessary. Retest system. If mode door
does not operate properly, go to next step.
2) Check Vacuum Source

Turn ignition off. Disconnect auxiliary vacuum control motor
connector. Connect vacuum tester to supply hose. Start engine. Cycle
function selector switch between FLOOR, NORM A/C and MAX A/C. Measure
vacuum. If vacuum is between 12-18 in. Hg, go to next step. If vacuum
is less than 12 in. Hg, or more than 18 in. Hg, locate and repair
vacuum hose restriction or leak. Retest system.
3) Check Vacuum Control Motor

Turn ignition off. Connect vacuum tester to auxiliary vacuum
control motor. Apply 12-18 in. Hg of vacuum to motor. Check for vacuum
drop. If vacuum drops, replace vacuum control motor. Retest system. If
vacuum holds, check for a sticking mode door and repair as necessary.
Retest system.
TEST K: AUXILIARY BLOWER MOTOR DOES NOT OPERATE - WITHOUT

REAR AUXILIARY HEATER BLOWER MOTOR SWITCH

Check fuse No. 16 (50-amp), in power distribution box, in
engine compartment. If fuse is okay, go to next step. If fuse is
blown, go to step 14).
2) Check Voltage To Auxiliary Blower Motor

Turn ignition off. Disconnect auxiliary blower motor
connector. Turn ignition to run position (engine off). Set function
selector switch to FLOOR position. Set auxiliary blower motor switch
to HI position. With a voltmeter, measure voltage of Pink/White wire
between auxiliary blower motor connector and ground. If voltage is
more than 10 volts, go to step 7). If voltage is less than 10 volts,
go to next step.
3) Check Voltage To Auxiliary Blower Motor Relay

Turn ignition off. Disconnect auxiliary blower motor relay.
Turn ignition to run position (engine off). Measure voltage of
Yellow/Black wire
A/C-HEATER between auxiliary
SYSTEM blower
Article Text (p.motor relayFord
19)1998 connector and E250For 1
Econoline Copyright © 1998 Mitchell Repair Information Comp
is less than 10 volts, repair open in Yellow/Black wire. Retest
system.
4) Check Pink/White Wire Circuit

Turn ignition off. Using ohmmeter, measure resistance of
Pink/White wire between auxiliary blower motor relay connector and
auxiliary blower motor connector. If resistance is less than 5 ohms,
go to next step. If resistance is more than 5 ohms, repair open in
Pink/White wire. Retest system.
5) Check Yellow/Red Wire Circuit

Turn ignition on. Set function selector switch to FLOOR
position. Using voltmeter, measure voltage of Yellow/Red wire between
auxiliary blower motor relay connector and ground. If voltage is more
than 10 volts, go to next step. If voltage is less than 10 volts,
repair open in Yellow/Red wire. Retest system.
6) Check Black Wire Of Blower Relay Circuit For Open

Turn ignition off. Measure resistance of Black wire between
auxiliary blower motor relay connector and ground. If resistance is
less than 5 ohms, replace auxiliary blower motor relay. Retest system.
If resistance is more than 5 ohms, repair open in Black wire. Retest
system.
7) Check Auxiliary Blower Motor Ground

Turn ignition on. Using voltmeter, measure voltage between
Pink/White wire and Orange/Black wire terminals at blower motor
connector. If voltage is more than 4 volts, replace blower motor.
Retest system. If voltage is less than 4 volts, go to next step.
8) Check Black Wire Circuit

Turn ignition off. Disconnect auxiliary high blower motor
relay. Using ohmmeter, measure resistance of Black wire between
auxiliary blower motor relay connector and ground. If resistance is
less than 5 ohms, go to next step. If resistance is more than 5 ohms,
repair open in Black wire. Retest system.
9) Check Orange/Black Wire Circuit

Measure resistance of Orange/Black wire between auxiliary
blower motor connector and auxiliary high blower motor relay
connector. If resistance is less than 5 ohms, go to next step. If
resistance is more than 5 ohms, repair open in Orange/Black wire.
Retest system.

Turn ignition on. Set function selector switch to FLOOR
position. Using voltmeter, measure voltage of Yellow/Red wire between
auxiliary high blower motor relay connector and ground. If voltage is
more than 10 volts, go to next step. If voltage is less than 10 volts,
A/C-HEATER SYSTEM Article Text (p. 20)
11) Check Red/White Wire Circuit
Turn ignition off. Set auxiliary blower motor switch to HI
position. Using ohmmeter, measure resistance of Red/White wire between
auxiliary high blower motor relay connector and ground. If resistance
is less than 5 ohms, replace auxiliary high blower motor relay. Retest
system. If resistance is more than 5 ohms, go to next step.
12) Check Black Circuit From Auxiliary Blower Motor Switch

Disconnect auxiliary blower motor switch. Measure resistance
of Black wire between auxiliary blower motor switch connector and
ground. If resistance is less than 5 ohms, go to next step. If
resistance is more than 5 ohms, repair open in Black wire. Retest
system.
13) Check Red/White Wire Circuit For Open

Measure resistance of Red/White wire between auxiliary high
blower motor relay connector and auxiliary blower motor switch
connector. If resistance is less than 5 ohms, replace auxiliary blower
motor switch. If resistance is more than 5 ohms, repair open in
Red/White wire. Retest system.
14) Check Auxiliary Blower Motor For Short

Disconnect auxiliary blower motor connector. Turn ignition
on. Set function selector switch to FLOOR position. Measure resistance
of Pink/White wire between auxiliary blower motor connector and
ground. If resistance is less than 10,000 ohms, go to next step. If
resistance is more than 10,000 ohms, replace blower motor. Retest
system.
15) Check Pink/White Wire Circuit For Short To Ground

Turn ignition off. Disconnect auxiliary blower motor relay.
Measure resistance of Pink/White wire between auxiliary blower motor
next step. If resistance is less than 10,000 ohms, repair short to
ground in Pink/White wire. Retest system.
16) Check Yellow/Black Wire Circuit For Short To Ground

If equipped, disconnect remote keyless entry module connector
located in trim panel behind front door. With an ohmmeter, measure
resistance of Yellow/Black wire between auxiliary blower motor relay
next step. If resistance is less than 10,000 ohms, repair Yellow/Black
wire. Retest system.
17) Check Remote Keyless Entry Module (If Equipped)

Reconnect remote keyless entry module. Turn ignition on.
Replace fuse No. 16 (50-amp) in power distribution center. If fuse
blows, replace remote keyless entry module. If fuse does not blow,
replace auxiliary blower motor relay. Retest system.
TEST L: AUXILIARY BLOWER MOTOR DOES NOT OPERATE USING REAR

AUXILIARYSYSTEM
A/C-HEATER BLOWERArticle
MOTORText
SWITCH
(p. 21)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Comp
1) Check Rear Auxiliary Heater Blower Motor Switch
Turn ignition off. Disconnect rear auxiliary blower motor
switch connector. Turn front auxiliary blower motor switch to REAR
CTRL position. With an ohmmeter, measure resistance of Light
Green/White wire between rear auxiliary blower motor switch connector
and ground. If resistance is more than 5 ohms, go to next step. If
resistance is less than 5 ohms, replace rear auxiliary heater blower
motor switch. Retest system.
2) Check Front Auxiliary Blower Motor Switch

Measure resistance of Light Green/White wire between front
auxiliary blower motor switch connector and rear auxiliary blower
motor switch connector. If resistance is less than 5 ohms, replace
front auxiliary blower motor switch. Retest system. If resistance is
more than 5 ohms, repair open in Light Green/White wire. Retest
system.
TEST M: FRONT AUXILIARY BLOWER MOTOR SWITCH OPERATES ONLY IN

HIGH
1) Check Auxiliary High Speed Blower Motor Relay

to access auxiliary A/C system. Disconnect auxiliary high speed blower
motor relay. Turn front auxiliary heater blower motor switch to
medium-high position. Using ohmmeter, measure resistance of Orange/Red
wire between auxiliary high speed blower motor relay and ground. If
resistance is more than 5 ohms, go to next step. If resistance is less
than 5 ohms, replace auxiliary high speed blower motor relay.
2) Check Orange/Red Wire Circuit

Disconnect auxiliary heater blower motor switch resistor
connector. Using ohmmeter, measure resistance of Orange/Red wire
between blower motor switch resistor connector and auxiliary blower
motor relay connector. If resistance is less than 5 ohms, replace
blower motor switch resistor. Retest system. If resistance is more
than 5 ohms, repair open in Orange/Red wire. Retest system.
TEST N: REAR AUXILIARY BLOWER MOTOR SWITCH OPERATES ONLY IN

HIGH

motor relay connector. Turn front auxiliary heater blower motor switch
to REAR CTRL position. Turn rear auxiliary blower motor switch to
medium-low position. Using ohmmeter, measure resistance of Orange/Red
wire between auxiliary high speed blower motor relay and ground. If
resistance is more than 5 ohms, go to next step. If resistance is less
than 5 ohms, replace auxiliary high speed blower motor relay. Retest
system.
A/C-HEATER SYSTEM Article Text (p. 22)1998 Ford Econoline E250
2) Check Orange/Red Wire Circuit
Disconnect auxiliary heater blower switch resistor connector.
Measure resistance of Orange/Red wire between auxiliary blower motor
switch resistor connector and high speed blower motor relay connector.
If resistance is less than 5 ohms, replace blower motor switch
resistor. Retest system. If resistance is more than 5 ohms, repair
open in Orange/Red wire. Retest system.
TEST P: FRONT AUXILIARY BLOWER MOTOR SWITCH DOES NOT OPERATE

IN HIGH

motor relay connector. Set function selector switch to FLOOR position.
Using voltmeter, measure voltage of Yellow/Red wire between auxiliary
high speed blower motor relay connector and ground. If voltage is more
2) Check Black Wire Circuit

Turn ignition off. Measure resistance of Black wire between
auxiliary high speed blower motor relay connector and ground. If
resistance is less than 5 ohms, go to next step. If resistance is more
than 5 ohms, repair open in Black wire. Retest system.

Turn front auxiliary blower motor switch to HI position.
Measure resistance of Red/White wire between auxiliary high speed
blower motor relay connector and ground. If resistance is less than 5
ohms, replace auxiliary high speed blower motor relay. If resistance
is more than 5 ohms, go to next step.
4) Check Red/White Wire Circuit

Disconnect front auxiliary heater blower motor switch
connector. Measure resistance of Red/White wire between front
auxiliary heater blower motor switch connector and auxiliary high
speed blower motor relay connector. If resistance is less than 5 ohms,
replace front auxiliary heater blower motor switch. If resistance is
more than 5 ohms, repair open In Red/White wire. Retest system.
TEST Q: CHECK REAR AUXILIARY HEATER BLOWER MOTOR SWITCH
Check Rear Auxiliary Heater Blower Motor Switch

Turn ignition off. Disconnect rear auxiliary heater blower
motor switch connector. Disconnect auxiliary high speed blower motor
relay connector. Using ohmmeter, measure resistance of Red/White wire
between auxiliary heater blower motor switch connector and auxiliary
high speed blower motor relay connector. If resistance is less than 5
ohms, replace auxiliary heater blower motor switch. Retest system. If
resistance is more than 5 ohms, repair open in Red/White wire between
splice (located along
A/C-HEATER left "B"Article
SYSTEM pillar, near
Textroof)
(p. and rear auxiliary
23)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Comp
blower motor switch connector. Retest system.
TESTING
SYSTEM article.
A/C SYSTEM PERFORMANCE
1) Park vehicle in shade. Connect manifold gauge set. Start

engine. Set A/C controls to MAX A/C position and temperature control
at full cold.
2) Set blower/fan on high speed, and close doors and windows.
Insert thermometer in center vent. Operate system for 10-15 minutes to
allow system to stabilize. Run engine at 1500 RPM. Measure
temperature.
3) Temperature must be 33-47 F (0.6-8 C) at center vent, with
high side and low side pressures within specification. See
A/C SYSTEM HIGH SIDE PRESSURE SPECIFICATIONS table. Low side pressure
remains constant at 25-45 psi (1.8-3.2 kg/cm ) throughout normal
operating range.
A/C SYSTEM HIGH SIDE PRESSURE SPECIFICATIONS TABLE
Ambient Temp. F ( C) psi (kg/cm )
60 (16) ................................ 75-175 (5.3-12.3)

70 (21) ................................... 100-200 (7-14)
80 (27) ............................... 125-230 (8.8-16.2)
90 (32) .............................. 150-260 (10.5-18.3)
BLOWER MOTOR VOLTAGE TEST
NOTE: Main and auxiliary A/C-heater system blower motor electrical

circuit use ground side switching. Test blower voltage at
blower motor connector wires.
1) Place temperature selector knob in WARM position. Place

function selector knob in FLOOR position. Start and idle engine.
Ensure battery voltage is about 14.2 volts.
2) Using voltmeter, backprobe blower motor connector wires.
Measure voltage across blower motor wires at each blower switch
position. Voltage reading should be within specification. See
BLOWER MOTOR TEST SPECIFICATIONS table.
BLOWER MOTOR TEST SPECIFICATIONS TABLE

A/C-HEATER SYSTEM Article Text (p. 24)1998 Ford Eco
Switch Position (1) Amps Volts
LO ........................ 6 ........................ 5
Medium-Low ................ 8 ........................ 7
Medium-High .............. 15 ....................... 10
HI ....................... 25 ..................... 12.8
(1) - Auxiliary blower speeds are medium-low, medium-high

and high.
BLOWER MOTOR CURRENT DRAW TEST
1) Ensure battery is fully charged. Disconnect blower motor

Black (ground) wire at blower motor resistor, located right of blower
motor, on evaporator housing. Connect ammeter leads between ground
wire and resistor terminal.
2) Place temperature selector knob in middle position and
function selector knob in FLOOR position. Turn ignition on. Check
blower motor amperage draw at indicated fan switch positions. See
BLOWER MOTOR TEST SPECIFICATIONS table.
AUXILIARY BLOWER MOTOR SWITCH
Remove control switch from overhead console. See REAR CONTROL

PANEL under REMOVAL & INSTALLATION in HEATER SYSTEM article. Check for
continuity in all switch positions. See
AUXILIARY BLOWER MOTOR SWITCH CONTINUITY table. If continuity is not
as specified, replace auxiliary blower motor switch.
AUXILIARY BLOWER MOTOR SWITCH CONTINUITY TABLE
Switch Position Continuity
High ............................. Black & Red/White Wires

Medium-High ................ Black & Dark Blue/White Wires
Medium-Low ...................... Black & Yellow/Red Wires
Low Or Rear ................... Black & Light Green/Yellow
SYSTEM article.
NOTE: For removal and installation procedures not covered in this

article, see HEATER SYSTEM article.
A/C-HEATER SYSTEM Article
A/C CYCLING SWITCH

Disconnect A/C cycling switch connector at top of
accumulator-drier. Remove switch from accumulator-drier. To install,
reverse removal procedure. Use new "O" ring coated with clean
refrigerant oil.
ACCUMULATOR-DRIER

recovery/recycling equipment. Remove battery and battery tray.
Disconnect pressure switch connector. Disconnect refrigerant lines
from accumulator-drier. Remove retaining screws and accumulator-drier.
Cap all openings.
2) To install, reverse removal procedure. Use new "O" rings
coated with clean refrigerant oil. Evacuate, charge, and leak test A/C
system.
AUXILIARY A/C-HEATER ASSEMBLY

1) Remove third, fourth and fifth bench seats (if equipped).
Drain cooling system. Disconnect heater hoses located under left side
of body. Remove trim. Discharge A/C system, using approved refrigerant
recovery/recycling equipment.
2) Disconnect refrigerant lines. See Fig. 2. Disconnect rear
A/C-heater assembly harness connectors. Remove mounting bolts, and
lift assembly off locating dowel pin. Remove heater assembly while
guiding heater hoses through from underbody. To install, reverse
removal procedure.
Fig. 2: Removing Auxiliary A/C-Heater Assembly

BLOWER MOTOR & FAN Copyright © 1998 Mitchell Repair Information Comp
A/C-HEATER SYSTEM Article Text (p. 26)1998 Ford Econoline E250For 1
Removal & Installation (Main System)
Disconnect negative battery cable. Remove battery and battery
tray, if necessary. Remove accumulator-drier. See ACCUMULATOR-DRIER.
Disconnect electrical leads from blower motor. Remove 4 blower
mounting plate-to-evaporator case screws. Remove blower motor and
wheel assembly from evaporator case. To install, reverse removal
procedure.
Removal & Installation (Auxiliary System)

1) Disconnect negative battery cable. Remove third, fourth
and fifth bench seats (if equipped). Remove trim panels as necessary
to access auxiliary A/C-heater assembly.
2) Disconnect electrical leads from blower motor. Remove 4
blower mounting plate-to-evaporator case screws. Remove blower motor
and wheel assembly from evaporator case. To install, reverse removal
procedure.
BLOWER MOTOR RESISTOR

Pull wiring harness connector from resistor assembly (located
on evaporator case, in engine compartment). Remove 2 resistor
attaching screws, and remove resistor from evaporator case. To
install, reverse removal procedure.

Remove auxiliary A/C-heater cover attaching screws, and remove cover.
Disconnect wiring harness from resistor. Remove retaining bolts from
resistor assembly.
2) To install, reverse removal procedure. DO NOT touch
resistor coils when installing assembly. Ensure cover seal is
positioned correctly to prevent air leakage.
CONDENSER
NOTE: Whenever condenser is replaced, also replace

accumulator-drier. If condenser leak is suspected, leak test
condenser before removing condenser.

1) Condenser is mounted forward of radiator attached to
radiator support. Discharge A/C system, using approved refrigerant
recovery/recycling equipment. Disconnect compressor-to-condenser
discharge line and condenser-to-evaporator tube from condenser core.
Cap all openings.
2) Remove air deflector. On models with 4.2L engine, remove
discharge line isolator mounting screw. Position isolator aside.
3) On all models, remove right and left side top radiator
mounting bracket bolts. Loosen bottom right and left side radiator
bracket bolts. Carefully push top part of radiator rearward.
4) Remove 2 bolts retaining top of condenser core to radiator
upper support. Lift condenser from vehicle. Remove both seals from
condenser. To install, reverse removal procedure. Evacuate, charge,
and leak test A/C system.
CONTROL PANEL

1) Remove trim plate. Remove control panel mounting bracket.
Carefully pull control panel from mounting bracket. Disconnect
connectors from blower switches, function selector valve and
illumination bulb. Remove push-on retaining clips from function
selector valve harness.
2) Disconnect vacuum harness from function selector valve.
Disconnect bullet-type selector cable retainer from bracket using
needle nose pliers to compress retainer ears. To install, reverse
removal procedure. Use new vacuum harness push-on clips during
installation.
EVAPORATOR CORE R & I

recovery/recycling equipment. Remove auxiliary battery (if equipped).
Loosen oil filler tube support bracket bolt and move tube aside.
Remove windshield washer reservoir. On models with 4.2L engine, remove
discharge line isolator mounting screw. Position isolator aside.
2) On all models, disconnect refrigerant line from
accumulator-drier. Disconnect refrigerant line from evaporator inlet.
Cap all openings. Remove evaporator support bracket. Remove evaporator
cover. Remove evaporator and seal assembly.
as required. Ensure proper length screws go into respective evaporator
support bracket holes. Evacuate, charge, and leak test A/C system.

Remove auxiliary A/C-heater cover. Discharge A/C system using approved
refrigerant recovery/recycling equipment.
2) Disconnect suction line from evaporator core and
refrigerant line from expansion valve, and cap openings. Position
heater core heater hoses aside. Remove evaporator cover.
3) Remove evaporator core mounting bracket screws from
auxiliary case assembly. Remove expansion valve and mounting bracket
from evaporator core. Remove evaporator core and mounting bracket from
case assembly.
lubricated with clean refrigerant oil. Evacuate, charge, and leak test
A/C system. Ensure cover seal is positioned correctly to prevent air
leakage.
FIXED ORIFICE TUBE

A/C-HEATER SYSTEM Article Text (p. 28)1998 Ford
CAUTION: DO NOT twist or use pliers to remove fixed orifice tube, as
tube will break.

recovery/recycling equipment. Remove auxiliary battery (if equipped).
Disconnect liquid line from evaporator core. Squirt a small amount of
clean refrigerant oil into evaporator core to lubricate fixed orifice
tube.
2) Using Fixed Orifice Tube Remover/Replacer (T83L-19990-A),
remove fixed orifice tube from evaporator core. DO NOT break tube.
3) Install fixed orifice tube using fixed orifice tube
remover/replacer. Install refrigerant line retaining nuts and bolts.
Evacuate, charge, and leak test A/C system.
FUNCTION SELECTOR SWITCH

Disconnect negative battery cable. Remove center instrument
trim panel. Remove 2 screws attaching A/C control panel and remove
control panel. Remove function selector switch control knob. From rear
of control panel, disconnect function selector switch electrical
connector. Remove function selector switch attaching screw and remove
switch. To install, reverse removal procedure.
HEATER CORE

1) Drain cooling system. Remove coolant hoses from heater
core in engine compartment, and plug hoses. Remove trim panel from
lower edge of dash.
2) Remove 7 screws from heater core covers. Remove heater
core and seal from case. See Fig. 3. To install, reverse removal
procedure. Fill cooling system.

Remove auxiliary heater cover attaching screws, and remove cover
assembly. Remove strap retaining heater core in auxiliary heater case.
2) Drain coolant from radiator. Disconnect heater hoses from
auxiliary heater core. Plug openings. Disengage wire assembly from
auxiliary heater core seal. Slide heater core and seal assembly out of
case. To install, reverse removal procedure.
Fig. 3: Removing Heater Core & Seal (Main System)
THERMOSTATIC EXPANSION VALVE (TXV)

Remove auxiliary A/C-heater cover assembly. Discharge A/C system,
using approved refrigerant recovery/recycling equipment. Remove
evaporator core. See EVAPORATOR CORE R & I. Remove insulating tape
from thermocouple. Remove thermocouple.
2) Using 2 wrenches, disconnect refrigerant lines from
expansion valve. Using 2 wrenches, remove expansion valve from
evaporator core inlet tube. Cap all openings.
lubricated with clean refrigerant oil. Evacuate, charge and leak test
system. Ensure cover seal is positioned correctly to prevent air
leakage.
TORQUE SPECIFICATIONS TABLE

Accumulator-Drier Bolts ..................... 8-11 (11-16)
Battery Tray ............................... 16-25 (22-34)
Bench Seat Bolts ........................... 25-45 (34-61)
Compressor Bracket-To-Engine ............... 23-32 (31-43)
Compressor-To-Bracket ...................... 18-22 (24-30)
Condenser-To-Bracket ........................ 7-10 (10-14)
Expansion Valve-To-Evaporator Core ......... 15-20 (20-28)
Liquid Line-To-Expansion Valve ............. 10-15 (14-20)
Radiator Mounting Bracket .................. 19-25 (26-34)
Suction Hose-To-Evaporator Core ............ 32-37 (43-51)
INCH Lbs. (N.m)
Condenser Bracket-To-Radiator Support ....... 62-89 (7-10)

Control Assembly-To-Bracket .............. 10-15 (1.1-1.7)
Control Support
Bracket-To-lnstrument Panel ............ 17-22 (1.9-2.5)
Defrost Nozzle-To-lnstrument Panel ........ 9-15 (1.0-1.7)
Evaporator Core
Upper Mounting Screws .................. 22-35 (2.4-4.0)
Lower Mounting Screws ................... 91-122 (10-14)
VACUUM DIAGRAM
Fig. 4: Manual A/C-Heater System Vacuum Diagram

WIRING DIAGRAM A/C-HEATER SYSTEM Article Text (p. 31)1998 Ford Econoline
Fig. 5: Manual A/C-Heater System Wiring Diagram
END OF ARTICLE
A/C-HEATER SYSTEM Article Text (p. 32)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
A/C SYSTEM GENERAL SERVICING
Article Text
For 1
ARTICLE BEGINNING
1998 GENERAL SERVICING

Ford Motor Co. - General Servicing Procedures
Ford & Mercury: All Model Trucks/Vans
REFRIGERANT OIL & REFRIGERANT CAPACITY SPECIFICATIONS
NOTE: DO NOT exceed A/C system refrigerant oil capacity when

servicing system.
REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY TABLE
Application (1) Oil Refrigerant

Ounces Ounces
"E" Van Series

With Rear Unit .............. 13.0 .............. 64.0
Expedition & Navigator ........ (2) ................ (2)
Explorer & Mountaineer ........ 7.0 ............... 30.0
F150/F250 Pickup Series ....... 9.0 ............... 32.0
F250HD/F350 Pickup Series
Ford FS-10 Compressor
With Rear Unit ............. 10.0 ............... (3)
Without Rear Unit .......... 7.0 ................ (3)
Sanden SD-7H15 Compressor ... 10.0 ............... (3)
Ranger ........................ 7.0 ............... 30.0
Villager
With Rear Unit .............. 10.0 .............. 53.0
Windstar
With Rear Unit .............. 13.0 .............. 56.0
(1) - Total system capacity, unless otherwise noted.

(2) - Refrigerant oil and refrigerant capacity not available
at time of publication. Refer to underhood A/C
specification label in engine compartment.
(3) - Manufacturer specifies maximum refrigerant capacity
as 38.0 ounces. Refer to underhood A/C specification
label in engine compartment for specific application.
USING R-134a REFRIGERANT
HANDLING/SAFETY PRECAUTIONS
1) Always work in a well-ventilated, clean area. Refrigerant

is colorless and invisible as a gas. Refrigerant is heavier than
oxygen and will displace oxygen in a confined area. Avoid breathing
refrigerant vapors. Exposure may irritate eyes, nose and throat.
2) Always wear eye protection when working around A/C system
and refrigerant. The system's high pressure can cause severe injury to
eyes and skin if a hose were to burst. If necessary, wear rubber
gloves or other protective clothing.
3) Refrigerant evaporates quickly when exposed to atmosphere,
freezing anything it contacts. If liquid refrigerant contacts eyes or
skin (frostbite), DO NOT rub eyes or skin. Immediately flush affected
area with cool water for 15 minutes and consult a doctor or hospital.
4) Never use R-134a in combination with compressed air for
leak testing. Pressurized R-134a in the presence of oxygen (air
concentrations greater than 60 percent by volume) may form a
combustible mixture. DO NOT introduce compressed air into R-134a
containers (full or empty), A/C system components, or service
equipment.
5) DO NOT expose A/C system components to high temperatures
(steam cleaning for example), as excessive heat will cause refrigerant
system pressure to increase. Never expose refrigerant directly to open
flame. If refrigerant needs to be warmed, place bottom of refrigerant
tank in warm water. Water temperature MUST NOT exceed 125 F (52 C).
CAUTION: When R-134a is exposed to an open flame, drawn into engine,

or detected with a Halide (propane) leak tester, a poisonous
gas is formed. Keep work areas well ventilated.
6) Use care when handling refrigerant containers. DO NOT

drop, strike, puncture, or incinerate containers. Use Department Of
Transportation (DOT) approved (DOT 4BW or DOT 4BA) refrigerant
containers.
7) Never overfill refrigerant containers. The safe filling
level of a refrigerant container MUST NOT exceed 60% of the
container's gross weight rating. Store refrigerant containers at
temperatures less than 125 F (52 C).
8) R-134a refrigerant is sold and stored in 30- or 50-pound
Light Blue containers, while Freon (R-12) is stored in White colored
containers.
9) Refrigerant R-12 and R-134a must never be mixed, as they
and their desiccants and lubricants are not compatible. If the
refrigerants are mixed, system cross-contamination or A/C system
component failure may occur. Always use separate servicing and
refrigerant recovery/recycling equipment.
10) Read and follow equipment manufacturer's instructions for
all service equipment to be used. The Material Safety Data Sheet
(MSDS), provided by refrigerant manufacturer/supplier, contains
valuable information regarding the safe handling of refrigerants.
IDENTIFYING R-134a SYSTEMS & COMPONENTS
To prevent refrigerant cross-contamination, use following

methods to identify R-134a based systems and components.
A/C SYSTEM GENERAL SERVICING Article Text (p. 2)
Fittings & "O" Rings
All R-134a based A/C systems use 1/2" - 16 ACME threaded
fittings (identifiable by square threads) and quick-connect service
ports. See Fig. 1.
Fig. 1: Identifying R-134a Service Ports

Courtesy of Chrysler Corp.
Underhood A/C Specification Labels

Most R-134a based systems will be identified through the use
of underhood labels with R-134a refrigerant clearly printed on labels.
See Fig. 2. The underhood label used on Ford Motor Co. vehicles is
Yellow. See Fig. 3. Most manufacturers will identify refrigerant type
with labels affixed to compressor. Before servicing an A/C system,
always determine which refrigerant is being used.
A/C SYSTEM GENERAL SERVICING Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Fig. 2: Underhood Refrigerant Identification Labels (Typical)
Fig. 3: Underhood Refrigerant Identification Label (Typical)

REFRIGERANT
A/C SYSTEM OILS SERVICING Article Text (p. 4)1998 Ford Econoline E250For 1
GENERAL Copyright © 1998 Mitchell Repair
Refrigerant R-12 based systems use mineral oil, while R-134a

systems use synthetic Polyalkylene Glycol (PAG) oils. Using a mineral
oil based lubricant with R-134a will result in A/C compressor failure
due to lack of proper lubrication.
Following are the most common R-134a refrigerant oils used by
most domestic vehicles:
Ford Motor Co.

Use YN-12B or YN-12C PAG Refrigerant Oil with specification
WSH-M1C231-B or SP-20 PAG Oil with specification WST-M1C231-B2.
NOTE: Synthetic/PAG oil absorbs moisture very rapidly, 2.3-5.6

percent by weight as compared to a mineral oil absorption
rate of .005 percent by weight.
NOTE: Use ONLY the specified oil for the appropriate system or A/C
compressor. Always check the underhood A/C specification
label or A/C compressor label before adding refrigerant oil
to A/C system.
SYSTEM SERVICE VALVES
SCHRADER-TYPE VALVES
NOTE: Although similar in construction and operation to a tire

valve, NEVER replace a Schrader-type valve with a tire valve.
Schrader valve is similar in construction and operation to a

tire valve. See Fig. 4. When a test gauge hose is attached (hose has
built-in valve core depressor), Schrader stem is pushed inward to the
open position and allows system pressure to reach the gauge.
If test hose being used does not have a built-in core
depressor, an adapter must be used. Never attach hoses or adapters to
a Schrader valve unless it is first connected to manifold gauge set.
Fig. 4: Schrader Service Valve (Compressor Location Shown)
SPECIAL VALVE CONNECTORS
On some General Motors models, thread size on high-side

service valve (3/8" - 24 threads) is different from thread size on
low-side service valve (7/16" - 20 threads). Special adapters are
required to make this connection. See Fig. 5. These adapters are
available in 45-degree and 90-degree angles in addition to straight-
fixed and flexible adapters.
A/C SYSTEM GENERAL SERVICING Article Text

Fig. 5: Flexible High Side Adapter
R-134a SERVICE VALVES/PORTS
All vehicles with R-134a refrigerant use quick-disconnect

service valves/ports. All R-134a systems use quick-disconnect fittings
with sealing caps that thread into inside of service port instead of
onto outside of service port.
The high side uses a large service port, and the low side
uses a small service port. See Fig. 1. The R-134a service ports have
internal metric threads to help prevent the accidental connection of
R-12 servicing equipment.
There are 2 types of quick-disconnect service couplings which
can be used on R-134a systems. One type of service coupling depresses
service port valve when connection is made. The other type connects
onto service port but will not depress service port valve until a knob
is rotated. See Fig. 6.
Fig. 6: R-134a Service Couplings

SERVICE VALVE LOCATIONS
For service valve locations, see SERVICE VALVE LOCATIONS

table.
SERVICE
A/C VALVE
SYSTEM LOCATIONS
GENERAL TABLE
SERVICING Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Vehicle High Low

"E" Series ................... (2) ................. (3)
Explorer,
Mountaineer & Ranger ....... (2) ................. (4)
F150/250,
Expedition & Navigator ..... (2) ................. (4)
Villager ..................... (6) ................. (1)
Windstar ..................... (5) ................. (4)
(1) - On low pressure line, near accumulator.

(2) - On high pressure line, between compressor and
condenser, near front of engine compartment.
(3) - On low pressure line from accumulator, near windshield
washer reservoir.
(4) - On accumulator/receiver-drier.
(5) - On high pressure line, between compressor and
condenser, near accumulator. See Fig. 7.
(6) - On high pressure line extension from compressor.
Fig. 7: Locating Service Valves (Windstar)

SERVICE EQUIPMENT
A/C SYSTEM GENERAL SERVICING Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Because R-134a is not interchangeable with R-12, separate
sets of hoses, gauges, and recovery/recycling equipment are required
to service vehicles. This is necessary to avoid cross-contamination
and damaging system.
All equipment used to service systems using R-134a must meet
SAE standard J2210. The service hoses on the manifold gauge set must
have manual (turn wheel) or automatic back-flow valves at the service
port connector ends. This will prevent refrigerant from being released
into the atmosphere.
For identification purposes, R-134a service hoses must have a
Black stripe along their length and be clearly labeled SAE J2196/134a.
The low pressure test hose is Blue with a Black stripe. The high
pressure test hose is Red with a Black stripe. The center test hose is
Yellow, or White, with a Black stripe.
NOTE: Refrigerant R-12 service hoses will ONLY be labeled SAE

J2196.
All R-134a manifold gauge sets can be identified by one or

all of the following:
* Labeled FOR USE WITH R-134a on set.

* Labeled HFC-134 or R-134a on gauge face.
* Light Blue color on gauge face.
In addition, pressure/temperature scales on R-134a gauge sets are

different from R-12 manifold gauge sets.
MANIFOLD GAUGE SET
A manifold gauge set is used to determine system's high-side

and low-side pressures, correct refrigerant charge, and operating
efficiency. High (discharge) and low (suction) pressures must be
compared to determine system operation. Manifold gauge sets for the 2
refrigerant types are basically the same except for fittings at ends
of hoses. Fittings are different to ensure connection only to
appropriate refrigerant system.
Low-Side Gauge
Low-side gauge, which may have a Blue identifying feature, is
used to measure low-side (suction) pressure. Low-side gauge is also
called a compound gauge because it can measure pressure and vacuum.
Pressure scale ranges from 0 to 150 psi; vacuum scale ranges from 0 to
30 in. Hg.
High-Side Gauge
High-side gauge, which may have a Red identifying feature, is
used to measure high-side (discharge) pressure. Gauge scale ranges
from 0 to 500 psi.
CONNECTING GAUGEA/C
SETSYSTEM GENERAL SERVICING Article Text (p. 8)1998 Ford Econoline E250
NOTE: R-134a quick disconnect service couplings are connected in
the same sequence as Schrader-type service valves.
Schrader-Type Valves
1) Put on safety goggles, and cover vehicle's fender. Slowly
remove protective caps from Schrader valves to check for leaky valves.
CAUTION: Ensure hand valves on manifold gauge set and the hose-end
shutoff valves are closed before attaching test hoses to
Schrader valves.
2) Ensure service hoses are equipped with valve core

depressor to match Schrader valve. If not, install special adapters
for this purpose. If the high-side service hose connector will not fit
on high-side Schrader valve, a special adapter must be used. See
SPECIAL VALVE CONNECTORS.
3) Ensure both manifold gauge set hand valves are closed.
Connect low-side service hose to low-side (suction) service valve, and
finger tighten connections. Connect high-side service hose to high-
side (discharge) service valve, and finger-tighten connections.
NOTE: After test gauges are installed, test hoses must be purged
of all air before proceeding with testing.
PURGING TEST HOSES
1) Ensure high-side and low-side hoses are properly connected

to service valves, and all hose connections are tight. Place a clean
shop towel over end of center service hose.
2) Purge high-side test hose by opening hand valve on high-
side gauge for 3-5 seconds. This allows system's refrigerant to force
air through test hoses and out of center service hose into the shop
towel. Immediately close high-side gauge hand valve.
3) Purge low-side test hose in the same manner using hand
valve of low-side gauge. Close hand valve after 3-5 seconds. Purging
of test hoses is now complete, and system is ready for testing.
NOTE: If manifold gauge set is to be used in conjunction with

refrigerant recovery/recycling equipment, use instructions
provided with the recovery/recycling equipment to properly
purge test hoses.
STABILIZING A/C SYSTEM
1) Once manifold gauge set is attached to system and test

hoses have been purged, system is ready for testing. Place all test
hoses, gauge set and other equipment away from all moving parts of
engine.
2) Start engine, and turn A/C controls to maximum cooling
position (full cold or MAX A/C). Set blower fan on high speed. Open
doors and/or windows. Operate system for 5-10 minutes. System should
A/C SYSTEM GENERAL SERVICING Article Text (p. 9)1998 Ford Econoline E250
now be stabilized and ready for test readings.
PRESSURE-TEMPERATURE RELATIONSHIP
A refrigerant, when confined in an enclosed space, increases

in pressure as the temperature increases. Conversely, if the
temperature is lowered, the pressure also decreases.
Depending on temperature, a corresponding pressure will
exist in such an enclosed space. For example, at 70 F (21.1 C) a gauge
will indicate about 71.0 psi (5.0 kg/cm ). The R-134a PRESSURE-
TEMPERATURE RELATIONSHIP table shows this relationship.
R-134a PRESSURE-TEMPERATURE RELATIONSHIP TABLE
Temperature F ( C) (1) psi (kg/cm )
20 (-6.7) ....................................... 18 (1.3)

30 (-1.1) ....................................... 26 (1.8)
40 (4.4) ........................................ 35 (2.5)
45 (7.2) ........................................ 40 (2.8)
50 (10.0) ....................................... 45 (3.2)
55 (12.8) ....................................... 51 (3.6)
60 (15.6) ....................................... 57 (4.0)
65 (18.3) ....................................... 64 (4.5)
70 (21.1) ....................................... 71 (5.0)
75 (23.9) ....................................... 79 (5.6)
80 (26.7) ....................................... 87 (6.1)
85 (29.4) ....................................... 95 (6.7)
90 (32.2) ...................................... 104 (7.3)
95 (35.0) ...................................... 114 (8.0)
100 (37.8) ..................................... 124 (8.7)
110 (43.3) .................................... 147 (10.3)
120 (48.9) .................................... 171 (12.0)
130 (54.4) .................................... 199 (14.0)
140 (60.0) .................................... 229 (16.1)
150 (65.6) .................................... 263 (18.5)
160 (71.1) .................................... 300 (21.1)
(1) - Pressure readings are provided as a general guideline

and may not represent actual readings.
PRESSURE GAUGE READINGS
The pressure gauge readings used represent an expansion valve

type system using a Nippondenso 10-cylinder compressor. See Figs. 8-
16. Gauge indications will vary depending on system configuration and
compressor application.
Temperature and humidity, as well as other factors, affect
pressure gauge readings. Compared to R-12 systems, pressure readings
on R-134a systems are generally lower for low-side pressure and higherA/C SYSTEM GENERAL SERVICING Article T
for high-side pressure. Pressure gauge readings should be used only as
a guide.
Fig. 8: Normally Functioning R-134a A/C System
Fig. 9: Some Moisture In R-134a System
A/C SYSTEM GENERAL SERVICING Article T

Fig. 10: Low R-134a Charge
A/C SYSTEM GENERAL SERVICING Copyright © 1998 Mitchell Repa

Fig. 11: Poor R-134a Refrigerant CirculationArticle Text (p. 12)1998 Ford Econoline E250For 1
Fig. 12: No R-134a Refrigerant Circulation
A/C SYSTEM GENERAL SERVICING Article Text (p. 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repa
Fig. 13: Insufficient Cooling Of Condenser Or R-134a Refrigerant
A/C SYSTEM GENERAL SERVICING Article Text (p. 14)1998 Ford Econoline E250For 1
Overcharge Copyright © 1998 Mitchell Repa
Fig. 14: Air In R-134a System
Fig. 15: Expansion Valve Improperly Mounted Or Heat Sensing Tube

Defective (Opening Too Wide)
Fig. 16: Compressor Malfunction
ORIFICE TUBE REPLACEMENT
NOTE: Replace orifice tube whenever compressor is replaced. Fixed

orifice tube is located in the condenser-to-evaporator
liquid line.
NOTE: DO NOT use pliers to remove fixed orifice tube or twist

orifice tube in liquid line. Doing so will cause plastic
orifice tube body to break inside condenser-to-evaporator
liquid line.
Fixed Orifice Tube Replacement (Except Villager)

1) Disconnect negative battery cable. Discharge A/C system,
using approved refrigerant recovery/recycling equipment. On Contour
and Mystique, move power steering fluid reservoir to one side without
disconnecting hoses.
2) On all models, disconnect condenser-to-evaporator
discharge (liquid) line. Remove and discard "O" rings from line. Pour
a small amount of NEW refrigerant oil into inlet to lubricate orifice
"O" rings.
3) Insert orifice tube remover/installer into tube and turn
tool to right to engage tangs on orifice tube. See Fig. 17. Hold "T"
handle of tool and slowly tighten nutSYSTEM
A/C down ontoGENERAL
discharge line to
SERVICING Article Text (p. 16)1998 Ford Econoline E250
slowly pull orifice tube out. If orifice tube breaks off when removal
is attempted, use orifice tube extractor to pull the broken section
out. See Fig. 18.
4) Ensure NEW orifice tube is fitted with NEW "O" ring(s)
lubricated with clean refrigerant oil. Insert tube with short end
toward evaporator until seated. Reconnect high pressure line. On
Contour and Mystique, tighten connection to 18 ft. lbs. (24 N.m).
Fig. 17: Removing Orifice Tube (Typical)

Fig. 18: Removing Broken Orifice Tube (Typical)

NOTE: On Villager, if orifice tube is faulty or plugged, liquid

line and orifice tube must be replaced as an assembly or an A/C SYSTEM GENERAL SERVICING Article Text (p.
orifice tube replacement kit must be installed.
Orifice Tube Replacement Kit (Villager)

recovery/recycling equipment. Drain engine coolant to a level below
thermostat. Remove upper radiator hose and bracket to gain access to
condenser end of liquid line. Remove condenser-to-evaporator liquid
line from vehicle.
2) Locate orifice tube in metal portion of liquid line at
indentation. See Fig. 19. Make a 4" (102 mm) index line on liquid line
with indentation at the midpoint. Cut a 2.5" (63.5 mm) section from
liquid line with indentation in the middle, at least 1" (25.4 mm) from
start of closest bend. Clean out liquid line to remove contaminants.
3) Lubricate orifice tube replacement kit compression nuts
and rings with NEW refrigerant oil and install on liquid line. See
Fig. 20. Ensure flow direction arrow points toward evaporator. Ensure
i index line on liquid line is properly aligned for installation.
Tighten compression nuts to 65-70 ft. lbs. (88-95 N.m).
4) To complete installation, reverse removal procedure.
Lubricate NEW "O" rings with NEW refrigerant oil. Evacuate, charge and
leak test system. Ensure A/C system is operating properly.
Fig. 19: Locating Orifice Tube (Typical Villager)

A/C SYSTEM GENERAL SERVICING Article Text (p

Fig. 20: Installing Orifice Tube Kit (Typical Villager)
REFRIGERANT RECOVERY/RECYCLING
Refrigerant recovery/recycling equipment is used to remove

refrigerant from vehicle's A/C system without polluting atmosphere. To
remove and recycle refrigerant, ALWAYS follow instructions provided
with the refrigerant recovery/recycling equipment being used.
The removed refrigerant is filtered, dried and stored in a
tank within the recovery/recycling equipment until it is ready to be
pumped back into the vehicle's A/C system.
NOTE: Separate sets of hoses, manifold gauge set and refrigerant

recovery/recycling equipment MUST be used for R-12 and
R-134a systems. DO NOT mix R-12 and R-134a refrigerants, as
their refrigerant oils and desiccants are NOT compatible.
1) Connect hoses from Recovery/Recycling/Charging Center

A/C SYSTEM
(023-00150), GENERAL
or approved SERVICING
equivalent, Article
to high-side Text
and (p. 19)
low-side 1998 Ford Econoline E250For 1
service Copyright © 1998 Mitchell Repa
valves. See SERVICE VALVE LOCATIONS under SYSTEM SERVICE VALVES.
2) Turn equipment on and recover refrigerant according to
equipment manufacturer's operating instructions. Allow equipment to
operate until refrigerant is recovered. Close inlet valve (if
equipped) on refrigerant recovery/recycling/charging center and turn
equipment off.
NOTE: On some applications, refrigerant

recovery/recycling/charging center will automatically shut
off through the use of a low pressure switch. On other
applications, refrigerant recovery/recycling/charging center
must be manually shut off.
3) Allow A/C system to remain closed for about 2 minutes

while observing vacuum pressure readings. If pressure increases,
repeat step 2) until vacuum pressure readings remain stable for 2
minutes. If vacuum pressure readings remain stable for 2 minutes,
disconnect hoses from service ports and perform required A/C system
repairs.
FLUSHING A/C SYSTEM
There is considerable controversy over the question of

whether or not to flush A/C systems or how to go about it. Before CFCs
were classified as harmful to the environment, it was a common
practice to open flush contaminants from a system. The waste fluid was
vented to the atmosphere. This practice is now ILLEGAL and can no
longer be used.
Most OEMs don't recommend A/C system flushing. They recommend
replacing the defective component and installing a liquid line (in-
line)filter ahead of the expansion valve or orifice tube. Ford Motor
Company is one exception to this rule.
NOTE: DO NOT flush accumulator/receiver-drier, muffler, hoses and

thermal expansion valve/fixed orifice tube as residual
flushing agent cannot be completely removed from these
components. These components are generally replaced after
A/C system contamination. Hoses can be reused, unless they
are clogged with debris. Only flush evaporator core and
condenser core, and metal inlet and outlet lines.
1) Manufacturer recommends flushing contaminated system using

one gallon of Ford A/C System Flushing Solvent (F4AZ-19579-A), a
Filter (FL-1A), an A/C Flusher Fitting Kit (014-00992). DO NOT reuse
flushing solvent and filter, they are intended to be used on one
vehicle only.
recovery/recycling equipment. Flush specified A/C components using A/C
System Flusher (014-00991), according to manufacturer's operating
instructions.
3) If an A/C system flusher is not available to clean A/C
system, an in-line filter kit can be used. Filter kit is installed
before replacement compressor, accumulator/receiver-drier, muffler,
and thermal expansion valve/fixed orifice tube have been installed.
4) Filter kits are used with either a rubber lined suction
hose or with a nylon lined suction hose located between compressor and
evaporator. Rubber lined hose has a wall thickness of 1/4" and nylon
lined hose has a wall thickness of 1/8". See Fig. 21.
5) The filter kit for either type hose has 2 filters. A
temporary pancake filter and a permanent in-line suction filter.
Pancake filter is temporarily installed between condenser and
condenser-to-evaporator line. See Fig. 22. Permanent filter is
installed in suction line between accumulator and compressor. A/C SYSTEM GENERAL SERVICING Article Text (p.
6) Install replacement components (compressor, accumulator
and fixed orifice) with correct amount of NEW refrigerant oil. See
A/C COMPRESSOR REFRIGERANT OIL CHECKING article.
7) Cut suction hose between compressor and accumulator
(closer to compressor). Remove a length of suction hose to accommodate
suction filter. Measure side wall of suction hose and install
appropriate filter with NEW "O" rings and filter clamps. If side wall
is 1/4", use in-line filter labeled USE WITH RUBBER INNER LINED HOSE.
If side wall is 1/8", use in-line filter labeled USE WITH NYLON INNER
LINED HOSE. Ensure arrow on filter is pointing in direction of
refrigerant flow. Tighten hose clamps to 54 INCH lbs. (6 N.m). See
Fig. 21.
8) Install pancake filter in liquid line between condenser
and condenser-to-evaporator line. Ensure filter inlet (label) is
toward condenser. Evacuate, charge and leak test A/C system. See the
following:
* EVACUATING A/C SYSTEM.

* LEAK TESTING.
* CHARGING A/C SYSTEM.
Check NEW filters and hoses for clearance from other engine
components. Use tie straps if necessary.
9) Place a fan in front of radiator. Select MAX A/C operation
and set blower motor speed to maximum. Start engine and allow to idle.
Ensure A/C is operating properly. Slowly increase engine speed to 800
RPM, then 1000 RPM, and then to 1200 RPM. With engine speed set to
1200 RPM, operate engine for one hour with A/C system operating.
10) Stop engine. Discharge A/C system, using approved
refrigerant recovery/recycling equipment. Remove pancake filter, hoses
and fittings. Discard pancake filter. Reconnect liquid line, evacuate,
charge, and leak test A/C system. See the following:
* EVACUATING A/C SYSTEM.

* LEAK TESTING.
* CHARGING A/C SYSTEM.
Ensure A/C system is operating properly.
A/C SYSTEM GENERAL SERVICING Article Text (p. 2

Fig. 21: Permanent A/C System Filters

Fig. 22: Temporary Pancake Filter
EVACUATING A/C SYSTEM
CAUTION: DO NOT operate A/C compressor during evacuation procedure or

with vacuum applied to A/C system. Compressor may be damaged.
1) If using approved Recovery/Recycling/Charging Center (023-

00150) connect to high-side and low-side service valves. See
SERVICE VALVE LOCATIONS under SYSTEM SERVICE VALVES. Connect manifold
gauge set center hose to vacuum pump.
2) Open both valves on manifold gauge set. Operate vacuum
pump until low-side vacuum reading is at least 29.5 in. Hg (as close
to 30 in. Hg as possible). Operate vacuum pump for at least 45
minutes.
3) Close both valves on manifold gauge set. Turn off vacuum
pump. Observe low-side gauge. Any loss of vacuum in 5 minutes
indicates a system leak. Perform leak testing procedure. See
LEAK TESTING. Repair system as necessary and repeat evacuation
procedure.
CHARGING A/C SYSTEM
CAUTION: During charging of A/C system, refrigerant container must be

in an upright position. If refrigerant container is
upside-down, compressor may be damaged by liquid refrigerant
drawn into A/C system.
1) If using approved Recovery/Recycling/Charging Center (023-
00105 or 023-00150), connect to high-side and low-side service valves.
See SERVICE VALVE LOCATIONS under SYSTEM SERVICE VALVES. Operate
according to manufacturer's instructions. Charge system with specified
amount of refrigerant and refrigerant oil. See REFRIGERANT OIL & R-
134a REFRIGERANT CAPACITY table. Check amount of refrigerant oil in
system before adding oil. See COMPRESSOR REFRIGERANT OIL CHECKING
article.
2) If using manifold gauge set, connect to high-side and low-
side service valves. See SERVICE VALVE LOCATIONS under SYSTEM SERVICE
VALVES. Connect 2 hoses with shutoff valves to manifold gauge set
center port. Connect one hose to vacuum pump and other hose to
refrigerant container. Weight of refrigerant container before and
after charging can be used to determine amount of refrigerant drawn
into system. Using vacuum pump, purge air from center hoses.
3) Fully open manifold gauge set low-side valve and
refrigerant container valve to allow refrigerant to enter A/C system.
When no more refrigerant is being drawn into A/C system, start engine
and allow to idle. Select MAX A/C, set blower motor speed to maximum
and allow remaining refrigerant to be drawn into A/C system.
NOTE: When ambient air temperature is high, it may be necessary to

use a high output fan to blow air through condenser and
radiator.
4) When proper amount of refrigerant has been added, close

refrigerant container valve. Allow any refrigerant remaining in hose
to be drawn into A/C system. When low-side pressure decreases to about
30 psi, close center valve on manifold gauge set. Ensure A/C system is
operating properly. Disconnect manifold gauge set. Install service
port caps. Check system for leaks. See LEAK TESTING.
LEAK TESTING
TYPES OF LEAK DETECTORS
Bubble Solution Detector

This is a solution applied externally at suspected leak
points. Leaking refrigerant will cause the detector to form bubbles
and foam. A soap and water solution also works well.
Dye Solution
This is a colored solution that may be introduced into the
A/C system. The dye will show up and color components at leak points.
Some manufacturers offer refrigerant containing a Red dye. This dye-
containing refrigerant is installed by normal charging procedures.
Other dye solutions are visible with a Black light only.
Electronic Leak Detector

This instrument will draw in any leaking refrigerant through
a test probe, and then sound an audible signal or create a flashing
light if refrigerant is found. It is the most sensitive of the leak
detectors used. Leak detectors are sensitive to windshield washing
solutions, many solvents and cleaners, and some adhesives. Ensure
surfaces near test areas are clean and dry to prevent false signal or
detector damage. Liquids ingested into detector will damage detector.
See Fig. 23.
A/C SYSTEM GENERAL SERVICING

Fig. 23: Electronic Leak Detector
PREPARATION FOR LEAK TESTING
Connect manifold gauge set to air conditioning system. Ensure

low-side and high-side gauge set valves are closed. Check system
pressure. It should be at least 50 psi (3.5 kg/cm ). If system is
empty, evacuate A/C system and apply 28 in. Hg of vacuum. If system
holds vacuum for 15 minutes there most likely are no leaks present. If
low, add just enough refrigerant (about 10 ounces) to bring system to
50 psi (3.5 kg/cm ).
Ensure all joints, connections, and fittings are free of oil
dirt and other contaminants. Using a refrigerant leak detector, check
all refrigerant line connections for leaks. Check condenser and
compressor seal area.
Start engine and allow to idle. Operate A/C system for about
5 minutes. Set A/C controls to outside air, and high blower speed.
Turn A/C on, and open vehicle windows. Turn engine off and wait 2-7
minutes. Refrigerant is heavier than air. Always check for leaks at
bottom of refrigerant lines and components. Refrigerant oil will leak
with refrigerant. Visually check all connections and compressor clutch
area for oil stains. If compressor shaft seal is leaking, a fresh oil
streak will normally be seen on underside of hood, above compressor
clutch.
Always perform leak testing after A/C service. Move
refrigerant leak detector slowly to check for leaks, as leaks will not
be detected if leak testing is performed too quickly.
BUBBLE DETECTOR LEAK TESTING PROCEDURE
This leak detection method is recommended when it is

A/C SYSTEM
impossible GENERAL
or difficult SERVICING
to determine the exactArticle
locationText
of the(p. 25)1998 Ford Econoline E250For 1
leak Copyright © 1998 Mitchell Repa
using other methods. Although commercial bubble detectors are more
effective, household soap solutions may be used.
Using the dauber that comes with the commercial soap
solution, apply the solution to all joints, connections, fittings or
controls where a leak might be suspected. If high-suds household
solutions are used, apply them with a small brush. Wherever bubbles
form, leaks are present and must be repaired. check the entire system
as there may be more than one leak.
ELECTRONIC LEAK TESTING PROCEDURE
NOTE: Some electronic leak detectors will function on only R-12

systems or on only R-134a systems, and some will function on
both R-12 and R-134a systems. Familiarize yourself with the
tester being used and know what type of system you are leak
testing.
Electronic leak detectors should be used in well ventilated

areas. Avoid using them around explosive gases. Always follow
manufacturer's instructions for the specific tester being used. If
none are available, proceed as follows:
1) Turn all controls and detector sensitivity knob to OFF
position or zero setting. Connect leak detector to an approved source
of power. Turn switch ON, and allow unit to warm up for approximately
5 minutes.
2) Check operation of tester by positioning probe in a
reference source where refrigerant is known to be present in small
amounts. Adjust controls and sensitivity knob until detector reacts
properly. Move probe away from refrigerant source and the reaction
should stop. If it continues, adjust the sensitivity knob to a lower
setting.
3) When tester reacts properly, leak test air conditioning
system by moving probe UNDER all components, fittings and connections.
Keep the probe moving. To check evaporator insert probe into drain
tube opening or a heater duct. DO NOT allow probe to contact
refrigerant or refrigerant oil. When leaks are found, repair them as
necessary. Keep in mind that there may be more than one leak.
DYE SOLUTION LEAK TESTING PROCEDURES
CAUTION: Dye-charged refrigerant cans are available to be used as

internal leak detectors. The use of this type of solution
may void some manufacturer's warranties. Be sure to check
with the A/C system manufacturer concerning the use of
dye-charged leak detectors. Dyes which work in R-12 systems
will not work in R-134a systems.
The following procedure is for introducing a dye solution,

not dye-charged refrigerant, into A/C system.
1) Connect manifold gauge set to air conditioning system in
a normal manner. Remove center hose from manifold gauge set, and
replace it with a short piece (6" long) of 1/4" tubing using two 1/4"
flare nuts. Connect a container of dye solution to the tubing.
A/C SYSTEM GENERAL SERVICING Article Tex
2) Connect one end of gauge set center hose to dye solution
container. Connect a container of refrigerant to the other end of the
hose. Operate engine at idle speed. Set the air conditioning system
for maximum cooling. Slowly open the low-side hand valve to allow the
dye solution to enter the system.
3) Charge the system to at least 50 percent capacity. Operate
the system for 15 minutes, and then shut off both the air conditioning
system and the engine. Check all connections for signs of the colored
dye solution. Check the vehicle again 24 hours later. If leaks are
found, repair as necessary.
END OF ARTICLE
A/C SYSTEM GENERAL SERVICING Article Text (p. 27)

Article Text
For 1
ARTICLE BEGINNING
1998 A/C-HEATER SYSTEMS

Ford Motor Co. - A/C System Specifications
Econoline Van
A/C SYSTEM SPECIFICATIONS TABLE
Compressor Type ....................... Ford FS-10 10-Cyl.

Compressor Belt Tension .............................. (1)
System Oil Capacity (2)
With Rear A/C .................................. 13 ozs.
Without Rear A/C ................................ 9 ozs.
Refrigerant (R-134a) Capacity
With Rear A/C ............................... 63-65 ozs.
Without Rear A/C ............................... 44 ozs.
System Operating Pressures
High Side ................ 125-225 psi (8.7-15.8 kg/cm )
Low Side .................... 25-45 psi (1.7-3.1 kg/cm )
(1) - Belt tension is automatically adjusted by belt

tensioner. Tension should be within tensioner
indicator marks.
(2) - Use PAG YN-12c Oil (Specification No. WSH-M1C231-B).
(3) - Approximate operating pressures with ambient
temperature of 80 F (27 C).
END OF ARTICLE
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
A/C-Heater System - January 2002 Motorist Assurance Program
Standards For Automotive Repair
All Makes and Models
INTRODUCTION TO MOTORIST ASSURANCE PROGRAM (MAP)
OVERVIEW
The Motorist Assurance Program is the consumer outreach

effort of the Automotive Maintenance and Repair Association, Inc.
(AMRA). Participation in the Motorist Assurance Program is drawn from
retailers, suppliers, independent repair facilities, vehicle
manufacturers and industry associations.
Our organization's mission is to strengthen the relationship
between the consumer and the auto repair industry. We produce
materials that give motorists the information and encouragement to
take greater responsibility for their vehicles-through proper,
manufacturer-recommended, maintenance. We encourage participating
service and repair shops (including franchisees and dealers) to adopt
(1) a Pledge of Assurance to their Customers and (2) the Motorist
Assurance Program Standards of Service. All participating service
providers have agreed to subscribe to this Pledge and to adhere to the
promulgated Standards of Service demonstrating to their customers that
they are serious about customer satisfaction.
These Standards of Service require that an inspection of the
vehicle's (problem) system be made and the results communicated to the
customer according to industry standards. Given that the industry did
not have such standards, the Motorist Assurance Program successfully
promulgated industry inspection communication standards in 1994-95 for
the following systems: Exhaust, Brakes, ABS, Steering and Suspension,
Engine Maintenance and Performance, HVAC, and Electrical Systems.
Further, revisions to all of these inspection communication standards
are continually republished. In addition to these, standards for Drive
Train and Transmissions have recently been promulgated. Participating
shops utilize these Uniform Inspection & Communication Standards as
part of the inspection process and for communicating their findings to
their customers.
The Motorist Assurance Program continues to work
cooperatively and proactively with government agencies and consumer
groups toward solutions that both benefit the customer and are
mutually acceptable to both regulators and industry. We maintain the
belief that industry must retain control over how we conduct our
business, and we must be viewed as part of the solution and not part
of the problem. Meetings with state and other government officials
(and their representatives), concerned with auto repair and/or
consumer protection, are conducted. Feedback from these sessions is
brought back to the association, and the program adjusted as needed.
To assure auto repair customers recourse if they were not
satisfied with a repair transaction, the Motorist Assurance Program
offers mediation and arbitration through MAP/BBB-CARE and other non-
profit organizations. MAP conducted pilot programs in twelve states
before announcing the program nationally in October, 1998. During the
pilots, participating repair shops demonstrated their adherence to the
Pledge and Standards and agreed to follow the UICS in communicating
the results of their inspection to their customers. To put some
"teeth" in the program, an accreditation requirement for shops was
initiated. The requirements are stringent, and a self-policing method
has been incorporated which includes the "mystery shopping" of
outlets.
We welcome you to join us as we continue our outreach... with
your support, both the automotive repair industry and your customers
will reap the benefits. Please visit MAP at our Internet site www.
motorist.org or contact us at:
7101 Wisconsin Avenue

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
E-mail: map@motorist.org
January 2002
MAP UNIFORM INSPECTION GENERAL GUIDELINES
OVERVIEW OF SERVICE REQUIREMENTS & SUGGESTIONS
It is MAP policy that all exhaust, brake, steering,

suspension, wheel alignment, drive-line, engine performance and
maintenance, and heating, ventilation and air conditioning, and
electrical services be offered and performed under the standards and
procedures specified in these sections.
Before any service is performed on a vehicle, an inspection
of the appropriate system must be performed. The results of this
inspection must be explained to the customer and documented on an
inspection form. The condition of the vehicle and its components will
indicate what services/part replacements may be "Required" or
"Suggested". In addition, suggestions may be made to satisfy the
requests expressed by the customer.
When a component is suggested or required to be repaired or
replaced, the decision to repair or replace must be made in the
customer's best interest, and at his or her choice given the options
available.
This section lists the various parts and conditions that
indicate a required or suggested service or part replacement.
Although this list is extensive, it is not fully inclusive. In
addition to this list, a technician may make a suggestion. However,
any suggestions must be based on substantial and informed experience,
or the vehicle manufacturer's recommended service interval and must be
documented.
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUI
Some conditions indicate that service or part replacement is
required because the part in question is no longer providing the
function for which it is intended, does not meet a vehicle
manufacturer's design specification or is missing.
Example:
An exhaust pipe has corroded severely and has a hole in it
through which exhaust gases are leaking. Replacement of the
exhaust pipe in this case is required due to functional
failure.
Example:
A brake rotor has been worn to the point where it measures
less than the vehicle manufacturer's discard specifications.
Replacement of the rotor is required because it does not meet
design specifications.
Some conditions indicate that a service or part replacement

is suggested because the part is close to the end of its useful life
or addresses a customer's need, convenience or request. If a
customer's vehicle has one of these conditions, the procedure may be
only to suggest service.
Example:
An exhaust pipe is rusted, corroded or weak, but no leaks are
present. In this case, the exhaust pipe has not failed.
However, there is evidence that the pipe may need replacement
in the near future. Replacement of the pipe may be suggested
for the customer's convenience in avoiding a future problem.
Example:
The customer desires improved ride and/or handling, but the
vehicle's shocks or struts have not failed. In this case,
replacement may be suggested to satisfy the customer's
wishes. In this case, replacement of the shocks or struts may
not be sold as a requirement.
A customer, of course, has the choice of whether or not a

shop will service his or her vehicle. He or she may decide not to
follow some of your suggestions. When a repair is required, a MAP shop
must refuse partial service on that system if, in the judgment of the
service provider, proceeding with the work could create or continue an
unsafe condition. When a procedure states that required or suggested
repair or replacement is recommended, the customer must be informed of
the generally acceptable repair/replacement options whether or not
performed by the shop.
When presenting suggested repairs to the customer, you must
present the facts, allowing the customer to draw their own conclusions
and make an informed decision about how to proceed.
The following reasons may be used for required and suggested
services. These codes are shown in the "Code" column of the MAP
Uniform Inspection & Communications Standards that follow:
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 3)1998 Ford Econo
Reasons to Require Repair or Replacement
A - Part no longer performs intended purpose

B - Part does not meet a design specification (regardless of
performance)
C - Part is missing
NOTE: When a repair is required, the shop must refuse partial

service to the system in question, if the repair creates
or continues an unsafe condition.
Reasons to Suggest Repair or Replacement
1 - Part is close to the end of its useful life (just above

discard specifications, or weak; failure likely to occur
soon, etc.)
2 - To address a customer need, convenience, or request (to
stiffen ride, enhance performance, eliminate noise,
etc.)
3 - To comply with maintenance recommended by the vehicle's
Original Equipment Manufacturer (OEM)
4 - Technician's recommendation based on substantial and
informed experience
NOTE: Suggested services are always optional. When presenting

suggested repairs to the customer, you must present the
facts, allowing the customer to draw their own conclusions
HEATING, VENTILATION, AND AIR CONDITIONING
SERVICE PROCEDURES REQUIRED AND SUGGESTED FOR PROPER VEHICLE

OPERATION
CAUTION: Before working on any air conditioning system, be sure

to review current local, state, federal, and EPA
regulations regarding charging, recycling, and disposal
of refrigerant.
ACCUMULATORS
ACCUMULATOR INSPECTION
Condition Code Procedure
Attaching hardware
broken ................. A ... Require repair or replacement
of hardware.
Attaching hardware
missing ................ C .......... Require replacement of
hardware. * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDE
Attaching hardware not
functioning ............ A ... Require repair or replacement
of hardware.
Beyond vehicle
manufacturer's service
interval ............... 3 ............ Suggest replacement.
Dessicant at the end of
its useful life (saturated
with moisture) ......... 1 .. Suggest repair or replacement.
Dessicant bag
deteriorated ........... A ........ (1) Require replacement.
Further inspection required.
Leaking ................. A .. Require repair or replacement.
Threads damaged ......... A .. Require repair or replacement.
Threads stripped (threads
missing) ............... A ............ Require replacement.
Tubing connection
leaking ................ A .. Require repair or replacement.
(1) - Inspect system to determine effects of dessicant bag

deterioration.
ACTUATORS (ELECTRICAL)
ACTUATOR (ELECTRICAL) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector broken ........ A .. Require repair or replacement.
Connector (Weatherpack
type) leaking .......... A .. Require repair or replacement.
Connector melted,
affecting performance .. A ........... (1) Require repair or
replacement.
Connector melted, not
affecting performance .. 2 ........... (1) Suggest repair or
replacement.
Connector missing ....... C ............ Require replacement.
Inoperative ............. A ........ (2) Require replacement.
Missing ................. C ............ Require replacement.

Noisy ................... 2 .. Suggest repair or replacement.
Out of adjustment ....... B .. Require repair or replacement.
Terminal broken ......... A .. Require repair or replacement.
Terminal burned, affecting
performance ............ A ........... (1) Require repair or
replacement.
Terminal burned, not
replacement.
Terminal corroded,
affecting performance .. A .. Require repair or replacement.
Terminal corroded, not
affecting performance .. 1 .. Suggest repair or replacement.
Terminal loose, affecting
performance ............ B .. Require repair or replacement.
Terminal loose, not
ACTUATORS (VACUUM)
ACTUATOR (VACUUM) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
Leaking (vacuum) ........ A .. Require repair or replacement.
Linkage bent, affecting
performance ............ A ... Require repair or replacement
of linkage.
Linkage bent, not
affecting performance .. 2 ... Suggest repair or replacement
of linkage. * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELIN
Linkage binding, affecting
of linkage.
Linkage binding, not
of linkage.
Linkage broken .......... A ... Require repair or replacement
of linkage.
Linkage loose, affecting
of linkage.
Linkage loose, not
of linkage.
Linkage missing ......... C ............ Require replacement.
Linkage noisy ........... 2 .. Suggest repair or replacement.
Out of adjustment ....... A .. Require repair or replacement.
(1) - Determine cause and correct prior to repair or

replacement of part.
(2) - Inoperative includes intermittent operation or out of
OEM specification.
AIR CONDITIONING FITTINGS
See
AIR CONDITIONING METAL LINES, HOSES AND FITTING ASSEMBLIES.
AIR CONDITIONING HOSES
See
AIR CONDITIONING METAL LINES, HOSES AND FITTING ASSEMBLIES
AIR CONDITIONING METAL LINE, HOSE AND FITTING ASSEMBLY INSPECTION
Abrasion damage,
affecting structural
integrity .............. A .. Require repair or replacement.
Abrasion damage, not
integrity .............. .. ........ No service suggested or
required.
Application incorrect ... B ............ Require replacement.
Attaching hardware
broken ................. A ... Require repair or *replacement
A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *
of hardware.
Attaching hardware
hardware.
of hardware.
Clamp corroded, not
reusable ............... 1 ............ Suggest replacement.
Connected incorrectly ... A ................. Require repair.
Corroded, affecting
structural integrity ... A ............ Require replacement.
Corroded, not affecting
structural integrity ... .. ........ No service suggested or
required.
Cracked ................. A .. Require repair or replacement.
Fitting type incorrect
(such as compression
fitting) ............... B ............ Require replacement.
Flange leaking .......... A .. Require repair or replacement.
Insufficient clamping
force, allowing hose to
leak ................... A .. Require repair or replacement.
Melted .................. 1 .. Suggest repair or replacement.
Outer covering damaged to
the extent that the inner
fabric is visible ...... A ............ Require replacement.
Protective sleeves
damaged ................ 2 . Suggest replacement of sleeves.
Protective sleeves
missing ................ C . Require replacement of sleeves.
Restricted, affecting
performance ............ A .. Require repair or replacement.
Routed incorrectly ...... 2 ................. Require repair.
Swollen ................. 1 ............ Suggest replacement.
Type incorrect .......... 1 .. Suggest repair or replacement.
AIR CONTROL DOORS
See PLENUMS.
AIR DAMS (EXTERNAL)
AIR DAM (EXTERNAL) INSPECTION
Condition Code Procedure * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELIN

Application incorrect,
affecting air
conditioning
system performance ..... A .. Require repair or replacement.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent, affecting air
conditioning system
Blocked, affecting air
conditioning system
Broken, affecting air
conditioning system
Cracked, affecting air
conditioning system
Loose, affecting air
conditioning system
performance ............ A ................. Require repair.
Loose, not affecting air
conditioning system
performance ............ 2 ................. Suggest repair.
Missing, affecting air
conditioning system
performance ............ C ............ Require replacement.
AIR DISTRIBUTION SYSTEM
See PLENUMS.
BELTS
BELT INSPECTION
Alignment incorrect ..... B .......... (1) Further inspection

required.
Cracked ................. 1 ............ Suggest replacement.
Frayed .................. 1 ............ Suggest replacement.
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES
Noisy ................... 2 .......... (2) Further inspection
required.
Plies separated ......... A ............ Require replacement.
Serpentine belt routed
incorrectly ............ B ................. Require repair.
Tension out of
specification .......... B ........... Require adjustment or
replacement.
Worn beyond
adjustment range ....... B ............ Require replacement.
Worn so it contacts
bottom of pulley ....... A ............ Require replacement.
(1) - Determine cause of incorrect alignment and require repair.

(2) - Determine cause of noise and suggest repair.
BLEND DOORS
See PLENUMS.
BLOWER FANS (BLOWER WHEEL OR SQUIRREL CAGE)
BLOWER FAN (BLOWER WHEEL OR SQUIRREL CAGE) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Application incorrect ... B .. Require repair or replacement.
Broken .................. A ............ Require replacement.
Cracked ................. A ............. Require replacement
Distorted ............... A ............ Require replacement.
Fins missing ............ C ............ Require replacement.
Hub separated ........... A ............ Require replacement.
Mounting loose .......... A .. Require repair or replacement.
Noisy ................... 2 ............ Suggest replacement.
Out of balance .......... A .. Require repair or replacement.

OEM specification.

BLOWER MOTORS
BLOWER MOTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
Current draw out of
specification .......... B .. Require repair or replacement.

Motor speed
insufficient ........... 2 .. Suggest repair or replacement.
Rotation incorrect for
application ............ B .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
Vibration ............... 1 ............ Suggest replacement.
Wire lead conductors
*exposed
A/C-HEATER................ B .. Require
SYSTEM repair INSPECTION
UNIFORM or replacement. GUIDELINES *Article Text (p. 11)1998 Ford Econoline E250
Wire lead corroded ...... A .. Require repair or replacement.
Wire lead open .......... A .. Require repair or replacement.
Wire lead shorted ....... A .. Require repair or replacement.

(2) - Check fan motor/controls. Inoperative includes
intermittent operation or out of OEM specification.
BLOWER RESISTORS
BLOWER RESISTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Conductor exposed ....... A ............ Require replacement.
Connector melted,
replacement.
replacement.
Insulation overheated ... A ............ Require replacement.
replacement.
Terminal corroded,
Terminal loose, not
(1) - Determine cause and correct prior to repair or * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELIN
OEM specification.
BLOWER SWITCHES
See SWITCHES.
CABIN AIR FILTERS
CABIN AIR FILTER INSPECTION
Air flow obstruction .... A ............. Require cleaning or

replacement.
Maintenance intervals ... 3 ............ Suggest replacement.
CIRCUIT BREAKERS
See FUSES, FUSIBLE LINKS AND CIRCUIT BREAKERS.
COMPRESSOR CLUTCH ASSEMBLIES
COMPRESSOR CLUTCH ASSEMBLY INSPECTION
Air gap incorrect ....... B .. Require repair or replacement.

Bearing seized .......... A .. Require replacement of bearing
or assembly.
Bearing worn, affecting
performance ............ A .. Require replacement of bearing
or assembly.
Coil shows signs of
overheating ............ 1 .... Suggest replacement of coil.
Connector melted,
replacement.
replacement.
Hub broken .............. A ............ Require replacement.
Hub cracked ............. B ............ Require replacement.
Hub loose on shaft ...... A ............ Require replacement.
Hub scored, affecting
performance ............ A ............ Require replacement.
Hub warped, affecting
Inoperative ............. A ........... (2) Require repair or
replacement.
Slips ................... A .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
Will not disengage ...... A .. Require repair or replacement.
Wire lead burned ........ A .. Require repair or replacement.
exposed ................ B .. Require repair or replacement.

OEM specification.
COMPRESSORS
COMPRESSOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, affecting
Bracket bent, not * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELI
affecting performance .. .. ........ No service suggested or
required.
Bracket broken, affecting
Bracket broken, not
required.
Bracket corroded,
Bracket corroded, not
Bracket cracked, affecting
Bracket cracked, not
Bracket holes elongated,
not affecting
performance ............ .. ........ No service suggested or
required.
Bracket loose, affecting
Bracket loose, not
Bracket missing ......... C ............ Require replacement.
Housing broken, affecting
Housing broken, not
required.
Housing cracked, affecting
Housing cracked, not
replacement.
Noisy ................... 2 ........... (2) Suggest repair or
replacement.
Tubing connection

OEM specification.
(2) - Compressor noise can also be caused by low oil level,
state of charge, air contamination, or type of
refrigerant.
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 15)1998 Ford E
CONDENSER AIR SEALS
CONDENSER AIR SEAL INSPECTION
Leaking ................. A . Require repair or replacement.

Missing ................. C ........... Require replacement.
CONDENSER FAN MOTORS
See COOLING FAN MOTORS.
CONDENSERS
CONDENSER INSPECTION
Abrasion damage, affecting

structural integrity ... A .. Require repair or replacement.
required.
Air flow obstruction,
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent, affecting
Bent, not affecting
required.
Bracket bent, not
required.
Bracket broken, not
affecting performance .. .. ........ No service suggested or * A/C-HEATER SYSTEM
required.
Bracket corroded,
not affecting
required.
Bracket loose, not
Corroded, affecting
required.
Restricted internally ... A .. Require repair or replacement.
CONNECTORS
See WIRING HARNESSES AND CONNECTORS.
CONTROL CABLES
CONTROL CABLE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware. * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDEL
of hardware.
Binding ................. A .. Require repair or replacement.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
not affecting
required.
Bracket loose, not
Broken .................. A .. Require repair or replacement.
Cracked ................. 2 .. Suggest repair or replacement.
Disconnected ............ A .. Require repair or replacement.
Kinked .................. 2 .. Suggest repair or replacement.
Melted .................. A ........... (1) Require repair or
replacement.
Out of adjustment ....... B ........... (2) Require repair or
replacement.
Routed incorrectly ...... 2 ................. Suggest repair.
Seized .................. A .. Require repair or replacement.

(2) - Follow OEM recommended adjustment procedures. Require
repair or replacement if out of specification.

CONTROL HEADS (FUNCTION SELECTORS)
CONTROL HEAD (FUNCTION SELECTOR) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
Contaminated ............ 2 .... Suggest require replacement.
Malfunctioning .......... A ........... (2) Require repair or
replacement.
Melted, affecting
replacement.
Melted, not affecting
required.
replacement.
Terminal corroded,
Terminal loose, not

(2) - Includes inoperative, intermittent operation, or failure
to perform all functions.
CONTROL LINKAGES
CONTROL LINKAGE INSPECTION
Attaching hardware
broken ................. A .. Require repair or replacement
of hardware.
Attaching hardware
missing ................ C ......... Require replacement of
hardware.
functioning ............ A . Require repair or replacement
of hardware.
Bent .................... A . Require repair or replacement.
Binding ................. A . Require repair or replacement.
performance ............ A . Require repair or replacement.
Bracket bent, not
affecting performance .. .. ....... No service suggested or
required.
performance ............ A ........... Require replacement.
Bracket broken, not
required.
Bracket corroded,
affecting performance .. A . Require repair or replacement.
affecting performance .. 2 . Suggest repair or replacement.
not affecting
performance ............ .. ....... No service suggested or
required.
Bracket loose, not * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDE
Bracket missing ......... C ........... Require replacement.
Broken .................. A ........... Require replacement.
Cracked ................. A . Require repair or replacement.
Disconnected ............ A . Require repair or replacement.
Noisy ................... 2 . Suggest repair or replacement.
Out of adjustment ....... B .......... (1) Require repair or
replacement.
Seized .................. A . Require repair or replacement.

CONTROL MODULES
NOTE: Includes, but not limited to: IRCM, Coolant Fan Control
Module (CFCM), AC Controller, Amplifier, Programmers,
Control Heads, Power Modules, etc.
CONTROL MODULE INSPECTION

Attaching hardware
hardware.
Attaching hardware
threads damaged ........ A ... Require repair or replacement
of hardware.
Attaching hardware
threads stripped
(threads missing) ...... A ... Require repair or replacement
of hardware.
Code set
(if applicable) ........ A .......... (1) Further inspection
required.
Connector melted,
replacement.
replacement.
Connector missing ....... A ................. Require repair.
Contaminated ............ A ........... (3) Require repair or
replacement.
Inoperative ............. B ........... (4) Require repair or
replacement. Further
* A/C-HEATER SYSTEM
inspection required.UNIFORM INSPECTION GUIDELINES *Article Text (p. 21)1998 Ford
replacement.
Terminal corroded,
Terminal loose, not
(1) - Refer to manufacturer's diagnostic trouble code

procedure and require repair or replacement of
affected component(s).
(3) - Determine source of contamination, such as engine coolant,
fuel, metal particles, or water. Require repair or
replacement. Check for accepted cleaning procedure.
OEM specification. Some components may be serviceable.
COOLANT
COOLANT INSPECTION
Acidity (pH) incorrect .. 1 ........... Suggest correction or

replacement.
Contaminated ............ B ...... (1) Require replacement or
recycling. Further
inspection required.
Level incorrect ......... B .......... (2) Require filling to
proper level.
Maintenance intervals ... 3 ........ (3) Suggest replacement.
* A/C-HEATER
Mixture incorrect ....... B ........... Require correction or SYSTEM UNIFORM INSPECTION GUIDELINES *
replacement.
Type incorrect .......... B ............ Require replacement.
(1) - Determine source of contamination and require correction

prior to coolant replacement.
(2) - Determine source of incorrect level and suggest repair.
(3) - The system should be drained and/or flushed and
refilled with correct coolant according to OEM
recommended service interval and procedures.
COOLING FAN BLADES
COOLING FAN BLADE INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent .................... A ............ Require replacement.
Cracked ................. A ............ Require replacement.
Loose ................... A .. Require repair or replacement.
COOLING FAN CLUTCHES
NOTE: Some lateral movement, measured at the fan blade tip, may
be normal.
COOLING FAN CLUTCH INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
functioning ............ A ... Require repair or replacement * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINE
of hardware.
Bearing noisy ........... A ............ Require replacement.
Bearing worn ............ A ............ Require replacement.
Fastener loose .......... A ... Require repair or replacement
of fastener.
Leaking ................. 1 ............ Suggest replacement.
Seized .................. A ............ Require replacement.
Slips (insufficient fan
speed) ................. A ............ Require replacement.
Thermal control
incorrect .............. B .. Require repair or replacement.

OEM specification.
COOLING FAN MOTORS
COOLING FAN MOTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
functioning ............ A .. Require repair or replacement
of hardware.
Connector melted,
replacement.
replacement.
Hydraulic fan motor
performance ............ A ........... (1) Require repair or * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELIN
replacement.
Terminal corroded,
Terminal loose, not

EVAPORATOR DRAIN TUBES
EVAPORATOR DRAIN TUBE INSPECTION
Disconnected ............ A ................. Require repair.

Leaking ................. A ............ Require replacement.
Restricted .............. A .. Require repair or replacement.
Routed incorrectly ...... B ................. Require repair.
EVAPORATOR PRESSURE REGULATORS (EPRS)
EVAPORATOR PRESSURE REGULATOR (EPR) INSPECTION

replacement.

OEM specification.
EVAPORATORS
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINE
EVAPORATOR INSPECTION

required.
Air flow obstruction,
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
not affecting
required.
Bracket loose, not
Corroded, affecting
*structural
A/C-HEATERintegritySYSTEM
... A ............ RequireINSPECTION
UNIFORM replacement. GUIDELINES *Article Text (p. 26)1998 Ford Econoline E250
required.
Evaporator foam seal
leaking ................ A ............ Require replacement.
Evaporator foam seal
missing ................ C ............ Require replacement.
Restricted internally ... A .. Require repair or replacement.
EXPANSION VALVES
EXPANSION VALVE INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Corroded internally ..... 1 ............ Suggest replacement.
Filter screen torn ...... A .. Require replacement of screen.
replacement.
(1) - Expansion valve operation may be affected by capillary

tube location, corrosion, and insulation tape.
Inoperative includes intermittent operation.
FUNCTION SELECTORS
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELIN

See CONTROL HEADS (FUNCTION SELECTORS).
FUSES, FUSIBLE LINKS AND CIRCUIT BREAKERS
FUSE, FUSIBLE LINK AND CIRCUIT BREAKER INSPECTION

Blown ................... A ........ (1) Require replacement.
Corroded, affecting
performance ............ 2 .. Suggest repair or replacement.
Cracked, affecting
Cracked, not affecting
Inoperative ............. A ... (2) Require replacement.
Insulation damaged,
conductors exposed ..... A .. Require repair or replacement.
Insulation damaged,
conductors not exposed . 1 .. Suggest repair or replacement.
Secured incorrectly ..... B ................. Require repair.
replacement.
Terminal corroded,
Terminal loose, not
(1) - Determine cause and correct prior to replacement

of part.
(2) - Inoperative includes intermittent operation.
FUSIBLE LINKS
GASKETS
GASKET INSPECTION * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDEL

Leaking ................. A ........... (1) Require repair or

replacement.
(1) - Require inspection of mating and sealing surface and

repair or replace as necessary.
HEATER CASES
See PLENUMS.
HEATER CONTROL VALVES
HEATER CONTROL VALVE INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding ................. 2 .. Suggest repair or replacement.
Coolant leak ............ A .. Require repair or replacement.
replacement.
Vacuum leak ............. A .. Require repair or replacement.
(1) - Includes inoperative, intermittent operation, or

failure to perform all functions.
HEATER CORES
HEATER CORE INSPECTION
Air flow obstruction .... A .. Require repair or replacement.

Attaching hardware * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 29)
of hardware.
Attaching hardware
hardware.
of hardware.
Connection leaking ...... A .. Require repair or replacement.
Corroded ................ 1 .. Suggest repair or replacement.
Fins damaged, affecting
Fins damaged, not
required.
Internal restrictions,
HEATER HOSES
HEATER HOSE INSPECTION

Corroded, not reusable .. 1 ............ Suggest replacement.
Hard (brittle) .......... 1 .. Suggest repair or replacement.
Inner fabric (webbing)
damaged ................ A ............ Require replacement.
Outer covering damaged .. 1 ............ Suggest replacement.
Protective sleeves
Protective sleeves
missing ................ 2 . Suggest replacement of sleeves.
performance ............ * A/C-HEATER SYSTEM
A .. Require repair UNIFORM INSPECTION GUIDELINES *Article Text (p. 30)1998 Ford
or replacement.
Restricted, not affecting
Safety clip missing ..... C ............ Require replacement.
Spongy .................. 1 .. Suggest repair or replacement.
Stripped ................ A ............ Require replacement.
Surface cracks (dry-
rotted) ................ 1 .. Suggest repair or replacement.
Swollen ................. B ............ Require replacement.
HIGH PRESSURE RELIEF VALVES (HPRV)
HIGH PRESSURE RELIEF VALVE (HPRV) INSPECTION

replacement.

OEM specification.
IDLERS
See TENSIONERS.
IN-LINE FILTERS
IN-LINE FILTER INSPECTION
Connection leaking ...... B .. Require repair or replacement.

Restricted .............. A ............ Require replacement.
METAL FITTINGS * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDEL

See
METAL LINES
See
MIX AND AIR CONTROL DOORS (BLEND DOORS)
See PLENUMS.
O-RINGS
O-RING INSPECTION

replacement.

ORIFICE TUBES
ORIFICE TUBE INSPECTION

Bypassing internally .... A .. Require repair or replacement.
Filter screen torn ...... A ............ Require replacement.
Installation incorrect .. B ................. Require repair.
PILOT-OPERATED ABSOLUTES (POAS)
PILOT-OPERATED ABSOLUTE (POA) INSPECTION
Connection damaged ...... B .. Require repair or replacement.

Fitting damaged ......... B .. Require repair or replacement.
replacement.
Threads stripped (threads * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 32)

OEM specification.
PLENUMS
PLENUM INSPECTION
Air control door

binding ................ A ... Require repair or replacement
Air control door
broken ................. A .. Require repair or replacement.
Air control door
Air control door
seized ................. A .. Require repair or replacement.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Cracked ................. 2 .. Suggest repair or replacement.
Drain hole restricted ... A ................. Require repair.
Drain plugged ........... A ................. Require repair.
Duct disconnected ....... A .. Require repair or replacement.
Duct leaking ............ A .. Require repair or replacement.
Duct missing ............ C ............ Require replacement.
Duct restricted ......... A .. Require repair or replacement.
Noisy ................... 2 ..... Suggest cleaning or repair.
Odor .................... 2 ..... Suggest cleaning or repair.
Restricted .............. A .... Require cleaning, repair, or
replacement.
PRESSURE CONTROL VALVES
See:
* EVAPORATOR PRESSURE REGULATORS (EPRS)

* HIGH PRESSURE RELIEF VALVES (HPRV)
* PILOT-OPERATED ABSOLUTES (POAS)
* SUCTION THROTTLING VALVES (STVS)
* * A/C-HEATER
VALVES IN RECEIVER (VIRS) SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 33)
PRESSURE SENSORS
See THERMISTORS AND PRESSURE SENSORS.
PULLEYS
PULLEY INSPECTION
Alignment incorrect ..... B .. Require repair or replacement.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bearing noisy ........... 2 ............ Suggest replacement.
Bearing seized .......... A .. Require repair or replacement.
Bearing worn ............ 1 ............ Suggest replacement.
Pulley damaged, affecting
belt life .............. A ............ Require replacement.
RADIATORS
RADIATOR INSPECTION
Air flow obstruction .... A ................. Require repair.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Drain inoperative ....... A .. Require*repair A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text
or replacement.
Fins damaged, not
required.
Internal oil cooler
Internal restrictions ... B .. Require repair or replacement.
missing) ............... A .. Require repair or replacement.
Tubes damaged, affecting
Tubes damaged, not
required.
RECEIVER-DRIERS
NOTE: For VIRs, see VALVES IN RECEIVER (VIRS).
RECEIVER-DRIER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Contaminated, affecting
Dessicant bag

its useful life (saturated
Fusible plug leaking .... A .... Require replacement of plug.
Pressure relief device
leaking ................ A . Require replacement of pressure
relief device.
Sight glass no longer * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDE
transparent ............ 2 ... Suggest replacement of drier.
Tubing connection

deterioration.
REFRIGERANT
NOTE: Refrigerants include any SNAP (Significant New Alternative

Policy)-approved blends.
REFRIGERANT INSPECTION
Contaminated (other than

refrigerant blends) .... B ........ Require service to remove
contamination.
Different types of
refrigerants in the same
system (other than
refrigerant blends) .... B ................. Require repair.
Overcharged ............. B ................. Require repair.
Refrigerant type
does not match
fittings and label ..... B ................. Require repair.
Undercharged ............ B ................. Require repair.
REFRIGERANT OIL
REFRIGERANT OIL INSPECTION
Contaminated ............ 1 .. Require repair or replacement.

Overfilled .............. B ................. Require repair.
Underfilled ............. B ................. Require repair.
RELAYS
RELAY INSPECTION
Attaching hardware * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 36)
of hardware.
Attaching hardware
hardware.
of hardware.
Housing broken .......... A ............ Require replacement.
Housing cracked ......... 2 ............ Suggest replacement.
Melted, affecting
replacement.
performance ............ 2 ........... (2) Suggest repair or
replacement.
replacement.
Terminal corroded,
Terminal loose, not

OEM specification.
SEALS
SEAL INSPECTION

replacement.

* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 37)1998 Ford
SERVICE PORTS
SERVICE PORT INSPECTION
Application
does not match
refrigerant type ....... B ............ Require replacement.
Valve cap leaking ....... A ... Require repair or replacement
of cap.
Valve cap missing ....... C .... Require replacement of valve
cap.
Valve core sticking ..... B .. Require repair or replacement.
SPRING LOCK COUPLINGS
SPRING LOCK COUPLING INSPECTION

replacement.

SUCTION THROTTLING VALVES (STVS)
SUCTION THROTTLING VALVE (STV) INSPECTION

replacement.

OEM specification.
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 38)1998 Ford Econoline E250
SWITCHES (ELECTRICAL)
SWITCH (ELECTRICAL) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Binding, not affecting
Burned, affecting
replacement.
Burned, not affecting
replacement.
Cracked, affecting
replacement.
Melted, affecting
replacement.
replacement.
Missing ................. C ........ (3) Require replacement.
Pressure switch leaking . A .. Require repair or replacement.
replacement.
Terminal corroded,
*Terminal loose, affecting
A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 39)1998 Ford Econoline E250
Terminal loose, not
Won't return ............ A .. Require repair or replacement.
Worn .................... 1 ............ Suggest replacement.

(3) - Missing includes high pressure cut-off switches not
installed during a retrofit from R12 to R134a.
TENSIONERS
TENSIONER INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bearing worn ............ 1 ............ Suggest replacement.
Belt tension incorrect .. B ... Require adjustment or repair.
Bracket cracked ......... A .. Require repair or replacement.
Housing cracked ......... A .. Require repair or replacement.
THERMISTORS AND PRESSURE SENSORS
NOTE: Includes, but not limited to, In-Car Temperature, Ambient

Air Temperature, Sun Load Sensor, etc.
THERMISTOR AND PRESSURE SENSOR INSPECTION

* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 40)
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Calibration incorrect ... B .. Require repair or replacement.
Connector melted,
replacement.
replacement.
replacement.
replacement.
affecting performance ... 2 .. Suggest repair or replacement.
Terminal corroded,
Terminal loose, not

OEM specification.
THERMOSTATS AND HOUSINGS

* A/C-HEATER SYSTEM
THERMOSTAT AND HOUSING INSPECTION

Attaching hardware
of hardware.
Attaching hardware
corroded ................ A ... Require repair or replacement
of hardware.
Attaching hardware
hardware.
of hardware.
Housing corroded ........ 1 .......... Suggest replacement of
housing.
Installation incorrect .. B .. Require repair or replacement.
Thermostat missing ...... C .......... Require replacement of
thermostat.

OEM specification.
VACUUM HOSES AND TUBES
VACUUM HOSE AND TUBE INSPECTION
Disconnected ............ A ................. Require repair.

Melted .................. A ..... Require repair replacement.
Oil-soaked (spongy) ..... 1 ............ Suggest replacement.
Routing incorrect ....... B ................. Require repair.
rotted) ................ 1 ............ Suggest replacement.
VACUUM RESERVOIRS
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 42)1998 Ford Econoline E250
VACUUM RESERVOIR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Check valve leaking
internally ............. A ............ Require replacement.
VACUUM TUBES
See VACUUM HOSES AND TUBES.
VALVES IN RECEIVER (VIRS)
VALVE IN RECEIVER (VIR) INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
*affecting
A/C-HEATER
performance SYSTEM.. A .. UNIFORM INSPECTION
Require repair GUIDELINES *Article Text (p. 43)1998 Ford Econoline E250
or replacement.
not affecting
required.
Bracket loose, not
Corroded internally ..... 1 ............ Suggest replacement.
Dessicant bag
its useful life
(saturated
Filter screen torn ...... A .. Require replacement of screen.
Fusible plug leaking .... A .... Require replacement of plug.
replacement.
Pressure relief device
leaking ................ A . Require replacement of pressure
relief device.
Sight glass no longer
transparent ............ 2 ... Suggest replacement of drier.
Tubing connection

deterioration.
OEM specification.
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUID

WATER PUMPS (ELECTRIC AUXILIARY)
WATER PUMP (ELECTRIC AUXILIARY) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not
Vibration ............... 1 .. Suggest replacement.

replacement ofSYSTEM
* A/C-HEATER part. UNIFORM INSPECTION GUIDELINES *Article Text (p. 45)1998 Ford Econoline E250
OEM specification.
WIRING HARNESSES AND CONNECTORS
WIRING HARNESS AND CONNECTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Circuit open ............ A .. Require repair or replacement.
Circuit resistance
(voltage drop) out of
specification .......... A .. Require repair or replacement.
Circuit shorted ......... A .. Require repair or replacement.
Connector melted,
replacement.
replacement.
Diode open .............. A .. Require repair or replacement.
Diode shorted ........... A .. Require repair or replacement.
Insulation damaged,
Insulation damaged,
conductors not exposed . 1 ............ Suggest replacement.
Protective shield
(conduit) melted ....... B ........ (1) Require replacement.
Protective shield
(conduit) missing ...... C ............ Require replacement.
replacement.
Terminal burned, not * A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 46)
Terminal corroded,
Terminal loose, not
Voltage drop out of

END OF ARTICLE
* A/C-HEATER SYSTEM UNIFORM INSPECTION GUIDELINES *Article Text (p. 47)1998 Fo

A - ENGINE/VIN ID
Article Text
For 1
ARTICLE BEGINNING
1998 ENGINE PERFORMANCE

Ford Motor Co. - Introduction
All Truck Models
1998 MODEL COVERAGE
ENGINE/VIN IDENTIFICATION
ENGINE/VIN IDENTIFICATION TABLE
ENGINE FUEL IGNITION

MODEL ENGINE ID (1) SYSTEM SYSTEM
4.2L 2 SFI DIS (2)
4.6L 6 SFI DIS (2)
"E" Series 5.4L L SFI DIS (2)
RWD Van 5.4L CNG

(Compressed M SFI DIS (2)
(E150/250/350) Natural Gas)
6.8L S SFI DIS (2)
7.3L F Turbo Diesel
4.6L W Or 6 SFI DIS (2)

Expedition
5.4L L SFI DIS (2)
4.0L (OHV) X SFI DIS (2)
Explorer 4.0L (OHC) E SFI DIS (2)
5.0L P SFI DIS (2)
4.2L 2 SFI DIS (2)
"F" Series Pickup 4.6L W Or 6 SFI DIS (2)
(F150/250 5.4L L SFI DIS (2)
Light Duty) 5.4L CNG

(Compressed M SFI DIS (2)
Natural Gas)
4.0L (OHC) E SFI DIS (2)

Mountaineer
5.0L P SFI DIS (2)
Navigator 5.4L L SFI DIS (2)
2.5L C SFI DIS (2)
Ranger 3.0L U SFI DIS (2)
4.0L (OHV) X SFI DIS (2)
Villager 3.0L W SFI Distributor
3.0L V SFI DIS (1)

Windstar
3.8L 4 SFI DIS (2)
(1) - Engine may be identified by 8th character of Vehicle

Identification Number (VIN) stamped on metal tag, attached
to driver's side top corner of instrument panel.
(2) - This system may also be referred to as distributorless or
integrated ignition.
VIN DEFINITION
(VIN) 1 F T B F 2 5 X 5 W L A 0 0 0 0 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1-3 - Indicates Manufacturer, Make and Type.

4 - Indicates Brake System/GVWR Class.
5-7 - Indicates Model or Line.
8 - Indicates Engine Code.
9 - Indicates Check Digit.
10 - Indicates Model Year.
11 - Indicates Assembly Plant.
12-17 - Indicates Plant Sequential Number.
MODEL/YEAR VIN CODE APPLICATIONS
MODEL/YEAR VIN CODE APPLICATION TABLE
VIN Code Model Year
T ................................................... 1996
V ................................................... 1997
W ................................................... 1998
ENGINE CODE LOCATION
NOTE: Emission calibration number label is located on driver's

door or door post pillar as well as engine. It also
A - ENGINE/VIN ID Article T
identifies engine code number and revision number. Engine
code and calibration number may be needed when ordering
parts.
END OF ARTICLE
A - ENGINE/VIN ID Article Text (p. 3)1998 Ford Econoline E250

AIR BAG RESTRAINT SYSTEM
Article Text
For 1
ARTICLE BEGINNING
1998 AIR BAG RESTRAINT SYSTEMS

Ford Motor Co.
Ford: Econoline
DESCRIPTION & OPERATION
carefully follow all WARNINGS and SERVICE PRECAUTIONS.
The Supplemental Restraint System (SRS), also known as air

bag system, is designed to provide increased accident protection for
driver and front passenger by deploying air bag in a front-end
collision. The Electronic Crash Sensor (ECS) module, together with
primary crash sensor, determines when to deployed air bags and belt
and buckle assembly pretensioners. Air bag system is designed to be
used with 3-point safety belts.
SRS includes the following major components: Electronic Crash
Sensor (ECS) module, primary crash sensor, driver-side air bag module,
passenger-side air bag module, inflator (in air bag module),
clockspring, air bag indicator (AIR BAG warning light), driver-side
and passenger-side belt and buckle assembly pretensioners, and
associated wiring harnesses. See Fig. 1.
Fig. 1: Locating Restraint System Components

BACK-UP POWER SUPPLY

A back-up power supply is located inside Electronic Crash
Sensor (ECS). If battery or battery cables are damaged in a collision
before sensor circuits close, back-up power supply will provide
electrical power to deploy air bags. Back-up power supply will hold a
deployment charge for approximately one minute after negative battery
cable is disconnected.
BELT & BUCKLE PRETENSIONER
The belt and buckle assembly pretensioner is a pyrotechnic

device that when signaled by the ECS module, removes excess webbing
from seat belt system. When the belt and buckle assembly deploys, the
buckle moves downward, pulling excess webbing from lap and shoulder
safety belts. See Fig. 1.
CLOCKSPRING
The clockspring, located on steering column between steering

wheel and combination switch assembly, is a contact and wire assembly
used to transfer electrical signals from steering column wiring
harness to driver-side air bag module. See Fig. 1.
DRIVER-SIDE AIR BAG MODULE
Air bag module is located in center of steering wheel,

encased in steering wheel trim cover. When primary crash sensor and
safing sensor signal an impact, ignitor ignites inflator gas generant.
This reaction ignites sodium azide/copper oxide gas generant in
inflator, producing nitrogen gas, inflating air bag.
When air bag is activated, tear seams molded into steering
wheel trim cover separate, allowing inflation of air bag assembly. Air
bag module is only serviced as a complete assembly.
ELECTRONIC CRASH SENSOR (ECS)
NOTE: There are 3 types of E-Series (Econoline) air bag ECS

modules: 2 igniter system for school bus, 3 igniter system
for cargo van and 4 igniter system for passenger van. These
ECS modules have unique part numbers and are not
interchangeable.
The Electronic Crash Sensor (ECS) module, also known as

diagnostic monitor, is located behind passenger-side kick panel. See
Fig. 1. The ECS module contains a microcomputer, which monitors
electrical system components and connections. ECS module performs a
system self-check of air bag system internal circuits every time
ignition switch is turned to RUN position. ECS module also energizes
AIR BAG warning light during initial system self-check and whenever a
fault is detected. Faults are stored in ECS module memory and
translated into Light Flash Codes (LFC) which are displayed through
AIR BAG warning light. ECS module also communicates through Data Link
Connector (DLC) current and historical Diagnostic Trouble Codes
AIR BAG RESTRAINT SYSTEM Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informa
(DTCs).
If a system fault exists and AIR BAG warning light is
malfunctioning, ECS module will activate an audible chime or buzzer,
indicating need for service.
PASSENGER-SIDE AIR BAG MODULE
The passenger-side air bag module is located in right side of

instrument panel, above glove box. See Fig. 1. When primary crash
sensor and safing sensor signal an impact, ignitor ignites inflator
gas generant.
Since passenger-side air bag is larger than driver-side air
bag, inflator contains more gas generant in a different configuration
to produce more gas. When air bag is activated, instrument panel trim
cover tears at seams and hinges, allowing deployment. Passenger-side
air bag module is only serviced as a complete assembly.
PRIMARY CRASH SENSOR
The primary crash sensor, also known as center air bag

sensor, in located on center radiator support behind grill. See Fig. 1
. When an impact occurs requiring air bag deployment, sensor contacts
close, completing electrical circuit necessary for system operation.
Both safing sensor (located inside ECS module) and primary crash
sensor must activate simultaneously to deploy air bags.
SYSTEM OPERATION CHECK
1) When checking air bag system operation (also known as

prove out system), and upon completion of each diagnostic test, check
for faults in air bag system. To check system, turn ignition switch to
RUN position. If AIR BAG warning light illuminates for 4-8 seconds and
then goes out, air bag system is functioning properly and no fault
exist.
2) If a fault is detected in air bag system during initial
system check, AIR BAG warning light will either fail to light, stay on
continuously, or flash a code sequence. If AIR BAG warning light
flashes, indicating a fault in system, count number of flashes after
fault code has cycled twice. Number of flashes represents a code
number used to diagnose air bag system. See DIAGNOSIS & TESTING.
3) If a system fault exists and AIR BAG warning light fails
to light, an audible tone will be heard, indicating AIR BAG warning
light is out and service is required.
SERVICE PRECAUTIONS
The following precautions should be observed when working

with air bag systems:
* Disable air bag system before servicing any air bag system
or steering column components. Failure to do so may result AIR BAG RESTRAINT SYSTEM Article Text (p. 3)
in accidental air bag deployment and cause personal injury.
See DISABLING & ACTIVATING AIR BAG SYSTEM.
* Back-up power supply will hold a deployment charge for
approximately one minute after negative battery cable is
disconnected. Servicing SRS before one-minute waiting period
may cause accidental air bag deployment and possible
personal injury.
* Because of critical system operating requirements, DO NOT
service sensors, clockspring, ECS, or air bag modules.
Corrections are made by replacement only.
* Always wear safety glasses whenever servicing an air
bag-equipped vehicle or handling an air bag.
* When carrying a live air bag module, ensure air bag module
and trim cover are pointed away from your body. This
minimizes chance of injury in event of an accidental
deployment.
* When placing a live air bag module on a bench or other
surface, always face air bag module and trim cover up and
away from surface. This will reduce module motion if it is
accidentally deployed.
* After deployment, air bag surface may contain deposits of
sodium hydroxide, which may irritate skin. Sodium hydroxide
is a product of gas generant combustion. Always wear gloves
and safety glasses when handling a deployed air bag. Wash
your hands using mild soap and water. Follow correct
disposal procedures. See DISPOSAL PROCEDURES.
* If a part is replaced and new part does not correct
condition, reinstall original part and perform diagnostic
procedure again.
* Never probe connectors on air bag module. Doing so may cause
air bag deployment and/or personal injury.
* The instruction to disconnect always refers to a connector.
DO NOT remove a component from vehicle when instructed to
disconnect.
* After repairs, ensure AIR BAG warning light does not
indicate any other faults. See SYSTEM OPERATION CHECK.
DISABLING & ACTIVATING AIR BAG SYSTEM
WARNING: Wait one minute after disabling air bag system before working
on vehicle. Back-up power supply holds a deployment charge
for approximately one minute after positive battery cable is
disconnected. Servicing air bag system before one minute may
cause accidental air bag deployment and possible personal
injury.

systems may lose memory data. Driveability problems may
exist until computer systems have completed a relearn cycle.
See COMPUTER RELEARN PROCEDURES in GENERAL INFORMATION.
AIR BAG RESTRAINT SYSTEM Article Text (p. 4)
DISABLING SYSTEM
1) Record USER 1 and USER 2 pre-set radio frequencies for

reprogramming (if equipped). Disconnect battery(s). Follow appropriate
procedure. See SINGLE BATTERY, DUAL BATTERY (DIESEL) or DUAL BATTERY
(GASOLINE). Wait at least one minute for back-up power supply to
deplete stored energy.
2) Remove driver-side air bag module. See DRIVER-SIDE AIR BAG
MODULE under REMOVAL & INSTALLATION. Connect appropriate air bag
simulator to clockspring connector at top of steering column (in place
of air bag). See AIR BAG SIMULATOR.
3) Remove passenger-side air bag module. See
PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. Connect
appropriate air bag simulator to passenger-side air bag vehicle
harness connector (in place of air bag). Connect battery. To
reactivate SRS, see ACTIVATING SYSTEM.
Single Battery
Disconnect negative battery cable in usual manner.
Dual Battery (Diesel)

Disconnect secondary battery positive battery cable from
primary battery positive terminal. Insulate secondary positive battery
cable with non-conductive material. Disconnect primary battery
negative battery cable.
Dual Battery (Gasoline)

Disconnect primary battery negative cable. Remove ground bolt
and pull secondary battery negative cable away from frame. Insulate
secondary negative battery cable with non-conductive material.
AIR BAG SIMULATOR
An Air Bag Simulator (418-F088 or 105-R0012) or equivalent is

required to perform diagnosis and testing of the air bag system. See
Fig. 2. An air bag simulator is a 2-ohm resistor, with appropriate
connector, used to simulate an air bag module. DO NOT short-circuit
air bag module connections with a zero-ohm jumper wire. If zero-ohm
jumper is used, a Diagnostic Trouble Code (DTC) will be set.
Fig. 2: Identifying Air Bag Simulator

AIR BAG RESTRAINT

ACTIVATING SYSTEM Article Text (p. 5)1998 Ford Econoline E250For 1
SYSTEM Copyright © 1998 Mitchell Repair Informa
1) Disconnect battery(s). Follow appropriate procedure. See
SINGLE BATTERY, DUAL BATTERY (DIESEL) or DUAL BATTERY (GASOLINE). Wait
at least one minute for back-up power supply to deplete stored energy.
Remove air bag simulator from clockspring connector. Remove air bag
simulator from passenger-side air bag vehicle harness connector.
Install driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE
under REMOVAL & INSTALLATION.
2) Install passenger-side air bag module. See
PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. Reconnect
battery. Prove out system. See PROVE OUT SYSTEM under DIAGNOSIS &
TESTING. Reprogram USER 1 and USER 2 pre-set radio frequencies and set
clock.
DISPOSAL PROCEDURES
WARNING: Refer to SERVICE PRECAUTIONS before proceeding.
Air bag disposal may be necessary in following situations:
* Scrapping vehicle with deployed air bag.

* Scrapping vehicle with live air bag.
* Disposal of a live but electrically faulty air bag module.
* Disposal of a deployed air bag module.
AIR BAG DISPOSAL PROCEDURES TABLE
Condition Instructions
Module Replacement
Deployed Air Bag .................. (1) Dispose Of In Usual Manner
Faulty But Live Air Bag Module ........... (2) Return For Disposal
Vehicle To Be Scrapped
Deployed Air Bag .................. (1) Dispose Of In Usual Manner
Live Air Bag .................................. (3) Deploy Air Bag
(1) - Contact vehicle manufacturer for proper disposal instructions.

(2) - See UNDEPLOYED AIR BAG - FAULTY UNIT.
(3) - See SCRAPPED VEHICLE.
DEPLOYED AIR BAG
Dispose of deployed air bag module as any other part. Air bag
module components are not reusable.
UNDEPLOYED AIR BAG - FAULTY UNIT
If an undeployed air bag module is diagnosed as faulty,

contact vehicle manufacturerAIR
for proper
BAG disposal instructions.
RESTRAINT SYSTEM Article Text (p. 6)1998 Ford Econoline E250For 1
SCRAPPED VEHICLE
CAUTION: DO NOT dispose of undeployed air bag modules without first

deploying air bag. If this is not possible through
procedure outlined, contact vehicle manufacturer for
further instructions.
If vehicle is to be scrapped, undeployed air bag module must

first be deployed. Use the following procedure for deployment of air
bag.
Remote Deployment Of Air Bag

This procedure is to be used when a vehicle with a live
driver-side or passenger-side air bag is to be scrapped, but a problem
in air bag electrical system prevents deployment with air bag still
installed in vehicle.
WARNING: Perform remote deployment outdoors. Keep all personnel at

least 20 feet away to ensure physical and hearing safety
from projected objects and loud noise of air bag deployment.
1) Before proceeding, see SERVICE PRECAUTIONS. Deactivate

system. See DISABLING & ACTIVATING AIR BAG SYSTEM.
2) Remove air bag modules. See DRIVER-SIDE AIR BAG MODULE and
PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. With air
bag modules removed, cut air bag connector from wiring harness near
air bag module. Strip 1" of insulation from wire ends. Obtain 2 wires
at least 20 feet long. Connect one end of each 20-foot wire to one end
of each air bag module wire.
WARNING: When placing a live air bag on a bench or other surface,

always face air bag and trim cover up and away from surface.
This will reduce motion of air bag module if it is
3) Place air bag module with trim cover facing upward on a

flat surface, in remote area such as parking lot or field. Remain at
least 20 feet away from air bag module. Deploy air bag by touching
loose ends of both wires to 12-volt battery terminals.
4) If successful, a loud noise will be heard and bag material
will be visible. Allow at least 10 minutes for cooling and dissipation
of air bag effluents before approaching air bag. Air bag is now
inoperative. If air bag does not deploy, air bag module is faulty.
Contact vehicle manufacturer for further instructions on disposal
procedures.
POST-COLLISION INSPECTION
When a vehicle has been involved in a collision, certain

components of the passive restraint system must be inspected or
replaced. See PASSIVE RESTRAINT SYSTEM INSPECTIONAIR article
BAGin the
RESTRAINT SYSTEM Article Text (p. 7)
GENERAL INFORMATION section for post-collision inspection information.
WARNING: Failure to follow service precautions may result in air bag

deployment and personal injury. See SERVICE PRECAUTIONS.
After component replacement, ensure proper system operation.
See SYSTEM OPERATION CHECK.

See COMPUTER RELEARN PROCEDURES in GENERAL INFORMATION.
BELT & BUCKLE PRETENSIONER
Removal
1) Belt and buckle assembly pretensioners are located at
lower outboard sides of front seats. Before proceeding, see
SERVICE PRECAUTIONS. Disable air bag system. See DISABLING SYSTEM
under DISABLING & ACTIVATING AIR BAG SYSTEM. Leave battery(s)
disconnected.
2) On driver-side, remove front seat back latch lower cover.
On passenger-side, remove front seat back pivot side outer cover.
Disconnect belt and buckle assembly pretensioner harness connector.
Using Safety Belt Bolt Bit (501-010 or T77L-2100-A) or T-50 Torx tool,
remove belt and buckle pretensioner retaining bolt and remove belt and
buckle pretensioner.
Installation
To install, reverse removal procedure. Align both anti-
rotation tabs on belt and buckle pretensioner into seat track prior to
tightening bolt to specifications. See TORQUE SPECIFICATIONS. Check
AIR BAG warning light to ensure system functions properly. See
SYSTEM OPERATION CHECK.
CLOCKSPRING
Removal
1) Clockspring is located on steering column between steering
wheel and combination switch. Before proceeding, see
disconnected.
2) Remove driver-side air bag module. See
DRIVER-SIDE AIR BAG MODULE. Ensure front wheels are in straight-ahead
position. Remove steering wheel. See STEERING WHEEL.
3) Twist tilt wheel handle and remove (if equipped). Remove 3
screws and lower steering column shroud. Position ignition switch in
RUN position. Using suitable tool, push upward on cylinder release tab AIR BAG RESTRAINT SYSTEM Article Text
through hole in lower shroud while pulling cylinder outward to remove
ignition switch lock cylinder.
4) Carefully pry to release clips and remove lower steering
column opening cover. Remove upper steering column shroud. Install
service lock on clockspring. If service lock is missing, apply 2
strips of tape across clockspring to prevent accidental rotation. See
Fig. 3.
5) Remove key-in ignition warning indicator switch,
disconnect clockspring connector and separate air bag electrical
connector from bracket. Pry 3 clockspring retaining clips loose.
Separate wire from 2 retaining clips and remove clockspring.
NOTE: Service replacement clockspring will contain a plastic

locking insert to prevent rotation. DO NOT remove insert
until clockspring is securely installed on column.
Fig. 3: Removing Clockspring

Installation
To install, reverse removal procedure. Adjust clockspring (if
necessary), see CLOCKSPRING under ADJUSTMENTS. Properly orientate
clockspring assembly. Align air bag pigtail to 3 o'clock position.
Align dot on steering shaft to 9 o'clock position. If new clockspring
is being installed, remove locking mechanism. Activate air bag system.
See ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM.
Check AIR BAG warning light for proper system function. See
DRIVER-SIDE AIR BAG MODULE

AIR BAG RESTRAINT SYSTEM Article Text (p.
Removal
1) Driver-side air bag module is located in center of
steering wheel. Before proceeding, see SERVICE PRECAUTIONS. Disable
air bag system. See DISABLING SYSTEM under DISABLING & ACTIVATING AIR
BAG SYSTEM. Leave battery(s) disconnected.
2) Ensure front wheels are in straight-ahead position. Remove
2 back cover plugs from rear of steering wheel. Remove 2 air bag
module retaining screws and disconnect electrical connectors. Remove
air bag module. See Fig. 4.
Fig. 4: Removing Driver-Side Air Bag Module

Installation
Connect air bag module to clockspring connector. Connect horn
connector. Position air bag module on steering wheel. Tighten
fasteners to specification. See TORQUE SPECIFICATIONS. Activate air
bag system. See ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG
SYSTEM. Check AIR BAG warning light to ensure system is functioning
properly. See SYSTEM OPERATION CHECK.
ELECTRONIC CRASH SENSOR
Removal
1) Electronic Crash Sensor (ECS) is located behind passenger-
side kick panel. Before proceeding, see SERVICE PRECAUTIONS. Disable
air bag system. See DISABLING SYSTEM under DISABLING & ACTIVATING AIR
BAG SYSTEM. Leave battery(s) disconnected.
AIR BAG RESTRAINT SYSTEM Copyright © 1998 Mitchell Repair Inform
2) Remove passenger-side kick Article Text (p. 10)
panel. Disconnect ECS1998 Ford Econoline E250For 1
module
connector locking clip and disconnect ECS module connector. Remove 3
retaining bolts and remove ECS module.
Installation
To install ECS, reverse removal procedure. Tighten fasteners
to specification. See TORQUE SPECIFICATIONS. Activate air bag system.
See ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM.
Check AIR BAG warning light to ensure system is functioning properly.
INSTRUMENT CLUSTER

Remove headlight switch knob and bezel. Remove 2 screws and
instrument panel finish panel. Remove 4 screws and pull instrument
cluster rearward. Disconnect electrical connectors and remove
transmission range indicator. Remove instrument cluster. To install,
PASSENGER-SIDE AIR BAG MODULE
Removal
1) Passenger-side air bag module is located in right side of
instrument cluster above glove box. Before proceeding, see
disconnected.
2) Remove passenger-side lower instrument panel finish panel
(knee bolster) and reinforcement. Remove passenger-side air bag module
retaining nuts. See Fig. 5. Using a 3/8" x 4" flat screwdriver (or
equivalent), carefully slide head of screwdriver under right bottom
edge of air bag door and lift upward, separating door from clip.
Separate rest of door from clips by lifting door with hands.
3) Disconnect passenger-side air bag module connector and
remove passenger-side air bag module. Remove 6 offset fasteners used
for retaining air bag module door from instrument panel.
AIR BAG RESTRAINT SYSTEM Article Text (p. 1

Fig. 5: Removing Passenger-Side Air Bag Module
Installation
To install, reverse removal procedure. Use 6 NEW offset
fasteners on air bag module door. Tighten fasteners to specification.
AIR BAG RESTRAINT
See TORQUE SYSTEM
SPECIFICATIONS. Article
Activate air Text (p. 12)1998
bag system. Ford Econoline E250For 1
See ACTIVATING Copyright © 1998 Mitchell Repair Inform
SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Check AIR BAG
warning light to ensure system is functioning properly. See
PRIMARY CRASH SENSOR
NOTE: Vehicle sensor orientation is critical for proper system

operation. If vehicle is involved in a collision where
fenders or grille area have been damaged, inspect primary
sensor mounting brackets for deformation. Damaged sensor(s)
should be replaced whether or not air bag has been deployed.
In addition, ensure body structure in area of sensor mounting
is restored to its original construction.
Removal
Primary crash sensor is located on center radiator support
behind grill. Before proceeding, see SERVICE PRECAUTIONS. Disable air
bag system. See DISABLING SYSTEM under DISABLING & ACTIVATING AIR BAG
SYSTEM. Leave battery(s) disconnected. Disconnect primary crash sensor
connector, remove screws and remove primary crash sensor.
Installation
To install, reverse removal procedure. Tighten fasteners to
specification. See TORQUE SPECIFICATIONS. Activate air bag system. See
ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Check
AIR BAG warning light to ensure system is functioning properly. See
STEERING WHEEL
Removal
1) Ensure front wheels are in straight-ahead position. Before
proceeding, see SERVICE PRECAUTIONS. Disable air bag system. See
DISABLING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Remove
air bag module from steering wheel. See DRIVER-SIDE AIR BAG MODULE.
Disconnect speed control wiring harness (if equipped) from steering
wheel.
2) Loosen steering wheel retaining bolt several turns. Mark
steering wheel hub and steering shaft for installation reference.
Using 2-Jaw Puller (205-116 or T77F-4220-B1) or equivalent, pull
steering wheel from steering shaft. Remove and discard steering wheel
retaining bolt. Route clockspring (contact assembly) wiring harness
through steering wheel as wheel is lifted from steering shaft.
Installation
1) Ensure front wheels are in straight-ahead position. Route
clockspring wiring harness through steering wheel opening at 3 o'clock
position. Position steering wheel on steering shaft. Align marks made
during removal procedure.
2) Ensure air bag clockspring wire is not pinched when
positioning steering wheel. Install NEW steering wheel retaining bolt
and tighten to specification. See TORQUE SPECIFICATIONS. Connect speed
control wiring harness (if equipped) to steering wheel and snap
connector assembly into steering wheel clip.
3) Install air bag module. Activate air bag system. See
ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Check
AIR BAG warning light to ensure system functions properly. See
ADJUSTMENTS
CLOCKSPRING
If clockspring becomes misaligned, turn clockspring rotor
counterclockwise until tight. Back off 2 revolutions. Install service
lock and install clockspring assembly.
AIR BAG RESTRAINT SYSTEM Article Text (p. 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mit
WIRE REPAIR
To repair damage to sensor wiring and wiring harnesses, note
following conditions and proceed to REPAIR PROCEDURE.
* All wire splice connections must be staggered at least

2" (50 mm) apart.
* Use proper size, waterproof butt-splice connectors on any
exposed wiring.
* Use heat shrink nylon splice to prevent water, salt,
condensation and heat from affecting the wiring repair.
Repair Procedure
Insert pre-stripped wire ends into proper size waterproof
butt-splice connector, and crimp connector using appropriate crimping
pliers. See Fig. 6. Using heat gun, hair dryer or match, heat splice
until it shrinks and adhesive oozes from each end of tubing.
Connection is now waterproofed.
Fig. 6: Repairing & Waterproofing Wiring Connections

Belt & Buckle Assembly

Pretensioner Bolt ........................ 25-34 (34-46)
Passenger-Side
Air Bag Module Nuts
AIR......................
BAG RESTRAINT 14-19 (19-26)
SYSTEM Article Text (p. 14)1998 Ford Econoline E250For 1 Copyright © 19
Steering Wheel Retaining Bolt .............. 23-32 (31-44)
INCH Lbs. (N.m)
Driver-Side
Air Bag Module Screws ................ 89-124 (10.0-14.0)
Electronic Crash Sensor
(ECS) Bolts .......................... 97-115 (11.0-13.0)
Primary Crash Sensor Screws ........... 97-115 (11.0-13.0)
Steering Column Shroud Screws ............... 7-10 (0.7-1.1)
Tilt Wheel & Handle ........................ 27-44 (3.0-5.0)
DIAGNOSIS & TESTING
WARNING: Failure to follow service precautions may result in air bag

deployment and personal injury. See SERVICE PRECAUTIONS.
After component replacement, ensure proper system operation.
SELF-DIAGNOSTICS
During vehicle operation, the Electronic Crash Sensor (ECS)

module detects and stores both intermittent and hard failure codes in
non-volatile memory. The ECS will also display a Light Fault Code
(LFC) on the AIR BAG warning light. The Diagnostic Trouble Codes
(DTCs) can be retrieved with the New Generation Star (NGS) tester, or
equivalent, using the retrieve/clear continuous codes option. If no
DTCs are present, NGS Tester will display SYSTEM PASSED message. Once
a fault code is logged in ECS memory, it will stay in memory until 126
ignition cycles have been recorded or until NGS is used to erase the
DTCs.
The on-demand self-test can be used to verify there are no
electrical faults within air bag system. During this test ECS will
check each electrical component in system. If fault is detected, DTC
is displayed on New Generation Star (NGS) tester with brief
description of fault. Faults detected during self test are not stored
in memory, unless same fault was detected during normal vehicle
operation. Self test should be run after service to verify operation.
DIAGNOSTIC PROCEDURE
1) Retrieve all DTCs stored in ECS module memory by executing

RETRIEVE/CLEAR CONTINUOUS DTCs. See RETRIEVING FAULT CODES.
2) Run on-demand self-test to determine what DTCs are
currently being sensed by ECS module. See ON-DEMAND SELF-TEST.
3) If stored DTCs are different than current DTCs, always
repair current DTCs first.
4) If different continuous DTCs are displayed from memory
than on-demand self-test, repair on-demand self-testAIRcodes
BAGfirstRESTRAINT
then SYSTEM Article Text (p. 15)1998 Ford Eco
repair continuous codes.
5) If no DTCs are retrieved and symptoms are observed, refer
to DIAGNOSTIC SYMPTOMS table.
USING NGS TESTER
1) Connect New Generation Star (NGS) Tester (007-00500) or

equivalent to Data Link Connector (DLC), located under instrument
panel, to retrieve continuous diagnostic trouble codes (DTCs) and run
self test diagnostics.
2) If self test is passed and no DTCs are retrieved, go to
DIAGNOSTIC SYMPTOMS table.
3) If DTCs are retrieved, go to
DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION table to continue
diagnostics.
4) If Electronic Crash Sensor (ECS) module cannot be accessed
by NGS tester, go to TEST S to continue diagnostics.
RETRIEVING FAULT CODES
1) Connect New Generation Star (NGS) tester to Data Link

Connector (DLC), located under instrument panel. Turn ignition switch
to RUN position. Select MODEL YEAR and VEHICLE. Select DIAGNOSTIC DATA
LINK. Select ECS. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR
CONTINUOUS DTCs.
2) After pressing START, all continuous DTCs will be
displayed open screen. Record DTCs displayed for reference. See
DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION table. When DTCs are
cleared, they cannot be retrieved.
CLEARING FAULT CODES

LINK. Select ECS. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR
CONTINUOUS DTCs. Press C_ALL.
2) Clearing of individual DTCs (C_ONE) is not supported by
ECS module. The NGS will retrieve DTCs again after clearing DTCs, and
if any remain they will be displayed. Hard DTCs will be redisplayed
after clearing DTCs since they cannot be cleared from air bag ECS
module.
ON-DEMAND SELF-TEST
Connect New Generation Star (NGS) tester to Data Link

LINK. Select ECS. Select DIAGNOSTIC TEST MODES. Select ON-DEMAND SELF-
TEST. Press START and then TRIGGER. ECS module will run on-demand self
test and display ON-DEMAND DTCs on tester screen.
AIR BAG RESTRAINT SYSTEM Article Text (p. 1
PROVE OUT SYSTEM
To prove out system, turn ignition switch from OFF to RUN

position and visually monitor the AIR BAG warning light with air bag
modules installed. The Electronic Crash Sensor (ECS) module
illuminates the AIR BAG warning light for 4-8 seconds and then turns
it off. If the AIR BAG warning light does not illuminate, stays on or
flashes at any time, a fault has been detected by the ECS module and
further service is needed.
VERIFY SYSTEM
To verify system, use prove out system procedure with Air Bag
Simulator (418-F088 or 105-R0012) in place of the air bag modules. See
PROVE OUT SYSTEM.
DIAGNOSTIC SYMPTOMS
Condition Go To
AIR BAG Warning Light On Continuously ............. TEST A

Audible Tone/DTCs Retrieved ....................... TEST R
No Communication With ECS Module .................. TEST S
DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
Fault Flash
Code Code Description Go To
B1230 ... 46 ... Driver Belt & Buckle ......... TEST P

Assembly Pretensioner
Circuit Resistance Out
Of Range
B1231 ... 19 ... Crash Event Detected ......... TEST G
B1232 ... 47 ... Passenger Belt & Buckle ...... TEST Q
Circuit Resistance Out
Of Range
B1342 ... 24 ... ECS Module Defective ......... TEST I
B1671 ... .. ... Battery Voltage ............. TEST A
Out Of Range
B1868 ... (1) ... AIR BAG Warning Light ........ TEST R
Circuit Failure
B1876 ... 17 ... Driver Belt & Buckle ......... TEST E
Circuit Short To Ground
B1880 ... 18 ... Passenger Belt & Buckle ...... TEST F
Circuit Short To Ground
B1887 ... 34 ... Driver Air Bag Circuit ....... TEST M
AIR BAG RESTRAINT
Low ResistanceSYSTEM Article Text (p. 17)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
B1888 ... 34 ... Passenger Air Bag Circuit .... TEST N
Low Resistance
B1914 ... 14 ... Primary Crash Sensor ......... TEST B
Short To Ground
B1915 ... 15 ... Driver Air Bag Circuit ........ TEST C
Failure
B1920 ... 16 ... Passenger Air Bag Circuit ..... TEST D
Failure
B1921 ... 21 ... ECS Module Bracket High ...... TEST H
Resistance Or
Incorrect Mounting
B1932 ... 32 ... Driver Air Bag ............... TEST K
High Resistance Or
Open Circuit
B1933 ... 33 ... Passenger Air Bag ............ TEST L
High Resistance Or
Open Circuit
B1941 ... 41 ... Primary Crash Sensor ......... TEST O
Feed/Return Circuit Open
C1415 ... 29 ... Incorrect Module ............. TEST J
Configuration
(1) Tone will sound only if additional DTCs are present.
Fig. 7: Identifying Electronic Crash Sensor (ECS) Connector

DIAGNOSTIC TESTS
TEST A: BATTERY VOLTAGE OUT OF RANGE OR AIR BAG WARNING LIGHT

ON CONTINUOUSLY (DTC B1671)
NOTE: Before proceeding, see SERVICE PRECAUTIONS.
Description
AIR BAG warning light is designed to illuminate for 4-8
seconds when ignition is turned on. This initial 4-8 second
illumination is normal operation. System is performing a system
operation check.
The ECS module measures battery voltage at terminal No. 17
(circuit 937; Red/White wire). AIR
If voltage
BAGisRESTRAINT
less than 8 volts or more Article Text (p. 18)1998 Ford Econoline E250For 1
SYSTEM
than 18 volts, ECS module will store DTC B1671 in memory and
illuminate AIR BAG warning light continuously. If voltage out of range
condition is intermittent or returns to normal, ECS module will turn
AIR BAG warning light off.
Possible Causes
Battery voltage out of range or continuous AIR BAG warning
light may be caused by an open in battery circuit that prevents
battery voltage from reaching ECS module terminal No. 17, a short to
ground on battery feed or problem in charging system causing battery
voltage to be above 18 volts or below 8 volts.
1) Check For Hard Or Intermittent DTC

Ensure ignition is off. Connect NGS tester to DLC. See
USING NGS TESTER under DIAGNOSIS & TESTING. Turn ignition switch to
RUN position. Retrieve and record any continuous DTCs. See
RETRIEVING FAULT CODES. Perform on-demand self-test. See
ON-DEMAND SELF-TEST under DIAGNOSIS & TESTING. If DTC B1671 was
retrieved during on-demand self-test, fault is hard. Go to next step.
If DTC B1671 was not retrieved, fault is intermittent. Go to step 6).
2) Check Battery Supply To ECS

Using NGS tester, select PID/Data Monitor and Record. Select
PID/VBATECS. If voltage less than 8 volts or greater than 18 volts, go
to next step. If voltage is not less than 8 volts or greater than 18
volts, replace ECS module. See ELECTRONIC CRASH SENSOR under
REMOVAL & INSTALLATION. Go to step 7).
3) Check Battery Fuse

Turn ignition off. Inspect fuse No. 38 (10-amp) located in
instrument panel fuse block. See Fig. 8. If fuse okay, go to step 4).
If fuse is blown, inspect all crimps, terminals, fuses, wires and
connectors in circuit 937 (Red/White wire) feeding ECS module
connector terminal No. 17. Check for pinched wires and damaged
connecter terminals. Repair problems as necessary. Replace fuse No. 38
and go to step 7).
4) Check Power To Battery Fuse

Measure voltage between ground and battery side of fuse No.
38 (Black/Orange wire). See Fig. 8. If voltage is 8-18 volts, go to
next step. If voltage is not 8-18 volts, repair charging system as
necessary. Go to step 7).

Fig. 8: Identifying Instrument Panel Fuse Block
5) Check ECS Module Circuit

Disable air bag system. See DISABLING SYSTEM under DISABLING
& ACTIVATING AIR BAG SYSTEM. Access and disconnect ECS module harness
connector. See ELECTRONIC CRASH SENSOR under REMOVAL & INSTALLATION.
Measure voltage between ECS module connector terminals No. 17
(Red/White wire) and No. 21 (Black/Light Blue wire). See Fig. 7. If
voltage is 8-18 volts, replace ECS module. Go to step 7). If voltage
is not 8-18 volts, inspect all crimps, terminals, fuses, wires and
connectors in circuit 937 (Red/White wire). Repair/replace as
necessary. Go to step 7).
6) Check For Intermittent Fault Condition

If charging system problem has been reported or noticed,
repair charging system as necessary and go to step 7). If no charging
system problem has been reported or noticed, check for causes of
intermittent battery out of range at terminal No. 17 (Red/White wire). Copyright © 1998 Mitchell Repair Inform
AIR BAG
Attempt RESTRAINT
to recreate fault bySYSTEM Article
driving vehicle, Textwire
flexing (p. harness
20)1998and
Ford Econoline E250For 1
cycling ignition frequently. See WIRING DIAGRAMS. Repair any
intermittent problems. If no intermittent problems are found, replace
ECS module. Go to step 7).
7) Check For Additional DTCs

Refer to continuous DTCs recorded in step 1). If any
continuous DTCs were retrieved, go to
DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION table under DIAGNOSIS &
TESTING for direction to appropriate test. If no DTCs were retrieved,
reconnect air bag system. Activate air bag system. See
ACTIVATING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Prove
out system. Clear all DTCs. See CLEARING FAULT CODES under DIAGNOSIS &
TESTING.
TEST B: PRIMARY CRASH SENSOR SHORT TO GROUND (DTC B1914)
Description
If primary crash sensor is shorted to ground, ECS module will
disregard false signal, store a DTC B1914 in memory and flash Code 15
on AIR BAG warning light. ECS module will still activate air bag
modules and safety belt pretensioners in deployable crash event.
Possible Causes
Primary crash sensor short to ground can be caused by a short
to ground on circuit 619 (Pink/White wire) or short to ground inside
ECS module.

RETRIEVING FAULT CODES under DIAGNOSIS & TESTING. Perform on-demand
self-test. See ON-DEMAND SELF-TEST under DIAGNOSIS & TESTING. If DTC
B1914 was retrieved during on-demand self-test, fault is hard. Go to
next step. If DTC B114 was not retrieved, fault is intermittent. Go to
step 4).
2) Check Primary Crash Sensor Resistance

PID CRSHSN1. If resistance is less than 779 ohms or more than 795
ohms, go to next step. If resistance not less than 779 ohms or more
than 795 ohms, replace ECS module. See ELECTRONIC CRASH SENSOR under
3) Check Primary Crash Sensor

Turn ignition off. Access and disconnect primary crash sensor
connector. See PRIMARY CRASH SENSOR under REMOVAL & INSTALLATION.
Measure resistance across primary crash sensor connector terminals. If
resistance is less than 779 ohms or more than 795 ohms, replace
primary crash sensor and go to step 5). If resistance is not less than
779 ohms or more than 795 ohms, reconnect primary crash sensor and go
to next step.
4) Check ECS Circuit

Measure resistance between ground and ECS module connector terminal
No. 6 (Pink/White wire). See Fig. 7. If resistance is less than 779
ohms or more than 795 ohms, inspect all terminals, fuses, wires and
AIR BAG RESTRAINT SYSTEM Article Text (p. 21)1998 Ford
connectors in circuit 619 (Pink/White wire) feeding terminal No. 6.
See WIRING DIAGRAMS. Repair any problems and go to next step. If
resistance is not less than 779 ohms or more than 795 ohms, check for
causes of intermittent short to ground in Pink/White wire. Attempt to
recreate fault by driving vehicle, flexing wire harness and cycling
ignition frequently. Repair any intermittent problems. If no
intermittent problems are found, replace ECS module. Go go to next
step.

TESTING.
TEST C: DRIVER AIR BAG CIRCUIT FAILURE (DTC B1915)
Description
ECS module monitors voltage on connector terminals No. 1
(circuit 614; Gray/Orange wire) and No. 15 (circuit 615; Gray/White
wire). If ECS module detects short to ground or battery voltage at
either terminal, it will store DTC B1915 in memory and flash Code 15
on AIR BAG warning light.
Possible Causes
Driver-side air bag circuit failure can be caused by a short
to ground or battery on circuits 614 (Gray/Orange wire) or 615
(Gray/White wire), short to ground or battery on clockspring or short
to ground or battery on driver-side air bag module.

next step. If DTC B1915 was not retrieved, fault is intermittent. Go
to step 6).
2) Check Driver Air Bag Module

Turn ignition off. Disable air bag system. See
DISABLING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Turn
ignition switch to RUN position. Perform on-demand self-test. See
ON-DEMAND SELF-TEST under DIAGNOSIS & TESTING. If DTC B1915 is
retrieved, go to next step. If DTC B1915 is not retrieved, replace AIR BAG RESTRAINT SYSTEM Article Text (p. 2
driver-side air bag module. Go to step 7).
3) Check Driver Air Bag Circuit For Short To Ground

Turn ignition off. Access and disconnect ECS module harness
Measure resistance between ECS module connector terminals No. 1
(Gray/Orange wire) and No. 21 (Black/Light Blue wire). See Fig. 7. If
resistance is less than 10 k/ohms, repair short to ground in
Gray/Orange or Gray/White wire. Go to step 7). If resistance is more
than 10 k/ohms, go to next step.
4) Check Driver Air Bag Circuit For Short To Battery

Disconnect negative battery cable. DO NOT separate or remove
shorting bars from ECS module connector. Measure resistance between
ECS module connector terminals No. 1 (Gray/Orange wire) and No. 17
(Red/White wire). See Fig. 7. If resistance is less than 10 k/ohms,
repair short to battery in Gray/Orange or Gray/White wire. Go to step
7). If resistance is more than 10 k/ohms, go to next step.
5) Check Clockspring
Disconnect air bag simulator from driver-side air bag module
connector. Inspect all crimps, terminals, wires and connectors in
circuits 614 (Gray/Orange wire) and 615 (Gray/White wire) feeding ECS
module connector and upper and lower clockspring connectors. See
WIRING DIAGRAMS. Check for pinched wires and damaged connector pins
and terminals. If damage is found, repair/replace as necessary. Go to
step 7). If no damage was found, go to next step.
6) Check For Intermittent Fault

Refer to continuous DTCs recorded in step 1). If DTC
retrieved in step 1) was an intermittent fault, check for causes of
intermittent short to ground or battery in circuits 614 (Gray/Orange
wire) and 615 (Gray/White wire) and clockspring assembly. See
WIRING DIAGRAMS. Attempt to recreate fault by driving vehicle, flexing
wire harness and cycling ignition key frequently. Repair any
intermittent problems. Go to next step. If no intermittent problems
are found, go to next step.

TESTING.
TEST D: PASSENGER AIR BAG CIRCUIT FAILURE (DTC B1920)

Description
(circuit 607; Light Blue/Orange wire) and No. 28 (circuit 616;
Pink/Black wire). If ECS module detects short to ground or battery at
either terminal, it will store DTC B1920 in memory and flash Code 16
Probable Causes
Passenger air bag circuit failure can be caused by short to
ground or battery on circuits 607 (Light Blue/Orange wire) or 616
(Pink/Black wire) or passenger-side air bag module.

to step 6).
2) Check Driver-Side Air Bag Module

retrieved, go to next step. If DTC B1915 is not retrieved, replace
passenger-side air bag module. Go to step 7).
3) Check Passenger Air Bag Circuit For Short To Ground

DO NOT separate or remove shorting bars from ECS module connector.
(Light Blue/Orange wire) and No. 21 (Black/Light Blue wire). See
Fig. 7. If resistance is less than 10 k/ohms, repair short to ground
in Light Blue/Orange or Pink/Black wire. Go to step 7). If resistance
is more than 10 k/ohms, go to next step.
4) Check Passenger Air Bag Circuit For Short To Battery

Disconnect negative battery cable. Measure resistance between
ECS module connector terminals No. 14 (Light Blue/Orange wire) and No.
17 (Red/White wire). See Fig. 7. If resistance is less than 10 k/ohms,
repair short to battery in Light Blue/Orange or Pink/Black wire. Go to
step 7). If resistance is more than 10 k/ohms, go to next step.
5) Check Passenger Air Bag Wiring

Disconnect air bag simulator from passenger-side air bag
module connector. Inspect all crimps, terminals, wires and connectors
in circuits 607 (Light Blue/Orange wire) and 616 (Pink/Black wire)
feeding
AIR BAG ECS module connector.
RESTRAINT See WIRING
SYSTEM DIAGRAMS.
Article Text CheckFord
(p. 24)1998 for pinched
Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
wires and damaged connector pins and terminals. If damage is found,
repair/replace as necessary. Go to step 7). If no damage was found,
replace ECS module. Go to step 7).

intermittent short to ground or battery in circuits 607 (Light
Blue/Orange wire) and 616 (Pink/Black wire). See WIRING DIAGRAMS.
Attempt to recreate fault by driving vehicle, flexing wire harness and
cycling ignition key frequently. Repair any intermittent problems. Go
to next step. If no intermittent problems are found, go to next step.

TESTING.
TEST E: DRIVER BELT & BUCKLE PRETENSIONER CIRCUIT SHORT TO

GROUND (DTC B1876)
Description
(circuit 1079; Light Green/Red wire) and No. 25 (circuit 1080; Light
Green/Black wire). If ECS module detects short to ground on either
terminal, it will store DTC B1876 in memory and flash Code 17 on Air
Bag warning light.
Possible Causes
Driver belt and buckle assembly pretensioner circuit shorted
to ground can be caused by a short to ground on circuits 1079 (Light
Green/Red wire) or 1080 (Light Green/Black wire) or short to ground in
driver belt and buckle assembly pretensioner.

to step 3).
2) Check Driver Belt & Buckle Pretensioner Circuit AIR BAG RESTRAINT SYSTEM Article T
DISABLING SYSTEM under DISABLING & ACTIVATING AIR BAG SYSTEM. Access
and disconnect driver belt and buckle assembly pretensioner harness
connector. See BELT & BUCKLE PRETENSIONER under REMOVAL & INSTALLATION
. Access and disconnect ECS module harness connector. See ELECTRONIC
CRASH SENSOR under REMOVAL & INSTALLATION. DO NOT separate or remove
ECS module connector terminal No. 18 (Black/Light Blue wire) and
terminals No. 24 (Light Green/Red wire) and No. 25 (Light Green/Black
wire). See Fig. 7. If resistance is less than 10 k/ohms, inspect all
crimps, terminals, fuses, wires and connectors in circuit 1079 (Light
Green/Red wire) and circuit 1080 (Light Green/Black wire). See
WIRING DIAGRAMS. Check for pinched wires and damaged connector
terminals. Repair any problems as necessary.
Check for causes of intermittent short to ground on circuit
1079 (Light Green/Red wire) and circuit 1080 (Light Green/Black wire).
Attempt to recreate hard fault by driving vehicle, flexing wire
harness and cycling ignition frequently. Repair any intermittent
problems found. If no intermittent problems are found, replace ECS
module and go to next step.
If resistance is more than 10 k/ohms, replace driver belt and
buckle assembly pretensioner. Go to next step.

TESTING.
TEST F: PASSENGER BELT & BUCKLE ASSEMBLY PRETENSIONER CIRCUIT

SHORT TO GROUND (DTC B1880)
Description
(circuit 1081; Yellow/Red wire) and No. 27 (circuit 1082; Yellow/Black
wire). If ECS module detects short to ground on either terminal, it
will store DTC B1880 in memory and flash Code 18 on Air Bag warning
light.
Possible Causes
Passenger belt and buckle assembly pretensioner circuit
shorted to ground can be caused by a short to ground on circuits 1081
(Yellow/Red wire) or 1082 (Yellow/Black wire) or short to ground in
passenger belt and buckle assembly pretensioner.
1) Check For Hard Or Intermittent DTC AIR BAG RESTRAINT SYSTEM Article Text (p. 26)1998 Ford
to step 3).
2) Check Passenger Belt & Buckle Pretensioner Circuit

and disconnect passenger belt and buckle assembly pretensioner harness
connector. See BELT & BUCKLE PRETENSIONER under REMOVAL & INSTALLATION
. Access and disconnect ECS module harness connector. See ELECTRONIC
CRASH SENSOR under REMOVAL & INSTALLATION. DO NOT separate or remove
ECS module connector terminal No. 18 (Black/Light Blue wire) and
terminals No. 26 (Yellow/Red wire) and No. 27 (Yellow/Black wire). See
Fig. 7. If resistance is less than 10 k/ohms, inspect all crimps,
terminals, fuses, wires and connectors in circuit 1081 (Yellow/Red
wire) and circuit 1082 (Yellow/Black wire). See WIRING DIAGRAMS. Check
for pinched wires and damaged connector terminals. Repair any problems
as necessary.
Check for causes of intermittent short to ground on circuit
1081 (Yellow/Red wire) and circuit 1082 (Yellow/Black wire). Attempt
to recreate hard fault by driving vehicle, flexing wire harness and
cycling ignition frequently. Repair any intermittent problems found.
If no intermittent problems are found, replace ECS module and go to
next step.
If resistance is more than 10 k/ohms, replace passenger belt
and buckle assembly pretensioner. Go to next step.

TESTING.
TEST G: CRASH EVENT DETECTED (DTC B1231)
Description
When air bag modules and belt and buckle assembly
pretensioners are deployed during crash, ECS module will store DTC
B1231 in memory and flash Code 19 on AIR BAG warning light. This DTC
indicates that a crash has been recorded by ECS
AIR module. ECS module SYSTEM Article Text (p. 27)1998 Ford Econoline E
BAG RESTRAINT
must be replaced.
Possible Causes
Crash event which deployed air bags and belt and buckle
assembly pretensioners.
Check For Continuous DTCs

Turn ignition off. Replace ECS module, driver-side and
passenger-side air bag modules, driver-side and passenger-side belt
and buckle assembly pretensioners. See appropriate item under
REMOVAL & INSTALLATION. Inspect primary crash sensor and replace if
necessary. Repair any damage to radiator grille and right cowl
attachment area. Mounting orientation is critical to sensor operation.
Connect NGS tester to DLC. See USING NGS TESTER under DIAGNOSIS &
TESTING. Turn ignition switch to RUN position. Retrieve and record any
continuous DTCs. See RETRIEVING FAULT CODES under DIAGNOSIS & TESTING.
If any continuous DTCs were retrieved, go to
clear all DTCs. See CLEARING FAULT CODES under DIAGNOSIS & TESTING.
TEST H: ECS MODULE BRACKET HIGH RESISTANCE OR INCORRECT

MOUNTING (DTC B1921)
Description
ECS module monitors resistance between ground connection at
its housing and reference ground at terminals No. 18 and 21
(Black/Light Blue wire). If ECS module detects resistance is more than
one ohm, ECS module will store DTC 1921 in memory and flash Code 21 on
AIR BAG warning light.
Possible Causes
High resistance between ECS module housing ground and
terminal ground can be caused by ECS module connected but not attached
to right cowl mounting surface, poor attachment of ECS module due to
loose mounting, dirt or corrosion at mounting surface or poor
reference ground at terminals No. 18 and 21 (Black/Light Blue wire).
1) Check For Continuous DTCs

to step 5).
2) Check ECS Module Mounting Resistance

Using NGS tester, select PID/Data Monitor and Record. Select AIR BAG RESTRAINT SYSTEM Article Text (p.
PID BRACKET. If resistance is more than one ohm, go to next step. If
resistance is less than one ohm, replace ECS module. See ELECTRONIC
CRASH SENSOR under REMOVAL & INSTALLATION. Go to step 6).
3) Check Vehicle Chassis Ground

Measure resistance between battery ground and mounting
surface of ECS module. If resistance is more than one ohm, repair
chassis ground as necessary. If resistance is less than one ohm, go to
next step.
4) Check Mounting Of ECS

Turn ignition off and disconnect ECS module connector. See
ELECTRONIC CRASH SENSOR under REMOVAL & INSTALLATION. Remove ECS
module and inspect mounting surface for corrosion or dirt. If
significant corrosion or dirt found, clean mounting surface, reinstall
ECS module and go to step 6). If no significant corrosion or dirt is
found, go to next step.
5) Check ECS Module Terminal Ground Resistance

and disconnect ECS module harness connector. See ELECTRONIC CRASH
SENSOR under REMOVAL & INSTALLATION. Measure resistance between ground
and ECS module connector terminals No. 18 and 21 (Black/Light Blue
wire). If resistance in both circuits is more than one ohm, repair
appropriate Black/Light Blue wire. Go to next step. If resistance in
both circuits is less than one ohm, check for causes of intermittent
high resistance. Attempt to recreate fault by driving vehicle, flexing
wire harness and cycling ignition frequently. Repair any intermittent
problems found. If no intermittent problems are found, replace ECS
module. Go to next step.

TESTING.
TEST I: ECS MODULE DEFECTIVE (DTC B1342)
Description
ECS monitor monitors performs several self-tests every time
ignition is turned to RUN position. If any of these tests fail, ECS
module will DTC B1342 in memory and flash Code 24 on AIR BAG warning
light. This DTC indicates that an internal component fault has
occurred in ECS module and ECS module must be replaced. AIR BAG RESTRAINT SYSTEM Article Text (p. 29
Possible Causes
Internal fault in ECS module.
Check For Continuous DTCs

Ensure ignition is off. Replace ECS module. See ELECTRONIC
CRASH SENSOR under REMOVAL & INSTALLATION. Connect NGS tester to DLC.
See USING NGS TESTER under DIAGNOSIS & TESTING. Turn ignition switch
to RUN position. Retrieve and record any continuous DTCs. See
RETRIEVING FAULT CODES under DIAGNOSIS & TESTING. If continuous DTCs
were retrieved, go to DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION
table under DIAGNOSIS & TESTING for direction to appropriate test. DO
NOT clear DTCs until all DTCs have been resolved. If no continuous
DTCS were retrieved, clear all DTCs. See CLEARING FAULT CODES under
DIAGNOSIS & TESTING.
TEST J: INCORRECT MODULE CONFIGURATION (DTC B1415)
Description
Econoline has several model-dependent combinations of
components. There are 3 part numbers for ECS module depending on
configuration of vehicle air bag system. If incorrect component has
been used, ECS module will store DTC C1415 in memory and flash Code 29
Probable Causes
Damaged wiring, incorrect ECS module part number installed or
incorrect equipment installed.

to step 8).
2) Check System Configuration

Check system and correct ECS module part number for vehicle.
Note if passenger-side air bag should be installed in vehicle. Using
NGS tester, select Module Identification. Retrieve module information.
If correct ECS module is installed, go to next step. If correct ECS
module is not installed, replace ECS module with correct part number
and go to step 9).
3) Check Passenger-Side Air Bag Equipment

Check passenger-side air bag equipment list. If passenger-
side air bag should be installed in vehicle, verify that it is AIR BAG RESTRAINT SYSTEM Article Text (p. 30)
installed. Go to next step. If passenger-side air bag should not be
installed in vehicle, check if passenger-side air bag module is
installed. Go to next step.
4) Check Passenger-Side Air Bag Installation

Disconnect battery cable and wait one minute for backup power
to deplete. See DISABLING SYSTEM under DISABLING & ACTIVATING AIR BAG
SYSTEM. Remove passenger air bag trim panel. If air bag module is
installed and vehicle should be so equipped, go to next step. If air
bag module is installed and vehicle should not be so equipped, remove
air bag module. Verify that passenger-side air bag option connector is
connected. Option connector is located on passenger-side air bag
module bracket. Go to step 9). If air bag module is not installed and
vehicle should be so equipped, go to next step. If air bag module is
not installed and vehicle should be equipped with passenger-side air
bag, install air bag module. Verify that passenger-side air bag option
connector is not connected. Go to step 9).
5) Check Passenger-Side Air Bag Option Connector

If passenger air bag option connector is connected and
vehicle is not equipped with passenger-side air bag, go to next step.
If passenger air bag option connector is connected and vehicle is
equipped with passenger-side air bag, remove passenger-side air bag
module. Verify that passenger-side air bag option connector is
connected. Go to step 9). If passenger air bag option connector is not
connected and vehicle is equipped with passenger-side air bag, go to
step 7). If passenger air bag option connector is not connected and
vehicle is not equipped with passenger-side air bag, connect passenger
air bag option connector. Go to step 9).
6) Check Passenger-Side Air Bag Circuit

SENSOR under REMOVAL & INSTALLATION. Measure resistance between ECS
module connector terminals No. 14 (Light Blue/Orange wire) and No. 28
(Pink/Black wire). See Fig. 7. If resistance is less than 5 ohms,
repair short between Light Blue/Orange wire and Pink/Black wire. Go to
step 9). If resistance is more than 5 ohms, check for causes of
intermittent high resistance. Attempt to recreate hard fault by
driving vehicle, flexing wire harness and cycling ignition frequently.
Repair any intermittent problems found. If no intermittent problems
are found, replace ECS module. Go to step 9).
7) Check Passenger Air Bag Option Circuit

ignition switch to RUN position. Measure voltage between ground and
passenger air bag option connector Pink wire. Option connector is
located on passenger-side air bag module bracket. If voltage is less
than one volt, repair open in Pink wire. Go to step 9). If voltage is
more than one volt, check for causes of an intermittent condition.
harness and cycling ignition frequently. Repair any intermittent
problems found. Go to step 9).

intermittent condition. See WIRING DIAGRAMS. Attempt to recreate fault
by driving vehicle, flexing wire harness and cycling ignition key
frequently. Repair any intermittent problems. Go to next step. If no
intermittent problems are found, go to next step.

TESTING.
TEST K: DRIVER AIR BAG HIGH RESISTANCE OR OPEN CIRCUIT

(DTC B1932)
Description
ECS module monitors resistance of air bag ignitor circuits by
measuring resistance between terminals No. 1 and 15. If ECS module
detects high resistance on these circuits, it will store DTC B1932 in
memory and flash Code 32 on AIR BAG warning light.
Possible Causes
High resistance in driver-side air bag circuit can be caused
by a poor connection or corrosion in driver-side air bag module
circuits, clockspring or connections, an open circuit or high
resistance in clockspring windings, an open circuit or high resistance
in wiring harness or an open circuit or high resistance in driver-side
air bag module.

to step 6).
2) Check Driver-Side Air Bag Circuit Resistance AIR BAG RESTRAINT SYSTEM Article Text (p. 32)
PID DABAGR. If resistance is more than 3.9 ohms, go to next step. If
resistance is less than 3.9 ohms, go to step 7).

retrieved, go to step 4). If DTC 1932 is not retrieved, Replace
driver-side air bag module. DRIVER-SIDE AIR BAG under
REMOVAL & INSTALLATION.
Turn ignition off. Disconnect Black 3-pin lower clockspring
connector located at base of steering column. DO NOT separate or
remove shorting bars from connector. Using zero ohmmeter. Measure
resistance between lower clockspring connector Gray/Orange wire and
Gray/White wire. If resistance is more than one ohm, replace
clockspring. See CLOCKSPRING under REMOVAL & INSTALLATION. If
resistance is less than one ohm, go to next step.
5) Check Driver-Side Air Bag Circuit

SENSOR under REMOVAL & INSTALLATION. Carefully remove shorting bar
from ECS module connector terminals No. 1 and 15. See Fig. 7. Measure
resistance of Gray/Orange wire between ECS module connector terminal
No. 1 and clockspring connector. Measure resistance of Gray/White wire
between ECS module connector terminal No. 15 and clockspring
connector. If resistance is more than one ohm, repair open in
Gray/Orange wire or Gray/White wire. Go to step 6). If resistance is
less than one ohm, check for causes of intermittent high resistance.
harness and cycling ignition key. Repair any intermittent problems
found. If no intermittent problems are found, replace ECS module. Go
to step 7).

intermittent condition. See WIRING DIAGRAMS. Attempt to recreate fault
by driving vehicle, flexing wire harness and cycling ignition key

TESTING for direction to appropriate test. If no DTCs AIR
wereBAG
retrieved,
RESTRAINT SYSTEM Article Text (p. 33)1998 Ford Ec
TESTING.
TEST L: PASSENGER AIR BAG HIGH RESISTANCE OR OPEN CIRCUIT

(DTC B1933)
Description
ECS module monitors resistance of air bag ignitor circuits by
measuring resistance between terminals No. 14 and 28. If ECS module
detects high resistance on these circuits, it will store DTC B1933 in
Possible Causes
High resistance in passenger-side air bag circuit can be
caused by a poor connection or corrosion in passenger-side air bag
module circuits, an open circuit or high resistance in wiring harness
or an open circuit or high resistance in passenger-side air bag
module.

to step 5).

PID PABAGR. If resistance is more than 3 ohms, go to next step. If
resistance is less than 3 ohms, replace ECS module. See ELECTRONIC
3) Check Passenger-Side Air Bag Module

received, go to step 4). If DTC B1933 is not received, replace
passenger-side air bag module. See PASSENGER-SIDE AIR BAG under

Access and disconnect ECS module harness connector. See
ELECTRONIC CRASH SENSOR under REMOVAL & INSTALLATION. Disconnect
passenger-side air bag simulator. Carefully remove shorting bar fromAIR BAG RESTRAINT SYSTEM Article Text (p. 3
ECS module connector terminals No. 14 and 28. See Fig. 7. Measure
resistance of Light Blue/Orange wire between ECS module connector
terminal No. and passenger-side air bag connector. Measure resistance
of Pink/Black wire between ECS module connector terminal No. 28 and
passenger-side air bag connector. If resistance is more than one ohm,
repair open in Light Blue/Orange wire or Pink/Black wire. Go to step
6). If resistance is less than one ohm, check for causes of
intermittent high resistance. Attempt to recreate hard fault by
driving vehicle, flexing wire harness and cycling ignition key. Repair
any intermittent problems found. If no intermittent problems are
found, replace ECS module. Go to step 6).

intermittent high resistance or open in Light Blue/Orange wire or
Pink/Black wire. See WIRING DIAGRAMS. Attempt to recreate fault by
driving vehicle, flexing wire harness and cycling ignition key

TESTING.
TEST M: DRIVER AIR BAG CIRCUIT LOW RESISTANCE (DTC B1887)
Description
ECS module monitors resistance between connector terminals
No. 1 and 15 every time ignition is turned on. If low resistance is
detected, ECS module will store DTC B1887 in memory and flash Code 34
Possible Causes
DTC 1887 will set if there is a damaged shorting bar on ECS
module connector, clockspring or driver-side air bag connectors, short
in clockspring windings, short in wiring harness or short in driver-
side air bag module.

RETRIEVING FAULT CODES under DIAGNOSIS & TESTING. Perform AIRon-demand
BAG RESTRAINT SYSTEM Article Text (p. 3
to step 7).
2) Check Driver-Side Air Bag Circuit Resistance

PID DABAGR. If resistance is less than 1.8 ohms, go to next step. If
resistance is more than 1.8 ohms, replace ECS module. See ELECTRONIC

ignition switch to RUN position and perform on-demand self-test. See
received, go to next step. If DTC B1887 is not received, replace
driver-side air bag module. See DRIVER-SIDE AIR BAG under
Turn ignition off. Disconnect driver-side air bag simulator.
Disconnect lower clockspring connector located at bottom of steering
column. Carefully remove shorting bar from lower clockspring
connector. Zero ohmmeter. Measure resistance across upper clockspring
connector Gray/Orange wire and Gray/White wire. If resistance is more
than 1000 ohms, go to next step. If resistance is less than 1000 ohms,
replace clockspring. See CLOCKSPRING under REMOVAL & INSTALLATION. Go
to step 7).
5) Check Driver-Side Air Bag Circuit

Access and disconnect ECS module harness connector. See
ELECTRONIC CRASH SENSOR under REMOVAL & INSTALLATION. Carefully remove
shorting bar from ECS module connector terminals No. 1 and 15. See
Fig. 7. Measure resistance between lower clockspring harness connector
Gray/Orange wire and Gray/White wire. If resistance is less than 10
ohms, repair short in Gray/Orange wire or Gray/White wire. Go to step
7). If resistance is more than 10 ohms, replace ECS module. Go to step
7).

intermittent low resistance in Gray/Orange wire or Gray/White wire.
See WIRING DIAGRAMS. Attempt to recreate fault by driving vehicle,
flexing wire harness and cycling ignition key frequently. Repair any
intermittent problems. Go to next step. If no intermittent problems

continuous DTCs were retrieved, go to AIR BAG RESTRAINT SYSTEM
TESTING.
TEST N: PASSENGER AIR BAG CIRCUIT LOW RESISTANCE (DTC B1888)
Description
ECS module monitors resistance between connector terminals
No. 14 and 28. If ECS module detects low resistance, it will store DTC
B1888 in memory and flash Code 35 on AIR BAG warning light.
Possible Causes
Low resistance may be caused by damaged shorting bar on ECS
module or passenger-side air bag connectors, short in wiring harness
or short in passenger-side air bag module.

to step 5).
2) Check Passenger-Side Air Bag Circuit Resistance

PID PABAGR. If resistance is less than 1.8 ohms, go to next step. If
resistance is more than 1.8 ohms, replace ECS module. See ELECTRONIC
3) Check Passenger-Side Air Bag Module

ignition switch to RUN position and perform on-demand self-test. See
received, go to next step. If DTC B1988 is not received, replace
passenger-side air bag module. See PASSENGER-SIDE AIR BAG under

Turn ignition off. Disconnect passenger-side air bag
simulator. Access and disconnect ECS module harness connector. See
ELECTRONIC CRASH SENSOR under REMOVAL & INSTALLATION. Carefully remove
shorting bar from ECS module connector terminals No. 14 and 28. See
Fig. 7. Measure resistance between passenger-side harness connector
Light Blue/Orange wire and Pink/Black wire. If resistance is less than
10 ohms, repair short between Light Blue/Orange wire and Pink/Black
AIR BAG RESTRAINT SYSTEM Article Text (p. 37)1998 Ford Econoline E250
wire. Go to step 6). If resistance is more than 10 ohms, replace ECS
module. Go to step 6).

intermittent low resistance in Light Blue/Orange wire or Pink/Black
wire. See WIRING DIAGRAMS. Attempt to recreate fault by driving
vehicle, flexing wire harness and cycling ignition key frequently.
Repair any intermittent problems. Go to next step. If no intermittent
problems are found, go to next step.

TESTING.
TEST O: PRIMARY CRASH SENSOR FEED/RETURN CIRCUIT OPEN

(DTC B1941)
Description
ECS module monitors resistance of primary crash sensor
circuit by measuring resistance between connector terminals No. 6 and
18 or 21. If ECS module detects low or high resistance, it will store
DTC B1941 in memory and flash Code 41 on AIR BAG warning light.
Possible Causes
Low or high resistance may be caused by damaged wiring on
circuit 619 (Pink/White wire) or damaged primary crash sensor.

to step 4).
2) Check Primary Crash Sensor Circuit Resistance

PID CRSHSN1. If resistance is less than 779 ohms or more than 795
ohms, go to next step. If resistance is not less than 779 ohms or more
than 795 ohms, replace ECS module. See ELECTRONIC CRASH SENSOR under
AIR BAG RESTRAINT SYSTEM Article Text (p.
3) Check Primary Crash Sensor
Turn ignition off. Access and disconnect primary crash sensor
connector. See PRIMARY CRASH SENSOR under REMOVAL & INSTALLATION.
Measure resistance across primary crash sensor connector terminals. If
resistance is less than 779 ohms or more than 795 ohms, replace
primary crash sensor. Go to step 5). If resistance is not less than
779 ohms or more than 795 ohms, reconnect primary crash sensor and go
to next step.
4) Check Primary Crash Sensor Feed/Return Circuit

(Pink/White wire) and No. 18 (Black/Light Blue wire). See Fig. 7. If
resistance is less than 779 ohms or more than 795 ohms, repair open in
Pink/White wire. Go to next step. If resistance is not less than 779
ohms or more than 795 ohms, check for causes of intermittent high
resistance in Pink/White wire. Attempt to recreate hard fault by
driving vehicle, flexing wire harness and cycling ignition key. Repair
any intermittent problems found. If no intermittent problems are
found, replace ECS module. Go to next step.

TESTING.
TEST P: DRIVER BELT & BUCKLE ASSEMBLY PRETENSIONER CIRCUIT

RESISTANCE OUT OF RANGE (DTC B1230)
Description
ECS module monitors resistance of pretensioner circuit by
measuring resistance between connector terminals No. 24 and 25. If ECS
module detects low or high resistance, it will store DTC B1230 in
Possible Causes
High or low resistance may be caused by damaged wiring on
circuits 1079 (Light Green/Red wire) or 1080 (Light Green/Black wire)
or damaged driver-side belt and buckle assembly pretensioner.

RETRIEVING
AIR FAULT CODES
BAG RESTRAINT under DIAGNOSIS
SYSTEM Article Text& (p.
TESTING.
39)1998Perform on-demand
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
to step 4).
2) Check Driver Belt & Buckle Assembly Pretensioner

Circuit Resistance
PIN DPRTNR. If resistance is less than 1.8 ohms or more than 3 ohms,
go to next step. If resistance is not less than 1.8 ohms or more than
3 ohms, replace ECS module. See ELECTRONIC CRASH SENSOR under
3) Check Driver-Side Belt & Buckle Pretensioner Circuit

Access and disconnect driver-side belt and buckle assembly
pretensioner connector. See BELT & BUCKLE PRETENSIONER under REMOVAL &
INSTALLATION. Measure resistance of Light Green/Red wire between ECS
module connector terminal No. 24 and driver-side belt and buckle
assembly pretensioner connector. Measure resistance of Light
Green/Black wire between ECS module connector terminal No. 25 and
driver-side belt and buckle assembly pretensioner connector. If
resistance is more than 0.5 ohm, repair open in Light Green/Red wire
or Light Green/Black wire. Go to next step. If resistance is less than
0.5 ohm, replace driver belt and buckle assembly pretensioner. Go to
next step.

TESTING.
TEST Q: PASSENGER BELT & BUCKLE ASSEMBLY PRETENSIONER CIRCUIT

RESISTANCE OUT OF RANGE (DTC B1232)
Description
ECS module monitors resistance of pretensioner circuit by
measuring resistance between connector terminals No. 26 and 27. If ECS
module detects low or high resistance, it will store DTC B1232 in
Possible Causes
High or low resistance may be caused by damaged wiring on
circuits 1081 (Yellow/Red wire) or 1082 (Yellow/Black wire) or damaged
passenger-side belt and buckle assembly pretensioner. AIR BAG RESTRAINT SYSTEM
to step 4).
2) Check Passenger Belt & Buckle Assembly Pretensioner

Circuit Resistance
PIN PPRTNR. If resistance is less than 1.8 ohms or more than 3 ohms,
go to next step. If resistance is not less than 1.8 ohms or more than
3 ohms, replace ECS module. See ELECTRONIC CRASH SENSOR under
3) Check Passenger-Side Belt & Buckle Pretensioner Circuit

Access and disconnect passenger-side belt and buckle assembly
pretensioner connector. See BELT & BUCKLE PRETENSIONER under REMOVAL &
INSTALLATION. Measure resistance of Yellow/Red wire between ECS module
connector terminal No. 26 and passenger-side belt and buckle assembly
pretensioner connector. Measure resistance of Yellow/Black wire
between ECS module connector terminal No. 27 and passenger-side belt
and buckle assembly pretensioner connector. If resistance is more than
0.5 ohm, repair open in Yellow/Red wire or Yellow/Black wire. Go to
next step. If resistance is less than 0.5 ohm, replace passenger belt
and buckle assembly pretensioner. Go to next step.

TESTING.
TEST R: AIR BAG WARNING LIGHT CIRCUIT FAILURE (DTC B1868)
Description
AIR BAG warning light should light for 4-8 seconds when
ignition is turned to RUN position. ECS module monitors AIR BAG
warning light for open and shorted conditions. If ECS module detects
open or short on AIR BAG warning light circuit, it will store DTC
B1868 in memory.
Possible Causes
AIR BAG warning light malfunction may be caused by damaged
wiring on circuit 608 (Black/Yellow wire), damaged or burned-out AIR
BAG warning light bulb or instrument cluster malfunction.
1) Check For Additional Warning Lights

Turn ignition switch to RUN position. If other warning lights
on instrument cluster are inoperative, fault is in instrument cluster.
Diagnose and repair instrument cluster as necessary. If no other
warning lights are inoperative, go to next step.

to step 8).
3) Check AIR BAG Warning light

Turn ignition switch to RUN position. If AIR BAG warning
light is illuminated continuously, go to step 7). If AIR BAG warning
light is not illuminated continuously, go to next step.
4) Check AIR BAG Warning Light Illumination

Turn ignition switch to RUN position. If AIR BAG warning light is
illuminated continuously, replace ECS module. Go to step 8). If AIR
BAG warning light is not illuminated continuously, go to next step.
5) Check Circuit 608 For Open

Turn ignition off. Access and disconnect instrument cluster
connector. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION.
Measure resistance of Black/Yellow wire between ECS module connector
terminal No. 7 and instrument cluster connector terminal No. 6. See
Figs. 7 and 9. If resistance is less than 10 ohms, go to next step. If
resistance is more than 10 ohms, repair open in Black/Yellow wire. Go
to step 8).
Fig. 9: Identifying Instrument Cluster Connector AIR BAG RESTRAINT SYSTEM Article Text (p. 4
6) Check Circuit 1044 For Voltage
Turn ignition switch to RUN position. Measure voltage
between ground and instrument cluster connector terminal No. 7
(White/Yellow wire). If voltage is more than 9 volts, check for causes
of intermittent open or short conditions. Attempt to recreate hard
fault by driving vehicle, flexing wire harness and cycling ignition
key. Repair any intermittent problems found. If no intermittent
problems are found, replace ECS module. Go to step 8). If voltage is
less than 9 volts, check fuse No. 14 (5-amp) located in instrument
panel fuse block. See Fig. 8. If fuse No. 14 is okay, repair open in
White/Yellow wire. If fuse is blown, replace fuse. Go to step 8).
7) Check Circuit 608 For Short To Ground

Turn ignition off. Separate shorting bar between ECS module
connector terminals No. 7 and 21. Measure resistance between ground
and ECS module connector terminal No. 7 (Black/Yellow wire). If
resistance is less than 1000 ohms, repair short to ground in
Black/Yellow wire. Inspect shorting bar for damage or short circuit.
Go to next step. If resistance is more than 1000 ohms, replace ECS
module. Go to next step.

TESTING.
TEST S: DTC B1868 - NO COMMUNICATION WITH ECS MODULE
Description
ECS module will communicate fault codes through NGS tester
using DLC. If NGS tester displays NO COMMUNICATION when retrieving
continuous DTCs, use this test to troubleshoot system.
Possible Causes
No ECS module communication could be caused by damaged wiring
on ignition circuit 298 (Purple/Orange wire), damaged wiring on
circuit 70 (Light Blue/White wire), poor module ground, NGS tester
damaged or low battery voltage condition.
1) Check NGS Setup

Turn ignition switch off. Connect NGS tester to DLC. See
RUN position. Verify that NGS tester is firmly connected to DLC. If
diagnostics other than ECS module can be accessed through DLC, go to
AIR BAG RESTRAINT SYSTEM Article Text (p. 43)1998 Ford Econoline E250For 1
next step. If diagnostics other than ECS module can not be accessed
through DLC, verify that NGS tester is functioning properly. If not,
repair or replace NGS tester.
2) Check Ignition Voltage

SENSOR under REMOVAL & INSTALLATION. Turn ignition switch to RUN
position. Measure voltage between ground and ECS module connector
terminal No. 2 (Purple/Orange wire). If voltage is equal to battery
voltage, go to next step. If voltage is not equal to battery voltage,
repair open in Purple/Orange wire. Go to step 5).
3) Check ECS Module Ground

Measure resistance between ground and ECS module connector
terminals No. 18 and 21 (Black/Light Blue wire). If resistance is less
than 3 ohms, go to next step. If resistance is more than 3 ohms,
repair open in appropriate Black/Light Blue wire. Go to step 5).
4) Check DLC Circuit 70 For Open

Measure resistance of Light Blue/White wire between ECS
module connector terminal No. 19 and DLC terminal No. 7. See Fig. 7.
If resistance is less than 3 ohms, check for causes of intermittent
high resistance on circuits. Attempt to recreate hard fault by driving
vehicle, flexing wire harness and cycling ignition key. Repair any
intermittent problems found. If no intermittent problems are found,
replace ECS module. Go to next step. If resistance is not less than 3
ohms, repair open in Light Blue/White wire. Go to next step.
5) Check For Communication

Reconnect ECS module connector. Connect NGS tester to DLC.
Turn ignition switch to RUN position. Select Retrieve/Clear Continuous
DTCs. If continuous DTCs are retrieved, do not clear DTCs until all
DTCs have been resolved. Go to
out system.
WIRING DIAGRAMS
AIR BAG RESTRAINT SYSTEM Article Text (p

Fig. 10: Air Bag System Wiring Diagram
AIR BAG RESTRAINT SYSTEM Article Text (p. 45)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
END OF ARTICLE
ANTI-LOCK BRAKE SAFETY PRECAUTIONS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Anti-Lock Brake Safety Precautions
This article is intended for general information purposes

only. This information may not apply to all makes and models. If
vehicle is equipped with Anti-Lock Brake System (ABS), refer to
appropriate ANTI-LOCK BRAKE SYSTEM article in the BRAKES section for
description, operation, depressurizing, testing, system bleeding,
trouble shooting and servicing of specific system.
WARNING: Failure to depressurize ABS could lead to physical injury.
ANTI-LOCK BRAKE SAFETY PRECAUTIONS
WARNING: Failure to depressurize ABS could lead to physical injury.
* NEVER open a bleeder valve or loosen a hydraulic line

while ABS is pressurized.
* NEVER disconnect or reconnect any electrical connectors
while ignition is on. Damage to ABS control unit may result.
* DO NOT attempt to bleed hyudarulic system without first
referring to the appropriate ANTI-LOCK BRAKE SYSTEM article
in the BRAKES section.
* Only use specially designed brake hoses/lines on ABS equipped
vehicles.
* DO NOT tap on speed sensor components (sensor, sensor rings).
Sensor rings must be pressed into hubs, NOT hammered into
hubs. Striking these components can cause demagnetization or
a loss of polarization, affecting the accuracy of the speed
signal returning to the ABS control unit.
* DO NOT mix tire sizes. Increasing the width, as long as tires
remain close to the original diameter, is acceptable. Rolling
diameter must be identical for all 4 tires. Some
manufacturers recommend tires of the same brand, style and
type. Failure to follow this precaution may cause inaccurate
wheel speed readings.
* DO NOT contaminate speed sensor components with grease. Only
use recommended coating, when system calls for an
anti-corrosion coating.
* When speed sensor components have been removed, ALWAYS check
sensor-to-ring air gaps when applicable. These specifications
can be found in each appropriate article.
* ONLY use rocommended brake fluids. DO NOT use silicone brake
fluids in an ABS equipped vehicle.
* When instlling transmittion devices (CB's, telephones, etc.)
on ABS equipped vehicles, DO NOT locate the antenna near the
ABS control unit (or any control unit).
* Disconnect all on-board computers, when using electric
welding equipment.
* DO NOT expose the ABS control unit to prolonged periods of
high heat (185 F/85 C for 2 hours is generally considered a
maximum limit).
END OF ARTICLE
ANTI-LOCK BRAKE SAFETY PRECAUTIONS Article Text (p. 2)1998 For

ANTI-LOCK BRAKE SYSTEM - RABS II
Article Text
For 1
ARTICLE BEGINNING
1998-99 BRAKES
FORD - Anti-Lock - RABS II
Pickup & Van
CAUTION: See ANTI-LOCK BRAKE SAFETY PRECAUTIONS article in GENERAL

INFORMATION.
The Rear Anti-Lock Brake System II (RABS II) is designed to

prevent rear brake lock-up by controlling hydraulic fluid pressure to
the rear wheel cylinders. The system consists of 2 warning lights (Red
BRAKE and Yellow ABS), an RABS module, an electrohydraulic RABS valve,
Brake Pedal Position (BPP) switch, brake fluid level switch (Pickup)
or dual brake warning switch (Van), RABS speed sensor and
exciter/sensor ring.
ELECTRICAL COMPONENTS
RABS Module
RABS module continuously monitors rear (axle mounted) wheel
speed sensor input. It compares the rate of deceleration with
programed normal stopping distance. If impending lock-up is detected,
the module energizes the RABS valve.
RABS Valve
RABS valve contains an isolation and a dump valve operated by
solenoids controlled by the RABS module. The isolation valve prevents
additional pressure from being fed to rear brake system and dump valve
releases pressure from rear brake system.
RABS valve will store "dumped" brake fluid until brake
pressure is released, and then releases it back to brake master
cylinder reservoir.
RABS Self-Test Capability

RABS module performs a system test during start-up and normal
operation. Red BRAKE warning light indicates low fluid level, parking
brake applied or low vacuum (diesel models). If a problem is detected,
the module will be deactivated and a Yellow ABS warning light will be
illuminated. Both warning lights should illuminate for about 2 seconds
when ignition is turned on, or when cranking engine.
When Yellow ABS warning light illuminates during normal
operation, the system has detected a problem and stored a Diagnostic
Trouble Code (DTC). Loss of power to module will cause system to be
deactivated and Yellow ABS warning light to be illuminated, but will
not set a DTC.
System Diode/Resistor
System diode, together with an associated resistor, are used
to prevent a false DTC No. 12 from being set when parking brake is
applied.
NOTE: For more information on brake system, see appropriate DISC &
DRUM article.
COMPONENT LOCATIONS
ELECTRONIC
Brake Fluid Level Switch (Pickup)

Brake fluid level switch is mounted on brake master cylinder.
Brake Pedal Position (BPP) Switch

BPP switch is located on brake pedal assembly. Switch also
operates brakelights.
Dual Brake Warning Switch (Van)

Dual brake warning switch is mounted on brake master
cylinder.
RABS Diagnostic Connector

RABS diagnostic connector is located behind passenger side
kick panel.
RABS Module
RABS module is located behind center of instrument panel.
RABS Speed Sensor

RABS speed sensor is mounted in rear differential case.
RABS Valve
RABS valve is located under brake master cylinder.
Sensor Test Connector

Sensor test connector is located on firewall, above brake
master cylinder.
System Diode/Resistor
System diode/resistor is located in power distribution box in
left side of engine compartment (Pickup), or in main wiring harness
behind instrument cluster (Van).
BLEEDING BRAKE SYSTEM
Hydraulic system bleeding is necessary whenever air enters

system. If master cylinder lines have been disconnected or master
cylinder has run dry, bleed master cylinder and brakes at all 4
wheels. Bleed brakes with pressure bleeding equipment or by pumping
brake pedal. Always bleed brakelines in PROPER sequence.
MASTER CYLINDER ANTI-LOCK BRAKE SYSTEM - RABS II Article Tex

NOTE: Prime master cylinder before performing master cylinder
bleeding procedure.
Priming Master Cylinder

1) Remove vehicle brakelines from master cylinder. Install
short brakelines to master cylinder. Position free ends of short
brakelines so they are submerged in brake fluid contained in master
cylinder reservoir.
2) Fill master cylinder reservoir with clean DOT 3 brake
fluid. Pump brakes until clear, bubble-free fluid comes out of short
brakelines. Remove short brakelines from master cylinder. Reinstall
vehicle brakelines. Bleed master cylinder. See BLEEDING MASTER
CYLINDER.
Bleeding Master Cylinder

1) Have an assistant pump brake pedal 10 times, and then hold
firm pressure on brake pedal. Loosen rearmost brakeline on master
cylinder until brake fluid comes out. Tighten brakeline fitting while
maintaining pressure on brake pedal.
2) Repeat procedure until clear, bubble-free fluid comes from
around fitting. Repeat procedure for front master cylinder brakeline
fitting. After master cylinder has been primed and bled, bleed brake
system. See MANUAL BLEEDING or PRESSURE BLEEDING.
MANUAL BLEEDING
CAUTION: DO NOT allow master cylinder reservoir to run dry during

bleeding procedure. Fill master cylinder with clean DOT 3
brake fluid. Never reuse brake fluid that has been drained
from hydraulic system.
1) Clean dirt from around master cylinder reservoir cap. Fill

master cylinder reservoir with clean DOT 3 brake fluid. Connect drain
hose to right rear bleeder screw. Submerge other end of hose in clear
container full of clean brake fluid.
2) Have an assistant pump brake pedal, and then hold firm
pressure on brake pedal. Loosen right rear bleeder screw until fluid
flows from screw. Maintain pressure on brake pedal while tightening
bleeder screw. Repeat bleeding procedure until brake fluid flow is
clear and free of bubbles. Refill master cylinder reservoir as
necessary.
3) Tighten right rear bleeder screw and remove drain hose.
Proceed to left rear, right front and left front wheels in sequence.
PRESSURE BLEEDING
CAUTION: DO NOT allow bleeder tank to run dry during bleeding

procedure. Fill bleeder tank with clean DOT 3 brake fluid.
Never reuse brake fluid that has been drained from hydraulic
system.
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 3)1998 Ford Econoline E250
1) Clean dirt from master cylinder reservoir cap. Remove cap
and fill reservoir with clean DOT 3 brake fluid. Install pressure
bleeder adapter to master cylinder and attach bleeder tank hose to
fitting on adapter.
NOTE: Bleed longest line first. Ensure bleeder tank contains enough
brake fluid to complete bleeding operation.
2) Connect drain hose to right rear bleeder screw. Submerge

other end of hose in clear container full of clean brake fluid. Open
bleeder tank valve allowing pressurized brake fluid to enter master
cylinder reservoir.
3) Loosen right rear bleeder screw until fluid flows from
screw. When no air bubbles are visible in fluid at submerged end of
drain tube, close bleeder screw and remove drain hose.
4) Repeat procedure for left rear, right front and left front
wheels in sequence. When complete, close bleeder tank valve and remove
tank hose from adapter fitting. Remove pressure bleeder adapter from
master cylinder. Fill master cylinder reservoir and install cap.
TROUBLE SHOOTING
YELLOW ABS WARNING LIGHT DOES NOT SELF-CHECK
Possible source of problem may be: faulty fuse, faulty

wiring, faulty indicator bulb, harness connector not fully seated with
RABS module, faulty RABS module, or incorrect RABS module (RABS I vs.
RABS II). See YELLOW ABS WARNING LIGHT DOES NOT SELF-CHECK under
SYMPTOM TESTS.
YELLOW ABS WARNING LIGHT SELF-CHECKS OKAY, BUT AUTOMATICALLY

BEGINS FLASHING
Possible source of problem may be: faulty RABS module, faulty

wiring, or faulty Keep Alive Memory (KAM) fuse. See YELLOW ABS WARNING
LIGHT SELF-CHECKS OKAY, BUT AUTOMATICALLY BEGINS FLASHING under
SYMPTOM TESTS.
YELLOW ABS WARNING LIGHT SELF-CHECKS, BUT NO DTCS ARE

RETRIEVED WHEN DIAGNOSTICS ARE STARTED
Possible source of problem may be: faulty fuse, faulty

brakelights, faulty wiring, or faulty RABS module. See YELLOW ABS
WARNING LIGHT SELF-CHECKS, BUT NO DTCS ARE RETRIEVED WHEN DIAGNOSTICS
ARE STARTED under SYMPTOM TESTS.
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK
Possible source of problem may be: faulty indicator bulb,

faulty fuse, faulty diode/resistor element, faulty brake fluid level
switch (Pickup) or dual brake warning switch (Van), faulty ignition Copyright © 1998 Mitchell Rep
ANTI-LOCK
switch, or faultyBRAKE SYSTEM
wiring. See - RABS
RED BRAKE II ArticleLIGHT
WARNING Text DOES
(p. 4)1998 Ford Econoline E250For 1
NOT SELF-
CHECK under SYMPTOM TESTS.
RED BRAKE WARNING LIGHT ON WITH IGNITION SWITCH ON
Possible source of problem may be: faulty daytime running

light (if equipped), faulty parking brake switch, or faulty wiring.
See RED BRAKE WARNING LIGHT ON WITH IGNITION SWITCH ON under SYMPTOM
TESTS.
UNWARRANTED RABS ACTIVITY
1) If a premature loss of speed sensor signal during

deceleration is suspected, check for:
* Metal chips on magnetic pole piece.

* Gap between speed sensor and exciter/sensor ring is greater
than 0.045" (1.14 mm).
* Missing or damaged exciter/sensor ring teeth.
2) If intermittent speed sensor signal to RABS module during

deceleration is suspected, check for:
* Intermittent open or short in speed sensor circuit.

* ent open speed sensor circuit at intermediate connections,
specially at firewall.
* Chafed wire insulation or pinched wire due to improper
routing, causing intermittent short.
3) If misadjusted rear brakes or grabby brake linings are

suspected, check for:
* Rear brake adjustment too tight.

* Linings grabbing.
ONE OR BOTH REAR WHEELS LOCK UP
1) If valve assembly failure is suspected, check for:
* Damaged valve assembly reset switch.

* Leaky dump valve.
* Hydraulically inoperative valve assembly.
2) If speed sensor output low or loss at lower vehicle speeds

is suspected, check for:
* Gap between speed sensor and exciter/sensor ring is greater

than 0.045" (1.14 mm).
* Speed sensor or exciter/sensor ring does not produce
sufficient voltage (650 millivolt AC RMS) output.
3) If basic brake mechanical problem is suspected, check for:

ANTI-LOCK BRAKE SYSTEM - RABS II
* Brake related problems such as damp or contaminated rear
brake linings, stuck or leaking wheel cylinder, or
overadjusted rear brakes.
* Hung-up parking brake.
* Leaking rear axle seal.
4) If a 4WD system mechanical/electrical problem is

* Hubs engaged although shift lever is in 2WD position.

* Faulty 4WD indicator switch or short to battery voltage in
4WD circuit.
5) If a vehicle electrical problem is suspected, check for:
* Brakelight input to RABS module missing.

* Brakelights inoperative.
HARD OR SOFT BRAKE PEDAL
1) If valve assembly problem is suspected, check for:
* Stuck closed isolation valve (hard pedal).

* Leaky dump valve (soft pedal).
2) If vehicle electrical problem is suspected, check for:
* Brakelight switch always on while vehicle is driven.
3) If basic brake hydraulic problem (soft pedal) is

* Hydraulic leak in brakeline or hose, fitting, master

cylinder, wheel cylinder, or caliper.
* Air in brake system.
4) If basic brake mechanical problem (hard pedal) is

* Brake related problems such as little or no vacuum boost,

stuck or inoperative wheel cylinder or caliper, or pinched or
crimped brakeline or hose.
LACK OF DECELERATION DURING MEDIUM/HARD BRAKE APPLICATIONS
1) If valve assembly inoperative problem is suspected, check

for:
* Leaky dump valve.

* Stuck closed isolation valve.
2) If speed
ANTI-LOCK sensor SYSTEM
BRAKE input to RABS module
- RABS is intermittent
II Article Text or(p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
problem is suspected, check for:
* Short or open in frame or instrument panel harness, RABS

module connector (terminals No. 3 and 10), speed sensor
connector, bulkhead connector or other connection, pinched or
worn wires, or shorted sensor test connector.
* Metal chips on magnetic pole piece.
* Borderline high speed sensor-to-exciter/sensor ring gap,
excessive speed sensor ring radial runout, or damaged or
missing exciter/sensor ring gear teeth.
3) If vehicle electrical problem is suspected, check for:
* Low vacuum switch inoperative (diesel engine only).
4) If basic brake hydraulic problem is suspected, check for:
* Hydraulic leak in brakeline or hose, fitting, master

cylinder, wheel cylinder, or caliper.
* Air in brake system.
5) If basic brake mechanical problem is suspected, check for:
* Little or no vacuum boost, stuck or inoperative wheel

cylinder or caliper, pinched or crimped brakeline or hose, or
ineffective brake shoe or pad linings.
DIAGNOSIS & TESTING
NOTE: Always disconnect negative battery cable before checking

resistance on RABS II system. Inaccurate measurements will
result if battery remains connected. Before condemning
circuit, check connectors for dirty or corroded terminals.

until computer have completed a relearn cycle. See COMPUTER
RELEARN PROCEDURES article in GENERAL INFORMATION before
disconnecting battery.
SYSTEM PRELIMINARY CHECK
Vehicle Setup
Before retrieving Diagnostic Trouble Codes (DTCs), ensure
vehicle is on a level surface. Shift 4WD models into 2-wheel drive. On
all models, transmission should be in Park (A/T) or Neutral (M/T).
Turn ignition off. Set parking brake. Turn running lights on. Block
front and rear wheels to prevent vehicle from moving. Release parking
brake.
Red BRAKE Warning Light Check

ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p
1) Turn ignition switch to START position. Red BRAKE warning
light should illuminate. If warning light does not illuminate, go to
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK under SYMPTOM TESTS.
2) Allow ignition switch to return to RUN position. Red BRAKE
warning light should go out. If warning light remains illuminated,
check parking brake switch. Repair/replace switch as necessary. If
warning light remains illuminated and parking brake switch is
functioning properly, go to RED BRAKE WARNING LIGHT ON WITH IGNITION
SWITCH ON under SYMPTOM TESTS.
Yellow ABS Warning Light Check

1) Follow procedure for RED BRAKE WARNING LIGHT CHECK. When
ignition switch return to RUN position from START position, Yellow ABS
warning light should illuminate for 2 seconds, and then go out.
2) If warning light does not illuminate, go to YELLOW ABS
WARNING LIGHT DOES NOT SELF-CHECK under SYMPTOM TESTS. If warning
light remains on steady and does not flash, check for stored
Diagnostic Trouble Codes (DTCs). See RETRIEVING TROUBLE CODES.
RETRIEVING TROUBLE CODES
NOTE: When retrieving DTCs, connect only the Black/Orange wire to

ground. Connecting mating connector wire to ground will blow
fuse.
1) Turn ignition on, with engine off. Locate Black RABS

diagnostic connector behind passenger side kick panel. Connector has 2
mating halves. One has a Black/Orange wire; other has a Red wire.
Disconnect connector. Connect jumper wire to connector terminal with
Black/Orange wire. Ground other end of jumper wire for 1-2 seconds.
When ground circuit is completed and then broken, Yellow REAR ANTI-
LOCK warning light will flash Diagnostic Trouble Codes (DTCs).
2) DTCs will repeat until ignition is turned off. Each DTC
consists of a number of short flashes followed by one long flash.
Count each flash, short and long, to determine DTC number. For
example: short, short, long, is DTC 3. Perform appropriate DTC test
after retrieving code. See DIAGNOSTIC TESTS. DTC 16 indicates system
is operating properly.
3) If Yellow ABS warning light does not flash, go to YELLOW
ABS WARNING LIGHT SELF-CHECKS, BUT NO DTCS ARE RETRIEVED WHEN
DIAGNOSTICS ARE STARTED under SYMPTOM TESTS. If Yellow ABS warning
light begins flashing, but does not indicate a DTC, go to YELLOW ABS
WARNING LIGHT SELF-CHECKS OKAY, BUT AUTOMATICALLY BEGINS FLASHING
under SYMPTOM TESTS.
CLEARING TROUBLE CODES
To clear DTCS stored in Keep Alive Memory (KAM), turn

ignition off, while RABS diagnostic connector halves (Black/Orange
wire and Red wire) are separated. Reconnect RABS diagnostic connector
to provide power to KAM.
PRECAUTIONS
ANTI-LOCK BRAKE SYSTEM - RABS II Article T
1) DO NOT perform any diagnostic tests unless specifically
instructed to do so. Follow each test step in order until fault is
found. DO NOT replace any components unless directed to do so. When
more than one code is retrieved, start with first code displayed.
2) DO NOT measure voltage or resistance at RABS module. DO
NOT connect any test light unless specified in testing procedure. All
measurements are made by probing rear of connector (wiring harness
side). Isolate both ends of a circuit and turn ignition off when
checking for shorts or continuity, unless instructed otherwise.
3) Disconnect solenoids and switches from harness before
measuring continuity and resistance, or applying voltage. After each
repair, check all component connections and repeat SYSTEM PRELIMINARY
CHECK.
SYMPTOM TESTS
CAUTION: When checking resistance in RABS, always disconnect battery

-to-starter relay cable. Improper resistance may occur with
vehicle battery connected. When battery is disconnected,
vehicle computer and memory systems may lose memory data.
Driveability problems may exist until computer systems have
completed a relearn cycle. See COMPUTER RELEARN PROCEDURES
article in GENERAL INFORMATION before disconnecting battery.
YELLOW ABS WARNING LIGHT DOES NOT SELF-CHECK (1998 MODELS &
1999 VAN)
1) Turn ignition off. Using DVOM, check 5-amp fuse No. 29

located in instrument panel fuse panel. If fuse is okay, reinstall
fuse and go to next step. If fuse is blown, replace fuse. Recheck
system operation. If fuse blows again, check for short to ground and
repair as necessary.
2) Disconnect 14-pin RABS module connector. Disconnect
negative battery cable. Using DVOM, measure resistance between RABS
module connector terminal No. 4 (Light Green/Yellow wire) and ground.
See WIRING DIAGRAMS. If resistance is less than 5 ohms, reconnect
negative battery cable and go to next step. If resistance is greater
than 5 ohms, repair Light Green/Yellow wire between RABS module and
ground connection. Recheck system operation.
3) Using DVOM, measure voltage between RABS module connector
terminal No. 7 (Dark Green wire) and ground. See WIRING DIAGRAMS. If
voltage is greater than 10 volts, replace RABS module. Recheck system
operation. If voltage is less than 10 volts, go to next step.
4) Disconnect 12-pin instrument cluster connector. Using
DVOM, measure resistance between RABS module connector terminal No. 7
(Dark Green wire) and instrument cluster connector Dark Green wire
terminal. See WIRING DIAGRAMS. If resistance is less than 5 ohms,
repair or replace instrument cluster. Recheck system operation. If
resistance is greater than 5 ohms, repair Dark Green wire between RABS
module and instrument cluster. Recheck system operation.
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 9)1998 Ford Econoline E250For 1
YELLOW ABS WARNING LIGHT DOES NOT SELF-CHECK (1999 PICKUP)
1) Turn ignition on. Check Yellow ABS indicator. If indicator

is on at all times, go to next step. If indicator is not on, problem
is in instrument cluster and/or bulb. Repair or replace as necessary.
See appropriate INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT
section.
2) Turn ignition off. Disconnect 14-pin RABS module
connector. Turn ignition on. Using DVOM, measure voltage between RABS
module connector terminal No. 1 (Light Blue/Pink wire) and ground. See
WIRING DIAGRAMS. Measure voltage between RABS module connector
terminal No. 9 (Light Blue/Pink wire) and ground. If voltage is less
than 10 volts, repair Light Blue/Pink wire. Recheck system. If voltage
is more than 10 volts, go to next step.
3) Turn ignition off. Measure resistance between RABS module
connector terminal No. 4 (Light Green/Yellow wire) and ground. See
WIRING DIAGRAMS. If resistance is less than 5 ohms, go to next step.
If resistance is greater than 5 ohms, repair Light Green/Yellow wire
between RABS module and ground connection. Recheck system operation.
4) Turn ignition on. Connect 5-amp fused jumper wire between
RABS module connector terminal No. 7 (Dark Green wire) and ground. If
ABS indicator turns off, replace RABS module. Recheck system
operation. If ABS indicator does not turn off, go to next step.
5) Disconnect 12-pin instrument cluster connector. Using
DVOM, measure resistance between RABS module connector terminal No. 7
(Dark Green wire) and instrument cluster connector Dark Green wire
terminal. See WIRING DIAGRAMS. If resistance is less than 5 ohms,
repair or replace instrument cluster. Recheck system operation. If
resistance is greater than 5 ohms, repair Dark Green wire between RABS
module and instrument cluster. Recheck system operation.

BEGINS FLASHING (1998 MODELS & 1999 PICKUP)
NOTE: DTC will appear as one or more short pulses followed by one
long pulse.
1) Turn ignition on. Observe Yellow ABS warning light. If

Yellow ABS warning light flashes a DTC sequence, note DTC and go to
next step. If Yellow ABS warning light flashes, but does not indicate
a DTC, go to step 4).
module connector terminal No. 12 (Black/Orange wire) and ground while
wiggling wiring harness. See WIRING DIAGRAMS. If voltage is greater
repair Black/Orange wire or Red wire between RABS module and fuse
panel. Perform appropriate test for DTC retrieved.
3) Turn ignition off. Disconnect negative battery cable.
Using DVOM, measure resistance between RABS module connector terminal
No. 4 (Light Green/Yellow wire) and ground while wiggling wiring
harness. See WIRING DIAGRAMS. If resistance is steady and less than 5 Copyright © 1998 Mitchell R
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 10)1998 Ford Econoline E250For 1
ohms, replace RABS module. Recheck system operation. If resistance is
not steady or greater than 5 ohms, repair Light Green/Yellow wire
and/or Black/Light Blue wire between RABS module and ground
connection. Recheck system operation.
WIRING DIAGRAMS. Using DVOM, measure voltage between RABS module
connector terminal No. 9 (Light Blue/Pink wire) and ground. If voltage
is greater than 10 volts, replace RABS module. Recheck system
operation. If voltage is less than 10 volts, repair Light Blue/Pink
wire between RABS module and fuse panel (Van) or ignition switch
(Pickup).

BEGINS FLASHING (1999 VAN)
1) Turn ignition on. Observe Yellow ABS warning light. If

Yellow ABS warning light flashes a DTC sequence, repair Black/Orange
and/or Light Green wire between RABS module and fuse block. If ABS
indicator does not indicate a DTC, go to next step.
module connector terminal No. 1 (Light Blue/Pink wire) and ground
while wiggling wiring harness. See WIRING DIAGRAMS. Measure voltage
between RABS module connector terminal No. 9 (Light Blue/Pink wire)
and ground while wiggling wiring harness. If voltage is greater than
10 volts, replace RABS module. Recheck system operation. If voltage is
less than 10 volts, repair Light Blue/Pink wire between RABS module
and fuse panel. Recheck system operation.
YELLOW ABS WARNING LIGHT SELF-CHECKS, BUT NO DTCS ARE

RETRIEVED WHEN DIAGNOSTICS ARE STARTED
1) Depress brake pedal. If brakelights operate properly, go

to next step. If brakelights do not operate properly, diagnose
brakelights.
connector. Depress brake pedal. Using DVOM, measure voltage between
RABS module connector terminal No. 11 (Light Green or Red/Light Green
wire) and ground. See WIRING DIAGRAMS. If voltage is greater than 10
volts, go to next step. If voltage is less than 10 volts, repair Light
Green wire between RABS module and BPP switch.
3) Turn ignition on. Using DVOM, measure voltage between RABS
WIRING DIAGRAMS. Using DVOM, measure voltage between RABS module
connector terminal No. 9 (Light Blue/Pink wire) and ground. If voltage
is greater than 10 volts, go to next step. If voltage is less than 10
volts, repair Light Blue/Pink wire between RABS module and fuse panel
(Van) or ignition switch (Pickup).
4) If Yellow ABS warning light is illuminated, repair Dark
Green wire between RABS module and instrument cluster. Recheck system ANTI-LOCK BRAKE SYSTEM - RABS II
operation. If Yellow ABS warning light is not illuminated, go to next
step.
5) Turn ignition off. Disconnect RABS diagnostic connector.
Using DVOM, measure resistance between RABS module connector terminal
No. 12 (Black/Orange wire) and RABS diagnostic connector Black/Orange
wire terminal. See WIRING DIAGRAMS. If resistance is less than 5 ohms,
replace RABS module. Recheck system operation. If resistance is
greater than 5 ohms, repair Black/Orange wire between RABS module and
RABS diagnostic connector. Recheck system operation.
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK (1998 MODELS)
1) Turn ignition on. Apply parking brake. If BRAKE warning

light illuminates, release parking brake and go to next step. If BRAKE
warning light does not illuminate, diagnose instrument cluster. See
appropriate INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT
section.
2) Turn ignition off. Disconnect 3-pin brake fluid level
switch connector (Pickup) or 3-pin dual brake warning switch connector
(Van). Turn ignition on. Connect a jumper wire between brake fluid
level switch/dual brake warning switch connector terminal No. 3 (Dark
Green/Yellow wire) and ground. See WIRING DIAGRAMS. If BRAKE warning
light illuminates, remove jumper wire and go to next step. If BRAKE
warning light does not illuminate, repair Dark Green/Yellow wire
between diode/resistor and brake fluid level switch/dual brake warning
switch, or replace diode/resistor element. Recheck system operation.
3) Connect a jumper wire between brake fluid level
switch/dual brake warning switch connector terminals No. 3 (Dark
Green/Yellow wire) and No. 2 (Tan/Light Green wire). See WIRING
DIAGRAMS. Turn ignition on. If BRAKE warning light illuminates, check
brake fluid level switch/dual brake warning switch connector for
corroded or unseated pins. If connector is okay, replace brake fluid
level switch/dual brake warning switch. Recheck system operation. If
BRAKE warning light does not illuminate, repair Tan/Light Green wire
between brake fluid level switch/dual brake warning switch and RABS
module, or replace ignition switch. Recheck system operation.
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK (1999 PICKUP)

section.
switch connector. Turn ignition on. Connect a jumper wire between
brake fluid level switch connector terminal No. 3 (Dark Green/Yellow
wire) and ground. See WIRING DIAGRAMS. If BRAKE warning light
illuminates, remove jumper wire and go to next step. If BRAKE warning
light does not illuminate, repair Dark Green/Yellow wire between
diode/resistor and brake fluid level switch, or replace diode/resistor
element. Recheck system operation. ANTI-LOCK BRAKE SYSTEM - RABS II
3) Connect a jumper wire between brake fluid level switch
connector terminals No. 3 (Dark Green/Yellow wire) and No. 2
(Tan/Light Green wire). See WIRING DIAGRAMS. Start engine. If BRAKE
warning light illuminates, check brake fluid level switch connector
for corroded or unseated pins. If connector is okay, replace brake
fluid level switch. Recheck system operation. If BRAKE warning light
does not illuminate, go to next step.
4) Turn ignition off. Disconnect ignition switch connector.
Disconnect RABS module connector. Measure resistance of Tan/Light
Green wire between RABS module connector and ignition switch
connector. If resistance is less than 5 ohms, replace ignition switch.
Recheck system operation. If resistance is more than 5 ohms, repair
Tan/Light Green wire. Recheck system operation.
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK (1999 VAN)

section.
switch connector. Turn ignition on. Connect a jumper wire between
brake fluid level switch connector terminal No. 3 (Dark Green/Yellow
wire) and ground. See WIRING DIAGRAMS. If BRAKE warning light
illuminates, remove jumper wire and go to next step. If BRAKE warning
light does not illuminate, repair Dark Green/Yellow wire between
diode/resistor and brake fluid level switch, or replace diode/resistor
element. Recheck system operation.
3) Connect a jumper wire between brake fluid level switch
connector terminals No. 3 (Dark Green/Yellow wire) and No. 2
(Tan/Light Green wire). See WIRING DIAGRAMS. Start engine. If BRAKE
warning light illuminates, check brake fluid level switch connector
for corroded or unseated pins. If connector is okay, replace brake
fluid level switch. Recheck system operation. If BRAKE warning light
does not illuminate, go to next step.
4) Turn ignition off. Disconnect RABS module connector.
Measure resistance of Tan/Light Green wire between RABS module
connector and brake fluid level warning switch connector. If
than 5 ohms, repair Tan/Light Green wire. Recheck system operation
5) Disconnect ignition switch connector. Measure resistance
between ground and ignition switch component side pin No. P1 (Dark
Green/Yellow wire) with ignition switch in START position. If
than 5 ohms, replace ignition switch. Recheck system operation.
6) Measure resistance between ignition switch pin No. P1
(Dark Green/Yellow wire) and brake fluid level warning switch terminal
No. 3 (Dark Green/Yellow wire). If resistance is less than 5 ohms,
replace RABS module. Recheck system operation. If resistance is more
than 5 ohms, repair Dark Green/Yellow wire. Recheck system operation.
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 13)1998 Ford Econoline
RED BRAKE WARNING LIGHT ON WITH IGNITION SWITCH ON (1998
MODELS & 1999 PICKUP)
Check Warning Lights

Turn ignition off. Release parking brake. Turn ignition on.
If Red BRAKE warning light and Yellow ABS warning light remain
illuminated after bulb check, retrieve RABS DTCs. If any DTCs are set,
perform appropriate test for DTC retrieved. If Red BRAKE warning light
and Yellow ABS warning light go out after bulb check, check parking
brake switch. If parking brake switch is okay, diagnose conventional
braking system. See appropriate DISC & DRUM article.
RED BRAKE WARNING LIGHT ON WITH IGNITION SWITCH ON (1999 VAN)
1) Turn ignition off. Release parking brake. Turn ignition

on. If Red BRAKE warning light and Yellow ABS warning light remain
illuminated after bulb check, retrieve RABS DTCs. If any DTCs are set,
perform appropriate test for DTC retrieved. If Red BRAKE warning light
and Yellow ABS warning light go out after bulb check, go to next step.
2) Turn ignition off. Disconnect parking brake switch. Turn
ignition on. If Red BRAKE indicator illuminates, go to next step. If
indicator does not illuminate, replace parking brake switch. Recheck
system operation.
3) Turn ignition off. Disconnect RABS module. Turn ignition
on. If Red BRAKE indicator illuminates, diagnose instrument cluster.
See appropriate INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT
section. If indicator does not illuminate, replace parking RABS
module. Recheck system operation.
DIAGNOSTIC TESTS
NOTE: Perform basic service precautions when diagnosing any DTCs.

See PRECAUTIONS under DIAGNOSIS & TESTING.
DTC 2: OPEN RABS II ISOLATION SOLENOID CIRCUIT
1) Turn ignition off. Disconnect 4-pin RABS diagnostic

connector, and then reconnect connector. Turn ignition on. If Yellow
ABS warning light illuminates, go to next step. If Yellow ABS warning
light does not illuminate, fault is intermittent. See INTERMITTENT
PROBLEM DIAGNOSIS.
2) Turn ignition off. Disconnect 4-pin RABS valve connector.
Disconnect 14-pin RABS module connector. Using DVOM, measure
resistance between RABS module connector terminal No. 13 (Pink/Light
Green wire) and RABS valve connector Pink/Light Green wire terminal.
See WIRING DIAGRAMS. If resistance is less than 5 ohms, go to next
step. If resistance is greater than 5 ohms, repair Pink/Light Green
wire between RABS module and RABS valve. Recheck system operation.
3) Using DVOM, measure resistance between RABS valve
connector terminals No. 3 and 4. See WIRING DIAGRAMS. If resistance is
3-6 ohms, go to next step. If resistance is not 3-6 ohms, replace RABS Copyright © 1998 Mitchell R
ANTI-LOCK
valve. RecheckBRAKE SYSTEM - RABS II Article Text (p. 14)1998 Ford Econoline E250For 1
system operation.
connector terminal No. 4 and RABS valve housing. See WIRING DIAGRAMS.
If resistance is greater than 10,000 ohms, replace RABS module.
Recheck system operation. If resistance is less than 10,000 ohms,
replace RABS valve. Recheck system operation.
DTC 3: OPEN RABS II DUMP SOLENOID CIRCUIT

PROBLEM DIAGNOSIS.
resistance between RABS module connector terminal No. 14 (Yellow/Light
Green wire) and RABS valve connector Yellow/Light Green wire terminal.
See WIRING DIAGRAMS. Also, measure resistance between RABS module
connector terminal No. 8 (Yellow/Light Green wire) and RABS valve
connector Yellow/Light Green wire terminal. If both resistance
measurements are less than 5 ohms, go to next step. If either
resistance measurement is greater than 5 ohms, repair suspect
Yellow/Light Green wire between RABS module and RABS valve. Recheck
system operation.
connector terminals No. 1 and 3. See WIRING DIAGRAMS. If resistance is
1-2 ohms (1998 models) or 1-3 ohms (1999 models), go to next step. If
resistance is not as specified, replace RABS valve. Recheck system
operation.
connector terminal No. 1 and RABS valve housing. See WIRING DIAGRAMS.
If resistance is greater than 10,000 ohms, replace RABS module.
replace RABS valve. Recheck system operation.
DTC 4: OPEN/GROUNDED RABS VALVE RESET SWITCH CIRCUIT
1) Turn ignition off. Disconnect RABS diagnostic connector,

and then reconnect connector. Turn ignition on. If Red BRAKE warning
light and Yellow ABS warning light illuminate, go to next step. If Red
BRAKE warning light and Yellow ABS warning light do not illuminate,
fault is intermittent. See INTERMITTENT PROBLEM DIAGNOSIS.
resistance between RABS module connector terminal No. 6 (Light
Blue/Red wire) and RABS valve connector Light Blue/Red wire terminal.
See WIRING DIAGRAMS. If resistance is less than 5 ohms, go to next
step. If resistance is greater than 5 ohms, repair Light Blue/Red wire
between RABS module and RABS valve. Recheck system operation.
connector Black/White wire (Pickup) or Black wire (Van) terminal and
ground. See WIRING DIAGRAMS. If resistance is less than 5 ohms, go to
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 15)1998 Ford Econoline E2
next step. If resistance is greater than 5 ohms, repair Black/White
wire (Pickup) or Black wire (Van) between RABS valve and ground
connection. Recheck system operation.
4) Using DVOM, measure resistance between RABS module
connector terminal No. 6 (Light Blue/Red wire) and ground. See WIRING
DIAGRAMS. If resistance is greater than 10,000 ohms, go to next step.
If resistance is less than 10,000 ohms, repair Light Blue/Red wire
between RABS module and RABS valve. Recheck system operation.
5) Using DVOM, measure resistance between RABS valve Light
Blue/Red wire terminal and ground. See WIRING DIAGRAMS. If resistance
is greater than 10,000 ohms, replace RABS module. Recheck system
operation. If resistance is less than 10,000 ohms, replace RABS valve.
Recheck system operation.
DTC 5: EXCESSIVE DUMP SOLENOID ACTIVITY (PICKUP)
CAUTION: Air suspension switch must be turned off before raising

vehicle to prevent unexpected inflation/deflation of air
springs while vehicle is lifted. Air suspension switch is
located by right kick panel.

connector, and then reconnect connector. Turn ignition on. If Red
BRAKE warning light and Yellow ABS warning light illuminate, go to
next step. If Red BRAKE warning light and Yellow ABS warning light do
not illuminate, fault is intermittent. See INTERMITTENT PROBLEM
DIAGNOSIS.
connector. Turn ignition on. Place vehicle in 4WD mode. Using DVOM,
measure voltage between RABS module connector terminal No. 5 (Light
Blue wire) and ground. See WIRING DIAGRAMS. If voltage is less than 0.
2 volt, go to next step. If voltage is greater than 0.2 volt, repair
Light Blue wire between RABS module and instrument cluster, or
diagnose transfer case.
3) Turn ignition off. Disable air suspension system. Raise
and support vehicle on a hoist so all wheels clear the ground. Rotate
wheels at 5 MPH. Using DVOM, measure voltage between RABS module
connector terminals No. 3 (Light Green/Black wire) and No. 10
(Red/Pink wire). See WIRING DIAGRAMS. If voltage is greater than 650
millivolt (AC RMS), reconnect RABS module connector and go to next
step. If voltage is less than 650 millivolt (AC RMS), go to DTC 6:
ERRATIC REAR ABS SENSOR CIRCUIT.
4) Start engine and observe Yellow ABS warning light. If
Yellow ABS warning light performs bulb check properly, lower vehicle
and reactivate air suspension system. Go to next step. If Yellow ABS
warning light does not perform bulb check properly, lower vehicle and
reactivate air suspension system. Go to YELLOW ABS WARNING LIGHT DOES
NOT SELF-CHECK under SYMPTOM TESTS.
connector. Drive vehicle at about 20 MPH and perform a normal traffic
stop. If rear wheels lock up, reconnect all components and go to
TROUBLE SHOOTING. If rear wheels do not lock up, go to next step. ANTI-LOCK BRAKE SYSTEM - RABS II
6) Do not exceed 10 MPH to prevent flat-spotting tires. Drive
vehicle at about 10 MPH on dry pavement. Press brake pedal hard enough
to lock up all 4 wheels. Observe left rear wheel through outside rear
view mirror. If rear wheels lock up (momentary lock up is
permissible), replace RABS valve. Reconnect RABS module connector.
Perform VERIFICATION DRIVE TEST (PICKUP). If rear wheels do not lock
up, go to next step.
7) Perform this test with vehicle on an axle hoist only.
Since vehicle is not on the ground, wheels will spin for a significant
time. This does not indicate improper braking performance. Turn
ignition off. Disable air suspension system. Raise and support vehicle
on a hoist so all wheels clear the ground. Ensure vehicle is in 2WD
mode. Turn ignition on. Place transmission in drive low (A/T) or first
gear (M/T). Accelerate to 10 MPH. Press hard on brake pedal until
wheels stop. If rear wheels lock up first and then spin, reactivate
air suspension system. Recheck system operation. If rear wheels do not
lock up first and then spin, replace RABS module. Reactivate air
suspension system. Perform VERIFICATION DRIVE TEST (PICKUP).
DTC 6: ERRATIC REAR ABS SENSOR CIRCUIT
CAUTION: On Pickup, air suspension switch must be turned off before

raising vehicle to prevent unexpected inflation/deflation of
air springs while vehicle is lifted. Air suspension switch is

light do not illuminate, fault is intermittent. See INTERMITTENT
PROBLEM DIAGNOSIS.
2) Check RABS speed sensor wire routing. If wires are secure,
undamaged and properly routed, go to next step. If wires are faulty or
improperly routed, repair as necessary. Recheck system operation.
connector. Using DVOM, measure resistance between RABS module
(Red/Pink wire) while wiggling wiring harness. See WIRING DIAGRAMS. If
resistance is steady and 900-2500 ohms, go to next step. If resistance
is not steady or 900-2500, replace RABS speed sensor. Recheck system
operation.
4) Disconnect 14-pin RABS module connector. Using DVOM,
measure resistance between RABS module connector terminal No. 3 (Light
Green/Black wire) and ground. See WIRING DIAGRAMS. Also, measure
resistance between RABS module connector terminal No. 10 (Red/Pink
wire) and ground. If both resistance measurements are greater than 10,
000 ohms, go to next step. If either resistance measurement is less
than 10,000 ohms, repair Light Green/Black wire or Red/Pink wire
between RABS module and RABS speed sensor. Recheck system operation.
connector terminal No. 3 (Light Green/Black wire) and RABS speed
sensor connector Light Green/Black wire terminal. See WIRING DIAGRAMS. ANTI-LOCK BRAKE SYSTEM - RABS II Article T
If resistance is less than 5 ohms, go to next step. If resistance is
greater than 5 ohms, repair Light Green/Black wire between RABS module
and RABS speed sensor. Recheck system operation.
connector terminal No. 10 (Red/Pink wire) and RABS speed sensor
connector Red/Pink wire terminal. See WIRING DIAGRAMS. If resistance
is less than 5 ohms, go to next step. If resistance is greater than 5
ohms, repair Red/Pink wire between RABS module and RABS speed sensor.
7) Remove RABS speed sensor from rear differential case.
Check RABS speed sensor magnetic pole piece for metal shavings or
chips. If metal shaving or chips are found, drain and clean rear
differential case. Reinstall RABS speed sensor and go to next step. If
metal shaving or chips are not found, reinstall RABS speed sensor and
go to next step.
8) Disable air suspension system. Raise and support vehicle
on a hoist so all wheels clear the ground. Turn wheels at 5 MPH. Using
DVOM, measure voltage between RABS module connector terminals No. 3
(Light Green/Black wire) and No. 10 (Red/Pink wire). See WIRING
DIAGRAMS. If voltage is steady and 650 millivolt (AC RMS), go to next
step. If voltage is not steady and 650 millivolt (AC RMS), replace
RABS speed sensor. Recheck system operation. Reactivate air suspension
system (Pickup).
9) Remove rear differential case cover. Carefully check each
tooth on RABS exciter/speed ring. If any teeth are missing or damaged,
replace RABS exciter/sensor ring. Recheck system operation. Reactivate
air suspension system (Pickup). If exciter/sensor ring is okay,
replace RABS module. Recheck system operation. Reactivate air
suspension system (Pickup).
DTC 7: NO ISOLATION SOLENOID DURING SELF-CHECK

PROBLEM DIAGNOSIS.
connector terminal No. 13 (Pink/Light Green wire) and ground. See
WIRING DIAGRAMS. If resistance is greater than 3 ohms, replace RABS
module. Recheck system operation. If resistance is less than 3 ohms,
go to next step.
3) Disconnect 4-pin RABS valve connector. Using DVOM, measure
resistance between RABS module connector terminal No. 13 (Pink/Light
Green wire) and ground. See WIRING DIAGRAMS. Measure resistance
between RABS module connector terminal No. 13 (Pink/Light Green wire)
and RABS valve Pink/Light Green wire. If resistance is less than 5
ohms between RABS module and valve, and more than 10,000 ohms, between
RABS module and ground, replace RABS valve. Recheck system operation.
If resistance is less than 10,000 ohms, repair Pink/Light Green wire
between RABS module and RABS valve. Recheck system operation. ANTI-LOCK BRAKE SYSTEM - RABS II
DTC 8: NO DUMP SOLENOID DURING SELF-CHECK

PROBLEM DIAGNOSIS.
connector terminal No. 8 (Yellow/Light Green wire) and ground. See
WIRING DIAGRAMS. Also, measure resistance between RABS module
connector terminal No. 14 (Yellow/Light Green wire) and ground. If
resistance is 1-3 ohms, replace RABS module. Recheck system operation.
If resistance is not 1-3 ohms, go to next step.
3) Disconnect 4-pin RABS valve connector. Using DVOM, measure
resistance between RABS valve terminals No. 1 and 3. See WIRING
DIAGRAMS. If resistance is 1-3 ohms, repair Yellow/Light Green wire
between RABS module and RABS valve. Recheck system operation. If
resistance is not 1-3 ohms, replace RABS valve. Recheck system
operation.
DTC 9: HIGH SPEED SENSOR RESISTANCE

PROBLEM DIAGNOSIS.
2) Check RABS speed sensor wire routing. If wires are secure,
undamaged and properly routed, go to next step. If wires are faulty or
improperly routed, repair as necessary. Recheck system operation.
(Red/Pink wire) while wiggling wiring harness. See WIRING DIAGRAMS. If
resistance is steady and 900-2500 ohms, go to next step. If resistance
is not steady and 900-2500, go to step 5).
connector terminal No. 3 (Light Green/Black wire) and ground. See
connector terminal No. 10 (Red/Pink wire) and ground. If resistance is
greater than 10,000 ohms, replace RABS module. Recheck system
operation. If resistance is less than 10,000 ohms, go to step 7).
5) Disconnect RABS speed sensor connector. Using DVOM,
measure resistance between RABS speed sensor terminals. If resistance
is 900-2500 ohms, go to next step. If resistance is not 900-2500 ohms,
replace RABS speed sensor. Recheck system operation.
connector terminal No. 3 (Light Green/Black wire) and RABS speed
sensor connector Light Green/Black wire terminal. See WIRING DIAGRAMS.
If resistance is less than 5 ohms, repair Red/Pink wire between RABSANTI-LOCK BRAKE SYSTEM - RABS II Article T
module and RABS speed sensor. Recheck system operation. If resistance
is less than 5 ohms, repair Light Green/Black wire between RABS module
and RABS speed sensor. Recheck system operation.
7) Disconnect RABS speed sensor connector. Using DVOM,
measure resistance between RABS speed sensor terminal and ground. If
resistance is greater than 10,000 ohms, go to next step. If resistance
is less than 10,000 ohms, replace RABS speed sensor. Recheck system
operation.
WIRING DIAGRAMS. If resistance is greater than 10,000 ohms, repair
Red/Pink wire between RABS module and RABS speed sensor. Recheck
system operation. If resistance is less than 10,000 ohms, repair Light
Green/Black wire between RABS module and RABS speed sensor. Recheck
system operation.
DTC 10: LOW SPEED SENSOR RESISTANCE

PROBLEM DIAGNOSIS.
2) Turn ignition off. Disconnect RABS speed sensor connector.
resistance between RABS module connector terminals No. 3 (Light
Green/Black wire) and No. 10 (Red/Pink wire). See WIRING DIAGRAMS. If
resistance is greater than 10,000 ohms, go to next step. If resistance
is less than 10,000 ohms, repair short between Light Green/Black wire
and Red/Pink wire. Recheck system operation.
connector terminal No. 10 (Red/Pink wire) and ground. If both
resistance measurements are greater than 10,000 ohms, go to next step.
If either resistance measurement is less than 10,000 ohms, repair
Red/Pink wire or Light Green/Black wire between RABS module and RABS
speed sensor. Recheck system operation.
4) Using DVOM, measure resistance between RABS speed sensor
terminals. If resistance is 900-2500 ohms, go to next step. If
resistance is not 900-2500 ohms, replace RABS speed sensor. Recheck
system operation.
5) Using DVOM, measure resistance between RABS speed sensor
terminal and ground. If resistance is greater than 10,000 ohms,
replace RABS module. Recheck system operation. If resistance is less
than 10,000 ohms, replace RABS speed sensor. Recheck system operation.
DTC 11: BRAKE PEDAL POSITION (BPP) SWITCH ALWAYS CLOSED OR

MULTIFUNCTION SWITCH IN HAZARD LIGHT POSITION (PICKUP)
NOTE: DTC 11 is caused by BPP switch being closed prior to vehicle

moving. If BPP switch remains closed when vehicle begins to ANTI-LOCK BRAKE SYSTEM - RABS II Article T
move, Yellow ABS warning light will illuminate at about 16
MPH. DTC will not be stored in RABS module until vehicle
speed exceeds 37 MPH for at least 10 seconds. DTC 11 can be
caused by driver resting foot on brake pedal with just enough
pressure to close BPP switch while driving at least 37 MPH
for a minimum of 10 seconds. DTC will be stored in RABS
module memory when this occurs.
1) Turn ignition off. Depress brake pedal and observe

brakelights. If brakelights operate properly, go to step 3). If
brakelights do not operate properly, go to next step.
2) Disconnect suspect brakelight connector. Using DVOM, check
continuity between brakelight connector terminals. If continuity
exists, go to next step. If continuity does not exist, replace
brakelight bulb. Drive vehicle faster than 20 MPH and verify problem
is corrected.
3) Disconnect multifunction switch connector. Turn hazard
switch off. Using DVOM, measure resistance between multifunction
switch terminals No. 511 (Light Green wire) and No. 2 (White/Light
Blue wire). See Fig. 1. If resistance is less than 5 ohms, go to next
step. If resistance is greater than 5 ohms, replace multifunction
switch. Drive vehicle faster than 20 MPH and verify problem is
corrected.
4) Reconnect multifunction switch connector. Disconnect Brake
Pedal Position (BPP) switch connector. Turn ignition on. Using DVOM,
measure voltage between BPP switch connector Light Green/Red wire
terminal and ground. See WIRING DIAGRAMS. If voltage is greater than
10 volts, go to next step. If voltage is less than 10 volts, repair
Light Green/Red wire between BPP switch and junction box fuse/relay
panel located behind left side of instrument panel. Recheck system
operation.
5) Turn ignition off. Using DVOM, measure resistance between
BPP switch terminals while pressing and releasing brake pedal. If
resistance is less than 5 ohms with brake pedal depressed and greater
than 10,000 ohms with brake pedal released, go to next step. If
resistance is greater than 5 ohms with brake pedal depressed and less
than 10,000 ohms with brake pedal released, replace BPP switch.
Recheck system operation. Drive vehicle faster than 20 MPH and verify
problem is corrected.
6) Reconnect BPP switch connector. Disconnect 14-pin RABS
module connector. Turn ignition on. Using DVOM, measure voltage
between RABS module connector terminal No. 11 (Light Green wire) and
ground with brake pedal released. See WIRING DIAGRAMS. If voltage is
greater than 10 volts, repair Light Green wire between RABS module and
BPP switch. Recheck system operation. Drive vehicle faster than 20 MPH
and verify problem is corrected. If voltage is less than 10 volts,
replace RABS module. Recheck system operation.
ANTI-LOCK BRAKE SYSTEM - RABS II Article Tex

Fig. 1: Identifying Multifunction Switch Terminals
DTC 11: BRAKE PEDAL POSITION (BPP) SWITCH ALWAYS CLOSED (VAN)
1) Turn ignition off. Depress brake pedal and observe

brakelights. If brakelights operate properly, go to next step. If
brakelights do not operate properly, diagnose brakelights.
2) Disconnect 14-pin RABS module connector. Depress brake
pedal. Using DVOM, measure voltage between RABS module connector
terminal No. 11 (Light Green wire) and ground. See WIRING DIAGRAMS. If
voltage is greater than 10 volts, replace RABS module. Recheck system
operation. If voltage is less than 10 volts, repair Light Green wire
between RABS module and BPP switch. Recheck system operation.
DTC 12: LOSS OF HYDRAULIC BRAKE FLUID WHEN ABS IS ACTIVATED

(PICKUP)

PROBLEM DIAGNOSIS.
ANTI-LOCK BRAKE
2) Turn ignition off.SYSTEM
Check brake- RABS II Article
fluid level Text (p. 22)1998 Ford Econoline E250For 1
in master Copyright © 1998 Mitchell R
cylinder reservoir. If fluid level is okay, go to next step. If fluid
level is low, check for leaks in brake system. Repair as necessary.
Refill master cylinder reservoir to proper level. Recheck system
operation.
3) Remove master cylinder filler cap. Push master cylinder
reservoir float down to bottom of reservoir. If float rises back to
the top of the fluid, go to next step. If float remains at bottom of
reservoir, replace brake master cylinder reservoir. Bleed brake
system. Recheck system operation.
4) Disconnect 3-pin brake fluid level switch connector. Using
DVOM, measure resistance between brake fluid level switch connector
terminal No. 3 (Dark Green/Yellow wire) and ground. See WIRING
DIAGRAMS. If resistance is greater than 10,000 ohms, go to next step.
If resistance is less than 10,000 ohms, repair Dark Green/Yellow wire
between brake fluid level switch and brake warning resistor assembly,
or power distribution box. Recheck system operation.
5) Apply parking brake. Using DVOM, measure resistance
between brake fluid level switch connector terminal No. 3 (Dark
Green/Yellow wire) and ground. See WIRING DIAGRAMS. If resistance is
greater than 10,000 ohms (1998), or 900 ohms (1999), go to next step.
If resistance is less than 900 or 10,000 ohms, replace diode/resistor
element. Recheck system operation.
6) Disconnect ignition switch connector. Disconnect 14-pin
RABS module connector. Using DVOM, measure resistance between brake
fluid level switch connector terminal No. 2 (Tan/Light Green wire) and
ground. See WIRING DIAGRAMS. If resistance is greater than 10,000 ohms
(1998), or 900 ohms (1999), reconnect ignition switch connector and go
to next step. If resistance is less than 900 or 10,000 ohms, repair
Tan/Light Green wire between brake fluid level switch and RABS module.
connector terminal No. 2 (Tan/Light Green wire) and ground. See WIRING
DIAGRAMS. If resistance is greater than 10,000 ohms (1998), or 900
ohms (1999), reconnect brake fluid level switch and go to next step.
If resistance is less than 900 or 10,000 ohms, replace ignition
switch. Recheck system operation.
DIAGRAMS. If resistance is greater than 10,000 ohms (1998), or 900
ohms (1999), replace RABS module. Recheck system operation. If
resistance is less than 900 or 10,000 ohms, replace brake fluid level
switch. Recheck system operation.
DTC 12: LOSS OF HYDRAULIC BRAKE FLUID WHEN ABS IS ACTIVATED

(VAN)

PROBLEM DIAGNOSIS.
2) Turn ignition off. Check brake fluid level in master
cylinder reservoir. If fluid level is okay, go to next step. If fluid
level is low, check for leaks in brake system. Repair as necessary.
Refill master cylinder reservoir to proper level. Recheck system
operation.ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 23)1998 Ford Econoline E250For 1 Copyright © 199
3) Disconnect 3-pin dual brake warning switch connector.
Using DVOM, measure resistance between dual brake warning switch
connector terminal No. 3 (Dark Green/Yellow wire) and ground. See
WIRING DIAGRAMS. If resistance is greater than 10,000 ohms, go to next
step. If resistance is less than 10,000 ohms, go to step 6).
4) Apply parking brake. Using DVOM, measure resistance
between dual brake warning switch connector terminal No. 3 (Dark
Green/Yellow wire) and ground. See WIRING DIAGRAMS. If resistance is
greater than 10,000 ohms, go to next step. If resistance is less than
10,000 ohms, replace diode/resistor element. Recheck system operation.
5) Disconnect 14-pin RABS module connector. Using DVOM,
measure resistance between dual brake warning switch connector
terminal No. 2 (Tan/Light Green wire) and ground. See WIRING DIAGRAMS.
If resistance is greater than 10,000 ohms, reconnect dual brake
warning switch connector and go to step 7). If resistance is less than
10,000 ohms, repair Tan/Light Green wire between dual brake warning
switch and RABS module. Recheck system operation.
6) Disconnect ignition switch connector. Using DVOM, measure
resistance between dual brake warning switch connector terminal No. 3
(Dark Green/Yellow wire) and ground. See WIRING DIAGRAMS. If
resistance is greater than 10,000 ohms, replace ignition switch.
repair Dark Green/Yellow wire between dual brake warning switch and
ignition switch, or dual brake warning diode/resistor assembly.
DIAGRAMS. If resistance is 5 ohms or less, replace dual brake warning
switch. Recheck system operation. If resistance is greater than 5
ohms, replace RABS module. Recheck system operation.
DTC 13: RABS MODULE FAILURE (1998-99 PICKUP & 1999 VAN)
Replace RABS module. Recheck system operation. Perform

VERIFICATION DRIVE TEST (PICKUP). Test drive vehicle.
DTC 13: RABS MODULE FAILURE (1998 VAN)
1) Check Keep-Alive Memory (KAM) Fuse. Start engine and

observe Yellow ABS warning light. If Yellow ABS warning light performs
bulb check properly, go to next step. If Yellow ABS warning light does
not perform bulb check properly, replace 15-amp fuse No. 11 located in
instrument panel fuse panel. If fuse blows again, check for short to
ground. Repair as necessary. Recheck system operation.
2) Wet down area where stop is to be performed to aid in test
procedure. Drive vehicle at about 10 MPH. Press brake pedal hard
enough to lock up all 4 wheels. Observe left rear wheel through
outside rear view mirror. If rear wheels lock up (momentary lock-up is
permissible), go to next step. If rear wheels do not lock up, go to
TROUBLE SHOOTING for other symptoms. If Yellow ABS warning light does
not illuminate, go to step 4). If Yellow ABS warning light illuminates
and remains illuminated,BRAKE
ANTI-LOCK recheck system
SYSTEMoperation.
- RABS II Article Text (p. 24)1998 Ford Econoline E250For 1 Copyright © 199
3) Stopping must be performed on dry pavement. Ensure
windshield wipers are off during test. Drive vehicle at about 20 MPH.
Perform a normal traffic stop. Feel for brake pedal pulsation during
stop or within 10 seconds after vehicle has stopped. If pulsation is
present, go to TROUBLE SHOOTING for symptom diagnosis. If pulsation is
not present, go to TROUBLE SHOOTING for other symptoms. If Yellow ABS
warning light does not illuminate, go to next step. If Yellow ABS
warning light illuminates and remains illuminated, recheck system
operation.
4) Turn ignition on. Depress brake pedal and observe
brakelights. If brakelights operate properly, recheck system
operation. If brakelights do not operate properly, go to DTC 11: BRAKE
PEDAL POSITION (BPP) SWITCH ALWAYS CLOSED (VAN).
DTC 16: SYSTEM OKAY
System Okay
This DTC should be used to verify if system is okay. If Keep
Alive Memory (KAM) fuse is blown, Yellow ABS warning light will flash
DTC 16 or another DTC if set. Check KAM fuse when diagnosing
complaints of Yellow ABS warning light flashing.
INTERMITTENT PROBLEM DIAGNOSIS
1) Reconnect all previously disconnected components. Clear

all DTCs. Start engine and observe Yellow ABS warning light. If Yellow
ABS warning light performs bulb check properly, go to step 3). If
Yellow ABS warning light does not perform bulb check properly, go to
next step.
2) Start at one component and wiggle connector by connector
until whole circuit has been tested. Wiggle affected circuit in one
location only. Observe Yellow ABS warning light. If Yellow ABS warning
light illuminates, repair suspect wire, terminal or connector. Go to
next step. If Yellow ABS warning light does not illuminate, go to step
4).
3) Retrieve DTCs. Perform appropriate test for DTC retrieved.
If no DTCs are present, go to next step.
4) Clear all DTCs. Turn ignition off. Retrieve DTCs. If DTC
16 is set, repair is complete. If DTC 16 is not set, go to TROUBLE
SHOOTING for symptom diagnosis.
VERIFICATION DRIVE TEST (PICKUP)
1) Start engine and observe Yellow ABS warning light. If

Yellow ABS warning light performs bulb check properly, go to next
step. If Yellow ABS warning light does not perform bulb check
properly, replace 15-amp fuse No. 13 (1998) or 5-amp fuse No. 15
(1999) located in junction box fuse/relay panel behind left side of
instrument panel. If fuse blows again, check for short to ground.
Repair as necessary. Recheck system operation.
2) Wet down area where stop is to be performed to aid in test
procedure. Drive vehicle at about 10 MPH. Press brake pedal hardBRAKE SYSTEM - RABS II Article Text (p. 25)
ANTI-LOCK
enough to lock up all 4 wheels. Observe left rear wheel through
outside rear view mirror. If rear wheels lock up (momentary lock-up is
permissible), go to next step. If rear wheels do not lock up, go to
TROUBLE SHOOTING for other symptoms. If Yellow ABS warning light does
not illuminate, go to step 4). If Yellow ABS warning light illuminates
and remains illuminated, recheck system operation.
3) Stopping must be performed on dry pavement. Ensure
windshield wipers are off during test. Drive vehicle at about 20 MPH.
Perform a normal traffic stop. Feel for brake pedal pulsation during
stop or within 10 seconds after vehicle has stopped. If pulsation is
present, go to TROUBLE SHOOTING for symptom diagnosis. If pulsation is
not present, go to TROUBLE SHOOTING for other symptoms. If Yellow ABS
warning light does not illuminate, go to next step. If Yellow ABS
warning light illuminates and remains illuminated, recheck system
operation.
4) Turn ignition on. Depress brake pedal and observe
brakelights. If brakelights operate properly, recheck system
operation. If brakelights do not operate properly, diagnose brake
system.

RABS MODULE

Disconnect negative battery cable. On Pickup, remove
instrument panel relay cover located on top right side of dash. On
Van, remove engine cover. On all models, remove RABS module mounting
nuts/bolts and remove RABS module. Disconnect RABS module electrical
connector. To install, reverse removal procedure. Tighten RABS module
mounting nuts/bolts to specification. See TORQUE SPECIFICATIONS table.
RABS SPEED SENSOR
CAUTION: On Pickup, air suspension switch must be turned off before

raising vehicle to prevent unexpected inflation/deflation of
air springs while vehicle is lifted. Air suspension switch is
Removal
On Pickup, disable air suspension system. On all models,
raise and support vehicle. Thoroughly clean around RABS speed sensor
mounting surface to prevent rear axle fluid contamination. Disconnect
RABS speed sensor electrical connector. Remove RABS speed sensor hold-
down bolt and remove RABS speed sensor.
ANTI-LOCK BRAKE SYSTEM - RABS II Article Tex
Installation
To install, clean sensor mounting surface. Ensure "O" ring is
positioned on sensor, and sensor magnetic pole piece is clean of all
metal particles. Lightly lubricate "O" ring with engine oil. Install
RABS speed sensor. DO NOT use force to install sensor. Install hold-
down bolt. Ensure air gap is .005-.045" (.127-1.14 mm). Tighten hold-
down bolt to specification. See TORQUE SPECIFICATIONS table.
RABS VALVE

Disconnect RABS valve electrical connector. Disconnect and
plug brakelines connected to RABS valve. Remove RABS valve mounting
nuts and remove RABS valve. To install, reverse removal procedure.
Tighten RABS valve mounting nuts to specification. See TORQUE
SPECIFICATIONS table. Bleed brakes. See BLEEDING BRAKE SYSTEM.
EXCITER/SENSOR RING

Remove differential case from axle housing. See appropriate
DIFFERENTIALS article in DRIVE AXLES section. Press exciter/sensor
ring from differential ring gear. Discard exciter/sensor ring. To
install, reverse removal procedure. Use a NEW exciter/sensor ring.
ADJUSTMENTS
NOTE: For brake system adjustment procedures, see appropriate DISC

& DRUM article.
RABS Speed Sensor Hold-Down Bolt ..................... 25-29 (34-39)

RABS Valve Brakelines ................................ 11-14 (15-19)
RABS Valve Mounting Nut .............................. 15-21 (20-28)
INCH Lbs. (N.m)
RABS Module Mounting Nut/Bolt .......................... 17-23 (2-3)
WIRING DIAGRAMS
ANTI-LOCK BRAKE SYSTEM - RABS II Article Text (p. 27)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
Fig. 2: Rear Anti-Lock Brake System Wiring Diagram (1998 Pickup -
F150 & F250 Light-Duty - Rear Wheel)
Fig. 3: Rear Anti-Lock Brake System Wiring Diagram (1998 Van -
Rear Wheel)
Fig. 4: Rear Anti-Lock Brake System Wiring Diagram (1999 Pickup -
F150 & F250 Light-Duty - Rear Wheel)
Fig. 5: Rear Anti-Lock Brake System Wiring Diagram (1999 Van -
Rear Wheel)
END OF ARTICLE
ANTI-LOCK BRAKE SYSTEM - 4WAL
Article Text
For 1
ARTICLE BEGINNING
1998 BRAKES
FORD - Anti-Lock - 4WAL
Econoline Van
DESCRIPTION
The 4-wheel Anti-Lock Brake System (ABS) is designed to allow

the vehicle to stop in the shortest possible distance while
maintaining full steering control. ABS system consists of an
Electronic Hydraulic Control Unit (EHCU), 2 front wheel speed sensors
and toothed sensor rings, rear axle speed sensor and toothed sensor
ring, system relay, ANTI-LOCK and BRAKE warning lights and wiring
harness.
DRUM article.
OPERATION
EHCU receives an AC signal from each speed sensor. This

information is translated into calculated wheel speed. When EHCU
determines wheel lock-up is about to occur, the appropriate solenoid
valve is activated and deactivated to vary hydraulic pressure to
prevent wheel lock-up.
ABS does not operate during normal braking conditions. ABS is
self monitoring. ABS has a self-diagnostic system to obtain trouble
DTCs for testing purposes. See DIAGNOSIS & TESTING.
CAUTION: See ANTI-LOCK BRAKE SAFETY PRECAUTIONS article in GENERAL

INFORMATION.
NOTE: Only bleed EHCU when unit has been replaced. Follow
conventional bleeding procedures when EHCU has not been
replaced.
Bleed hydraulic system whenever air has been introduced into

system. Bleed master cylinder and brakes at all 4 wheels if master
cylinder lines have been disconnected or master cylinder has run dry.
Bleed brakes with pressure bleeding equipment or by manually pumping
brake pedal while using bleeder tubes. Always bleed brakelines in
sequence. See BLEEDING SEQUENCE.
NOTE: DO NOT allow reservoir to run dry during bleeding operation.
EHCU BLEEDING
CAUTION: The anti-lock brake system must be bled using the following
procedure. If this procedure is not followed, air will be
trapped in the Electronic Hydraulic Control Unit (EHCU),
resulting in a spongy pedal. This procedure only needs to be
performed if EHCU is replaced.
Perform conventional bleeding procedures first. Turn ignition

off. Connect New Generation Star tester to vehicle data link
connector. Follow instructions in tester. After bleeding EHCU, repeat
conventional bleeding procedures.
BLEEDING SEQUENCE
Before bleeding system, remove all vacuum from power unit by

depressing brake pedal several times. Bleed master cylinder first,
followed by wheel cylinders and calipers in sequence. See BLEEDING
SEQUENCE table.
BLEEDING SEQUENCE
Application Sequence
All Models .......................................... RR, LR, RF, LF
TROUBLE SHOOTING
ANTI-LOCK WARNING LIGHT
Two warning lights (ABS and BRAKE) alert vehicle operator of

problems in braking system. Red BRAKE warning light monitors master
cylinder fluid level and parking brake lever status. Amber ABS warning
light alerts vehicle operator to problems in ABS system. See DIAGNOSIS
& TESTING.
DIAGNOSIS & TESTING
TESTING SEQUENCE
CAUTION: When battery is disconnected and reconnected, abnormal drive

symptoms may occur while Powertrain Control Module (PCM)
relearns its adaptive strategy. Vehicle may need to be driven
more than 10 miles to relearn strategy.
When trouble shooting ABS system, use test procedures in the

order they are presented. Using other than recommended procedure could
result in wasted time and/or unnecessary replacement of parts.
Recommended sequence for diagnosing system is:
* PRETEST CHECKS
* NGS COMMUNICATIONS CHECK
ANTI-LOCK BRAKE
* DRIVE CYCLE SYSTEM - 4WAL Article Text (p. 2)1998 Ford Econoline E250For 1
TEST Copyright © 1998 Mitchell Repa
* DIAGNOSTIC TESTS
* SYMPTOM TESTS
PRETEST CHECKS
NOTE: Performing pretest checks will identify relatively simple

repairs and prepare vehicle for further diagnosis. Warning
light faults are also identified and repaired using pretest
checks. Perform pretest checks in order given unless
specified otherwise.
1) Verify all electrical connectors at the harness,

Electronic Hydraulic Control Unit (ECHU), ABS Control Module (ABCM)
and ABS sensors at each wheel are properly connected and free from
contaminants and corrosion. Open power distribution box and verify
system relay is fully seated. Also check system fuses No. 19 (60-amp),
No. 11 (1-amp) and No. 2 (15-amp) are in good condition and fully
seated. Check system ground eyelet located at left radiator support
for looseness and corrosion. Repair or replace components as
necessary. If all components are okay, go to next step.
2) Ensure parking brake is not applied. Turn ignition on with
engine off. Warning lights should come on, then go out. If warning
lights operate as specified, go to next step. If one or both lights
come on and stay on, a fault is indicated, go to next step. If Red
brake warning light does not come on, go to step 7). If ABS warning
light does not come on, go to step 6). If both lights do not come on,
replace fuse 2 (15-amp).
3) Turn ignition off. Using New Generation Star (NGS) tester
(007-00500) or equivalent scan tester, turn ignition on, then retrieve
and record all Diagnostic Trouble Codes (DTCs). After first FTC is
displayed, remaining DTCs will be displayed in 15-second intervals.
Ensure all trouble DTCs are read and recorded. Failure to do so may
result in unnecessary repairs and wasted diagnostic time. If DTCs,
except System Pass, are present, go to TROUBLE CODE TEST INDEX,
starting with first FTC displayed. After repairs are completed, clear
DTCs using NGS tester. SYSTEM PASS indicates system is functioning
properly. If SYSTEM PASS is present and system is not functioning
properly, perform DRIVE CYCLE TEST. If SYSTEM PASS is obtained and
concern is still present, go to SYMPTOM TESTS. If no response is
obtained, go to next step.
4) Check fuse No. 19 (60-amp). If fuse is okay, go to next
step. If fuse is bad, replace it and recheck system. If fuse fails
again, check for short-to-ground. Repair as needed and replace fuse.
Retest system operation.
5) Turn ignition off. Disconnect ABCM connector. Check
resistance between ABCM connector pin No. 57 (Black wire) and ground.
If resistance is less than 5 ohms, perform NGS or scan tool
communication check. If resistance is 5 ohms or more, repair Black
wire circuit. Retest system.
6) Install EEC-IV 60-pin Breakout Box (014-00322). Connect
jumper between Breakout Box pin No. 1 and ground. Turn ignition switch
to ON position. If ABS light comes on, replace ABCM. Retest system
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p. 3)1998 Ford Econoline E250
operation. If ABS light does not come on, repair Dark Green wire
circuit, then retest system operation.
7) Engage parking brake. If Red brake warning light comes on,
go to TEST B. If light does not come on, see appropriate DISC & DRUM
article to trouble shoot mechanical brake system.
NGS COMMUNICATIONS CHECK
NOTE: If using a scan tool other than the NGS Tester, follow
equipment manufacturer's procedures to conduct appropriate
communications check.
1) Connect NGS tester to Data Link Connector (DLC) located

under instrument panel. Select vehicle to be tested from NGS menu. If
there is no communications with vehicle, check for proper program card
and installation, connection to DLC and ignition switch in proper
position.
2) If NGS still does not communicate with vehicle, refer to
tester manual.
3) If communications exists, perform DATA LINK DIAGNOSTIC
TEST on NGS menu. If NGS responds with CKT914, CKT915, or CKT70=ALL
ECUS NO RESP/NOT EQUIP, see appropriate MODULE COMMUNICATIONS NETWORK
article in ACCESSORIES & EQUIPMENT section. If NGS responds with NO
RESP/NOT EQUIP FOR ABCM, go to TEST N. If NGS responds with SYSTEM
PASSED, retrieve and record continuous Diagnostic Trouble Codes (DTCs)
and perform self-test diagnostics for ABCM.
4) If retrieved DTCs are related to ABS concern, see TROUBLE
CODE TEST INDEX. If no DTCs are related to the concern, go to SYMPTOM
TESTS.
DRIVE CYCLE TEST
NOTE: This test should be used to find symptoms and verify

repairs.
1) Drive on wet surface to aid test procedure. Drive vehicle

at about 10 MPH. Press brake pedal enough to lock all 4 wheels.
Momentary lock-up is permissible. If one wheel does not lock
consistently and ABS warning light is not on, go to next step. If one
wheel locks and ABS warning light is not on, go to SYMPTOM TESTS. If
one wheel locks consistently and ABS warning light is on and stays on,
go to step 7).
2) Drive vehicle at approximately 20 MPH. If windshield
wipers are on, turn wipers off. Perform light to medium, normal stop.
Check for brake pedal pulsation. If ABS pump motor runs, brake pedal
pulsation is felt at any time during stop and ABS warning light is not
on, go to SYMPTOM TESTS. If pump motor runs, brake pedal pulsation is
felt at any time during stop and ABS warning light comes on and stays
on, go to step 7). If other symptoms exist, go to step 6). If pump
motor does not run, brake pedal pulsation is not felt at any time
during stop and ABS light is not on, go to next step. If vehicle pulls
immediately upon braking and pump motor does not run, go to SYMPTOM ANTI-LOCK BRAKE SYSTEM - 4WAL Article Tex
TESTS. If vehicle pulls as soon as pump motor runs, check front sensor
opposite pull. Go to SYMPTOM TESTS. If pump motor runs and no pull is
felt, check rear sensor. Go to SYMPTOM TESTS.
3) Clear DTCs. Turn ignition off. Start vehicle and shift
into Drive (A/T) or 1st gear (M/T). Allow vehicle to creep forward at
idle for at least 45 seconds. If ABS warning light does not come, go
to next step. If ABS warning light comes, go to step 8).
4) Clear DTCs. Turn ignition off. Start vehicle and shift
into Drive (A/T) or 1st gear (M/T). in a time period of at least 45
seconds, accelerate vehicle slowly to 25 MPH. If ABS warning light
comes on, go to step 8). If ABS warning light does not come on, go to
next step.
5) If all symptoms have been corrected, drive test procedure
is complete. ABS system is functioning properly. If symptoms still
exist, go to SYMPTOM TESTS to identify current symptom diagnosis.
6) Check brake system for following symptoms: lack of
sufficient vehicle deceleration upon brake application or vehicle
pulls during braking, and ABS pump motor does not run. If any of these
symptoms exist, go to SYMPTOM TESTS. If none of these symptoms exist,
problem is not in ABS. Check brake mechanical or hydraulic system.
7) With scan tool, check for any DTCs. If previous FTC is
still present and test for specified FTC has been completed, diagnose
intermittent fault. If test was not completed, return to specified
test step and complete test. If any other FTC exists, see TROUBLE CODE
TEST INDEX table. If ABCM does not respond, perform scan tool
Communications Check.
8) With scan tool, check for any DTCs. If sensor FTC is
present, go to appropriate test procedure. If SYSTEM PASS is not
obtained, see TROUBLE CODE TEST INDEX table. If no FTC is retrieved or
SYSTEM PASS is not obtained, go to PRETEST CHECKS.
NOTE: If condition is not corrected at completion of specified

test, see PRETEST CHECKS.
TROUBLE CODE TEST INDEX
FTC Description Action/Test
B1342 ................. ABCM Failure ................ Replace ABCM

C1095/C1096 ............ Pump Motor ............................ L
C1113/C1115 ........ Internal Power Relay ...................... M
C1145 ........ RF ABS Sensor (Electrical/Static) ............... F
C1148/C1234 ....... RF ABS Sensor (Dynamic) .................... G
C1155 ........ LF ABS Sensor (Electrical/Static) ............... D
C1158C1233 ....... LF ABS Sensor (Dynamic) ..................... E
C1169 .............. Excessive Dump Time ....................... R
C1184/C1222 ..... ABS Sensor Error (Dynamic) ................... P
C1185 ........... Open Internal Power Relay .................... M
C1194/C1196 ........... LF Dump Valve .......................... C
C1198C1200 ......... LF Isolation Valve ........................ C
C1202/C1204 ........ Rear Axle Dump Valve ...................... C
C1206/C1208 ...... Rear Axle Isolation Valve ................... C ANTI-LOCK BRAKE SYSTEM - 4WAL
C1210/C1212 ........... RF Dump Valve .......................... C
C1214/C1216 ....... RF Isolation Valve ......................... C
C1220 ......... ABS Warning Light Failure ...................... A
C1225/C1226 .. Faulty Red Brake Warning Light .................. B
C1229/C1237 .... Rear ABS Sensor (Dynamic) ..................... J
C1230 ........... Rear Axle Speed Sensor
(Electrical/Static) ......................... H
None .......... No Communication With ABCM ..................... N
DIAGNOSTIC TESTS
TEST A: ABS WARNING LIGHT FAILURE
1) Connect NGS or scan tool and clear all DTCs. Turn ignition
on. ABS warning light should light for approximately 1.5 seconds, then
go off. If ABS warning light does not operate as specified, turn
ignition off and go to next step. If ABS warning light operates as
specified, ABS warning light is okay. Malfunction is intermittent. Go
to step 4).
2) Disconnect ABCM connector. Install Breakout Box. Remove
fuse No. 2 (15-amp). Turn ignition on. Check voltage between Breakout
Box pin No. 1 and ground while wiggling wire. If voltage exists at any
time, repair short-to-voltage in Dark Green wire, then go to step 4).
If voltage does not exist, go to next step.
3) Turn ignition off. Reinstall fuse No. 2. Connect a jumper
between Breakout Box pin No. 1 and ground. Turn ignition on. If ABS
warning light comes on brightly, replace ABCM and go to next step. If
ABS light comes on dimly, repair instrument cluster, then go to next
step. If ABS light does not come on, repair Dark Green wire circuit
for short-to-ground. Go to next step.
4) Clear all DTCs. Perform ABCM On-Demand Self-Test. Attempt
to retrieve DTCs. If any FTC 1220 is set and all previous steps have
been completed, replace ABCM. If another FTC is set, go to appropriate
test procedure. See TROUBLE CODE TEST INDEX table. If no DTCs are
retrieved, repair is complete.
TEST B: BRAKE WARNING LIGHT FAILURE
1) Turn ignition off. Clear all DTCs. Disconnect NGS or scan

tool from DLC. Ensure parking brake is released. Turn ignition on. Red
brake warning light should light for approximately 1.5 seconds, then
go off. If warning light operates as specified, condition is
intermittent. Turn ignition off and go to next step. If warning light
stays on continuously, turn ignition off and go to step 6). If both
brake warning light and ABS warning light stay on continuously, turn
ignition off and go to next step. If brake warning light does not
light, turn ignition off and go to step 13).
2) Connect NGS or scan tool. Perform ABCM On-Demand Self-
Test. Retrieve and record DTCs. If FTC 1225 was retrieved, electrical
malfunction exists. Go to next step. If FTC 1225 and/or 1226 was
retrieved, mechanical brake related malfunction exists. Go to ANTI-LOCK
step 6). BRAKE SYSTEM - 4WAL Article Text (p. 6
3) Turn ignition off. Disconnect Red brake warning light
relay. Remove fuse No. 2 (15-amp). Turn ignition on. Check voltage
between Red brake warning relay and ground. If voltage is present,
repair Purple/Yellow or Purple/White wire circuit(s). Go to step 18).
If no voltage is present, go to next step.
4) Turn ignition off. Disconnect ABCM connector. Check
voltage between Red brake warning light relay (Pink/Light Green wire)
terminal and ground. If voltage is present, repair Pink/Light Green
wire circuit. Go to step 18). If no voltage is present, go to next
step.
5) Check resistance between Red brake warning light relay
terminals No. 85 and 86. See Fig. 1. If resistance is 50-70 ohms,
replace ABCM. Go to step 18). If resistance is not 50-70 ohms, replace
relay. Go to step 18).
Fig. 1: Measuring Red Brake Warning Light Relay Resistance
6) Park vehicle on level surface with parking brake off. Check

master cylinder fluid level. If level is okay, go to next step. If
fluid is low, check system for leaks. Repair as needed. Fill master
cylinder and go to step 18).
7) Turn ignition off. Unplug fluid level switch from master
cylinder. Turn ignition on. If brake warning light does not come on,
replace master cylinder fluid reservoir. Go to step 18). If brake
warning light comes on, go to next step.
8) Turn ignition off. Disconnect ABCM connector. Turn
ignition on. If Red brake warning light comes on, go to next step. If
Red brake warning light does not come on, go to step 10).
relay. Turn ignition on. If warning light is on, repair Purple/Yellow
wire circuit, Purple/White wire circuit, and/or Light Green/Red wire
circuit. Go to step 18). If warning light is not on, go to next step.
10) Using a DVOM, check resistance between Red brake warning
light relay Purple/Light Green wire terminal and ground. If resistance
is less than 10,000 ohms, repair Purple/Light Green wire circuit. Go
to step 18). If resistance is 10,000 ohms or more, replace relay. Go
to step 18).
11) Measure resistance between brake fluid level switch
Tan/Light Green wire terminal and ground. If resistance is more than
10,000 ohms, go to next step. If resistance is not more than 10,000
ohms, repair Tan/Light Green wire circuit. Go to step 18).
12) Check resistance between brake fluid level switch Dark ANTI-LOCK BRAKE SYSTEM - 4WAL Article Tex
Green/Yellow wire terminal and ground. If resistance is more than 10,
000 ohms, replace ABCM. Go to step 18). If resistance is not more than
10,000 ohms, go to next step.
13) Turn ignition off. Disconnect ignition switch connector.
Measure resistance between brake fluid level switch Dark Green/Yellow
wire terminal and ground. If resistance is more than 10,000 ohms,
replace ignition switch. Go to step 18). If resistance is not more
than 10,000 ohms, repair Dark Green/Yellow wire circuit, then go to
step 18).
14) Turn ignition off. Disconnect ABCM connector. Turn
ignition on. If Red brake warning light is on, go to next step. If
brake warning light is not on, replace ABCM. Go to step 18).
relay. Check resistance between relay connector Pink/Light Green wire
terminal and ground. If resistance is more than 10,000 ohms, go to
next step. If resistance is not more than 10,000 ohms, repair
Pink/Light Green wire circuit. Go to step 18).
16) Turn ignition off. Measure resistance between Red brake
warning light relay connector Black wire terminal and ground. If
ohms or more, repair Black wire circuit. Go to step 18).
17) Turn ignition switch to ON position. Check voltage
between brake warning light relay connector Purple/Yellow wire
terminal and ground. If voltage is more than 10 volts, replace brake
warning relay. Go to next step. If voltage is less than 10 volts,
repair Purple/Yellow wire circuit. Go to next step.
18) Clear DTCs. Turn ignition off then on. Retrieve any DTCs.
If FTC C1225 is set, go back to step 3). If FTC C1226 is set, go back
to step 6). If a different FTC is set, go to TROUBLE CODE TEST INDEX
table. If no FTC is set, condition has been repaired and test is
complete.
TEST C: ISOLATION VALVE, DUMP VALVE
1) Turn ignition off. Connect NGS or scan tool. Clear all

DTCs. Perform ABCM On-Demand Self-Test. Retrieve DTCs. If only one FTC
is set, replace ABCM. Go to step 4). If more than one FTC is set, go
to next step. If no DTCs are set, go to step 4).
CAUTION: A blown fuse can be an indication of some other wiring or

component problem within the circuit.
2) Turn ignition off. Disconnect EHCU connector. Check

voltage between Yellow wire terminal and ground. If voltage is more
than 10 volts, replace EHCU. Go to step 4). If voltage is less than 10
volts, go to next step.
3) Turn ignition off. Check fuse No. 19 (60-amp). If fuse is
okay, repair Yellow wire circuit. Go to next step. If fuse is blown,
replace fuse and test circuit. If fuse fails again, check and repair
Yellow wire circuit. Go to next step.
4) Clear all DTCs. Retrieve DTCs. If problem is intermittent,
drive on rough roads and through a car wash, if possible. If sameANTI-LOCK
FTC BRAKE SYSTEM - 4WAL Article Text (p
returns, repeat step 1). If a different FTC is set, go to TROUBLE CODE
TEST INDEX table. If no FTC is set, condition has been repaired and
test is complete.
TEST D: LEFT FRONT WHEEL SPEED SENSOR (ELECTRICAL/STATIC)
1) Connect NGS or scan tool. Clear DTCs. Drive at least 10

MPH. Turn ignition off. Retrieve DTCs. If FTC C1155 is set, go to next
step. If FTC C1155 is not set, go to step 4).
2) Turn ignition off. Disconnect ABCM. Connect Breakout Box.
Check resistance between Breakout Box pins No. 11 and 23. If
resistance is 2000-4000 ohms, go to step 5). If resistance is less
than 2000 ohms, go to step 4). If resistance is more than 4000 ohms,
go to next step.
3) Turn ignition off. Disconnect LF ABS sensor. Check
resistance between sensor terminals. If resistance is more than 4000
ohms, replace sensor. Go to step 7). If resistance is not more than
4000 ohms, repair Tan/Black or Tan/Orange wire circuit(s). Go to step
7).
4) Turn ignition off. Disconnect left front ABS sensor. Check
resistance between Breakout Box pins No. 11 and 23. If resistance is
more than 10,000 ohms, replace LF ABS sensor. Go to step 7). If
resistance is not more than 10,000 ohms, repair Tan/Orange and
Tan/Black wire circuits. Go to step 7).
5) Turn ignition off. Install Breakout Box. Check resistance
between ground and Breakout Box pins No. 11 and 23. If resistance is
more than 10,000 ohms, replace ABCM. Go to step 7). If resistance is
not more than 10,000 ohms, go to next step.
6) Turn ignition off. Disconnect LF ABS sensor. Measure
resistance between each sensor terminal and ground. If resistances are
more than 10,000 ohms, replace Tan/Orange and/or Tan/Black wire
circuit(s). Go to next step. If resistances are not more than 10,000
ohms, replace LF ABS sensor. Go to next step.
7) Turn ignition off. Clear all DTCs. Drive on rough roads.
Perform ABCM On-Demand Self-Test. Turn ignition off. Retrieve and
record any DTCs. If original FTC returns, repeat from step 1). If a
different FTC is set, go to TROUBLE CODE TEST INDEX table. If no FTC
is set, condition has been repaired and test is complete.
TEST E: LEFT FRONT WHEEL SPEED SENSOR (DYNAMIC)
1) Turn ignition off. Connect NGS tester or scan tool. Turn

ignition on. Retrieve DTCs. If FTC C1155 is retrieved, diagnose and
solve this FTC first. Ignore all other DTCs. Go back to TEST D. If FTC
C1155 is not set, go to next step.
2) If using NGS tester, monitor ABCM Parameter
Identifications (PIDs) LF_WSPD, RF_WSPD, and R_WSPD. Test drive
vehicle at various speeds. If LF ABS sensor signal consistently
matches other 2 ABS signals, go to step 7). If LF ABS sensor signals
do not consistently match other 2 ABS signals, go to next step.
NOTE: If a hard turn is made during test drive, some variation ANTI-LOCK BRAKE SYSTEM - 4WAL Article Te
between all 3 sensors is expected. Rear speed signal should
always fall between the left front and right front speed
signals.
3) Raise and support vehicle. Rotate and carefully inspect

sensor ring for damaged or missing teeth. Replace sensor ring if
damaged. Go to step 9). If sensor ring is okay, go to next step.
4) Wiggle LF ABS sensor wiring at wheel end. If sensor and
wire are tight and secure, go to next step. If not, tighten sensor as
necessary and go to step 9).
5) Disconnect LF ABS sensor connector. Measure resistance
between a good known ground and both sensor terminals. If resistance
is less than 100,000 ohms at either terminal, replace sensor and go to
step 9). If resistance is more than 100,000 ohms at both terminals, go
to next step.
6) Turn ignition off. Disconnect ABCM connector. Install
Breakout Box. Measure resistance between Breakout Box pins No. 11 and
23. If resistance is more than 100,000 ohms, go to step 8). If
resistances are less than 10,000 ohms, repair Tan/Orange and Tan/Black
wire circuits. Go to step 9).
7) Problem may likely be intermittent. Conduct appropriate
checks. See INTERMITTENT FAILURES.
8) Turn ignition off. Remove LF ABS sensor. Inspect sensor
for cracks or damage. Check connectors for debris, corrosion or water
entry. Repair or replace as necessary. Go to next step.
9) Install Breakout Box. Be sure all components are restored.
Clear all DTCs. Turn ignition off, then on. Drive vehicle and complete
at least one hard left and right turn. Travel over a rough road at
steady speed. Perform one hard and one normal acceleration from a
stop. At completion of test drive, retrieve DTCs. If original FTC is
set, go to step 2). If a different FTC is set, see TROUBLE CODE TEST
INDEX table. If no DTCs are retrieved, repair is complete.
TEST F: RIGHT FRONT WHEEL SPEED SENSOR (ELECTRICAL/STATIC)
1) Turn ignition off. Connect NGS tester or scan tool. Clear

all DTCs. Drive vehicle at least 10 MPH. Retrieve DTCs. If FTC C1145
is set, go to next step. If no FTC is retrieved, go to INTERMITTENT
FAILURES. If a different FTC is retrieved, see TROUBLE CODE TEST INDEX
table.
22. If resistance is 2000-4000 ohms, go to step 5). If resistance is
less than 2000 ohms, go to step 4). If resistance is more than 4000
ohms, go to next step.
3) Turn ignition off. Disconnect RF ABS sensor. Check
resistance between sensor terminals. If resistance is 4000 ohms or
more, replace sensor. Go to step 7). If resistance is less than 4000
ohms, repair circuit Yellow/Black or Yellow/Red wire circuit(s). Go to
step 7).
4) Turn ignition off. Disconnect RF ABS sensor connector.
Install Breakout Box. Check resistance between Breakout Box pins No.
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p.
10 and 22. If resistance is more than 10,000 ohms, replace RF ABS
sensor. Go to step 7). If resistance is not more than 10,000 ohms,
repair Yellow/Red and/or Yellow/Black wire circuit(s). Go to step 7).
5) Turn ignition off. Install Breakout Box. Measure
resistance between a good ground and Breakout Box pins No. 10 and 22.
If resistance is more than 10,000 ohms, replace ABCM. Go to step 7).
If resistance is not more than 10,000 ohms, repair Yellow/Red and/or
Yellow/Black wire circuit(s). Go to step 7).
Measure resistance between a good ground and Breakout Box pins No. 10
and 22. If resistance is more than 10,000 ohms, replace RF ABS sensor.
Go to next step. If resistance is not more than 10,000 ohms, repair
Yellow/Red and/or Yellow/Black wire circuit(s). Go to next step.
7) Turn ignition off. Clear all DTCs. Drive on rough roads.
Perform ABCM On-Demand Self-Test. Turn ignition on. Retrieve DTCs. If
original FTC returns, repeat from step 1). If a different FTC is
retrieved, go to TROUBLE CODE TEST INDEX table. If no FTC is set,
condition has been repaired and test is complete.
TEST G: RIGHT FRONT WHEEL SPEED SENSOR (DYNAMIC)
1) Turn ignition off. Connect NGS tester or scan tool. Turn

ignition on. Retrieve DTCs. If FTC C1145 is retrieved, service FTC
C1145 first and ignore other DTCs. Go to TEST F. If FTC C1145 is not
set, go to next step.
2) With NGS, monitor ABCM PIDs LF_WSPD, RF_WSPD, and R_WSPD.
Test drive vehicle at various speeds. If RF ABS sensor signal matches
LF and rear ABS sensor signals, go to step 7). If ABS sensor signals
do not match, go to next step.
NOTE: If a hard turn is made during test drive, some variation

signals.

damaged. Go to step 9). If sensor ring is okay, go to next step.
4) Wiggle sensor and check for looseness. Tighten sensor as
necessary and go to step 9). If sensor is tight, go to next step.
Measure resistance between a good known ground and both sensor
terminals. If resistance is less than 100,000 ohms at either terminal,
replace sensor and go to step 9). If resistance is more than 100,000
ohms at both terminals, go to next step.
22. If resistance is less than 100,000 ohms, Yellow/Black and
Yellow/Red wires are shorted together. Repair as necessary. Go to step
9). If resistance is more than 100,000 ohms, go to step 8).
7) Failure may be intermittent. See INTERMITTENT FAILURES.
8) Turn ignition off. Remove RF ABS sensor. Inspect sensor ANTI-LOCK BRAKE SYSTEM - 4WAL Article T
for cracks or damage. Check connectors for debris, corrosion or water
entry. Repair or replace as necessary. Go to next step.
9) Remove Breakout Box and adapter. Connect all components.
Clear all DTCs. Turn ignition off, then back to On position. Drive
vehicle and complete at least one hard left and right turn. Travel
over a rough road at steady speed. Perform one hard and one normal
acceleration from a stop. At completion of test drive, retrieve DTCs.
If original FTC is retrieved, go to step 2). If a different FTC is
set, go to TROUBLE CODE TEST INDEX table. If no FTC is retrieved,
repair is complete.
TEST H: REAR AXLE SPEED SENSOR (ELECTRICAL/STATIC)

all DTCs. Drive vehicle at speed of at least 10 MPH. Retrieve DTCs. If
FTC C1230 is set, go to next step. If no FTC is retrieved, perform
tests for intermittent failures. See INTERMITTENT FAILURES. If a
different FTC is retrieved, go to TROUBLE CODE TEST INDEX table.
21. If resistance is 900-1500 ohms, go to step 5). If resistance is
less than 900 ohms, go to step 4). If resistance is more than 1500
3) Turn ignition off. Disconnect rear ABS sensor connector.
Measure resistance between sensor terminals. If resistance is more
than 1500 ohms, replace sensor and go to step 7). If resistance is
less than 1500 ohms, repair Light Green/Black and/or Red/Pink wire
circuit(s). Go to step 7).
4) Turn ignition off. Disconnect rear ABS sensor. Install
21. If resistance is more than 10,000 ohms, replace rear ABS sensor.
Go to step 7). If resistanct is not more than 10,000 ohms, repair
Light Green/Black or Red/Pink wire circuit(s). Go to step 7).
5) Measure resistance between ground and Breakout Box pins
No. 9 and 21. If resistances are more than 10,000 ohms, replace ABCM.
Go to step 7) If resistance is not more than 10,000 ohms, go to next
step.
6) Disconnect rear ABS sensor connector. Measure resistance
between ground Breakout Box pins No. 9 and 21. If resistances are more
than 10,000 ohms, replace rear ABS sensor. If resistance is not more
than 10,000 ohms, repair Red/Pink and Light Green/Black wire circuits.
Go to next step.
7) Turn ignition off. Reconnect and reassemble all
components. Clear all DTCs. Drive vehicle over rough roads. Perform
On-Demand Self-Test. Retrieve DTCs. If original FTC C1230 is
retrieved, repeat from step 1). If a different FTC is set, go to
TROUBLE CODE TEST INDEX table. If no FTC is retrieved, repair is
complete.
TEST J: REAR AXLE SPEED SENSOR (DYNAMIC)
1) Turn ignition off. Connect NGS tester or scan tool. Turn ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (
ignition on. Retrieve DTCs. If FTC C1230 is retrieved, service FTC
C1230 and ignore other DTCs. Go to TEST H. If FTC C1230 is not set, go
to next step.
2) Using NGS tester, monitor ABCM PIDs LF_WSPD, RF_WSPD and
R_WSPD. Drive vehicle at various speeds. If rear ABS sensor signal
consistently matches front ABS sensor signals, condition is
intermittent. Go to step 7). If rear ABS sensor signal is not
consistent with front ABS sensor signals, go to next step.
NOTE: If a hard turn is made during test drive, some variation

signals.

damaged and go to step 9). If sensor ring is okay, go to next step.
4) Check rear ABS sensor for looseness. Tighten sensor if
loose, and go to step 9). If sensor is tight, go to next step.
5) Turn ignition off. Disconnect rear ABS sensor connector.
Measure resistance between a good known ground and both sensor
terminals. If resistance is more than 10,000 ohms at either terminal,
go to next step. If resistance is less than 10,000 ohms at both
terminals, replace sensor and go to step 9).
6) Turn ignition off. Disconnect rear ABS sensor. Install
21. If resistance is more than 10,000 ohms, go to step 8). If
resistance is less than 10,000 ohms, repair Light Green/Black or
Red/Pink wire circuit(s). Go to step 9).
7) Problem may be intermittent. See INTERMITTENT FAILURES.
8) Turn ignition off. Remove rear ABS sensor. Inspect sensor
for cracks or damage. Inspect wiring connector for debris, corrosion
or water entry. Repair or replace as necessary. Go to next step.
9) Remove Breakout Box and adapter. Connect all components.
Clear all DTCs. Turn ignition off, then back to On position. Drive
vehicle and complete at least one hard left and right turn. Travel
over a rough road at steady speed. Perform one hard and one normal
acceleration from a stop. At completion of test drive, retrieve DTCs.
If original FTC is retrieved, return to step 2). If a different FTC is
retrieved, go to TROUBLE CODE TEST INDEX table. If no DTCs are
retrieved, repair is complete.
TEST K: SOFT OR EXCESSIVE PEDAL TRAVEL
1) Inspect brake hoses, brakelines, fittings, master

cylinder, calipers or wheel cylinders for leaks. Repair or replace
components if needed and go to PRETEST CHECKS. If brake system is
okay, go to next step.
2) Turn ignition off. Remove rubber caps from EHCU low
pressure accumulators, located on rear of EHCU. Insert a paper clip
into each low pressure accumulator. See Fig. 2. Have an assistant
press hard on brake pedal while watching paper clips. If paper clips
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p.
move significantly, replace EHCU. If paper clips do not move
significantly, go to next step.
3) Remove fuse 19 (60-amp). Drive vehicle at approximately 20
MPH. Perform a light to medium stop. If one wheel locks consistently,
go to SYMPTOM TESTS. If one wheel does not lock consistently, return
to PRETEST CHECKS.
Fig. 2: Checking Low Pressure Accumulators

TEST L: PUMP MOTOR CIRCUIT FAILURE

all DTCs. Perform ABCM On-Demand Self-Test. Retrieve DTCs. If FTC
C1095 is set, replace EHCU. If FTC C1096 is set, go to next step. If
different FTC is retrieved, go to TROUBLE CODE TEST INDEX table. If no
DTCs are retrieved, go to step 4).
2) Turn ignition off. Disconnect EHCU 2-pin power connector.
Check voltage between Yellow wire terminal at harness side of
connector. If voltage is more than 10 volts, go to next step. If
voltage is less than 10 volts, repair Yellow wire circuit. Go to step
4).
3) Turn ignition off. Disconnect EHCU 2-pin power connector.
Check resistance between Black wire terminal at harness side of
connector and ground. If resistance is less than 5 ohms, replace EHCU.
Go to next step. If resistance is more than 5 ohms, repair Black wire
circuit. Go to next step.
4) Reconnect and reassemble all components. Clear all DTCs.
Turn ignition off, then back to On position. Drive vehicle over rough
road and through a car wash. Perform ABCM On-Demand Self-Test.
Retrieve DTCs. If original FTC is set, repeat from step 2). If a
different FTC is set, go to TROUBLE CODE TEST INDEX table. If no FTC
is retrieved, repair is complete.
TEST M: INTERNAL POWER RELAY FAILURE ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text
DTCs. Perform ABCM On-Demand Self-Test. Retrieve DTCs. If FTC C1113 or
C1115 is set, replace ABCM. Go to step 4). If FTC C1185 is set, go to
next step. If no DTCs are retrieved, go to step 4).
2) Turn ignition off. Remove and inspect fuse No. 19 (60-
amp), located in power distribution box. If fuse is okay, go the next
step. If fuse is blown, replace fuse and re-test system operation. If
fuse blows again, check for short-to-ground and repair as needed. Go
to step 4).
3) Reinstall fuse. Disconnect EHCU 2-pin connector. Check
voltage between Yellow wire terminal at harness side of connector and
ground. If voltage is more than 10 volts, replace ABCM, then go to
next step. If voltage is less than 10 volts, repair Yellow wire
circuit. Go to next step.
4) Reconnect and reassemble all components. Clear all DTCs.
Turn ignition off, then back to On position. Drive vehicle over rough
road and through a car wash if condition is intermittent. If fault is
repeatable, perform ABCM On-Demand Self-Test. Retrieve DTCs. If
original FTC is set, repeat from step 2). If a different FTC is set,
go to TROUBLE CODE TEST INDEX table. If no FTC is retrieved, repair is
complete
TEST N: NO COMMUNICATION WITH ABCM
1) Turn ignition off. Connect NGS or scan tool. Retrieve and

record any DTCs. If DTCs are retrieved, go to PRETEST CHECKS. If no
DTCs are retrieved, go to next step.
Breakout Box and adapter. Turn ignition switch to ON position. Measure
voltage between Breakout Box pin No. 14 and ground. If voltage is more
check fuse 1 (20-amp) and/or repair Light Blue/Pink wire circuit.
3) Check fuse junction panel fuse No. 1 (20-amp). If fuse is
okay, go to next step. If fuse is blown, replace fuse. Test system for
normal operation. If fuse fails again, check fuse circuit for short-
to-ground and repair as needed. Retest for normal operation.
4) Turn ignition off. Disconnect ABCM connector. Measure
voltage between ABCM connector Yellow wire terminal and ground. If
than 10 volts, repair Yellow wire circuit. Go to PRETEST CHECKS.
5) Turn ignition off. Measure resistance between ABCM
connector Black wire terminal and ground. If resistance is less than 5
ohms, check and repair ground wire circuit(s) as needed. If resistance
is more than 5 ohms, repair Black wire circuit. Go to PRETEST CHECKS.
TEST P: WHEEL SPEED ERROR (DYNAMIC)

all DTCs. Test drive vehicle at various speeds. Retrieve DTCs. If FTC
C1184 is set and ABS did not activate during normal stops, replace
EHCU. If ABS activated during normal stops, go to next step. If FTC
C1222 is set, check for mismatched tires and inspect sensor rings. If
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p. 15)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
tires and sensor rings are okay, replace EHCU and repeat PRETEST
CHECKS. If a different FTC is set, go to TROUBLE CODE TEST INDEX
table. If no FTC was set, repeat PRETEST CHECKS.
2) Clear all DTCs. Using NGS tester, monitor system PIDs
LF_WSPD, RF_WSPD, and R_WSPD. If one wheel speed signal drops out
while driving or braking, go to appropriate test procedure for that
wheel. See TROUBLE CODE TEST INDEX table. If no signal drops out,
check sensors and wiring. Repair as needed. Repeat monitoring. Repeat
PRETEST CHECKS.
TEST R: EXCESSIVE DUMP TIME

DTCs, then operate system and retrieve DTCs. If FTC C1169 is set,
replace EHCU. Repeat PRETEST CHECKS. If FTC C1169 is not set, go to
next step.
2) Drive vehicle at about 10 MPH, preferably on a wet
surface. Press brake pedal enough to lock all 4 wheels. Momentary
lock-up is permissible. If one wheel locks consistently, go to SYMPTOM
TESTS. If one wheel does not lock, go to PRETEST CHECKS.
SYMPTOM TESTS
NOTE: Perform indicated test steps only. Do not perform any other
steps in test when directed to test. Return to symptom chart
after completing steps indicated.
Failure of a mechanical brake component may not cause ABS

warning light to come on or a FTC to be stored. Perform PRETEST CHECKS
to diagnose trouble possibilities before testing for following
symptoms:
* ABS Misfire, ABS Too Sensitive, ABS Fires On Normal Stop

* Wheels Lock Up
* Soft or Excessive Brake Pedal
* Lack of Deceleration During Medium/Hard Brake Application
* Vehicle Pulls During Braking
* ABS Warning Light On With System Pass
* No Communications with System Pass Results
* Red Brake Warning Light Does Not Self-Check
* Red Brake Warning Light Stays On with Ignition in Run
Position
* ABS Warning Light Does Not Self-Check
ABS MISFIRE, TOO SENSITIVE, ENGAGES ON NORMAL STOP
Possible causes include the following:
* Damaged Sensor Rings. Inspect for damage.

* Weak Sensor Output. If left front sensor is weak, go to TEST
E. If right front sensor is weak, go to TEST G. If rear axle
sensor is weak, go to TEST J. ANTI-LOCK BRAKE SYSTEM - 4WAL Article Tex
* Intermittent Open or Shorted Sensor Circuit. Perform
intermittent diagnosis for circuits No. 514 (Yellow/Red), No.
516 (Yellow/Black), No. 523 (Red/Pink) and No. 519 (Light
Green/Black).
* Damaged Wiring. Inspect wiring harness from sensors to frame
for wear and chafing.
* Grabby Linings or Rear Brakes Adjusted Too Tight. Repair or
replace mechanical parts as needed.
WHEELS LOCK UP
* Hydraulic Outlet (Dump) Valve. Go to TEST M.

* Leaky Inlet (Isolation) Valve During ABS. Replace EHCU.
* Damp or Contaminated Rear Brake Linings, Stuck or Leaking
Wheel Cylinders, Binding Parking Brake, Leaking Axle Seal.
Repair or replace mechanical parts as needed.
HARD OR SOFT BRAKE PEDAL
* Stuck Inlet Valve (hard pedal) or Leaky Outlet Valve (soft

pedal). Go to TEST K.
* Hydraulic Leak (soft pedal), Air in Brake System (soft
pedal), Little or No Vacuum Boost (hard pedal),Stuck or
Inoperative Wheel Cylinder or Caliper (hard pedal), Pinched
or Crimped Brakeline or Hose (hard pedal). Repair or replace
mechanical parts as needed.
LACK OF DECELERATION DURING MEDIUM/HARD BRAKING APPLICATION
* Stuck Shut Inlet Valve or Leaky Outlet Valve (rear axle

only). Go to TEST K.
* Hydraulic Leak (soft pedal), Air in Brake System (soft
pedal), Little or No Vacuum Boost (hard pedal),Stuck or
Inoperative Wheel Cylinder or Caliper (hard pedal), Pinched
or Crimped Brakeline or Hose (hard pedal). Ineffective Brake
Shoes or Linings. Repair or replace mechanical parts as
needed.
VEHICLE PULLS DURING BRAKING
* Fully or Partially Blocked Front Inlet Valve. Replace EHCU.

* Improperly Adjusted Rear Brake, Frozen or Binding Caliper,
Uneven Brake Pad or Shoe Wear, Pinched or Crimped Brakeline
or Hose. Repair or replace mechanical parts as needed.
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p. 17)1998 Ford Econoline E2
ABS WARNING LIGHT ON WITH SYSTEM PASS
* ABS Warning Light Circuit Short-To-Ground. Disconnect 24-pin

connector from EHCU. If light is on, repair short-to-ground
in circuit No. 603 (Dark Green). If light is off, replace
EHCU.
NO COMMUNICATIONS WITH ABCM
* Fuses, Wiring, or ABCM Fault. Go to TEST N.
RED BRAKE WARNING LIGHT DOES NOT SELF-CHECK
* Fuses, Wiring, Indicator Relay, ABCM Fault. Go to TEST A.
RED BRAKE WARNING LIGHT STAYS ON WITH IGNITION IN RUN

POSITION
* Wiring, Indicator Relay, ABCM Fault. Test and repair brake

warning light circuit as needed.
ABS WARNING LIGHT DOES NOT SELF-CHECK
* Fuses, Wiring, Indicator Relay, ABCM Fault. Go to TEST B.
INTERMITTENT FAILURES
POWER/GROUND TO ABCM FAILURE
1) If system fuse has failed, check weather packing of power

connector to ABCM. Remove power distribution box fuse No. 19 (60-amp).
Measure resistance between outside fuse pin and ground. Spray area
with water and wiggle wiring between power distribution box and ABCM.
If any continuity is measure, repair or replace wiring as needed.
2) Disconnect ABCM connector. While measuring voltage between
ABCM pin No. 2 and negative battery post, wiggle wiring harness. If
voltage momentarily drops below 10 volts while harness is wiggled
repair or replace wiring.
3) While measuring resistance between ABCM pin No. 1 and
ground, wiggle harness. If resistance momentarily goes above 5 ohms,
repair or replace wiring. ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p. 1
INDICATOR FAILURE
1) If tests of warning light does not prove out, connect

Breakout Box to ABCM with adapter cable. Connect Breakout Box pin No.
1 (if testing ABS warning light) or pin No. 4 (if testing Red brake
warning light) to ground pin.
2) Turn ignition switch to ON position. Wiggle wire harness
at several point between ABCM and instrument cluster. If warning light
flickers, repair or replace respective wiring circuit.
SENSOR FAILURE
1) Connect Breakout Box with adapter to ABCM. Disconnect

suspect ABS sensor. Check sensor harness for short-to-ground using 88
digital multimeter with HOLD feature on. Check resistance between
Breakout Box pins for suspect ABS sensor. See ABS SENSOR PIN CHART.
Drive over rough roads. If there is continuity between either circuit
and ground, repair circuit for short-to-ground.
2) To check for open circuit, connect jumper to suspect ABS
sensor connector terminals. Attach 88 digital multimeter with Minimum
Resistance Hold feature on. Drive over rough roads. Repeat test drive
with Maximum Resistance Hold feature on. If an open circuit is
detected between suspect ABS sensor pins, repair open in that wire
circuit.
3) Using an 88 digital multimeter with Maximum Resistance
Hold feature on, monitor resistance between suspect ABS sensor
terminals while wiggling connector. If testing front ABS sensor,
resistance should be 4000 ohms. For rear ABS sensor, resistance should
be 1500 ohms. If resistance is more than specified, replace suspect
ABS sensor.
4) Using an 88 digital multimeter with Minimum Resistance
Hold feature on, monitor resistance between suspect ABS sensor
terminals while wiggling connector. If testing front ABS sensor,
resistance should be 2000 ohms. For rear ABS sensor, resistance should
be 900 ohms. If resistance is more than specified, replace suspect ABS
sensor.
ABS SENSOR PIN CHART
Sensor Breakout Box Pins No. (Wire Colors)
LF ..................................... 11 (Tan/Orn) & 23 (Tan/Blk)

RF ..................................... 10 (Yel/Red) & 22 (Yel/Blk)
Rear .................................. 9 (Red/Pnk) & 21 (LtGrn/Blk)
CAUTION: When battery is disconnected and reconnected, abnormal drive

symptoms may occur while Powertrain Control Module (PCM)
ANTI-LOCK
relearns its adaptive BRAKE
strategy. Vehicle maySYSTEM
need to be-driven
4WAL Article Text (p. 19)1998 Ford Econoline E250For 1
more than 10 miles to relearn strategy.
ELECTRONIC HYDRAULIC CONTROL UNIT (EHCU)

Disconnect negative battery cable. Disconnect coolant
recovery hose. Unbolt and position power steering reservoir aside.
Disconnect and plug brakelines from EHCU. Plug EHCU ports. Disconnect
connectors. Remove mounting screws and remove EHCU. To install,
reverse removal procedure. Tighten outside lines to 11-14 ft. lbs.
(15-20 N.m). See Fig. 3. Tighten inside lines to 16-21 ft. lbs. (21-29
N.m). Tighten fasteners to specification. See TORQUE SPECIFICATIONS
table. Bleed system. See BLEEDING BRAKE SYSTEM.
Fig. 3: Installing EHCU Hydraulic Lines.

ABS CONTROL UNIT (ABCM)

Remove EHCU. Remove screws and ABCM. To install, reverse
removal procedure.
FRONT WHEEL SPEED SENSORS

On E-250 models, remove front disc brake rotor. On all
models, disconnect sensor connector. Remove sensor harness from brake
hose clips. Remove sensor retaining bolt from spindle and remove
sensor. To install, reverse removal procedure. Tighten bolt to ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (
REAR AXLE SPEED SENSOR

Raise and support vehicle. Disconnect sensor harness
connector. Remove sensor retaining bolt from axle housing and remove
sensor. To install, clean mounting surface and reverse removal
procedure. Lubricate NEW sensor "O" ring and install sensor. Tighten
bolt to specification. See TORQUE SPECIFICATIONS table.
ADJUSTMENTS
DRUM article.
Brakeline Fittings ................................... 10-18 (14-24)

EHCU Line Fittings ............................................. (1)
EHCU Nuts ............................................ 17-23 (23-32)
Rear Wheel Sensor Bolt ............................... 25-29 (34-40)
Wheel Lug Nuts .................................... 85-105 (115-142)
INCH Lbs. (N.m)
Bleeder Screw ........................................ 72-108 (8-12)

ABCM Screws ............................................ 62-80 (7-9)
Front Wheel Sensor Bolt ............................ 40-60 (4.5-6.8)
(1) - See ELECTRONIC HYDRAULIC CONTROL UNIT (EHCU) removal and

installation procedure.
WIRING DIAGRAMS
ANTI-LOCK BRAKE SYSTEM - 4WAL Article Text (p. 21

ANTI-LOCK BRAKE
Fig. 4: Anti-Lock SYSTEM
Brake System - 4WAL
Wiring Article
Diagram (1998Text
Van (p. 22)1998 Ford Econoline E250For 1
E150/250 Copyright © 1998 Mitchell Rep
- 4WAL)
END OF ARTICLE
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS
Article Text
For 1
ARTICLE BEGINNING
1997-98 AUTOMATIC TRANSMISSIONS

4R70W Electronic Controls
Ford: Crown Victoria, Expedition, Explorer Mustang,

Thunderbird (1997), E-Series, F-Series
Lincoln: Mark VIII, Navigator, Town Car
Mercury: Cougar (1997), Grand Marquis, Mountaineer
INTRODUCTION
NOTE: For 4R70W transmission overhaul, mechanical testing and

repair, see FORD 4R70W article.
The first step in diagnosing any driveability problem is

verifying the customer's complaint with a test drive under the
conditions the problem reportedly occurred. Before entering self-
diagnostics, perform a careful and complete visual inspection. Most
transmission control problems result from mechanical breakdowns or
poor electrical connections.
NOTE: Perform all voltage tests with a Digital Volt-Ohmmeter

(DVOM) with a minimum 10-megohm input impedance, unless
stated otherwise in test procedure.
Input signals from sensors are sent to the Powertrain Control

Module (PCM). The PCM can determine when the time and conditions are
right for a shift or converter clutch application. The PCM can also
determine line pressure needed to optimize shift feel.
The PCM controls transmission operation through 4 electronic
solenoids consisting of 3 On/Off solenoids for shifting and torque
converter clutch control and one variable force solenoid for
electronic line pressure control. The PCM has built-in self-diagnostic
capabilities, fail-safe code and warning code display for the main
input sensors and solenoid valves.
NOTE: For engine-related DTCs, see appropriate G - TESTS W/CODES

article in ENGINE PERFORMANCE section. These DTCs pertain to
engine performance and must be repaired first, as engine
performance and related component signals will affect
transmission operation and diagnosis.
INPUT SENSORS
NOTE: Some vehicles may not contain all of these input sensors.
See WIRING DIAGRAMS. For engine related components, refer
to the appropriate G - TESTS W/CODES article in the
Air Conditioning Clutch (ACC)

On factory installed A/C system, PCM receives signal voltage
from ACC switch indication that the air conditioning compressor clutch
is engaged. The PCM uses the ACC switch signal to adjust line pressure
to compensate for additional engine load. If the ACC switch fails with
closed contacts, line pressure will be slightly low with air
conditioning off. If the ACC switch fails with open contacts, line
pressure will be slightly high with air conditioning on.
Brake On/Off (BOO) Switch

The PCM receives a signal from the BOO switch when the brake
switch is operated. Torque converter clutch is disengaged when brakes
are applied. Malfunctioning switch will affect torque converter
operation. BOO switch may also be known as the Brake Pedal Position
(BPP) switch.
Electronic Ignition (EI)

The EI system generates a Profile Ignition Pickup (PIP)
signal (engine rpm) and sends it to the PCM. Signal received by the
PCM affects torque converter clutch operation, WOT shift control and
EPC pressure.
Engine Coolant Temperature (ECT) Sensor

Engine temperature signal is sent to PCM. Malfunctioning ECT
will affect torque converter clutch operation.
Mass Airflow (MAF) Sensor

The MAF signal is used for Electronic Pressure Control (EPC),
shift and TCC scheduling. Sensor malfunction will affect shift and TCC
scheduling.
Transmission Range (TR) Sensor

The PCM monitors a series of step down resistors in the TR
sensor that act as a voltage divider. The voltage signal corresponds
with position of the transmission range selector lever. The TR sensor
also contains the neutral/start and backup circuits. On some 1997
models and all 1998 models a new 12-pin Digital TR Sensor has been
used. Use correct procedures when testing TR sensor. Malfunction of
the TR sensor may cause high EPC pressure, harsh engagements and firm
shift feel. Improper shifting or shift selection and no engine
cranking may also result.
Output Shaft Speed (OSS) Sensor

The OSS is a magnetic pickup, located at output shaft ring
gear. Sensor sends output shaft speed signal to PCM. Sensor failure
may cause no TCC lock-up, harsh shifting and incorrect shift speeds.
Programmable Speedometer/Odometer Module (PSOM)

The PSOM receives input from rear brake anti-lock sensor,
which is mounted on rear axle differential housing. Vehicle speed
(mph) signal is output to PCM and speed control module. PSOM failure
may cause harsh engagements, firm shift feel and abnormal shift
schedule. Unexpected downshifts may occur at closed throttle and
abnormal TCC operation or engages only at WOT. Transmission Control
Indicator Light (TCIL) may flash.
Throttle Position (TP) Sensor

The TP sensor is a potentiometer mounted to the engine
throttle body. The PCM receives a signal from the TP sensor relaying
throttle plate position. TP sensor failure will cause PCM to operate
in fail safe mode and raise line pressure to prevent transmission
damage. This condition will result in harsh engagements, firm shift
feel, abnormal shift schedule and TCC not engaging or cycling.
Transmission Control Switch (TCS)

Switch is mounted on shift lever handle. On/Off operation is
displayed by Transmission Control Indicator Light (TCIL). TCIL will
flash if EPC circuit is shorted, or monitored sensor or actuator
fails. Switch controls operation of 4th gear. Malfunction of switch
will cause lack of 4th gear disable function.
Transmission Fluid Temperature (TFT) Sensor

The TFT sensor is located on the valve body in the
transmission sump. The PCM monitors voltage across the TFT thermistor
to determine transmission temperature. Depending on temperature, the
PCM controls line pressure, shift scheduling and TCC operation.
Malfunction of sensor will cause incorrect line pressure and possible
lack of TCC operation.
Vehicle Speed Sensor (VSS)

The VSS is a magnetic pickup that sends output speed signal
to the PCM. The PCM malfunction of sensor signal may cause shift
engagement and disengagement on grades.
OUTPUT DEVICES
Electronic Pressure Control (EPC) Solenoid

The EPC receives signal from the PCM to control line pressure
and 2-3 backout valve function. If EPC fails in ON position,
transmission is operated in failsafe mode. Minimum line pressure is
present. If EPC fails in OFF position, line pressure at maximum
pressure. Harsh engagements and shifts will result.
Shift Solenoid Assemblies

1) Two ON/OFF solenoids are used for electronic shift
scheduling. Solenoids used are Shift Solenoid No. 1 (SS1) and Shift
Solenoid No. 2 (SS2). Solenoids provide gear selection by controlling
pressure to 3 shift valves, located in valve body. See SOLENOID
OPERATION TABLE.
SOLENOID OPERATION TABLE AUTO TRANS DIAGNOSIS - 4R70W CONTROLS

Gear Position SS1 SS2
"P" (Park) .................... On ........................... Off

"R" (Reverse) ................. On ........................... Off
"N" (Neutral) ................. On ........................... Off
"OD" (Overdrive) (1)
1st Gear .................... On ........................... Off
2nd Gear .................... Off .......................... Off
3rd Gear .................... Off ........................... On
4th Gear .................... On ............................ On
"D" (Drive) Or 3rd (2)
1st Gear .................... On ........................... Off
2nd Gear .................... Off .......................... Off
3rd Gear .................... Off ........................... On
"2" (Manual 2) ................ Off .......................... Off
"L" (Manual 1) (3) ............ On ........................... Off
"L" (Manual 1) ................ Off .......................... Off
(1) - "OD" switch released.

(2) - "OD" switch depressed (OD cancelled).
(3) - Transmission is in 2nd gear until vehicle speed drops below
calibrated speed.
2) When shift solenoid is always off, failure could be due to

PCM and/or vehicle wiring malfunction, and/or solenoid electrically,
hydraulically or mechanically stuck off. For shift symptoms, see
Fig. 1.
3) When shift solenoid is always on, failure could be due to
hydraulically or mechanically stuck on. For shift symptoms, see Fig. 3
.
Torque Converter Clutch (TCC) Solenoid

The TCC receives signal from the PCM. The TCC controls
application, modulation and release of torque converter clutch. If
solenoid fails in ON position, vehicle engine will run rough (shudder)
and engine stalls in Drive at low idle speeds (2nd, 3rd or 4th gear).
If solenoid fails in OFF position, torque converter clutch will not
engage.
Fig. 1: Shift Solenoid Failed Off Shift

AUTO Solenoid
TRANS No.DIAGNOSIS
1 Always Off - 4R70W CONTROLS Article Text (p. 4)1998 Ford Eco
Fig. 2: Shift Solenoid Failed Off Shift Solenoid No. 2 Always Off
Fig. 3: Shift Solenoid Failed On Shift Solenoid No. 1 Always On


AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 5)1998 Ford Econoline
VISUAL INSPECTION
Visually inspect all electrical wiring, looking for chafed,

stretched, cut or pinched wiring. Ensure electrical connectors fit
tightly and are not corroded. Ensure vacuum hoses are properly routed
and are not pinched or cut. Inspect air induction system for possible
vacuum leaks. Check PCM, sensors and actuators for physical damage.
Check engine coolant level. Check transmission fluid level and
condition.
NOTE: For engine-related DTCs, see appropriate G - TESTS W/CODES

SELF-DIAGNOSTIC SYSTEM
1) Perform QUICK TEST and record all DTCs. If no DTCs are

set, go to step 4). If any engine-related DTCs are set, repair them
first. See appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE
section. If no continuous memory codes were set, go to step 4).
2) If any DTCs set in previous step were continuous codes,
clear all codes. See CLEARING CODES. Perform TRANSMISSION DRIVE CYCLE
TEST. If continuous memory codes are set during drive cycle, go to
next step. If continuous memory codes are not set during drive cycle,
go to step 4).
3) Perform pinpoint test corresponding to code set. See DTC
IDENTIFICATION TABLE. If problem is not corrected, go to next step. If
problem is corrected, go to step 7).
4) Diagnose problem by symptom. See SYMPTOM DIAGNOSIS. If
electronic trouble symptoms exist, go to next step. If no electronic
trouble symptoms exist, go to step 6).
5) Follow pinpoint tests corresponding to electronic trouble
symptom. Perform static and drive tests. Use manufacturer provided
transmission tester overlay to perform static tests. If drive test
does not correct problem, go to next step. If drive test corrects
problem, check for intermittent code. Check transmission circuit
wiring harnesses and connectors for damage or poor connection.
6) Diagnose problem by mechanical symptom. See TROUBLE
SHOOTING in FORD 4R70W overhaul article. Perform any recommended
overhaul procedures. Perform TRANSMISSION DRIVE CYCLE TEST.
7) Perform QUICK TEST and ensure no DTCs and no mechanical
problems exist. If any DTCs exist, go to step 1). If no DTCs exist,
clear memory code. See CLEARING CODES.
DIAGNOSTIC TROUBLE CODES (DTC)
During QUICK TEST, 3 typesAUTO TRANS

of diagnostic DIAGNOSIS
trouble codes are - 4R70W CONTROLS Article Text (p. 6)1998 Ford Ec
retrieved: KOEO, KOER and Continuous Memory codes. See QUICK TEST for
self-test procedures. Codes may be cleared from PCM memory after they
have been recorded or repaired. See CLEARING CODES.
Key On Engine Off (KOEO) & Key On Engine Running (KOER)

Codes (Hard Faults)
These codes indicate faults are present at time of testing. A
hard fault may cause CHECK ENGINE or Malfunction Indicator Light (MIL)
to go on and remain on until fault is repaired. If KOEO or KOER codes
are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use DTC
IDENTIFICATION TABLE to find correct testing and repair procedures.
Continuous Memory Codes (Intermittent Faults)

These codes are used to diagnose intermittent problems.
Continuous Memory Codes are retrieved after KOEO SELF-TEST. These
codes indicate a fault that may or may not be present at time of
testing.
After noting and/or repairing fault, clear codes from memory.
See CLEARING CODES. Intermittent faults may be caused by a sensor,
connector or wiring-related problem.
CAUTION: Continuous Memory Codes should be recorded when retrieved.

These codes may be used to identify intermittent problems
that exist after all KOEO and KOER codes have been repaired.
Some Continuous Memory Code faults may not be valid after
KOEO and KOER codes are serviced.
RETRIEVING CODES
Fault codes are retrieved through Data Link Connector (DLC).

DLC is located under instrument panel on driver's side. Self-
diagnostic test procedures are for use with New Generation Star (NGS)
scan tool. If a generic scan tool is used, ensure tool is certified
OBD-II standard. Follow generic scan tool manufacturers instructions
for operation.
DTC IDENTIFICATION TABLE
Fault Pinpoint Definition Transmission Symptom

Code Test Code
(1)
P1000 N/A Incomplete OBD-II Testing N/A
P1111 N/A System Pass Code N/A
P0102 (2) MAF Sensor Malfunction High Or Low EPC Pressure,

Incorrect Torque Converter
Clutch Engagement

Clutch Engagement
P0112 (2) IAT Indicates 254 F High Or Low EPC Pressure

(125 C)
P0113 (2) IAT Indicates -40 F High Or Low EPC Pressure

(-40 C)
P0114 (2) IAT Out Of Range Re-run Diagnostic At

Normal Operating Temp.
P0117 (2) ECT Indicates 254 F TCC Will Always Be Off

(125 C)
P0118 (2) ECT Indicates -40 F TCC Will Always Be Off

(-40 C)
P0122 (2) TP Sensor Malfunction Harsh Shifts, Abnormal

Shift Patterns, TCC Does
Not Engage, TCC Cycling

P0300 (2) EI System Malfunction Harsh Shifts, Late WOT

Shifts, No TCC Engagement








AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article T

P0500 (2) Insufficient VSS Input TCC Engages, Hunting

Shifts On Grades

Shifts On Grades

Shifts On Grades
P0705 D TR Sensor Voltage Low Increase In EPC Pressure
P0707 D TR Sensor Voltage Low Increase In EPC Pressure
P0708 D TR Sensor Voltage High Increase In EPC Pressure
P0712 B TFT Indicates 315 F Firm Shift Feel

(157 C)
P0713 B TFT Indicates -40 F Firm Shift Feel

(-40 C)
P0720 F Insufficient Input Harsh Shifts, No TCC

From OSS Engagement
P0721 F Erratic OSS Signal Harsh Shifts, No TCC

Engagement
P0741 (3) TCC Engagement Error No TCC Operation Or TCC

Slips
P0743 A Or C TCC Solenoid Circuit If Short Circuit, Engine

(4) Failure Stalls At Low Idle,If Open
Circuit, TCC Does Not
Engage
P0750 A SS1 Solenoid Circuit Improper Gear Selection

Failure
P0751 A SS1 Solenoid Failure Improper Gear Selection
P0755 A SS2 Solenoid Circuit Improper Gear Selection

Failure
P0756 D SS2 Solenoid Failure Improper Gear Selection
P0781 A 1-2 Shift Error Improper Or No Gear Shift AUTO TRANS DIA
P0782 A 2-3 Shift Error Improper Or No Gear Shift
P0783 A 3-4 Shift Error Improper Or No Gear Shift

Clutch Engagement

Clutch Engagement
P1116 (2) ECT Temperature Re-run Diagnostics With

Low Or High Vehicle At Operating Temp.
P1117 (2) Intermittent ECT Signal Incorrect EPC Pressure

P1124 (2) TP Sensor Voltage Re-run Diagnostic With TP

High/Low Sensor In Correct Position







P1460 (2) A/C Switch Error Re-run Diagnostics With

A/C Off, If Stuck On, EPC
Pressure Will Be Low
P1500 (2) Intermittent VSS Input TCC Engages, Hunting

Shifts On Grades AUTO TRANS DIAGNOSIS - 4R70W CONTROLS
P1501 (2) Intermittent VSS Input TCC Engages, Hunting
Shifts On Grades
P1703 (2) BOO Switch Malfunction If Stuck On Or Not

Connected, TCC Will Not
Engage At 1/3 Or Less
Throttle, If Stuck Off Or
Not Connected, TCC Will
Not Disengage When Brake
Is Applied
P1704 D TR Sensor Malfunction Increase In EPC Pressure
P1705 D TR Sensor Not In Re-run Diagnostics In

"P" Or "N" "P" Or "N"
P1711 B TFT Sensor Out Of Range Vehicle Cold Or Overheated
P1714 H SS1 Solenoid Failure Solenoid Mechanical

Failure
P1715 H SS2 Solenoid Failure Solenoid Mechanical

Failure
P1728 (3) Transmission Slip No TCC Operation Or

Detected Transmission Slips
P1729 TG 4WD Low Circuit Failure Early Or Late Shifts
P1740 H TCC Malfunction If Stuck On, Engine Stalls

At Low Idle, If Stuck Off,
No TCC Engagement
P1741 A Or C Excessive TCC Engagement Engine RPM Oscillates In

(4) 3rd Gear
P1742 A Or C TCC Solenoid Stuck On Harsh Shifts

(5) (4)
P1743 A Or C TCC Solenoid Stuck On Harsh Shifts

(4)
P1744 (3) Transmission Slip No TCC Operation Or

(5) Detected Transmission Slips
P1746 E EPC Solenoid Circuit Maximum EPC Pressure,

Failure Harsh Shifts
P1747 E EPC Solenoid Circuit No 2nd Or 4th Gear, Slips

Failure In 1st And 3rd Gear
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Tex
P1751 A SS1 Solenoid Failure Solenoid Mechanical Or
(5) Hydraulic Failure
P1756 A SS2 Solenoid Failure Solenoid Mechanical Or

(5) Hydraulic Failure
P1780 TB TCS Malfunction "OD" Not Canceled With

Switch During KOER Test
P1781 TG 4WD Low Switch Failure Early Or Late Shifts
P1783 B Transmission Overtemp Increase In EPC Pressure
(1) - Only engine performance fault codes that may affect

transmission operation are listed. For complete list of engine
performance fault codes, see appropriate G - TESTS W/CODES
article in ENGINE PERFORMANCE section.
(2) - See appropriate G - TESTS W/CODES article in ENGINE
PERFORMANCE section.
(3) - Diagnose fault code by symptom. See SYMPTOM DIAGNOSIS.
(4) - On 1998 models, refer to TEST A under PINPOINT TESTS: 1998
MODELS.
(5) - Applies to California vehicles only.
READING CODES
KOEO & KOER Self-Test Codes

Record codes in order received. These codes indicate current
faults in system and should be serviced in order of appearance. Use
DTC IDENTIFICATION TABLE to identify correct PINPOINT TEST to perform.
NOTE: If self-test will not activate or TOOL COMMUNICATION ERROR

is received, go to appropriate G - TESTS W/CODES article in
Pass Codes
SYSTEM PASS indicates no diagnostic trouble codes were
recorded in that portion of test. If SYSTEM PASS is not retrieved in
KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be
valid.
Continuous Memory Codes
These codes result from information stored by PCM during
continuous self-test monitoring. Use these codes for diagnosis only
when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all
steps under QUICK TEST are successfully completed. These codes
indicate faults previously recorded. Fault may or may not be currently
present. See DTC IDENTIFICATION TABLE.
OBD-II Monitor Testing Not Complete

DTC P1000 is set by the PCM under any of the following
conditions: AUTO TRANS DIA
* Vehicle has not been through a complete drive cycle.
* Battery or PCM has been disconnected.
* An OBD-II monitor failure occurred before completion of drive
cycle.
* PCM DTCs have been erased with a scan tool. Perform OBD-II
DRIVE CYCLE under CLEARING CODES to clear DTC P1000 from
memory.
CLEARING CODES
PCM Reset
After a PCM reset procedure, the following conditions will be
met:
* All DTC's cleared from PCM memory

* All freeze frame data cleared from PCM memory
* All oxygen sensor test data cleared from PCM memory
* OBD-II system monitor status is reset
* DTC P1000 set in PCM memory
To perform PCM reset using NGS scan tool, ensure connectors

are properly connected. Program scan tool using the following steps:
* Select vehicle and engine selection menu (optional).

* Select year, engine, model and any additional information
requested by scan tool (optional).
* Follow operating instructions from scan tool menu.
* Select GENERIC OBD-II FUNCTIONS. Press CONT button if
monitors are not complete.
* Turn ignition on.
* Select CLEAR DIAGNOSTIC CODES.
All codes should now be cleared from PCM memory. If problem

has not been corrected or fault is still present, hard code will
immediately be reset in PCM memory.
OBD-II Drive Cycle

1) Drive vehicle in stop and go traffic for approximately 10
minutes to allow transmission to reach normal operating temperature.
Stop vehicle and let idle for at least 45 seconds. Accelerate at part
throttle to approximately 45 MPH.
2) Maintain speed at 30-40 MPH, with throttle steady, driving
on a level road for at least 1 minute. Accelerate and maintain speed
at 40-65 MPH, with throttle steady, driving on a level road for at
least 1.5 minutes. If no interuptions occured (change in specified
speed), OBD-II drive cycle is complete. If any interuptions occured,
repeat drive cycle to clear DTC P1000.
CAUTION: DO NOT disconnect vehicle battery to clear trouble codes.

This will erase operating information from Keep-Alive Memory
(KAM). To clear
AUTO KAM, DIAGNOSIS
TRANS disconnect negative battery
- 4R70W terminal
CONTROLS Article Text (p. 13)1998 Ford Econoline E250For 1
for at least 5 minutes.
CAUTION: When battery is disconnected, vehicle computer may lose

memory data. Driveability problems may exist until computer
systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in APPLICATIONS & IDENTIFICATION section
QUICK TEST
Description
Following procedures are functional tests of EEC-V system.
These basic test steps must be followed in sequence to avoid
misdiagnosis:
* Visual Check
* Equipment Hookup
* KOEO (Key On Engine Off) SELF-TEST
* KOER (Key On Engine Running) SELF-TEST
* Computed Timing Check
* Continuous Memory Self-Test
Diagnostic Aids
After each service or repair procedure has been completed,
repeat QUICK TEST to ensure all EEC-V systems work properly and
diagnostic trouble codes are no longer present.
Equipment Hookup
Connect appropriate test equipment to vehicle as follows:
* Generic Scan Tool - Ensure scan tester meets or exceeds

OBD-II standard. Follow manufacturer's instructions to
hook up equipment and record diagnostic trouble codes.
* New Generation STAR (NGS) Scan Tool - Turn ignition
switch to OFF position. Connect adapter cable lead to
diagnostic tester. See Fig. 5. Connect service connectors
of adapter cable to vehicle Data Link Connector (DLC). Go to
KOEO SELF-TEST.

Fig. 5: Identifying New Generation Star (NGS) Scan Tool
KOEO Self-Test
Ensure engine is at normal operating temperature. If engine
does not start (or stalls after starting), continue KOEO SELF-TEST.
Turn ignition switch to OFF position. Ensure test equipment is
properly attached. Program scan tester using the following steps:
* Select vehicle and engine selection menu.

requested by scan tool. Copyright © 19
AUTO TRANS
* Select DIAGNOSIS
DIAGNOSTIC DATA - 4R70W
LINK. CONTROLS Article Text (p. 15)1998 Ford Econoline E250For 1
* Select PCM-POWERTRAIN CTRL MODULE.
* Select DIAGNOSTIC TEST MODE.
* Select KOEO ON-DEMAND SELF-TEST.
* Turn ignition on.
KOER Self-Test
Ensure engine is warmed to normal operating temperature. Turn
ignition switch to OFF position. Ensure test equipment is properly
attached. Program scan tool using the following steps:

requested by scan tool.
* Select DIAGNOSTIC DATA LINK.
* Select KOER ON-DEMAND SELF-TEST.
* Start engine and allow to idle.
* Perform BOO and TCS cycling (if equipped).
Continuous Memory Self-Test (Emission Related)

Turn ignition switch to OFF position. Ensure test equipment
is properly attached. Program scan tool using the following steps:

* Select GENERIC OBD-II OPTIONS. Press CONT button if monitors
are not complete.
* Select DIAGNOSTIC TROUBLE CODES.
* Turn ignition on.
Continuous Memory Self-Test (Enhanced Mode)

is properly attached. Program scan tester using the following steps:

* Select DIAGNOSTIC TEST MODES.
* Select RETRIEVE/CLEAR CONTINUOUS DTC's.
* Turn ignition on.
OUTPUT STATE CONTROL (OSC) MODES
NOTE: Transmission Range (TR) sensor and Vehicle Speed Sensor

(VSS) must be operational to enter OSC modes. No DTCs may be
present for TR and VSS sensors before entering OSC modes.
On 1998 models, OSC modes allow control of some parameters

for specific operation. OSC has 2 modes of operation: Bench Mode and
Drive Mode. Each mode has a unique set of vehicle operation
requirements that must be met before OSC operation will be allowed. If
vehicle requirements are not met an error message will be displayed
and OSC mode will be aborted. Follow OSC PRELIMINARY PROCEDURES before
entering into OSC modes.
OSC Preliminary Procedures

Perform the following procedures in order before entering
into OSC modes:
* Select Vehicle and Engine Selection.

* Select Diagnostic Data Link.
* Select PCM - Powertrain Control Module.
* Select Diagnostic Test Mode.
* Select KOEO On-Demand Self Test and KOER On-Demand Self
Tests.
* Perform test and record DTCs.
* Repair all non-transmission related DTCs.
* Repair all VSS and TR sensor DTCs.
* Ensure VSS and TR sensors are functional.
* Select Active Command Modes.
* Select Trans-Bench Mode or Trans-Drive Mode.
TCC & Shift Solenoids (Bench Mode)

This procedure ensures TCC and shift solenoids may be turned
on or off. Ensure transmission is in "P" position, with ignition on
and engine off. Follow the procedure in order to test appropriate
solenoid.
* Select OSC mode.

* Select Trans-Bench Mode.
* Select PIDs to be monitored.
* Monitor all selected PIDs during test.
* Select Parameters - SS1, SS2 or TCC.
* Press on then SEND to turn solenoid on.
* Press off then SEND to turn solenoid off.
* Press XXX then SEND at any time to cancel any command sent.
EPC Solenoid (Bench Mode)

EPC solenoid pressure may be set from 0-90 PSI in increments
of 15 PSI. With transmission in "P" position, install pressure gauge
in EPC pressure port. See FORD 4R70W overhaul article. Start engine
and run to 1500 RPM.
* Select OSC mode.

* Select Trans-Bench Mode.
* Select Parameter - EPC.
* Select value 0-90 then press SEND.
00 - sets EPC pressure to 0 PSI
* Select XXX then SEND at any time to cancel any command sent.
GR _ CM Mode (Drive Mode) AUTO TRANS DIAGNOSIS - 4R70W CONTROLS

GR _ CM mode is used to test transmission shift operation. In
this mode transmission can be commanded into any forward gear. With
transmission selector lever in "OD", vehicle speed must be more than 2
MPH. TCC solenoid must be Off.
* Select OSC mode.

* Select Trans-Drive Mode.
* Select Parameters - GR _ CM
* Select a value 1-4 then press SEND.
1 - PCM selects 1st gear
2 - PCM selects 2nd gear
3 - PCM selects 3rd gear
4 - PCM selects 4th gear
TCC Mode (Drive Mode)

This mode is used to test TCC engagement and disengagement.
With TCC solenoid on or off, ensure transmission selector lever is in
"OD" and vehicle speed is more than 2 MPH. If TCC solenoid is on,
ensure transmission is in 2nd gear or higher, TFT is 60-275 F, brakes
are not applied at 20 MPH or less and engine load is not excessive
(ie. engine lugging).
* Select OSC mode.

* Select Trans-Drive Mode.
* Select Parameters - TCC.
* Press on then SEND to turn solenoid on.
* Press off then SEND to turn solenoid off.
* Press XXX then SEND at any time to cancel any command sent.
EPC Mode (Drive Mode)

This procedure is used to increase EPC pressure while testing
transmission shift operation. This function only allows EPC pressure
to be increased from normal PCM commanded pressure. An increase in EPC
pressure should create harsher shifts. With transmission in "P"
position, install pressure gauge in EPC pressure port. See FORD 4R70W
overhaul article. Start engine. Place transmission lever in "OD" and
ensure vehicle speed is more than 2 MPH.
* Select OSC mode.

* Select Trans-Drive mode.
* Select Parameter - EPC.
* Select value 0-90 then press SEND.
30 - sets EPC pressure to 30 AUTO
PSI TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 18)1998 Ford E
* Re-Select a value 0-90 then press SEND.
ADDITIONAL SYSTEM FUNCTIONS
NOTE: These additional diagnostic system features are available to

help diagnose driveability problems and service EEC-V
systems.
* Generic OBD-II Parameter Identification (PID)

* Non-Generic OBD-II Parameter Identification (PID)
* On-Board System Readiness (OSR) Test Mode
* Freeze Frame Data Mode
* Oxygen Sensor Test Mode
* Output Test Mode
Generic OBD-II Parameter Identification (PID)


are not complete.
* Select PID/DATA MONITOR.
* Turn ignition on or start engine and allow to idle.
* Select PIDs and press START.
Non-Generic OBD-II Parameter Identification (PID)


are not complete.
* Select PID DATA MONITOR and RECORD.
On-Board System Readiness (OSR) TestTRANS

AUTO Mode DIAGNOSIS - 4R70W CONTROLS Article Text (p. 19)
All OBD-II scan tools must display OSR test. The OSR will
display monitors on the vehicle and status of all monitors; complete
or not complete. If not complete, the scan tool will display which
monitor has not completed.
To enter OSR, turn ignition switch to OFF position. Ensure
test equipment is properly attached. Program scan tool using the
following steps:

* Select GENERIC OBD-II FUNCTIONS. Press TEST button if
* Select ON-BOARD SYSTEM READINESS.
Freeze Frame Data Mode

This mode allows access to emission related data values from
specific generic PIDs. These values are immediately stored in
continuous memory when an emission related fault occurs. This provides
a snapshot of the conditions that were present when the fault
occurred. Freeze frame will be stored until PCM memory is erased.
To access FREEZE FRAME DATA MODE, turn ignition switch to OFF
position. Ensure test equipment is properly attached. Program scan
tool using the following steps:

* Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II
* Turn ignition on.
* Select FREEZE FRAME PID TESTS.
Oxygen Sensor Test Mode

This mode allows access to on-board sensor fault limits and
actual values during test cycle. The test cycle has specific engine
operating conditions that must be met for completion. This information
is used to determine the efficiency of the catalytic converter.
To access OXYGEN SENSOR TEST mode, turn ignition switch to
OFF position. Ensure test equipment is properly attached. Program scan

* Select GENERIC OBD-II FUNCTIONS.
* Select OXYGEN SENSOR TESTS.
* Select appropriate oxygen sensor test and follow menuTRANS DIAGNOSIS - 4R70W CONTROLS Article Text (
AUTO
instructions.
Output Test Mode

This mode allows a technician to energize and de-energize
most of the system output actuators on command. After accessing OUTPUT
TEST MODE, outputs and cooling fans can be turned on and off
separately.
To access OUTPUT TEST MODE, turn ignition switch to OFF

* Select ACTIVE COMMAND MODE.
* Select OUTPUT TEST MODE.
* Turn ignition on.
* Select either LOW SPEED FAN, HIGH SPEED FAN or ALL ON mode.
* Select START to turn outputs on. This step may cause link up
to PIDs.
* Select STOP to turn outputs off.
SYMPTOM DIAGNOSIS
Harsh Reverse Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B
and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Harsh Forward Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST B
and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
Some Or All Shifts Missing

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul
article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A,
D and F. Repair as necessary. Clear codes and perform TRANSMISSION
DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Some Or All Shifts Early Or Late

B, E and F. Repair as necessary. Clear codes and perform TRANSMISSION
Erratic Or Hunting Shifts AUTO TRANS DIAGNOSIS - 4R70W CONTROLS

article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record
DTCs. Perform PINPOINT TESTS A, C (1997 models), D and F. Repair as
necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-
run QUICK TEST and ensure DTCs are not present.
Soft Or Slipping Shifts

DTCs. Perform PINPOINT TESTS E and F. Repair as necessary. Clear codes
and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and
ensure DTCs are not present.
Harsh Shifts
Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS E
and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
No Manual 1st Or 2nd Gear

DTCs. Perform PINPOINT TESTS A and D. Repair as necessary. Clear codes
No 1st Gear
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A
and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
No 1-2, 2-3 Or 3-4 Upshift (Automatic)

No TCC Engagement
Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record
DTCs. Perform PINPOINT TESTS A (1998 models), B, C (1997 models), D
and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
TCC Always Engaged

Check engine idle speed. See appropriate G - TESTS W/CODES
article in ENGINE PERFORMANCE section. Perform TCC ENGAGEMENT TEST.
Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and F.
Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE
TEST. Re-run QUICK TEST and ensure DTCs are not present.
TCC Cycling Or Shuddering

DTCs. Perform PINPOINT TESTS
AUTO A (1998
TRANSmodels), C (1997 models)
DIAGNOSIS - 4R70W andCONTROLS
F. Article Text (p. 22)1998 Ford Econo
Poor Vehicle Performance Only

Check for poor engine performance. See appropriate G - TESTS
W/CODES article in ENGINE PERFORMANCE section. Perform SHIFT SPEED
ROAD TEST with "OD" off. See FORD 4R70W overhaul article. Perform TCC
ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT
TESTS A, B, C (1997 models) and D. Repair as necessary. Clear codes
Incorrect Gear Ratio In "D", "2" Or "1" Positions

DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and
perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure
DTCs are not present.
Engine Will Not Crank

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST D.
TRANSMISSION DRIVE CYCLE TEST
NOTE: The transmission drive cycle test must be followed exactly.

Malfunctions have to occur 4 times consecutively for codes
P0781, P0782 and P0783 to be set and 5 times consecutively
for continuous codes P0741 and P1741.
1) After repairing any engine performance related DTCs, erase

remaining transmission codes. Warm engine to normal operating
temperature. Ensure transmission fluid level is correct.
2) Accelerate from stop to 50 mph (80 km/hr). Hold speed for
at least 15 seconds (30 seconds above 4000 ft.). Press TCS and
accelerate to 40 mph (64 km/hr). Hold speed for at least 15 seconds
(30 seconds above 4000 ft.). Hold speed and throttle position steady
for at least 15 seconds.
3) While maintaining speed with transaxle in 4th gear,
lightly depress brake pedal and release (to operate stoplights). Hold
speed for at least an additional 5 seconds. Bring vehicle to stop for
at least 20 seconds with transmission in drive "D".
4) Repeat steps 1)-3) at least 5 times. Perform Quick Test
and record any continuous codes.
PINPOINT TESTS: 1997 MODELS
NOTE: Procedures in PINPOINT TESTS are written for the use of the
following Ford Motor Co. test equipment: AUTO TRANS DIAGNOSIS - 4R70W CONT
* New Generation Star (NGS) Tester (007-00500)
* 104-Pin Breakout Box (014-00950)
* Transmission Tester (007-00130)
Terminal pin references are based on this equipment and
appropriate overlays. All references to "test pins", "test
terminals" or "jacks" refer to test equipment.
When aftermarket test equipment is used, always follow test
equipment manufacturers procedures.
HOW TO USE CIRCUIT TESTS & PINPOINT TESTS
1) DO NOT perform any PINPOINT TEST unless specifically

instructed by a QUICK TEST procedure. Follow each test step in order
until fault is found. DO NOT replace any part unless directed to do
so. When more than one code is retrieved, start with first code
displayed.
2) PINPOINT TESTS ensure electrical circuits are okay before
sensors or other components are replaced. Always test circuits for
continuity between sensor and PCM. Test all circuits for short to
power, opens or short to ground. Voltage Reference (VREF) and Voltage
Power (VPWR) circuits should be tested with ignition on or as
specified in PINPOINT TESTS.
3) DO NOT measure voltage or resistance at PCM. DO NOT
connect any test light unless specified in testing procedure. All
measuring continuity and resistance or applying voltage. After each
repair, check all component connections and repeat QUICK TEST.
5) An open circuit is defined as a resistance reading of
greater than 5 ohms. This specification tolerance may be too high for
some items in EEC-V system. If resistance approaches 5 ohms, always
clean suspect connector and coat it with protective dielectric
silicone grease. A short is defined as a resistance reading of less
than 10 k/ohms to ground, unless stated otherwise in PINPOINT TESTS.
TEST A: SHIFT SOLENOID ELECTRICAL CIRCUIT
1) Electronic Diagnostics - Ensure transmission harness

connector is in serviceable condition. Repair as necessary. Perform
KOEO test until Continuous Memory trouble codes have been displayed.
See QUICK TEST. Enter OUTPUT TEST MODE (OTM). Press START then STOP to
cycle solenoids. If vehicle enters OTM, go to next step. If vehicle
will not enter OTM, see appropriate G - TESTS W/CODES article in
2) Check Electrical Signal Operation - Disconnect
transmission harness connector. Inspect condition of connector and
repair as needed. Using DVOM, connect positive lead to transmission
harness connector terminal No. 2. See Fig. 6. Connect negative lead to
transmission harness connector terminals No. 1 and No. 6. Press START
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 24)
then STOP to cycle solenoids. If voltage changes at least .5 volt, go
to step 5). If voltage is unaffected, go to next step.
Fig. 6: Identifying Transmission Harness Wiring Harness Connector

Terminals
3) Check Continuity Of Solenoid Signal & VPWR Harness

Circuits - Ensure ignition is off. Disconnect PCM connector, and
inspect it for damaged pins, corrosion and loose wires. Repair as
necessary. Install breakout box, leaving PCM disconnected. Measure and
record resistance between applicable breakout box terminals No. 1, 27
and transmission harness connector terminal No. 2. See Fig. 6. Measure
and record resistance between breakout box terminals No. 71, 97 and
transmission harness connector terminal No. 2. If any resistance is
more than 5 ohms, repair open circuit. Connect all components.
Disconnect breakout box and repeat QUICK TEST. If each resistance is 5
ohms or less, go to next step.
4) Check Solenoid Harness For Shorts To Power & Ground -
Measure and record resistance between breakout box terminals No. 1, 27
and breakout box terminals No. 71, 97. Measure and record resistance
between breakout box terminals No. 1, 27 and breakout box terminals
No. 51, 76, 77, 91 and 103. If any resistance is less than 10 k/ohms,
repair short circuit. Connect all components. Disconnect breakout box
and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to
next step.
5) Solenoid Functional Test - Connect transmission tester to
transmission wiring connector. Perform solenoid function test. See
tester instructions. If solenoid activates (LED turns Green), go to
next step. If solenoid does not activate, go to step 7).
6) Transmission Drive Test - Perform TRANSMISSION DRIVE CYCLE
TEST. If vehicle upshifts when commanded by transmission tester,
replace PCM. Repeat QUICK TEST. If DTCs are still present, go to
TROUBLE SHOOTING in FORD 4R70W overhaul article. If vehicle does not
upshift when operated by tester, go to next step.
7) Check Resistance Of Solenoid - Set transmission tester
Bench/Drive switch to BENCH mode. Set Solenoid Select switch to OHMS
CHECK. Connect ohmmeter negative lead to SS1 jack and positive lead to
VPWR jack on tester. Measure and record resistance. Connect ohmmeterAUTO TRANS DIAGNOSIS - 4R70W CONTRO
negative lead to SS2 jack and positive lead to VPWR jack on tester.
Measure and record resistance. Resistance for each solenoid should be
20-30 ohms. If resistance is within specification, go to next step. If
resistance is not within specification, go to step 9).
8) Check Solenoid For Short To Ground - Check continuity
between BAT (-) terminal and between SS1 and SS2. Check continuity
between BAT (-) terminal and each VPWR terminal. If continuity exists
for any circuit, go to next step. If continuity does not exist, go to
TROUBLE SHOOTING in FORD 4R70W overhaul article.
9) Internal Electronic Diagnostics - Drain transmission fluid
and remove pan. Inspect all internal harness connectors. Ensure all
connectors are fully connected and not damaged. Repair as needed.
Install all components in reverse order of disassembly. Fill
transmission with fluid. Erase all trouble codes. See CLEARING CODES.
Repeat QUICK TEST. If all connectors are okay, go to next step.
10) Check Internal Harness Continuity - Disconnect internal
harness from solenoid assembly. To test SS1, connect positive lead of
ohmmeter to tester SS1 jack and negative lead to solenoid connector
White wire. Measure and record resistance. To test SS2, connect
positive lead of ohmmeter to tester SS2 jack and negative lead to
solenoid connector Black wire. Measure and record resistance.
To test SS1 and SS2 VPWR circuits, connect positive lead of
ohmmeter to solenoid connector White/Black wire. Connect negative lead
to corresponding VPWR tester terminal. Measure and record resistance.
If all resistances are .5 ohms or less, go to next step. If any
resistance is more than .5 ohms, replace internal harness. Go to step
12).
11) Check Internal Harness For Short To Ground - Using
transmission tester, check continuity between each solenoid terminal
and BAT (-) terminal of tester. If continuity does not exist in any
circuit, go to next step. If continuity exists in any circuit, replace
internal harness. Go to next step.
12) Check Solenoid Resistance - Using ohmmeter, check
resistance between terminals of each solenoid. Resistance should be
20-30 ohms. If resistance is within specification, go to next step. If
resistance for either solenoid is not within specification, replace
solenoid assembly. Install all components in reverse order of
disassembly. Fill transmission with fluid. Erase all trouble codes.
See CLEARING CODES. Repeat QUICK TEST.
13) Check Solenoid For Short To Ground - Using ohmmeter,
check continuity between each solenoid terminal and ground. If
continuity exists, replace shift solenoid assembly. If continuity does
not exist, go to TROUBLE SHOOTING in FORD 4R70W overhaul article.
Repeat QUICK TEST.
TEST B: TFT SENSOR CIRCUIT
1) Visual Check - Check transmission harness connector.

Inspect connector for damaged pins, corrosion and loose wires. Repair
as necessary. Go to next step. If connector was repaired, clear codes AUTO TRANS DIAGNOSIS - 4R70W CONTRO
and re-run QUICK TEST.
2) Check Electrical Signal Operation - Ensure ignition is
off. Disconnect transmission connector. Using DVOM, connect positive
lead to transmission harness connector terminal No. 5 and No. 9. See
Fig. 6. Turn ignition on. If voltage is 4.75-5.25 volts, go to step
5). If voltage is not within specification, go to next step.
3) Check The Continuity Of TFT & Signal Return (SIG RTN)
Circuits - Turn ignition off. Disconnect PCM connector, and inspect it
for damaged pins, corrosion and loose wires. Repair as necessary.
Install breakout box, leaving PCM disconnected. Measure and record
resistance between breakout box terminal No. 37 and transmission
harness connector terminal No. 5. See Fig. 6. Measure and record
resistance between breakout box terminal No. 91 and transmission
harness connector terminal No. 9. If both resistances are less than 5
ohms, go to next step. If either resistance is more than 5 ohms,
repair open circuit. Connect all components. Erase trouble codes. See
CLEARING CODES. Repeat QUICK TEST.
4) Check TFT Circuit For Short To VPWR & Ground - Ensure
ignition is off. Disconnect PCM connector, and inspect it for damaged
pins, corrosion and loose wires. Repair as necessary. Install breakout
box, leaving PCM disconnected. Measure and record resistance between
breakout box TFT test pin and VPWR test pins. Measure and record
resistance between breakout box terminal No. 37 and breakout box
terminals No. 71 and No. 97. Measure and record resistance between
breakout box terminal No. 37 and breakout box terminals No. 51, 76,
77, 103 and ground. If any resistance is less than 10 k/ohms, repair
short circuit. Disconnect breakout box and repeat QUICK TEST. If each
resistance is 10 k/ohms or more, go to next step.
NOTE: DTC P0713 is set if resistance exceeds 869 ohms (open

circuit). DTC P0712 is set if resistance is below 597 ohms
(short circuit).
5) Check Resistance Of TFT Sensor/Harness - Install

transmission tester. Set tester Bench/Drive switch to BENCH mode. Set
Solenoid Select switch to OHMS CHECK. Connect ohmmeter lead to
appropriate TFT sensor jacks. Measure and record resistance.
Resistance should be within specification. See TFT SENSOR
TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is within
specification for specific temperature, either warm up transmission or
allow transmission to cool and check resistance at different
temperatures. If resistance remains within specification, go to next
step. If resistance is not within specification, go to step 7).
TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE
Temperature F ( C) Resistance K/Ohms
32-58 (0-20) ................................................ 37-100

59-104 (21-40) ............................................... 16-37
105-158 (41-70) ............................................... 5-16
159-194 (71-90) .............................................. 2.7-5 AUTO TRANS DIAGNOSIS - 4R70W CONTROLS
195-230 (91-110) ........................................... 1.5-2.7
231-266 (111-130) ........................................... .8-1.5
6) Check TFT Sensor For Short To Ground - Check continuity

between transmission tester BAT (-) terminal and each TFT sensor
terminal (labelled as TOT test jacks). If continuity exists, go to
next step. If continuity does not exist, replace PCM. Erase all
trouble codes. See CLEARING CODES. Repeat QUICK TEST. See FORD 4R70W
overhaul article for non-electronic symptom diagnostics.
harness from TFT sensor. Connect positive lead of ohmmeter to tester
TFT (+) jack and negative lead to TFT sensor wiring harness connector
White/Red wire. Measure and record resistance. Connect positive lead
of ohmmeter to tester TFT (-) jack and negative lead to TFT sensor
wiring harness connector Red wire. If each resistance is .5 ohms or
less, go to next step. If either resistance is more than .5 ohms,
replace internal harness. Go to step 10).
9) Check Internal Harness For Shorts To Ground - Using
transmission tester, check continuity between each TFT sensor
connector terminals and BAT (-) terminal of tester. If continuity does
not exist in any circuit, go to next step. If continuity exists in
either circuit, replace internal harness. Go to next step.
10) Check TFT Sensor Resistance - Using ohmmeter, check
resistance between TFT sensor terminals. See TFT SENSOR
TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is within
specification for specific temperature, go to next step. If resistance
is not within specification, replace TFT sensor. Install all
components in reverse order of disassembly. Fill transmission with
fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.
check continuity between each TFT sensor terminal and ground. If
continuity exists, replace faulty TFT sensor. If continuity does not
exist, install all components in reverse order of disassembly. Fill
Repeat QUICK TEST. To diagnose vehicle harness or PCM malfunctions,
see appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE
section.
TEST C: TCC ELECTRICAL CIRCUIT
NOTE: Transmission tester TCC terminals may be designated MCCC.

Refer to tester instructions.

connector is in acceptable condition. Repair as necessary.
AUTOInstall
TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p
scan tool. Perform KOEO test until Continuous Memory trouble codes
have been displayed. See QUICK TEST. Enter OUTPUT TEST MODE (OTM). See
OUTPUT TEST MODE under SELF DIAGNOSTICS. If vehicle enters OTM, go to
next step. If vehicle will not enter OTM, see appropriate G - TESTS
W/CODES article in ENGINE PERFORMANCE section.
transmission wiring harness terminal No. 3. Enter OTM. See OUTPUT TEST
MODE under SELF DIAGNOSTICS. While monitoring DVOM, press START then
STOP. If voltage changes at least .5 volt, go to step 5). If voltage
is does not change, go to next step.
Circuits - Ensure ignition is off. Disconnect PCM connector, and
necessary. Install breakout box, leaving PCM disconnected. Measure and
record resistance between breakout box terminal No. 54 and
transmission wiring harness connector terminal No. 3. See Fig. 6.
Measure and record resistance between breakout box terminals No. 71
and 97 and transmission wiring harness connector terminal No. 8. If
any resistance is more than 5 ohms, repair open circuit. Connect all
components. Disconnect breakout box and repeat QUICK TEST. If
resistance is 5 ohms or less, go to next step.
4) Check Solenoid Harness For Shorts To Power & Ground -
Measure and record resistance between breakout box terminal No. 81 and
breakout box terminals No. 71 and 97. Measure and record resistance
between breakout box terminals No. 51, 76, 77, 91, 103 and ground. If
any resistances are less than 10 k/ohms, repair short circuit. Connect
all components. Disconnect breakout box and repeat QUICK TEST. If each
resistance is 10 k/ohms or more, go to step 7).
5) Solenoid Functional Test - Connect transmission tester to
transmission wiring connector. Perform TCC solenoid function test. See
tester instructions. If solenoid activates (LED turns Green), go to
next step. If solenoid does not activate, go to step 7).
6) Transmission Drive Test - Reconnect PCM harness connector.
Perform TRANSMISSION DRIVE CYCLE TEST. When transmission has shifted
into 2nd gear, depress MCCC switch on tester. If engine RPM decreases
when operated with tester, replace PCM. Erase trouble codes. See
CLEARING CODES. Road test vehicle and repeat QUICK TEST. If symptom or
DTC is still present, go to TROUBLE SHOOTING in FORD 4R70W overhaul
article. If engine RPM does not decrease when operated by tester, go
to next step.
7) Check Resistance Of Solenoid - Set tester BENCH/DRIVE
switch to BENCH mode. Set Solenoid Select switch to OHMS CHECK.
Connect ohmmeter negative lead to MCCC jack and positive lead to MCCC
VPWR jack on tester. Measure resistance. Resistance should be 10-16
ohms. If resistance is within specification, go to next step. If
resistance is not within specification, go to step 9).
between transmission tester BAT (-) terminal and each MCCC terminal.
If continuity exists, go to next step. If continuity does not exist, AUTO TRANS DIAGNOSIS - 4R70W CONTROLS
Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. See
TROUBLE SHOOTING in FORD 4R70W overhaul article for non-electronic
symptom diagnostics.
harness from TCC sensor. Connect positive lead of ohmmeter to tester
MCCC TCC jack and negative lead to TCC connector Green wire terminal.
Measure and record resistance. Connect positive lead of ohmmeter to
transmission tester VPWR jack and negative lead to TCC connector
White/Green wire terminal. If each resistance is .5 ohms or less, go
to next step. If any resistance is more than .5 ohm, replace internal
harness then go to step 12).
transmission tester, check continuity between each TCC sensor
connector terminal and BAT (-) terminal of tester. If continuity does
not exist in either circuit, go to next step. If continuity exists in
either circuit, replace internal harness. Go to next step.
12) Check TCC Solenoid Resistance - Using ohmmeter, check
resistance between TCC solenoid terminals. If resistance is 10-16
ohms, go to next step. If resistance is not within specification,
replace TCC solenoid assembly. Install all components in reverse order
of disassembly. Fill transmission with fluid. Erase all trouble codes.
check continuity between each TCC solenoid terminal and ground. If
continuity exists, replace faulty TCC solenoid. Install all components
in reverse order of disassembly. Fill transmission with fluid. Erase
all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If
continuity does not exist, install all components in reverse order of
See CLEARING CODES. Repeat QUICK TEST. See TROUBLE SHOOTING in FORD
4R70W overhaul article for non-electronic symptom diagnostics.
TEST D: TRANSMISSION RANGE (TR) SENSOR
NOTE: Some 1997 models maybe equipped with the 12-pin Digital TR
Sensor. Refer to TEST D under PINPOINT TESTS: 1998 MODELS
for testing procedures on Digital TR Sensor.
NOTE: DTC P1705 may be set if transmission is not in park or A/C is

on when QUICK TEST is performed.
1) Preliminary Inspection - Disconnect TR sensor connector,

and inspect it for damaged pins, corrosion and loose wires. Repair as
necessary. Reconnect TR sensor connector. Ensure TR sensor is
correctly adjusted. See FORD 4R70W overhaul article. If sensor
requires adjustment, clear trouble codes after adjustment. SeeAUTO TRANS DIAGNOSIS - 4R70W CONTROLS
CLEARING CODES. Repeat QUICK TEST. If sensor is correctly adjusted, go
to next step.
2) Check Electrical Signal Operation - Ensure ignition is
off. Disconnect TR harness connector. Turn ignition on. Measure
voltage at harness connector terminals No. 6 and 7. See Fig. 7. If
voltage is 4.75-5.25 volts, replace PCM then go to step 6). If voltage
is not within specification, go to next step.
3) Check Continuity Of TR Sensor Harness Circuits - Turn
ignition off. Disconnect PCM connector, and inspect it for damaged
box, leaving PCM disconnected. Measure and record resistance between
breakout box terminal No. 91 and TR sensor harness connector terminal
No. 7. See Fig. 7. Measure and record resistance between breakout box
terminal No. 64 and TR sensor harness connector terminal No. 6. If
each resistance is less than 5 ohms, go to next step. If either
resistance is more than 5 ohms, repair open circuit. Remove breakout
box and connect all components. Erase all trouble codes. See CLEARING
CODES. Repeat QUICK TEST.
Fig. 7: Identifying Transmission Harness Connector

4) Check TR Circuit For Short To Power & Ground - Ensure TR

sensor harness connector is disconnected. Measure resistance between
breakout box terminals No. 64, 71 and 97. Measure resistance between
77, 91, 103 and ground. If all measurements are more than 10 k/ohms,
go to next step. If any measurement is less than 10 k/ohms, repair
short circuit. Remove breakout box and connect all components. Erase
all trouble codes. See CLEARING CODES. Repeat QUICK TEST.
5) Check TR Sensor Resistance - Install TR overlay on
transmission tester. Connect tester to TR sensor. Check resistance in
all positions. See TR SENSOR RESISTANCE SPECIFICATIONS TABLE. If TR
sensor does not operate within specification, replace sensor. Connect
all components. Erase all trouble codes. See CLEARING CODES. Repeat
QUICK TEST. If sensor operates within specification, connect all
components. Erase all trouble codes. See CLEARING CODES.AUTO RepeatTRANS
QUICK DIAGNOSIS - 4R70W CONTROLS
TEST. See FORD 4R70W overhaul article for non-electronic symptom
diagnostics. See appropriate G - TESTS W/CODES article in ENGINE
PERFORMANCE section to diagnose intermittent faults.
TR SENSOR RESISTANCE SPECIFICATIONS TABLE
Range Resistance Resistance Volts

Min. Ohms Max. Ohms
"P" ..................... 3770 ........ 4607 ......... 3.97-4.85

"R" ..................... 1304 ........ 1593 ......... 3.24-3.96
"N" ..................... 660 ......... 807 .......... 2.55-3.11
"OD" .................... 361 ......... 442 .......... 1.88-2.30
"2" ..................... 190 ......... 232 .......... 1.23-1.51
"1" ...................... 78 .......... 95 ............ .61-.75
6) Check Park/Neutral Circuit - Check Park/Neutral circuit

using transmission tester. Follow transmission tester instructions.
Resistance between TR sensor connector terminals No. 1 and No. 4
should be less than 5 ohms in "P" or "N" positions. Resistance should
be more than 100 k/ohms in any other position. If TR sensor does not
operate as specified, replace and adjust TR sensor. Erase all trouble
codes. See CLEARING CODES. Repeat QUICK TEST. If TR sensor operates as
specified, go to next step. If diagnosing a starting system problem,
section.
7) Check Reverse/Backup Light Circuit - Check Reverse circuit
using transmission tester. Follow transmission tester instructions.
Resistance between TR sensor connector terminals No. 2 and No. 3
should be less than 5 ohms in "R" position. Resistance should be more
than 100 k/ohms in any other position. If TR sensor does not operate
as specified, replace and adjust TR sensor. Erase all trouble codes.
See CLEARING CODES. Repeat QUICK TEST. If TR sensor operates as
specified, see appropriate G - TESTS W/CODES article in ENGINE
TEST E: EPC SOLENOID

connector is in acceptable condition. Repair as necessary. Perform
KOEO test until Continuous Memory trouble code(s) have been displayed.
See QUICK TEST. Select OUTPUT TEST MODE. Press START then STOP. If
vehicle enters OTM, go to next step. If vehicle will not enter OTM,
section.
terminal No. 10. Press START then STOP to cycle solenoid output. If
voltage changes at least .5 volt, go to step 5). If voltage is AUTO TRANS DIAGNOSIS - 4R70W CON
unaffected, go to next step.
3) Check Continuity Of Solenoid Signal & VPWR Harness Circuit
- Turn ignition off. Disconnect PCM connector, and inspect it for
damaged pins, corrosion and loose wires. Repair as necessary. Install
breakout box, leaving PCM disconnected. Measure and record resistance
between transmission harness connector terminal No. 7 and breakout box
terminals No. 71 and 97. See Fig. 6. Measure and record resistance
between transmission harness connector terminal No. 10 and breakout
box terminal No. 81. If each resistance is 5 ohms or less, go to next
step. If any resistance is more than 5 ohms, repair open circuit.
Connect all components. Erase all trouble codes. See CLEARING CODES.
Repeat QUICK TEST.
4) Check Harness For Short To Power Or Ground - Measure and
record resistance between breakout box terminal No. 81 and breakout
box terminals No. 71 and 97. Measure and record resistance between
77, 91, 103 and ground. If any resistance is less than 10 k/ohms,
repair short circuit. Disconnect breakout box and repeat QUICK TEST.
If each resistance is 10 k/ohms or more, go to next step.
5) EPC Solenoid Functional Test - Disconnect transmission
harness connector. Connect transmission tester. Connect line pressure
gauge. See FORD 4R70W overhaul article. Set BENCH/DRIVE switch to
DRIVE mode. Set Gear Select switch to 1st gear position. Perform EPC
function test. See tester instructions. Observe line pressure on gauge
while depressing EPC switch (KOER). EPC solenoid should activate (LED
turns Green) and line pressure should drop when EPC switch is
depressed. If solenoid operates correctly, replace PCM. Connect all
components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK
TEST. If solenoid is not operating, go to next step.
6) Check Resistance Of Solenoid - Ensure tester power is off.
Set Bench/Drive switch to BENCH mode. Connect ohmmeter negative lead
to transmission tester EPC jack. Connect positive lead to transmission
tester VPWR jack. If resistance is 2.48-5.66 ohms, go to next step. If
resistance is not within specifications, go to step 8).
between transmission tester BAT (-) terminal and each EPC jack. If
continuity exists, go to next step. If continuity does not exist, see
8) Internal Electronic Diagnostics - Drain transmission
fluid. Remove transmission oil pan. Inspect all internal harness
connectors. Ensure all connectors are fully connected and not damaged.
If all connectors are okay, go to next step. If connectors are
damaged, repair as needed. Install all components in reverse order of
harness from EPC solenoid assembly. Connect positive lead of ohmmeter
to tester EPC jack and negative lead to EPC connector Blue wire
terminal. Measure and record resistance. Connect positive lead of
ohmmeter to tester VPWR jack and negative lead to EPC connector
White/Blue wire terminal. If either resistance is .5 ohm or less, go
to next step. If either resistance is more than .5 ohm, replace
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Te
internal harness. Go to step 11).
transmission tester, check continuity between each EPC sensor
connector terminal and BAT (-) terminal of tester. If continuity does
not exist in either circuit, go to next step. If continuity exists in
both circuit, replace internal harness. Go to next step.
11) Check EPC Solenoid Resistance - Using ohmmeter, check
resistance between EPC solenoid terminals. Resistance should be 2.48-
5.66 ohms. If resistance is within specification, go to next step. If
resistance is not within specification, replace EPC solenoid. Install
all components in reverse order of disassembly. Fill transmission with
fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.
check continuity between each EPC solenoid terminal and ground. If
continuity exists, replace faulty EPC solenoid. Install all components
in reverse order of disassembly. Fill transmission with fluid. Erase
continuity does not exist, install all components in reverse order of
See CLEARING CODES. Repeat QUICK TEST. See TROUBLE SHOOTING in FORD
4R70W overhaul article for non-electronic symptom diagnostics.
TEST F: OUTPUT SHAFT SPEED (OSS) SENSOR
1) Visual Check - Inspect condition of OSS harness and

component connector. Repair as needed. Go to next step.
2) Check Continuity Of OSS Sensor Harness Circuit - Turn
ignition off. Disconnect PCM connector, and inspect it for damaged
box, leaving PCM disconnected. Disconnect OSS sensor harness
connector. Measure and record resistance between breakout box terminal
No. 84 and OSS sensor wiring harness connector terminal No. 2. See
Fig. 8. Measure and record resistance between breakout box terminal
No. 91 and OSS sensor wiring harness connector terminal No. 1. If each
resistance is 5 ohms or less, go to next step. If any resistance is
more than 5 ohms, repair open circuit. Connect all components. Erase
all trouble codes. See CLEARING CODES. Repeat QUICK TEST.
Fig. 8: Identifying OSS Sensor Harness Connector

3) Check OSS Sensor Circuit For Short To Power & Ground -

Measure and record resistance between breakout box terminals No. 84,
91 and breakout box terminals 71, 97. Measure and record resistance
between breakout box terminals No. 84, 91 and breakout boxAUTO TRANS DIAGNOSIS - 4R70W CONTROLS
terminals
No. 51, 76, 77 and 103. If any resistance is less than 10 k/ohms,
repair short circuit. Connect all components. Disconnect breakout box
and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to
next step.
4) OSS Sensor Functional Test - Ensure OSS sensor harness
connector is disconnected. Connect transmission tester to OSS sensor
component connector. Connect voltmeter leads to appropriate tester OSS
sensor jacks. Set voltmeter to 20 volt A/C scale. Perform drive cycle
test. See TRANSMISSION DRIVE CYCLE TEST. If voltage increases with
vehicle speed, replace PCM. Connect all components. Erase all trouble
codes. See CLEARING CODES. Repeat QUICK TEST. If voltage does not
increase with speed, go to next step.
5) Check Resistance Of OSS Sensor - Connect ohmmeter leads to
appropriate transmission tester OSS sensor jacks. If resistance is
450-750 ohms, go to next step. If resistance is not within
specification, replace OSS sensor. Connect all components. Erase all
trouble codes. See CLEARING CODES. Perform drive cycle test. See
TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST.
6) Check OSS Sensor For Short To Ground - Check for
continuity between transmission tester OSS sensor jacks and BAT (-)
jack. If continuity does not exist, go to next step. If continuity
exists, replace OSS sensor. Connect all components. Erase all trouble
codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION
DRIVE CYCLE TEST. Repeat QUICK TEST.
7) Check OSS Sensor Magnetism - Remove OSS sensor from
transmission. See FORD 4R70W overhaul article. Determine if OSS sensor
magnetically attracted to ferrous metal. If OSS sensor sticks to metal
surface, go to next step. If OSS sensor does not stick to metal
surface, replace OSS sensor. Connect all components. Erase all trouble
codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION
DRIVE CYCLE TEST. Repeat QUICK TEST.
8) Check Output Shaft Ring Gear - With OSS removed, inspect
condition of ring gear. Rotate driveshaft and ensure all 6 holes or
indentations of ring gear are not damaged. Replace ring gear if
damaged. See FORD 4R70W overhaul article. If ring gear is not damaged,
replace OSS. Connect all components. Erase all trouble codes. See
CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE
TEST. Repeat QUICK TEST.
TEST H: SOLENOID MECHANICAL FAILURE
1) Electronic Diagnostics - If DTC P1714, P1715 or P1740 is

set and no other DTCs are set for TFT sensor or shift solenoids,
replace appropriate solenoid. Go to next step. If any other DTCs are
set, repair them first. Erase all trouble codes. See CLEARING CODES.
Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat
QUICK TEST.
2) Transmission Drive Cycle Test - Perform TRANSMISSION DRIVE
CYCLE TEST. Perform QUICK TEST. If vehicle upshifts and downshifts
okay, go to next step. If vehicle does not upshift or downshift okay,
diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul
article.
AUTO TRANS DIAGNOSIS - 4R70W CONTROL
3) Recheck DTCs - Check DTCs retrieved during QUICK TEST. If
DTC P1714, P1715 or P1740 has been reset, replace PCM. Repeat QUICK
TEST. If DTCs are not reset, diagnose by symptom. See TROUBLE SHOOTING
in FORD 4R70W overhaul article.
PINPOINT TESTS: 1998 MODELS
following Ford Motor Co. test equipment:
* New Generation Star (NGS) Tester (007-00500)

* 104-Pin Breakout Box (014-00950)
appropriate overlays. All references to "test pins", "test
terminals" or "jacks" refer to test equipment.
When aftermarket test equipment is used, always follow test
equipment manufacturers procedures.
NOTE: On 1998 vehicles a new molded leadframe internal wiring

harness is used. This new design eliminates the possibility
of internal pinched wiring. See Fig. 9.
Fig. 9: Identifying Transmission Internal Wiring Harness Terminals &

Components (1998 Models)
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 36)1998 Ford Econoline E250For 1
HOW TO USE CIRCUIT TESTS & PINPOINT TESTS
1) DO NOT perform any PINPOINT TEST unless specifically
instructed by a QUICK TEST procedure. Follow each test step in order
until fault is found. DO NOT replace any part unless directed to do
so. When more than one code is retrieved, start with first code
displayed.
specified in PINPOINT TESTS.
than 10 k/ohms to ground, unless stated otherwise in PINPOINT TESTS.
TEST A: SHIFT SOLENOID & TCC SOLENOID ELECTRICAL CIRCUIT

connector is in acceptable condition. Repair as necessary. Install NGS
scan tool. Turn ignition on. Follow on screen commands and select
OUTPUT STATE CONTROL (OSC) MODE. If vehicle enters OSC mode, go to
next step. If vehicle does not enter OSC mode, see appropriate G -
TESTS W/CODES article in ENGINE PERFORMANCE section.
2) Wiggle Test - Select Parameter Identification Access (PID)
modes to monitor (SS1, SS2 and TCC). Using scan tool, turn appropriate
solenoid on then press SEND. While monitoring scan tool, wiggle all
wiring and connectors. Turn off appropriate solenoid and press SEND.
If solenoid output state changes during wiggle test, repair open or
short in wiring harness or connector. If solenoid output state does
not change during wiggle test, go to next step.
3) Check Solenoid Operation - Using scan tool, cycle each
solenoid on and off. If all solenoids can be heard activating, go to
next step. If some or all solenoids can not be heard activating, go to
step 5).
4) OSC Trans-Drive Mode - Perform OSC trans-drive mode test
for GR _ CM and TCC. See OUTPUT STATE CONTROL (OSC) MODE. If
transmission does not shift when commanded, go to next step. If
transmission shifts when commanded, erase all trouble codes. See
CLEARING CODES. Road test vehicle and verify no shifting problems
exist. If shifting problems still exist, diagnose by symptom. See
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article T
5) Check Supply Voltage - Drain transmission fluid and remove
pan. Inspect internal transmission wiring harness and connectors for
damage. Repair if necessary. Turn ignition on. Using DVOM, measure
voltage between internal transmission wiring harness terminal No. 4
and ground. See Fig. 10. If battery voltage exists, go to next step.
If battery voltage does not exist, check and repair open or short in
wiring harness, connector or solenoid.
6) Check Electrical Signal - Connect DVOM between internal
transmission wiring harness terminal No. 4 and terminals No. 7 and 8
for SS1 and SS2. See Fig. 11. Connect DVOM between internal
transmission wiring harness terminal No. 4 and No. 3 for TCC solenoid.
See Fig. 12. Monitor DVOM while cycling each solenoid (SS1, SS2 and
TCC) on and off. If voltage and state changes for each solenoid, go to
next step. If voltage and state does not change for each solenoid,
check and repair open or short circuit in wiring harness, connectors
(PCM and transmission) and solenoids.
7) Check Solenoid Resistance - Disconnect appropriate
solenoid connector. Using DVOM, measure resistance between solenoid
terminals. Shift solenoid (SS1 and SS2) resistance should be 20-30
ohms. TCC solenoid resistance should be 10-16 ohms. If resistance is
as specified, go to next step. If resistance is not as specified,
replace appropriate solenoid.
8) Check Solenoid For Short To Ground - Using DVOM, measure
continuity between both terminals of appropriate solenoid and ground.
If continuity exists, replace solenoid. If continuity does not exist,
article.
Fig. 10: Measuring Voltage To Shift Solenoids


Fig. 11: Measuring Voltage Across Shift Solenoids
Fig. 12: Measuring Voltage Across TCC Solenoid

TEST B: TFT SENSOR CIRCUIT
1) Electronic Diagnostics - Ensure transmission wiring

harness connector is fully seated. Install NGS scan tool. Follow on
screen instructions and select PID/DATA MONITOR and RECORD. Select
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Copyright © 19
PIDs TFT and TFTV. If vehicle enters PID mode, go to next step. IfText (p. 39)1998 Ford Econoline E250For 1
vehicle will not enter PID mode, see appropriate G - TESTS W/CODES
2) Warm Up & Cool Down Cycle - While monitoring TFT PID, warm
vehicle if cold or let vehicle cool down. If TFT PID does not increase
with warm up and decreases during cool down, go to next step. If TFT
PID increases with warm up and decreases with cool down, erase all
trouble codes. See CLEARING CODES. Repeat QUICK TEST. Diagnose trouble
by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article.
3) Check Electrical Signal - Drain transmission fluid and
remove pan. Ensure internal wiring harness is not damaged. Repair as
necessary. Using DVOM, measure voltage between internal wiring harness
terminal No. 2 and ground. See Fig. 13. If at least 5 volts exist, go
to next step. If voltage does not exist, check for open or short in
internal transmission wiring harness.
4) Check TFT Sensor Resistance - Disconnect transmission
wiring harness connector. Using DVOM, measure resistance between TFT
sensor internal wiring harness terminals. See Fig. 14. See TFT SENSOR
TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is not as
specified, replace internal wiring harness and TFT sensor as an
assembly. If resistance is as specified, diagnose by symptom. See
Fig. 13: Measuring Voltage To TFT Sensor

Fig. 14: Measuring TFT Sensor Resistance

TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE

Temperature F ( C) Resistance K/Ohms
32-58 (0-20) ................................................ 37-100

59-104 (21-40) ............................................... 16-37
105-158 (41-70) ............................................... 5-16
159-194 (71-90) .............................................. 2.7-5
195-230 (91-110) ........................................... 1.5-2.7
231-266 (111-130) ........................................... .8-1.5
1) Check TR Sensor Alignment - With ignition off and

transmission in Park, ensure TR sensor wiring harness connector is
fully seated. Engage parking brake. Turn ignition on. Place
transmission in "OD" position. Ensure shift linkage is adjusted
properly. See ADJUSTMENTS in appropriate AUTOMATIC TRANSMISSION
SERVICING article. If TR sensor is adjusted properly, go to next step.
If TR sensor is not adjusted properly, adjust TR sensor. Erase all
trouble codes. See CLEARING CODES. Repeat QUICK TEST.
2) Check Wiring Harness Connector - Turn ignition off.
Disconnect TR sensor connector. Inspect connector for damage, pushed
out pins, loose wires or corrosion. Repair as necessary. If connector
was okay, go to next step. If connector was repaired, erase all
trouble codes. See CLEARING CODES. Repeat QUICK TEST. If diagnosing a
starting or backup light problem, go to step 8).
3) Check Electrical System Operation - With ignition off,
install NGS scan tool. Connect TR sensor connector. Turn ignition on.
Follow on screen instructions and select PIDs TR and TR _ D. While
monitoring scan tool, wiggle TR sensor harness connector and tap
lightly on TR sensor case. Repeat for each gear position and compare
values with specifications. See TR SENSOR PID OUTPUT SPECIFICATIONS
TABLE. If TR sensor PIDs are not as specified or change during wiggle
and tap test, go to next step. If TR sensor PID specifications are
okay, TR sensor system is okay. Diagnose by symptom. See TROUBLE
SHOOTING in FORD 4R70W overhaul article.
TR SENSOR PID OUTPUT SPECIFICATIONS TABLE
Selector Position TR PID TR _ D PID
"P" ........................... P/N ......................... 0000

"R" ........................... REV ......................... 1100
"N" .......................... NTRL ......................... 0110
"D" ........................... OD .......................... 1111
"2" .......................... MAN2 ......................... 1001
"1" .......................... MAN1 ......................... 0011
4) Check TR Sensor Circuit - Disconnect TR sensor connector.

Install TR Sensor "E" Cable (007-00111) and transmission tester to TR
sensor. See Fig. 15. Install TR sensor overlay onto transmission
AUTO TRANS DIA
tester. Perform TR sensor test as instructed on overlay. TR sensor "E"
cable status lights should correspond with gear position. If status
lights operate as specified, TR sensor is okay. Go to next step. If
status lights do not operate as specified, replace and adjust TR
sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK
TEST.
5) Check For Open To PCM - Turn ignition off. Disconnect PCM
connector. Disconnect TR sensor connector. Install breakout box to PCM
connector, leaving PCM disconnected. Measure resistance between
specified terminals. See PCM HARNESS RESISTANCE SPECIFICATIONS TABLE.
See Fig. 16. If resistance is as specified, go to next step. If
resistance is not as specified, repair open circuit. Erase all trouble
codes. See CLEARING CODES. Repeat QUICK TEST.
Fig. 15: Identifying TR Sensor "E" Cable & Transmission Tester

Digital TR Sensor Overlay
Fig. 16: Identifying TR Sensor Connector Terminals
PCM HARNESS RESISTANCE SPECIFICATIONS TABLE 1 (CHECKING FOR OPEN)
Measure Between Breakout Box & Resistance

TR Sensor Harness Connector (1) Ohms
3 & 4 .................................................. Less Than 5

49 & 5 ................................................. Less Than 5
50 & 6 ................................................. Less Than 5
64 & 3 ................................................. Less Than 5
91 & 2 ................................................. Less Than 5
(1) - Measuring for open circuit.
PCM HARNESS RESISTANCE SPECIFICATIONS TABLE 2 (CHECKING FOR SHORT)
Measure Between Breakout Box Terminals (1) Resistance: Ohms
3 & (2) ........................................... More Than 10,000

49 & (2) .......................................... More Than 10,000
50 & (2) .......................................... More Than 10,000
64 & (2) .......................................... More Than 10,000
(1) - Measuring for short circuit.

(2) - Measure between specified terminal and breakout box terminals
No. 51, 71, 76, 77, 91, 97, 103 and ground.
6) Check For Short To PCM - Using DVOM, measure resistance

between specified terminals. See PCM HARNESS RESISTANCE SPECIFICATIONS
TABLE. If resistance is as specified, go to next step. If resistance
is not as specified, repair short circuit. Erase all trouble codes.
7) Check For Short Between TR Sensor Wires - Using DVOM,
measure resistance between breakout box terminals No. 34, 49, 50 and
64. If resistance
AUTO TRANSisDIAGNOSIS
more than 10-k/ohms
4R70W between
CONTROLSeach circuit, replace
Article Text (p. 43)1998 Ford Econoline E250For 1 Copyright © 19
PCM. Repeat QUICK TEST. If resistance is 10 k/ohms or less between any
circuit, erase all trouble codes. See CLEARING CODES. Repeat QUICK
TEST.
8) Check TR Sensor Internal Circuits - Install transmission
tester and TR sensor "E" cable to TR sensor. Install TR sensor overlay
on transmission tester. Perform SWITCH test as instructed on TR sensor
overlay. If status light illuminates Red, TR sensor is okay. Diagnose
starting system. See appropriate F - BASIC TESTING article in
ENGINE PERFORMANCE section. If status light does not illuminate Red,
replace and adjust TR sensor. Erase all trouble codes. See CLEARING
CODES. Repeat QUICK TEST.
1) Electronic Diagnostics - Turn ignition off. Ensure

transmission harness connector is in acceptable condition. Repair as
necessary. Install NGS scan tool. Turn ignition on. Follow on screen
and select TRANS-BENCH mode in OUTPUT STATE CONTROL (OSC) mode. If
vehicle enters TRANS-BENCH mode, go to next step. If vehicle will not
enter TRANS-BENCH mode, see appropriate G - TESTS W/CODES article in
2) Check Solenoid Operation - Install a 300 psi pressure
gauge to EPC pressure port. See FORD 4R70W overhaul article. Start
engine. While monitoring pressure gauge, enter a value between 0-90 in
increments of 15 then press SEND. Select a different value between 0-
90 and observe pressure gauge. EPC pressure should match value entered
in psi (example: value 30 entered, gauge should read 30 psi). If EPC
pressure is not as specified, go to next step. If EPC pressure is as
specified, erase all trouble codes. See CLEARING CODES. Repeat QUICK
TEST.
3) Check VPWR Signal Circuit - Turn ignition off. Drain
transmission fluid and remove pan. Inspect internal wiring harness for
damage. Repair as necessary. Turn ignition on. Using DVOM, measure
voltage between internal wiring harness terminal No. 4 and ground. See
Fig. 17. If battery voltage exists, go to next step. If battery
voltage does not exist, repair open or short in circuit. Erase all
4) Check Electrical Signal - Using DVOM, measure voltage
between internal wiring harness terminals No. 4 and No. 6. See Fig. 18
. Using NGS scan tool, turn solenoids on and off. Ensure solenoids
activate. While monitoring DVOM, select a value between 0-90 in
increments of 15 and press SEND. Select a different value between 0-90
and press SEND. Enter "XXX" then press SEND to turn any activated
solenoids off. If voltage and solenoid state changes, go to next step.
If voltage or solenoid state does not change, check for open or short
in wiring harness between PCM and EPC solenoid.
AUTO TRANS DIAGNOSIS - 4R70W CONTR

Fig. 17: Measuring Voltage To EPC Solenoid
Fig. 18: Measuring Voltage Across EPC Solenoid

5) Check Solenoid Resistance - Disconnect transmission

harness connector. Using DVOM, measure resistance between EPC solenoid
terminals. Resistance should be 2.48-5.66 ohms. If resistance is as
specified, go to next step. If resistance is not as specified, replace
EPC solenoid. Erase all trouble codes. See CLEARING CODES. Repeat
QUICK TEST. Copyright © 19
AUTO 6) TRANS
Check ForDIAGNOSIS - 4R70W
Short To Ground - UsingCONTROLS
DVOM, measure Article Text (p. 45)1998 Ford Econoline E250For 1
continuity
between each EPC solenoid terminal and ground. If continuity exists,
replace EPC solenoid. If continuity does not exist, EPC solenoid
circuit is okay. Diagnose by symptom. See TROUBLE SHOOTING in FORD
4R70W overhaul article.
TEST F: OUTPUT SHAFT SPEED (OSS) SENSOR

1) Electronic Diagnostics - Ensure transmission wiring
harness connector is fully seated. Install NGS scan tool. Turn
ignition on. Follow on-screen instructions to PID/DATA MONITOR and
RECORD. Select OSS sensor PID. If vehicle enters PID mode, go to next
step. If vehicle does not enter PID mode, diagnose communication
problem. See appropriate G - TESTS W/CODES article in ENGINE
2) Drive Cycle Test - While monitoring OSS sensor PID, drive
vehicle so transmission shifts up and down through all gears. If OSS
sensor PID increases and decreases with engine RPM and does not
operate erratically, erase all trouble codes. See CLEARING CODES.
Repeat QUICK TEST. If OSS sensor PID signal is erratic only, check
wiring and connectors for poor connection. If OSS sensor PID does not
increase or decrease with engine RPM and operates erratically, inspect
wiring harness and connectors for short or open circuit. If OSS sensor
PID signal is steady but does not increase or decrease with engine
RPM, go to next step.
3) Check OSS Sensor Resistance - Disconnect OSS sensor
connector. Using DVOM, measure resistance between OSS sensor
terminals. Resistance should be 450-750 ohms. If resistance is not as
specified, replace OSS sensor. If resistance is as specified, diagnose
by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article.
1) Electronic Diagnostics - If DTC P1714, P1715 or P1740 is

set and no other DTCs are set for TFT sensor or shift solenoids,
replace appropriate solenoid. Go to next step. If any other DTCs are
set, repair them first. Erase all trouble codes. See CLEARING CODES.
Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat
QUICK TEST.
2) Transmission Drive Cycle Test - Perform TRANSMISSION DRIVE
CYCLE TEST. Perform QUICK TEST. If vehicle upshifts and downshifts
okay, go to next step. If vehicle does not upshift or downshift okay,
article.
3) Recheck DTCs - Check DTCs retrieved during QUICK TEST. If
DTC P1714, P1715 or P1740 has been reset, replace PCM. Repeat QUICK
TEST. If DTCs are not reset, diagnose by symptom. See TROUBLE SHOOTING
in FORD 4R70W overhaul article.
TEST TB: TRANSMISSION CONTROL SWITCH (TCS), TRANSMISSION

CONTROL INDICATOR LAMP (TCIL)
NOTE: Start at Step 6) for testing TCIL circuit.
1) Check TCS Operation - Turn ignition off. Connect scan tool

to Data Link Connector (DLC). Start engine and allow to idle. Using
scan tool, access TCS PID. Cycle TCS switch, then hold depressed. If
TCS PID is on, go to next step. If TCS PID is off, repeat KOER self-
test to cycle TCS.
2) Check TCS Circuit Voltage - Turn ignition off. Disconnect
PCM 104-pin connector. Inspect pins for damage. Install breakout box,
leaving PCM disconnected. Turn ignition on. While cycling TCS, measure
voltage between breakout box terminal No. 29 (TCS) and terminals No.
24 and 77 (PWR GND). If voltmeter reading does not cycle when TCS is
cycled, go to next step. If voltmeter reading cycles when TCS is
cycled, replace PCM and repeat QUICK TEST.
3) Check Circuit For Short To Ground - Turn ignition off.
Disconnect TCS. Inspect pins for damage and repair if necessary.
Measure resistance between breakout box terminal No. 29 (TCS) and
terminals No. 24 and 77 (PWR GND). If resistance is 10,000 ohms or
more, go to next step. If resistance is less than 10,000 ohms, repair
short circuit and repeat QUICK TEST.
4) Check Continuity Of TCS Circuits - Leave ignition off.
Connect ohmmeter positive lead to TCS key power at the fuse panel. See
WIRING DIAGRAMS. Connect negative lead to power terminal of TCS wiring
harness connector. Note resistance measurement. Measure resistance of
Tan/White wire between breakout box terminal No. 29 (TCS) and TCS
connector. If both resistance measurements are less than 5 ohms, go to
next step. If either resistance measurement is 5 ohms or more, repair
open circuit and repeat QUICK TEST.
5) Check Circuit For Short To Power - Leave ignition off.
Measure resistance between breakout box terminal No. 29 (TCS) and
terminals No. 71 and 97 (VPWR). If resistance is 10,000 ohms or more,
replace TCS switch and repeat QUICK TEST. If resistance is less than
10,000 ohms, repair short circuit and repeat QUICK TEST.
6) Check TCIL Operation - Turn ignition off. With scan tool
connected to DLC, access TCIL PID. Cycle TCS switch. If TCIL PID
changes from ON to OFF, fault is intermittent. See FORD MOTOR CO.
INTERMITTENT TESTING article. If TCIL PID does not change as
specified, go to next step.
7) Check For Short to Ground In TCIL Circuit - Turn ignition
off. Disconnect PCM 104-pin connector. Inspect pins for damage. Repair
as necessary. Turn ignition on. If TCIL goes off, replace PCM. If TCIL
remains on, repair TCIL circuit short to ground.
8) Check For DTC P1780 - Perform KOER self-test. If DTC P1780
is not present, go to next step. If DTC P1780 is present, go to step
1).
9) Check TCIL Circuit Voltage - Turn ignition on. Measure
voltage between TCIL terminal and terminals No. 24 and 76 (PWR GND) at
breakout box. If voltage is 2 volts or more, replace PCM. If voltage
is less than 2 volts, check indicator bulb and fuse. If bulb and fuse
are okay, repair open circuit between terminal No. 79 and ignition
switch.
TEST TG: 4WD LOW RANGE SWITCH
1) Check 4WD Low Position - DTC P1729 indicates 4WD switch

open or short circuit. DTC P1781 indicates 4WD Low switch position
closed during QUICK TEST. If switch position was not in 2WD or 4WD
High during KOEO QUICK TEST, select 2WD or 4WD High and repeat QUICK
TEST. If switch position
AUTOwas as specified,
TRANS go to next
DIAGNOSIS step. CONTROLS Article Text (p. 47)1998 Ford Econoline E250
- 4R70W
2) Check Intermittent Circuit Failure - Turn ignition off.
Connect scan tool to DLC. Using scan tool, access 4WD Low PID. Turn
ignition on. Cycle switch to 2WD. Shake and bend sections of wiring
harness between generic electronic module and transfer case wiring
harness connector. Shake and bend sections of wiring harness between
generic electronic module and PCM. Tap wiring harness connector to
simulate road shock. If scan tool voltage fluctuates, isolate fault
and repair as necessary. If scan tool voltage does not fluctuate, go
to next step.
3) Check Signal From PCM - Turn ignition off. Disconnect PCM
104-pin connector. Inspect pins for damage and repair if necessary.
Install breakout box, leaving PCM disconnected. Turn ignition on.
While cycling switch, measure voltage between breakout box terminal
No. 14 and No. 24 (PWR GND). If voltage cycles, replace PCM and repeat
QUICK TEST. If voltage does not cycle, go to next step.
4) Check Circuit Continuity - Turn ignition off. Disconnect
electronic shift control module. Inspect pins for damage and repair if
necessary. Measure resistance between breakout box terminal No. 14 and
4WD Low switch wiring harness connector terminal No. 2. See Fig. 19 or
20. If resistance is 5 ohms or less, go to next step. If resistance is
more than 5 ohms, repair open circuit and repeat QUICK TEST.
5) Check For Short To Power Or Ground - Leave ignition off.
Reconnect electronic shift control module. Measure resistance between
breakout box terminal No. 14 and No. 24. Measure resistance between
breakout box terminal No. 14 and No. 71. If any resistance measurement
is more than 10,000 ohms, repair transfer case mechanical fault. See
appropriate TRANSFER CASES article. If any resistance measurement
is 10,000 ohms or less, repair short circuit and repeat QUICK TEST.
Fig. 19: Identifying Electronic Shift Control Module Test Circuit

(Electronic Shift)
Fig. 20: Identifying 4WD Low Switch Test Circuit & Connector
Terminals (Mechanical Shift)
WIRING DIAGRAMS
Fig. 21: 1997 Cougar & Thunderbird (4R70W) Transmission Wiring

Diagram
AUTO TRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 49)1998 Ford Econoline E250For 1 Copyright © 19
Fig. 22: 1997 Crown Victoria & Grand Marquis (4R70W) Transmission
Wiring Diagram
Fig. 23: 1998 Crown Victoria & Grand Marquis (4R70W) Transmission
Wiring Diagram
Fig. 24: 1997-98 "E" Series 4.2L & 4.6L (4R70W) Transmission Wiring
Diagram
Fig. 25: 1997-98 Expedition 4.6L (4R70W) Transmission Wiring Diagram
Fig. 26: 1997 Explorer & Mountaineer 5.0L (4R70W) Transmission Wiring
AUTO
DiagramTRANS DIAGNOSIS - 4R70W CONTROLS Article Text (p. 54)1998 Ford Econoline E250For 1 Copyright © 19
Fig. 27: 1998 Explorer & Mountaineer 5.0L (4R70W) Transmission Wiring
Diagram
Fig. 28: 1997 Mark VIII (4R70W) Transmission Wiring Diagram
Fig. 29: 1998 Mark VIII (4R70W) Transmission Wiring Diagram
Fig. 30: 1997 Mustang 3.8L & 4.6L (4R70W) Transmission Wiring Diagram
Fig. 31: 1998 Mustang 3.8L & 4.6L (4R70W) Transmission Wiring Diagram
Fig. 32: 1997 Pickup (F150 & F250 Light Duty) 4.2L & 4.6L (4R70W)
AUTO TRANS
Transmission DIAGNOSIS
Wiring Diagram - 4R70W CONTROLS Article Text (p. 60)1998 Ford Econoline E250For 1 Copyright © 19
Fig. 33: 1998 Pickup (F150 & F250 Light Duty) 4.2L & 4.6L (4R70W)
Transmission Wiring Diagram
Fig. 34: 1997 Town Car (4R70W) Transmission Wiring Diagram
Fig. 35: 1998 Town Car (4R70W) Transmission Wiring Diagram
END OF ARTICLE
AUTO TRANS DIAGNOSIS - E4OD CONTROLS
Article Text
For 1
ARTICLE BEGINNING

E4OD Electronic Controls
Ford: "E" Series, Expedition, "F" Series

Lincoln: Navigator
NOTE: For E4OD transmission mechanical testing and repair, see

AUTO TRANS OVERHAUL - E4OD article.
EEC SYSTEM IDENTIFICATION TABLE
Application System
E/F Series (Diesel) .......................................... EEC-V

"E" Series (Gasoline) ........................................ EEC-V
Expedition/Navigator ......................................... EEC-V
"F" Series Light Duty (Gasoline) ............................. EEC-V
"F" Series Heavy & Super Duty (Gasoline)
California Models (Excluding Super Duty) .................... EEC-V
Federal & Super Duty Models ................................ EEC-IV
INTRODUCTION

verifying the customer's complaint with a test drive under the
conditions the problem reportedly occurred. Before entering self-
diagnostics, perform a careful and complete visual inspection. Most
transmission control problems result from mechanical breakdowns or
poor electrical connections. 1997-98 models use Electronic Engine
Control systems designated EEC-IV (OBD-I) or EEC-V (OBD-II). See
EEC SYSTEM IDENTIFICATION TABLE. For additional information on the EEC
system, refer to appropriate G - TESTS W/CODES article in ENGINE
NOTE: Perform all voltage tests with a Digital Volt-Ohmmeter

(DVOM) with a minimum 10-megohm input impedance, unless
stated otherwise in test procedure.
Input signals from sensors are sent to the Powertrain Control

Module (PCM). The PCM can determine when the time and conditions are
right for a shift or converter clutch application. The PCM can also
determine line pressure needed to optimize shift feel.
The PCM controls transmission operation through 5 electronic
solenoids consisting of 4 On/Off solenoids for shifting and torque
converter clutch control and one variable force solenoid for line
pressure control. All components are part of the transmission solenoid
body and are not serviceable individually. The PCM has built-in self-
diagnostic capability, fail-safe code and warning code display for the
main input sensors and solenoid valves.
NOTE: In addition to transmission trouble codes, engine related

trouble codes may be output during QUICK TEST procedure.
These codes pertain to engine performance and must be
repaired first, as engine performance will greatly affect
transmission operation. For information and testing
procedures of engine related fault codes and components, see
appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE
section.
INPUT SENSORS
Air Conditioning Clutch (ACC)

On factory installed A/C system, PCM receives signal voltage
from ACC switch indicating that the air conditioning compressor clutch
is engaged. The PCM uses the ACC switch signal to adjust line pressure
to compensate for additional engine load. If the ACC switch fails with
closed contacts, line pressure will be slightly low with air
conditioning off. If the ACC switch fails with open contacts, line
pressure will be slightly high with air conditioning on.
Brake On/Off (BOO) Switch

The PCM receives a signal from the BOO switch when the brake
switch is operated. Torque converter clutch is disengaged when brakes
are applied. Malfunctioning switch will affect torque converter
operation. BOO switch may also be known as the Brake Pedal Position
(BPP) Switch.
4WD Low Switch

Low range switch is located on transfer case cover. Switch
modifies shift schedule for 4WD transfer case gear ratio. Early shifts
will occur if switch fails in ON position. Delayed shifts will occur
if switch fails in OFF position.

The MAF signal is used for Electronic Pressure Control (EPC),
shift and TCC scheduling. Sensor malfunction will affect shift and TCC
scheduling.
Profile Ignition Pickup (PIP) Signal

The PIP located in distributor, sends engine RPM and
crankshaft position to PCM. Signal received by the PCM affects torque
converter clutch operation.
Programmable Speedometer/Odometer Module (PSOM)

The PSOM receives input from rear brake anti-lock sensor,
which is mounted on rear axle differential housing. Vehicle speed
(mph) signal is output to PCM. PSOM failure may cause harsh
engagements, firm shift feel and abnormal shift schedule. Unexpected
downshifts may occur at closed throttle and abnormal TCC operation or
engages at WOT. Transmission Control Indicator Light (TCIL) may flash.

The TP sensor is a potentiometer mounted to the engine
throttle body on gasoline engines and fuel injection pump on diesel
engines. The PCM receives a signal from the TP sensor relaying
throttle plate position. TP sensor failure will cause PCM to operate
in fail safe mode and raise line pressure to prevent transmission
damage. This condition will result in harsh engagements, firm shift
feel, abnormal shift schedule and TCC not engaging or cycling. On
vehicles equipped with diesel engines, an Accelerator Pedal (AP)
sensor is used in the same manner as a TP sensor on vehicles equipped
with gasoline engines. The AP sensor is located on the accelerator
pedal.

Switch is mounted on shift lever handle. On/Off operation is
displayed by Transmission Control Indicator Light (TCIL). Switch
controls operation of 4th gear. Malfunction of switch will cause lack
of 4th gear disable function.
Transmission Range (TR) Sensor

The PCM monitors a series of step down resistors in the TR
sensor that act as a voltage divider. The voltage signal corresponds
with position of the transmission range selector lever. The TR sensor
also contains the neutral/start and backup circuits. Malfunction of
the TR sensor may cause harsh engagements and firm shift feel.
Improper shifting or shift selection and no engine cranking may also
result.

The TFT sensor is located on the solenoid body assembly. The
PCM monitors voltage across the TFT thermistor to determine
transmission temperature. Depending on temperature, the PCM controls
line pressure, shift scheduling and TCC operation. Malfunction of
sensor will cause incorrect line pressure and possible lack of TCC
operation.

The VSS is a magnetic pickup that sends vehicle speed signal
to the PCM. Malfunction of sensor may cause harsh engagements of
shifts. Lack of 4th gear, TCC lock-up, or engine braking in 2nd or 3rd
gear may also be present. Transmission Control Indicator Light (TCIL)
may flash.
OUTPUT DEVICES
Electronic Pressure Control (EPC) Solenoid

The EPC receives signal from the PCM to control line pressure
and line modulator pressure. If EPC fails in ON position, transmission
is operated in fail-safe mode. Line pressure is approximately 120 psi. AUTO TRANS DIAGNOSIS - E4OD CONTROLS
Harsh engagements and shifts will result. If EPC fails in OFF
position, line pressure is approximately 90 psi. Harsh engagements and
shifts will result.
Shift Solenoid Assemblies

1) Three ON/OFF solenoids are used for electronic shift
scheduling. Solenoids used are Shift Solenoid No. 1 (SS1), Shift
Solenoid No. 2 (SS2) and Coast Clutch Solenoid (CCS). Solenoids
control pressure to 3 shift valves and forward clutch control valve,
located in valve body. See SHIFT SOLENOID OPERATION TABLE.
SHIFT SOLENOID OPERATION TABLE
Gear Position SS1 SS2 CCS
Park ..................... On ......... Off ................ Off

Reverse .................. On ......... Off ................ Off
Neutral .................. On ......... Off ................ Off
"D" (O/D ON)
1st Gear ................ On ......... Off ................ (1)
2nd Gear ................ On .......... On ................ (1)
3rd Gear ............... Off .......... On ................ (1)
4th Gear ............... Off ......... Off ................ (1)
"D" (O/D OFF)
1st Gear ................ On ......... Off ................. On
2nd Gear ................ On .......... On ................. On
3rd Gear ............... Off .......... On ................. On
Manual 2 ................ (1) ......... (1) ................. On
Manual 1 (2) ............ Off ......... Off ................. On
Manual 1 ................. On ......... Off ................. On
(1) - PCM controlled

(2) - Transmission is in 2nd gear until vehicle speed drops
belowcalibrated speed.
2) When shift solenoid is always off, failure could be due to

Fig. 1.
3) When shift solenoid is always on, failure could be due to
Fig. 3 .
Torque Converter Clutch (TCC) Solenoid

The TCC receives signal from the PCM. The TCC solenoid
controls application, modulation and release of torque converter
clutch. If solenoid fails in ON position, vehicle engine will run
rough (shudder) and stall in Drive at idle, low speeds with brake
applied, or in manual 2nd gear. If solenoid fails in OFF position,
torque converter clutch will not engage. Transmission Control AUTO TRANS DIAGNOSIS - E4OD CONTROLS
Indicator Light (TCIL) may flash.

AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article

VISUAL INSPECTION

and are not pinched or cut. Check for non-factory installed equipment
wired into transaxle or PCM harness. Inspect air induction system for
possible vacuum leaks. Check PCM, sensors and actuators for physical
damage. Check engine coolant level. Check transmission fluid level and
condition.
NOTE: In addition to transmission trouble codes, engine-related

trouble codes may be output during QUICK TEST procedure.
These codes pertain to engine performance and must be
repaired first as engine performance will greatly affect
procedures of engine-related fault codes and components, see
section.
SELF-DIAGNOSTIC SYSTEM - EEC-IV (FEDERAL & SUPER DUTY MODELS)

AUTO
clear all TRANS DIAGNOSIS
codes. See CLEARING -CODES.
E4OD CONTROLS Article Text
Perform TRANSMISSION (p. 6)CYCLE
DRIVE 1998 Ford Econoline E250For 1 Copyright © 1998
go to step 4).
problem, check for intermittent code. Check transmission circuit
SHOOTING in FORD E4OD overhaul article. Perform any recommended
DIAGNOSTIC FORMATS
QUICK TEST and PINPOINT TESTS are diagnostic formats used to

test and service EEC-IV system. QUICK TEST allows technician to
identify problems and retrieve service codes. PINPOINT TESTS check
transmission circuits, sensors and actuators.
Before starting any circuit test, follow all steps under
QUICK TEST to find correct pinpoint test. If vehicle passes QUICK TEST
and no driveability symptoms or intermittent faults exist, EEC-IV
system is okay.
During QUICK TEST, 3 types of DTCs are retrieved: Key On

Engine Off (KOEO), Key On Engine Running (KOER) and Continuous Memory
Codes. See QUICK TEST for self-test procedures. Codes may be cleared
from PCM memory after they have been recorded or repaired. See
CLEARING CODES.
KOEO & KOER Codes (Hard Faults)

hard fault may cause CHECK ENGINE light or Malfunction Indicator Light
(MIL) to glow and remain on until fault is repaired. If KOEO or KOER
codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use EEC-
IV CODE REFERENCE CHARTS to find correct testing and repair
procedures.
Continuous Memory Codes (Soft Faults)

These codes indicate a fault that may or may not be present
at time of testing. These codes are used to diagnose intermittent
problems. Continuous Memory Codes are retrieved during KOEO SELF-TEST.
Some codes may turn on MIL or CHECK ENGINE light. Corresponding soft
trouble code will be retained in PCM memory. If fault does not reoccur
within 40 warm-up cycles (80 cycles on some models), PCM will
automatically clear code. Technician may clear service codes from
memory. See CLEARING CODES. Intermittent faults may be caused by a
sensor, connector or wiring-related problems.
CAUTION: Continuous Memory Codes should be recorded when retrieved

during KOEO SELF-TEST. These codes may be used to identify
intermittent problems that exist after all KOEO and KOER
codes have been repaired and a Code 111 (pass code) has been
obtained. Failure to follow this procedure may result in
unnecessary testing. Some Continuous Memory Codes faults may
not be valid after KOEO and KOER codes are repaired.
RETRIEVING CODES
Service codes are retrieved from EEC-IV system through Data

Link Connector (DLC), located in left rear of engine compartment.
Various methods and test equipment may be used to access these codes:
* Analog Volt-Ohmmeter (VOM)

* In-Dash Malfunction Indicator Light (MIL) Or CHECK ENGINE
light
* STAR Series Scan Tool
READING CODES

PCM outputs codes one digit at a time. Record codes in order
received. These codes indicate current faults in system and should be
serviced in order of appearance. Use EEC-IV DTC IDENTIFICATION TABLE
to find correct CIRCUIT TEST or PINPOINT TEST.
If using analog VOM, pay careful attention to length of
pauses in order to read codes correctly. A 1/2-second pause occurs
between number of sweeps in a digit. A 2-second pause occurs between
digits in a code. A 4-second pause occurs between each code. KOEO
codes are separated from Continuous Memory codes by a 6-second delay,
a1/2-second sweep (separator) and another 6-second delay. See Fig. 5.
If using MIL/CHECK ENGINE light, service codes are displayed as
flashes.
Scan tool, if used, will count pulses and display them as a
digital code. STAR Series Tester will add a zero (0) to single-digit
Separator Code (10) and Dynamic Response Code (10). Dynamic Response
Code is displayed in KOER SELF-TEST. See Fig. 5.
Engine Identification (ID) Codes

Engine ID codes are issued at beginning of KOER SELF-TEST.
Codes are one-digit numbers represented by number of pulses displayed.
See Fig. 5. Engine ID code is equal to one-half the number of engine
cylinders. For example, 2 pulses would indicate that engine is a 4
cylinder. ID code is used to verify proper PCM is installed and that AUTO TRANS DIAGNOSIS - E4OD CON
SELF-TEST has been entered.
Separator Pulse
Single 1/2-second separator pulse is issued 6-9 seconds after
last KOEO code. Continuous Memory Codes (soft faults) are then
displayed 6-9 seconds after 1/2-second separator pulse. Some digital
test equipment may display separator code as "10" instead of "1".
Pass Codes
A Code 111 indicates no service codes were recorded in that
portion of test; system passes that portion of test. If Code 111 is
not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST
may not be valid. Code 111 (pass code) must be obtained in KOEO SELF-
TEST. A Code 111-1-111 output during KOEO SELF-TEST indicates no KOEO
code or Continuous Memory Code was recorded.

continuous self-test monitoring. Codes are displayed after separator
pulse code in KOEO SELF-TEST. Use these codes for diagnosis only when
KOEO SELF-TEST and KOER SELF-TEST result in Code 111 (pass code) and
all steps under QUICK TEST are successfully completed. A few codes are
exceptions which may be checked after KOEO codes have been repaired.
These codes indicate faults recorded within last 40 engine starts (80
engine starts on some models). Fault may or may not be currently
present. See EEC-IV DTC IDENTIFICATION TABLE.
Fast Codes
At start of KOEO SELF-TEST and after Wide Open Throttle (WOT)
request in KOER SELF-TEST, PCM outputs short bursts of information,
known as FAST CODES, which were used by manufacturer during assembly.
With most equipment, these code bursts are not visible; an entire code
sequence lasts less than 1/2 second.
Fig. 5: Reading Service Codes AUTO TRANS DIAGNOSIS - E4OD CONTROLS

EEC-IV DTC IDENTIFICATION
NOTE: In addition to transmission fault codes, engine-related

fault codes may be output during QUICK TEST procedure. These
fault codes pertain to engine performance and must be
procedures of engine-related fault codes and components, see
section.
EEC-IV DTC IDENTIFICATION TABLE
Fault Code (1) Pinpoint Test Code Definition
111 ........................... N/A .................... Pass Code

121 ........................... (2) ........ TPS Voltage High/Low
122 ........................... (2) .............. TPS Malfunction
123 ........................... (2) .............. TPS Malfunction
124 ........................... (2) .............. TPS Malfunction
125 ........................... (2) .............. TPS Malfunction
126 ........................... (2) ....... MAP Sensor Malfunction
157 ........................... (2) ....... MAF Sensor Malfunction
167 ........................... (2) .............. TPS Malfunction
211 ........................... (2) ....... CKP Sensor Malfunction
452 ........................... (2) ....... Insufficient VSS Input
536 ......................... (2) (3) ..... BOO Switch Malfunction
539 ....................... (2) (4) (5) ......... A/C Switch Error
617 ............................ A ............... 1-2 Shift Error
618 ............................ A ............... 2-3 Shift Error
619 ............................ A ............... 3-4 Shift Error
621 ............................ A .. SS1 Solenoid Circuit Failure
622 ............................ A .. SS2 Solenoid Circuit Failure
624 ............................ E .. EPC Solenoid Circuit Failure
625 ............................ E ..... Shorted PCM Output Driver
626 ............................ G ........... CCS Circuit Failure
628 ........................... (6) ........ Transmission Slippage
629 ............................ C .. TCC Solenoid Circuit Failure
631 ........................... TB .......... TCIL Circuit Failure
632 ........................... TB ............... TCS Malfunction
633 ........................... TG ........ 4WD Low Switch Failure
634 ............................ D ........ TR Sensor Out Of Range
636 ........................... (7) ............. TFT Out Of Range
637 ............................ B .. TFT Indicates -40 F (-40 C)
AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 10)1998 Ford Econoline
638 ............................ B .. TFT Indicates 315 F (157 C)
654 ............................ D ......... TR Sensor Not In Park
657 ............................ B ......... Transmission Overtemp
667 ............................ D ......... TR Sensor Voltage Low
668 ............................ D ........ TR Sensor Voltage High
691 ........................... TG ....... 4WD Low Circuit Failure

performance fault codes, see appropriate SELF-DIAGNOSTICS
(2) - See appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE
section.
(3) - KOER fault code.
(4) - KOEO fault code.
(5) - Continuous memory code.
(6) - See TROUBLESHOOTING in FORD E4OD overhaul article.
(7) - Sensor out of range. Warm vehicle to normal operating
temperature and retest.
CLEARING CODES
To clear codes from PCM memory, start KOEO SELF-TEST under

QUICK TEST. When service codes appear on test equipment or CHECK
ENGINE light, disconnect jumper wire from Self-Test Input (STI)
connector. If using STAR Series Tester, unlatch center button. This
procedure erases Continuous Memory Codes from PCM memory. If problem
CAUTION: DO NOT disconnect vehicle battery to clear codes. This will

erase stored operating information from Keep-Alive Memory
(KAM). To clear KAM, disconnect negative battery terminal
for at least 5 minutes.
WARNING: When battery is disconnected, vehicle computer and memory

See COMPUTER RELEARN PROCEDURES in APPLICATIONS &
IDENTIFICATION section before disconnecting battery.
QUICK TEST
Description
Following procedures are functional tests of EEC-IV system.
The following 4 basic test steps must be carefully followed in
sequence, otherwise misdiagnosis or replacement of non-faulty
components may result:
* VISUAL CHECK
* EQUIPMENT HOOKUP. AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Te
* KOEO (Key On Engine Off) Self-Test.
* KOER (Key On Engine Running) Self-Test.
Diagnostic Aids
repeat QUICK TEST to ensure all EEC-IV systems work properly and
service codes are no longer present.
Visual Check
Complete all steps in PRELIMINARY INSPECTION before
proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-IV
wiring harnesses are properly connected.
Equipment Hookup
Apply parking brake, and place shift lever in "P" position.
Block drive wheels. Turn off all electrical loads. Connect appropriate
test equipment to vehicle as follows:
Analog Volt-Ohmmeter (VOM)

1) Turn ignition switch to OFF position. Set VOM at 0-15V DC
range. Connect positive lead of VOM to positive battery terminal.
2) Connect negative VOM lead to Self-Test Output (STO)
terminal of self-test connector. See Fig. 6. Connect timing light, and
go to KOEO SELF-TEST. Activate KOEO SELF-TEST by connecting jumper
wire from Self-Test Input (STI) pigtail to signal return terminal of
self-test connector with ignition on.
Generic Scan Tool

Follow manufacturer instructions to hook up equipment and
record service codes.
STAR Series Tester

Turn ignition switch to OFF position. Connect color-coded
adapter cable leads to diagnostic tester. Connect 2 service connectors
of adapter cable to vehicle self-test connector and STI pigtail
connector. Connect timing light. Go to KOEO SELF-TEST.
Check Engine Light/Malfunction Indicator Light (MIL)

Turn ignition on. Connect a jumper wire between Self-Test
Input (STI) pigtail and signal return (SIG RTN) terminal of Data Link
Connector (DLC). See Fig. 6. Go to KOEO SELF-TEST.
AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 12)1998 Ford Econol
Fig. 6: Connecting Self-Test Diagnostic Equipment (EEC-IV)
KOEO Self-Test
Ensure engine is at normal operating temperature. If engine
does not start (or stalls after starting), continue KOEO SELF-TEST. DO
NOT depress throttle. Turn ignition off. Wait 10 seconds. Ensure test
equipment
AUTO is properly
TRANS attached. -Turn
DIAGNOSIS E4ODignition on (engine Article
CONTROLS off). Record
Text (p. 13)1998 Ford Econoline E250For 1 Copyright © 199
all KOEO and Continuous Memory Codes.
If a Code 111 (pass code) is not retrieved in KOEO portion of
test, service KOEO codes at this time. Service any engine codes
recorded before servicing transmission codes. If PCM will not output
codes, see SELF-DIAGNOSTICS - EEC-IV article in ENGINE PERFORMANCE
section. If service codes are retrieved observe the following
procedures:
* If CHECK ENGINE or SERVICE ENGINE SOON light is on, service

codes in order retrieved.
* On vehicles equipped with DIS and EDIS ignition systems, see
SYSTEM & COMPONENT TESTING article in ENGINE PERFORMANCE
section if Continuous Memory Code 211, 212, 215, 216, 217,
232 or 238 is retrieved during KOEO SELF-TEST. Repair
ignition system as necessary.
* If vehicle has a no-start condition, see appropriate
G - TESTS W/CODES article in ENGINE PERFORMANCE section.
KOER Self-Test
DO NOT enter this test sequence until a Code 111 (pass code)
has been retrieved in KOEO SELF-TEST. If system has not passed KOEO
SELF-TEST, codes recorded in KOER SELF-TEST may not be valid.
Deactivate self-test by removing and reconnecting jumper wire
or by procedure specified by test equipment in use. Start engine, and
run it for 2 minutes at 2000 RPM to warm Heated Exhaust Gas Oxygen
(HEGO) sensor. Turn engine off, and wait 10 seconds. Activate KOER
SELF-TEST using a jumper wire or appropriate procedure for test
equipment used. Start engine. Record all service codes displayed.
Check following items:
* If engine starts and stalls (or stalls during self-test), see

section.
* After ID code portion of test, press and release brake pedal.
Press and release Transmission Control Switch (TCS).
* If Dynamic Response Code appears, perform a brief Wide Open
Throttle (WOT). DO NOT perform WOT unless requested.
* If a Code 111 (pass code) is retrieved during KOER SELF-TEST,
service Continuous Memory Codes retrieved in KOEO SELF-TEST.
See EEC-IV DTC IDENTIFICATION TABLE.
* If a Code 111 (pass code) is retrieved during Continuous
Memory Code portion of KOEO SELF-TEST (Code 111-1-111) and no
driveability problem exists, EEC-IV testing is complete. If
driveability problems are still present, go to TROUBLE
SHOOTING in FORD E4OD article.
* If KOER codes are present, see EEC-IV DTC IDENTIFICATION
TABLE. If system will not output codes, see appropriate
G - TESTS W/CODES article in ENGINE PERFORMANCE section.
Continuous Monitor Mode (Wiggle Test)

Continuous Monitor Mode allows technician to attempt to
recreate an intermittent fault while monitoring system. This mode,
also called wiggle test, may be used in both KOEO SELF-TEST and KOER
SELF-TEST. PINPOINT TESTS specify use of this procedure to identify
intermittent faults in specific circuits or components.
KOEO Wiggle Test Procedure

Connect test equipment. See Fig. 6. Turn ignition on, and
activate self-test using jumper lead or diagnostic tester. Wait 10
seconds, and then deactivate and reactivate self-test. Wiggle test
mode is now activated. Tap, move and wiggle suspect sensor and/or
AUTO
harness area. If a fault is detected, TRANS
a service DIAGNOSIS
code - E4OD
may be stored in CONTROLS Article Text (p. 14)1998 Ford Econol
memory and indicated at diagnostic tester or scan tool. Retrieve code,
and perform appropriate test. See EEC-IV DTC IDENTIFICATION TABLE.
KOER Wiggle Test Procedure

Connect test equipment. See Fig. 6. Turn ignition off, and
wait 10 seconds. Start engine. Activate self-test using jumper lead or
diagnostic tester. Wait 10 seconds, and then deactivate and reactivate
self-test. DO NOT turn engine off. KOER wiggle test mode is now
activated. Tap, move and wiggle suspect sensor and/or harness area. If
a fault is detected, a service code may be stored in memory and
indicated at diagnostic tester or scan tool. Retrieve code, and
perform appropriate test. See EEC-IV DTC IDENTIFICATION TABLE.

617, 618 and 619 to be set and 5 times consecutively for
continuous code 628.
1) Record and then erase Quick Test codes. Warm engine to

normal operating temperature. Ensure transmission fluid level is
correct. Shift transmission to "D" position. Depress Transmission
Control Switch (TCS). LED should illuminate.
2) Accelerate from stop to 40 MPH. Hold speed for at least 30
seconds. Press TCS and accelerate to 50 MPH. Hold speed for at least
30 seconds. Hold speed and throttle position steady for at least 30
seconds. While maintaining speed with transmission in 4th gear,
lightly depress brake pedal and release. Maintain speed for additional
5 seconds. Bring vehicle to stop for at least 20 seconds. Repeat steps
1) and 2) at least 5 times. Perform Quick Test and record continuous
codes.
Additional diagnostic system features are available to help

diagnose driveability problems and service EEC-IV systems.
CHECK ENGINE Light & Malfunction Indicator Light (MIL)

CHECK ENGINE light and MIL are intended to alert driver of
certain malfunctions in EEC-IV system.
Light may also be used to retrieve service codes stored in
PCM. When hooked up for KOEO SELF-TEST or KOER SELF-TEST, light will
display all codes which turn on light during vehicle operation, not
just Continuous Memory Codes.
If light comes on during vehicle operation, vehicle should be
inspected as soon as possible. It is not necessary to immediately turn
off engine. Vehicle can be driven with light on.
If light comes on and then goes off during vehicle operation,
code causing light to glow will be stored in PCM memory as a
Continuous Memory Code.
Light should come on when ignition is turned on and go out AUTO TRANS DIAGNOSIS - E4OD CONTROLS
when engine is started. If hard fault codes are not present, PCM turns
out light when it receives a Profile Ignition Pick-Up (PIP) signal. If
light does not come on, see appropriate G - TESTS W/CODES article in
Output Test Mode

Output Test Mode is used as an aid in servicing output
actuators associated with EEC-IV system. It allows technicians to
energize and de-energize most system output actuators on command. This
mode is entered from KOEO SELF-TEST after all codes have been
retrieved. Leave SELF-TEST activated, and depress throttle to initiate
test sequence. Each time throttle is depressed and released, output
actuators will change state (from on to off or off to on).
Failure Mode Effects Management (FMEM)

FMEM mode allows system operation when sensors fail or
transmit signals that are out of normal operating range. During FMEM
mode, PCM substitutes a mid-range signal for defective sensor while
continuing to monitor sensor. If faulty sensor's signals return to
normal operating range, PCM will use those signals.
Hardware Limited Operational Strategy (HLOS)

If a number of system or sensor failures are present and PCM
is not receiving enough information to operate, PCM will switch to
HLOS mode. PCM will output fixed values to allow operation of vehicle.
Driveability concerns will be present. PCM will not output service
codes in this mode.
SELF-DIAGNOSTIC SYSTEM - EEC-V (EXCEPT FEDERAL & SUPER DUTY)

clear all codes. See CLEARING CODES. Perform TRANSMISSION DRIVE CYCLE
go to step 4).
problem, check for intermittent code. Check transmission circuit AUTO TRANS DIAGNOSIS - E4OD CONTROLS
SHOOTING in FORD E4OD overhaul article. Perform any recommended
DIAGNOSTIC FORMATS
QUICK TEST and PINPOINT TESTS are diagnostic formats used to

test and service EEC-V system. QUICK TEST allows technician to
identify problems and retrieve Diagnostic Trouble Codes (DTC).
PINPOINT TESTS check circuits, sensors and actuators.
Before starting any PINPOINT TEST, follow all steps under
QUICK TEST to find correct PINPOINT TEST. If vehicle passes QUICK TEST
and no driveability symptoms or intermittent faults exist, EEC-V
system is okay.
During QUICK TEST, 3 types of DTCs are retrieved: KOEO, KOER

and Continuous Memory codes. See QUICK TEST for self-test procedures.
Codes may be cleared from PCM memory after they have been recorded or
repaired. See CLEARING CODES.
KOEO & KOER Codes (Hard Faults)

are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use EEC-V DTC
IDENTIFICATION TABLE to find correct testing and repair procedures.
Continuous Memory Codes (Intermittent Faults)

Continuous Memory Codes are retrieved after KOEO SELF-TEST. These
codes indicate a fault that may or may not be present at time of
testing.
After noting and/or repairing fault, clear codes from memory.
connector or wiring-related problem.
CAUTION: Continuous Memory Codes should be recorded when retrieved.

These codes may be used to identify intermittent problems
that exist after all KOEO and KOER codes have been repaired.
Some Continuous Memory Code faults may not be valid after
KOEO and KOER codes are serviced.
RETRIEVING CODES
Fault codes are retrieved from EEC-V system through Data Link
Connector (DLC). See Fig. 7. DLC is located below instrument panel, to
left of steering column. Self-diagnostic test procedures are for use
with New Generation Star (NGS) scan tool. If a generic scan tool is
used, ensure tool is certified OBD-II standard and refer to scan tool
manufacturers operating procedures.
Fig. 7: Identifying Data Link Connector

READING CODES
NOTE: For engine-related DTCs, see appropriate SELF-DIAGNOSTICS


Record codes in order received. These codes indicate current
EEC-V DTC IDENTIFICATION TABLE to identify correct PINPOINT TEST to
perform.

is received, see appropriate G - TESTS W/CODES article in
Pass Codes
SYSTEM PASS indicates no diagnostic trouble codes were
recorded in that portion of test. If SYSTEM PASS is not retrieved in
KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be
valid.

when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all
steps under QUICK TEST are successfully completed. These codes
indicate faults previously recorded. Fault may or may not be currently
present. See EEC-V DTC IDENTIFICATION TABLE.
EEC-V DTC IDENTIFICATION
NOTE: For transmission fault codes perform appropriate circuit or AUTO TRANS DIAGNOSIS - E4OD CONTROLS
pinpoint test. See EEC-V DTC IDENTIFICATION TABLE. For
engine-related fault codes output during QUICK TEST
procedure, see appropriate G - TESTS W/CODES article in
ENGINE PERFORMANCE section. These
fault codes pertain to engine performance and must be
transmission operation.
EEC-V DTC IDENTIFICATION TABLE
Fault Circuit/Pinpoint Code

Code (1) Test & Step Definition
P1111 .................... N/A .................. System Pass Code

P0102 .................... (2) ............ MAF Sensor Malfunction
P0107 .................... (2) ....... BARO Sensor Circuit Failure
P0108 .................... (2) ....... BARO Sensor Circuit Failure
P0122 .................... (2) ................... TPS Malfunction
P0123 .................... (2) ................... TPS Malfunction
P0235 .................... (2) ............... MAP Sensor Inactive
P0236 .................... (2) ........ MAP Vacuum Circuit Failure
P0237 .................... (2) ........... MAP Sensor Out Of Range
P0340 .................... (2) ............. DI System Malfunction
P0500 .................... (2) ............ Insufficient VSS Input
P0503 .................... (2) ............ Insufficient VSS Input
P0705 ..................... D ............. TR Sensor Out Of Range
P0707 ..................... D .............. TR Sensor Voltage Low
P0708 ..................... D ............. TR Sensor Voltage High
P0712 ..................... B ...... TFT Indicates 315 F (157 C)
P0713 ..................... B ...... TFT Indicates -40 F (-40 C)
P0743 ..................... C ....... TCC Solenoid Circuit Failure
P0750 ..................... A ....... SS1 Solenoid Circuit Failure
P0781 ..................... A .................... 1-2 Shift Error
P0782 ..................... A .................... 2-3 Shift Error
P0783 ..................... A .................... 3-4 Shift Error
P1120 .................... (2) ................... TPS Voltage Low
P1124 .................... (2) ........... TPS Sensor Out Of Range
P1280 .................... (2) .................... ICP Sensor Low
P1281 .................... (2) ................... ICP Sensor High
P1460 ................ (2) (3) (5) .............. A/C Switch Error
P1463 ................ (2) (3) (5) .............. A/C Switch Error
P1500 .................... (2) ............ Intermittent VSS Input
P1501 .................... (2) ............ Intermittent VSS Input
P1703 ................ (2) (4) (5) ........ BOO Switch Malfunction AUTO TRANS DIAGNOSIS - E4OD CONTROLS
P1705 ..................... D ..................... TR Not In Park
P1711 ..................... B ................... TFT Out Of Range
P1714 ..................... H ............. SS1 Mechanical Failure
P1715 ..................... H ............. SS2 Mechanical Failure
P1728 .................... (6) ............. Transmission Slippage
P1729 .................... (2) ........... 4WD Low Circuit Failure
P1740 ..................... H ............. TCC Mechanical Failure
P1742 ..................... C ............. TCC Solenoid Failed On
P1743 ..................... C ............. TCC Solenoid Failed On
P1744 .................. (7) (6) ........... Transmission Slippage
P1746 ..................... E ......... EPC Control Driver Failure
P1747 ..................... E ....... EPC Solenoid Circuit Failure
P1754 ..................... G ....... CCS Solenoid Circuit Failure
P1780 .................... TB .................... TCS Malfunction
P1779 .................... TB ................... TCIL Malfunction
P1781 .................... TG ............. 4WD Low Switch Failure
P1783 ..................... B .............. Transmission Overtemp

performance fault codes, see appropriate SELF-DIAGNOSTICS
article ENGINE PERFORMANCE section.
(2) - See appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE
section.
(3) - KOEO fault code.
(4) - KOER fault code.
(5) - Continuous memory code.
(6) - See TROUBLESHOOTING in FORD E4OD article.
(7) - California models only.
CLEARING CODES
PCM Reset
After a PCM reset procedure, the following conditions will be
met:
* All DTCs cleared from PCM memory.

* All freeze frame data cleared from PCM memory.
* All oxygen sensor test data cleared from PCM memory.
* OBD-II system monitor status is reset.
* DTC P1000 set in PCM memory.
To perform PCM reset using NGS scan tool, ensure connectors

are properly connected. Program scan tool using the following steps:

* Select GENERIC OBD-II FUNCTIONS. Press CONT button if
monitors are not complete. AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article T
* Turn ignition on.
* Select CLEAR DIAGNOSTIC CODES.
All codes should now be cleared from PCM memory. If problem

CAUTION: DO NOT disconnect vehicle battery to clear codes. This will

erase operating information from Keep-Alive Memory (KAM). To
clear KAM, disconnect negative battery terminal for at least
5 minutes.

systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in APPLICATIONS & IDENTIFICATION section
QUICK TEST
Description
Following procedures are functional tests of EEC-V system.
misdiagnosis:
* Visual Check
* Equipment Hookup
* KOEO (Key On Engine Off) Self-Test
* KOER (Key On Engine Running) Self-Test
* Computed Timing Check
* Continuous Memory Self-Test

repeat QUICK TEST to ensure all EEC-V systems work properly and
diagnostic trouble codes are no longer present.
Visual Check
Complete all steps in PRELIMINARY INSPECTION before
proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V
wiring harnesses are properly connected.
Equipment Hookup
Apply parking brake, and place shift lever in "P" position.
Block drive wheels. Turn off all electrical accessories. Connect
appropriate test equipment to vehicle as follows:
Generic Scan Tool

Ensure scan tool meets or exceeds OBD-II standard. Follow
manufacturer's instructions to hook up equipment and record diagnostic
trouble codes.
New Generation STAR (NGS) Tester

Turn ignition switch to OFFAUTO
position. ConnectDIAGNOSIS
TRANS adapter cable- E4OD CONTROLS Article Text (p. 21)1998 Ford Econ
lead to diagnostic tester. See Fig. 8. Connect service connectors of
adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-
TEST.

KOEO Self-Test
Ensure engine is warmed to normal operating temperature. If
engine does not start (or stalls after starting), continue KOEO SELF-
TEST. Turn ignition switch to OFF position. Ensure test equipment is
properly attached. Program scan tool using the following steps:

* Select PCM - POWERTRAIN CTRL MODULE.
* Turn ignition on.
KOER Self-Test
Ensure engine is warmed to normal operating temperature. Turn
ignition switch to OFF position. Ensure test equipment is properlyAUTO TRANS DIAGNOSIS - E4OD CONTROLS

* Perform BOO and TCS cycling (if equipped).
Computed Timing Check

Ensure all accessories are off and engine is at normal
operating temperature. Disconnect SPOUT connector. Connect timing
light. Using ignition switch, start engine. Ignition timing should be
approximately 10 degrees BTDC (base timing). Reconnect SPOUT
connector. Timing should advance from base timing. If timing is not as
specified, check for causes of incorrect timing such as damaged
Crankshaft Position (CKP) sensor. For additional procedure, see
appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE section.
Continuous Memory Self-Test (Emission Related)

* Select GENERIC OBD-II OPTIONS. Press CONT button if all
OBD-II monitors are not complete.
* Select DIAGNOSTIC TROUBLE CODES.
* Turn ignition on.
Continuous Memory Self-Test (Enhanced Mode)


* Select RETRIEVE/CLEAR CONTINUOUS DTCs.
* Turn ignition on.
NOTE: Additional diagnostic system features are available to help

diagnose driveability problems and service EEC-V systems.
Generic OBD-II Parameter Identification (PID)


are not complete.
Non-Generic OBD-II Parameter Identification (PID)


are not complete.
* Select PID DATA MONITOR AND RECORD.
On-Board System Readiness (OSR) Test Mode

All OBD-II scan tools must display OSR test. The OSR will
display monitors on the vehicle and status of all monitors; complete
or not complete. If not complete, the scan tool will display which
monitor has not completed.
To enter OSR, turn ignition switch to OFF position. Ensure test
equipment is properly attached. Program scan tool using the following
steps:

* Select GENERIC OBD-II FUNCTIONS. Press TEST button if all
OBD-II monitors are not complete.
Freeze Frame Data Mode AUTO TRANS DIAGNOSIS - E4OD CONTROLS

some generic PIDs. These values are immediately stored in continuous
memory when an emission related fault occurs. This provides a snapshot
of the conditions that were present when the fault occurred. Freeze
frame will be stored until PCM memory is erased. To access FREEZE
FRAME DATA MODE, turn ignition switch to OFF position. Ensure test
steps:

* Turn ignition on.
Oxygen Sensor Test Mode

This mode allows access to on-board sensor fault limits and
actual values during test cycle. The test cycle has specific engine
operating conditions that must be met for completion. This information
is used to determine the efficiency of the catalytic converter. To
access OXYGEN SENSOR TEST mode, turn ignition switch to OFF position.
Ensure test equipment is properly attached. Program scan tool using
the following steps:

* Select GENERIC OBD-II FUNCTIONS.
* Select OXYGEN SENSOR TESTS.
* Select appropriate oxygen sensor test and follow
menu instructions.
Output Test Mode

separately. To access OUTPUT TEST MODE, turn ignition switch to OFF

AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 25)1998 Ford Econo
* Turn ignition on.
* Select START to turn outputs on. This step may cause link-up
to PIDs.
Failure Mode Effects Management (FMEM)

continuing to monitor sensor. If faulty sensor signals return to
normal operating range, PCM will use those signals. Depending on
specific failure, a fault code may be set in PCM memory.
Hardware Limited Operational Strategy (HLOS)
Driveabilityconcerns will be present. PCM will not output diagnostic
trouble codes in this mode.
TORQUE CONVERTOR ENGAGEMENT TEST
Connect tachometer. Warm engine to normal operating

temperature. Ensure transmission fluid level is correct. Maintain
approximately 50 mph. Release throttle for about 2 seconds, then
reapply to previous setting. Engine RPM should increase when throttle
is released and decrease in about 5 seconds after throttle is
reapplied. If torque converter clutch operation is not as specified,
see TROUBLE SHOOTING in FORD E4OD article.

P0731, P0732, P0733 and P0734 to be set and 5 times
consecutively for continuous codes P0741 and P1741.
1) After repairing any engine performance related DTCs, erase

remaining transmission codes. Warm engine to normal operating
temperature. Ensure transmission fluid level is correct. Shift
transmission to drive "D". Press TCS on shifter handle. O/D OFF light
should illuminate.
2) Accelerate from stop to 40 MPH. Hold speed for at least 15
seconds (30 seconds above 4000 ft.). Press TCS and accelerate to 50
MPH. Hold speed for at least 15 seconds (30 seconds above 4000 ft.).
Hold speed and throttle position steady for at least 15 seconds. While
maintaining speed with transaxle in 4th gear, lightly depress brake
pedal and release (to operate stoplights). Hold speed for at least an
additional 5 seconds. Bring vehicle to stop for at least 20 seconds
with transmission in drive "D". Repeat steps 1) and
AUTO 2) at least
TRANS 5
DIAGNOSIS - E4OD CONTROLS Article Text (p. 26)
times. Perform Quick Test and record continuous codes.
TRANSMISSION SOLENOID CYCLING & DRIVE TEST (DYNAMIC TEST)
Preliminary Set Up
Connect transmission tester. Install pressure gauge to line
pressure tap. See FORD E4OD article. Set Bench/Drive switch to DRIVE
mode. Set tester to Gear Select switch to "1". Ensure vehicle is in
park "P". Start vehicle.
CAUTION: DO NOT perform stall test with EPC switch depressed,

transaxle damage may occur.
EPC Solenoid
Record line pressure. Line pressure should go to maximum
pressure. If line pressure is not within specification, see TESTING in
FORD E4OD article or PINPOINT TEST E. Depress EPC switch. Line
pressure should drop to minimum pressure. If line pressure is not
within specification, see TESTING in FORD E4OD article or PINPOINT
TEST E.
Engagements
Ensure Bench/Drive switch is in DRIVE mode. Set tester to
Gear Select switch to "1". Shift transaxle from park to reverse.
Reverse should engage. Depress EPC switch. Line pressure should drop
to idle pressure. While depressing EPC switch, shift vehicle from park
to drive. Vehicle should shift into drive with smooth engagement.
Release EPC switch. Line pressure should rise to maximum pressure.
Repeat previous step. Vehicle shift engagement should be firm with EPC
switch released.
NOTE: Upshifts and downshifts will be firm during this procedure.

LEDs will turn Green when solenoids are activated and turn
off when deactivated.
Upshift/Downshift
Remove line pressure gauge. Set Gear Select switch to "1".
Shift transmission to overdrive and accelerate to 15 MPH. Rotate Gear
Select switch to "2". Vehicle should shift into 2nd gear. Accelerate
to 25 MPH and select "3". Vehicle should shift into 3rd gear.
Accelerate to 35-45 MPH and select "4". Vehicle should shift into 4th
gear. Downshift in reverse order. Vehicle should downshift through
each gear. Ensure appropriate shift solenoid LED
activates/deactivates.
CAUTION: DO NOT depress TCC switch with transmission in gear and

vehicle at a stop. Damage to TCC may result.
Torque Converter Engagement

Accelerate and upshift vehicle into 3rd gear. Maintain
constant speed and depress TCC switch. Torque converter clutch should
engage, engine RPM should decrease, and LED should light Green
AUTO . TRANS DIAGNOSIS - E4OD CONTROLS
Coast Clutch Engagement
Accelerate and upshift vehicle into 3rd gear. Release
throttle and depress CCS switch. Coast clutch should engage and LED
should light Green. Release CCS switch, solenoid should deactivate.
NOTE: This test may be performed on hoist.
Transmission Speed Sensor Function Check

Set voltmeter to 20 volts A/C. Connect voltmeter leads to
appropriate TSS jacks. Slowly accelerate vehicle and monitor voltmeter
reading. Voltage should increase with vehicle speed.
Transmission Tester Removal & Clearing Trouble Codes

Disconnect Transmission Tester from transaxle connector.
Install vehicle wiring harness to transaxle connector. Install all
heat shields that were removed. Disconnect tester power lead from
vehicle. See CLEARING CODES to erase any DTCs that were set. Run QUICK
TEST to determine if any DTCs are present.
SYMPTOM DIAGNOSIS
Harsh Reverse Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E.
Harsh Forward Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E.
Some Or All Shifts Missing

Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul
article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A
Some Or All Shifts Early Or Late

article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A
and B. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE
Erratic Or Hunting Shifts

DTCs. Perform PINPOINT TESTS A, B, C, and D. Repair as necessary.
Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK
TEST and ensure DTCs are not present.
Soft Or Slipping Shifts AUTO TRANS DIAGNOSIS - E4OD CONTROLS

DTCs. Perform PINPOINT TESTS B and E. Repair as necessary. Clear codes
Harsh Shifts
Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B,
D and E. Repair as necessary. Clear codes and perform TRANSMISSION
No Manual 1st Or 2nd Gear

DTCs. Perform PINPOINT TESTS A and D. Repair as necessary. Clear codes
No 1st Gear
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A
No 1-2, 2-3 Or 3-4 Upshift (Automatic)

No TCC Engagement
DTCs. Perform PINPOINT TESTS B and C. Repair as necessary. Clear codes
TCC Always Engaged

Check engine idle speed. See appropriate G - TESTS W/CODES
article in ENGINE PERFORMANCE section. Perform TCC ENGAGEMENT TEST.
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST C. Repair as
necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-
run QUICK TEST and ensure DTCs are not present.
TCC Cycling Or Shuddering

DTCs. Perform PINPOINT TESTS C and D. Repair as necessary. Clear codes
Poor Vehicle Performance Only

Check for poor engine performance. See appropriate G - TESTS
W/CODES article in ENGINE PERFORMANCE section. Perform SHIFT SPEED
ROAD TEST with "OD" off. See FORD E4OD overhaul article. Perform TCC
AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 29)1998 Ford Econoline
ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT
TESTS B, C and D. Repair as necessary. Clear codes and perform
TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are
not present.
Incorrect Gear Ratio In "D", "2" Or "1" Positions

DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and
perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure
DTCs are not present.
Engine Will Not Crank

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST D.
PINPOINT TESTS
NOTE: Pinpoint tests are written for both 1997 and 1998 vehicles.
NOTE: PINPOINT TESTS are diagnostic formats used to test and

service EEC-V system. QUICK TEST allows technician to
identify problems and retrieve service codes. PINPOINT TESTS
check transaxle circuits, sensors and actuators.
following Ford Motor Co. test equipment:
* Super Star II Tester (007-0041B) or New Generation Star

(NGS) Tester (007-00500)
* 60-Pin Breakout Box (014-00322) or 104-Pin Breakout Box
(014-00950)

appropriate overlays. All references to "test pins", "test terminals"
or "jacks" refer to test equipment.
HOW TO USE PINPOINT TESTS
1) Ensure all non-EEC related faults found while performing

TROUBLE SHOOTING steps in FORD E4OD article have been corrected. DO
NOT perform any PINPOINT TEST unless specifically instructed by a
QUICK TEST procedure. Follow each test step in order until fault is
found. DO NOT replace any part unless directed to do so. When more
than one code is retrieved, start with first code displayed.
Power (VPWR) circuits should be tested with KOEO or as specified in AUTO TRANS DIAGNOSIS - E4OD CONTR
PINPOINT TESTS.
measurements are made by probing rear of connector. Isolate both ends
of a circuit and turn ignition off when checking for shorts or
continuity, unless instructed otherwise.
than 10 k/ohms to ground, unless stated otherwise in PINPOINT TEST.
Diagnostic Aids
Fuel-contaminated engine oil may set some codes and effect
engine performance. If oil is suspect, remove PCV valve from valve
cover and repeat QUICK TEST. If problem is corrected, change engine
oil.
TEST A: SHIFT SOLENOID ELECTRICAL CIRCUIT
1) E4OD Electronic Diagnosis

Ensure transmission harness connector is in acceptable
condition. Repair as necessary. Connect scan tool to Datalink
Connector (DLC). Perform KOEO test until Continuous Memory trouble
code(s) have been displayed. See QUICK TEST. Select OUTPUT TEST MODE
on scan tool. Select ALL ON mode and press START. If vehicle enters
Output Test Mode, go to next step. If vehicle will not enter Output
Test Mode, see appropriate G - TESTS W/CODES article in ENGINE
2) Check Electrical Signal Operation
Disconnect transmission harness connector. Inspect condition
of connector and repair as needed. Using DVOM, connect positive lead
to transmission harness connector VPWR terminal. See Fig. 9. Connect
negative lead to suspect solenoid circuit. Depress and release
throttle to cycle solenoid output. If voltage changes at least .5
volt, go to step 5). If voltage is unaffected, go to next step.

AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 32)1998 Ford Econoline E250For 1 Copyright © 199
Fig. 9: Identifying Transmission Harness Connector & Circuit

Identification Table

Circuits -Ensure ignition is off. Disconnect PCM connector, and
necessary. Install appropriate breakout box, leaving PCM disconnected.
Measure and record resistance between each shift solenoid breakout box
test pin and corresponding transmission harness connector terminal.
See Fig. 9. Measure and record resistance between appropriate breakout
box VPWR terminal and appropriate transmission harness connector
terminal. See VPWR TERMINAL IDENTIFICATION TABLE. If any resistance is
greater than 5 ohms, repair open circuit. Connect all components.
Disconnect breakout box and repeat QUICK TEST. If each resistance is 5
ohms or less, go to next step.
VPWR TERMINAL IDENTIFICATION TABLE
Application PCM/BOB Terminal No.
5.8L (under 8500 GVW)

& 7.5L (under 14,000 GVW) ................................. 37 & 57
All Others ................................................. 71 & 97
4) Check Solenoid Harness For Shorts To Power & Ground

Measure and record resistance between each shift solenoid
terminal and applicable breakout box terminal. Measure and record
resistance between each shift solenoid terminals at breakout box,
breakout box ground terminals and chassis ground. See Fig. 9. See PCM
GROUND TERMINAL IDENTIFICATION TABLE. If any resistance is less than
10 k/ohms, repair short circuit. Connect all components. Disconnect
breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or
more, go to next step.
PCM GROUND TERMINAL IDENTIFICATION TABLE

& 7.5L (under 14,000 GVW) ............................. 40, 46 & 60
All Others .................................... 51, 76, 77, 91 & 103
5) Solenoid Functional Test

Connect transmission tester to transmission connector.
Perform solenoid voltage test. See tester manufacturers instructions.
If solenoid activates (LED Green), go to next step. If solenoid does
not activate or indicates short to battery voltage (LED Red), go to
step 7).
6) Transmission Drive Test
Disconnect breakout box and reconnect PCM connector. Perform
transmission tester drive test. See tester manufacturers instructions.
If vehicle upshifts when operated with tester, erase all trouble
codes. See CLEARING CODES. Perform TRANSMISSION DRIVE CYCLE TEST.
Repeat QUICK TEST. If vehicle does not upshift when operated by
tester, go to next step.
7) Check Resistance Of Solenoid
Set tester Bench/Drive switch to BENCH mode. Set Gear
Selector switch to OHMS CHECK. Connect ohmmeter negative lead to SS1
AUTO TRANS DIAGNOSIS - E4OD CONTROL
terminal and positive lead to VPWR terminal on tester. Measure and
record resistance. Connect ohmmeter negative lead to SS2 terminal and
positive lead to VPWR terminal on tester. Resistance for both
solenoids should be 20-30 ohms. If resistance is within specification,
go to next step. If resistance is not within specification, replace
solenoid body assembly. Erase all codes. See CLEARING CODES and repeat
QUICK TEST.
8) Check Solenoid For Short To Ground
Check continuity between BAT (-) tester terminal and SS1 and
SS2 terminals. Check continuity between BAT (-) tester terminal and
each VPWR terminal. If continuity exists for any circuit, replace
solenoid body assembly. Erase all codes. See CLEARING CODES. Repeat
QUICK TEST. If continuity does not exist, go to TROUBLE SHOOTING in
FORD E4OD article.
TEST B: TFT ELECTRICAL CIRCUIT
1) E4OD Electronic Diagnosis

Check transmission harness connector. Inspect connector for
damaged pins, corrosion and loose wires. Repair as necessary. Go to
next step.
Ensure ignition is off. Disconnect transmission connector.
Inspect condition of connector and repair as needed. Using DVOM,
connect positive lead to transmission harness connector terminals No.
7 and negative lead to terminal No. 8. See Fig. 9. Turn ignition on.
If voltage is 4.75-5.25 volts, go to next step. If voltage is not
within specification, see appropriate G - TESTS W/CODES article in
ENGINE PERFORMANCE section to diagnose NO VREF voltage.
3) Check Continuity Of TFT & Signal Return (SIG RTN) Circuits
Turn ignition off. Disconnect PCM connector, and inspect it
Install breakout box leaving PCM connector disconnected. Measure and
record resistance between appropriate breakout box TFT terminal and
transmission wiring harness connector terminal No. 7. See Fig. 9.
Measure and record resistance between appropriate breakout box SIG RTN
terminal and transmission wiring harness connector terminal No. 8. If
each resistance is less than 5 ohms, go to next step. If any
resistance is greater than 5 ohms, repair open circuit. Connect all
components. Erase trouble codes. See CLEARING CODES and repeat QUICK
TEST.
4) Check TFT Circuit For Short To VPWR & Ground
Install breakout box leaving PCM disconnected. Using DVOM, measure and
record resistance between breakout box TFT terminal and breakout box
PCM ground terminals and chassis ground. See Fig. 9. See TFT TERMINAL
IDENTIFICATION and PCM GROUND TERMINAL IDENTIFICATION TABLEs. Measure
and record resistance between appropriate TFT terminal and appropriate
breakout box VPWR terminals. See VPWR TERMINAL IDENTIFICATION TABLE.
If any resistance is less than 10 k/ohms, repair short circuit.
Disconnect breakout box, reconnect all connectors and repeat QUICK AUTO TRANS DIAGNOSIS - E4OD CONTR
TEST. If each resistance is 10 k/ohms or more, go to next step.
TFT TERMINAL IDENTIFICATION TABLE

& 7.5L (under 14,000 GVW) ...................................... 42
All Others ...................................................... 37
NOTE: DTC 637/P0713 is set if resistance exceeds 1062 k/ohms (open

circuit). DTC 638/P0712 is set if resistance is below 597
ohms (short circuit).
5) Check Resistance Of TFT Sensor/Harness

Install transmission tester. Set tester Bench/Drive switch to
BENCH mode. Set Solenoid Select switch to OHMS CHECK. Connect ohmmeter
leads to appropriate TFT terminals on tester. Measure and record
resistance. Resistance should be within specification. See TFT
TEMPERATURE/RESISTANCE SPECIFICATION TABLE. If resistance is within
specification for specific temperature, either warm up transmission or
allow transmission to cool to check resistance at different
temperatures. If resistance remains within specification, go to next
step. If resistance is not within specification, replace solenoid body
assembly. Connect all components. Erase trouble codes. See CLEARING
CODES and repeat QUICK TEST.
TFT TEMPERATURE/RESISTANCE SPECIFICATION TABLE
Temperature F ( C) Resistance (K/ohms)
32-58 (0-20) ................................................ 37-100

59-104 (21-40) ............................................... 16-37
105-158 (41-70) ............................................... 5-16
159-194 (71-90) .............................................. 2.7-5
195-230 (91-110) ........................................... 1.5-2.7
231-266 (111-130) ........................................... .8-1.5
6) Check TFT Sensor For Short To Ground

Check continuity between BAT (-) tester terminal and both TFT
terminals. If continuity exists, replace solenoid body assembly. Erase
continuity does not exist, replace PCM and repeat QUICK TEST. If codes
are still present, see TROUBLE SHOOTING in FORD E4OD article.
TEST C: TCC ELECTRICAL CIRCUIT
1) E4OD Electronic Diagnostics

condition. Repair as necessary. Install scan tool to DLC. Perform KOEO
test until Continuous Memory trouble code(s) have been displayed. See
QUICK TEST. Select OUTPUT TEST MODE and press START to activate
outputs. If vehicle enters OTM, go to next step. If vehicle will not
enter OTM, see appropriate G - TESTS W/CODES article in ENGINE
Disconnect transmission wiring harness connector. Inspect
condition of connector and repair as needed. Using DVOM, connect
positive lead to transmission harness connector terminal No. 1. See
Fig. 9. Connect negative lead to terminal No. 4. Press START then STOP
to cycle solenoid output. If voltage changes to battery voltage, go to
step 6). If voltage does not change or is low, go to next step.
3) Check Continuity Of TCC Solenoid Signal & VPWR Harness
Circuits
Ensure ignition is off. Disconnect PCM connector, and inspect
it for damaged pins, corrosion and loose wires. Repair as necessary.
resistance between appropriate breakout box TCC terminal and
transmission harness connector terminal No. 4. See Fig. 9. See TCC
TERMINAL IDENTIFICATION TABLE. Measure and record resistance between
appropriate breakout box VPWR terminal and transmission harness
connector terminal No. 1. See VPWR TERMINAL IDENTIFICATION TABLE. If
any resistance is greater than 5 ohms, repair open circuit. Reconnect
all connectors. Disconnect breakout box and repeat QUICK TEST. If
resistance is 5 ohms or less, go to next step.
TCC TERMINAL IDENTIFICATION TABLE

& 7.5L (under 14,000 GVW) ...................................... 53
7.3L (Diesel) ................................................... 28
All Others ...................................................... 54
4) Check Solenoid Harness For Short To Power

Measure and record resistance between appropriate breakout
box TCC terminal and breakout box VPWR terminals. See Fig. 9. If
resistance is less than 10 k/ohms, repair open circuit. Disconnect
breakout box and reconnect all connectors. Repeat QUICK TEST. If
resistance is 10 k/ohms or more, go to next step.
5) Check Solenoid Harness For Short To Ground
Measure and record resistance between appropriate TCC
terminal, breakout box ground terminals and chassis ground. See
Fig. 9. See PCM GROUND TERMINAL IDENTIFICATION TABLE. If all
resistance's are less than 10 k/ohms, repair short circuit. Disconnect
breakout box and reconnect all connectors. Repeat QUICK TEST. If all
resistance's are 10 k/ohms or more, go to next step.
6) Solenoid Functional Test
Connect transmission tester to transmission connector.
Perform solenoid voltage test. See tester manufacturers' instructions. AUTO TRANS DIAGNOSIS - E4OD CONTROLS
If solenoid activates (LED Green), go to next step. If solenoid does
not activate or indicates short to battery voltage (LED Red), go to
step 8).
Perform transmission tester drive test. See tester
manufacturers instructions. If TCC solenoid activates (LED Green) and
engine RPM decreases when operated with tester, replace PCM. Erase all
trouble codes. See CLEARING CODES. Perform TRANSMISSION DRIVE CYCLE
TEST. Repeat QUICK TEST. If codes are still present, see TROUBLE
SHOOTING in FORD E4OD overhaul article. If engine RPM does not
decrease when operated by tester, go to next step.
Set tester Bench/Drive switch to BENCH mode. Set Gear
Selector switch to OHMS CHECK. Connect ohmmeter negative lead to
transmission tester TCC terminal and positive lead to VPWR terminal.
Measure resistance. Resistance should be 20-30 ohms. If resistance is
within specification, go to next step. If resistance is not within
specification, replace solenoid body assembly. Erase all trouble codes
and road test vehicle. Repeat QUICK TEST.
Check continuity between BAT (-) tester terminal and both TCC
terminals. If continuity exists, replace solenoid body assembly. Erase
all trouble codes and road test vehicle. Repeat QUICK TEST. If
continuity does not exist, Erase all trouble codes. See CLEARING
CODES. Repeat QUICK TEST. See TROUBLE SHOOTING in FORD E4OD overhaul
article for non-electronic symptom diagnostics.
NOTE: DTC 654/P1705 may be set if transmission is not in park when

QUICK TEST is performed.

Disconnect TR sensor connector, and inspect it for damaged
pins, corrosion and loose wires. Repair as necessary. Reconnect TR
sensor connector. Ensure TR sensor is correctly adjusted. See FORD
E4OD overhaul article. If sensor requires adjustment, clear trouble
codes after adjustment. See CLEARING CODES and repeat QUICK TEST. If
sensor is correctly adjusted, go to next step. If diagnosing a
starting problem, go to step 7).
Ensure ignition is off. Connect scan tool to DLC. Turn
ignition on. Select TR PIDs TR and TR _ D on scan tool. See TR SENSOR
PID OUTPUT SPECIFICATIONS TABLE. While observing scan tool display,
move transmission selector lever to each position and wiggle TR sensor
wiring harness connector and tap on TR sensor lightly. If PID values
due not change during wiggle or tap tests, TR sensor is okay. Diagnose
problem by symptom. See TROUBLE SHOOTING in FORD E4OD overhaul
article. If PID values change during wiggle or tap tests, go to next
step.
TR SENSOR PID OUTPUT SPECIFICATIONS TABLE AUTO TRANS DIAGNOSIS - E4OD CONTROLS
Selector Position TR PID TR _ D PID
"P" ........................... P/N ......................... 0000

"R" ........................... REV ......................... 1100
"N" .......................... NTRL ......................... 0110
"D" ........................... OD .......................... 1111
"2" .......................... MAN2 ......................... 1001
"1" .......................... MAN1 ......................... 0011
3) Check TR Sensor Operation

Disconnect TR sensor connector. Connect TR "E" Cable and
transmission tester to TR sensor. See Fig. 10. Install TR Sensor
Overlay onto the tester. Perform TR sensor test as instructed on
overlay. If TR "E" cable status lamps match each selected gear
position, TR sensor is okay. Go to next step. If TR "E" cable status
lamps do not match each selected gear position, replace and adjust TR
sensor. See appropriate AUTOMATIC TRANSMISSION SERVICING article for
adjustments. Clear DTCs and repeat QUICK TEST.
Fig. 10: Identifying TR Sensor "E" Cable & Transmission Tester

Digital
TR Sensor Overlay
Courtesy of Ford Motor Co. AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (
4) Check PCM Harness For Open Circuit
resistance between each specified breakout box terminal and
appropriate TR sensor harness connector terminal. See appropriate TR
SENSOR CIRCUIT IDENTIFICATION TABLE. See Fig. 11 or 12. If each
resistance is less than 5 ohms, go to next step. If any resistance is
more than 5 ohms, repair open circuit. Remove breakout box and connect
all components. Erase all trouble codes. See CLEARING CODES and repeat
QUICK TEST.
TR SENSOR CIRCUIT IDENTIFICATION (8-PIN) TABLE
TR Sensor Circuit PCM/BOB

Terminal No. Description Terminal No.
1 ....................... Ground Circuit ..................... N/A

2 ................... Sensor Signal Return ...... 46 (1) Or 91 (2)
3 ..................... TR Sensor-To-PCM ........ 30 (1) Or 64 (2)
4 ................ Transfer Case-To-TR Sensor ................ N/A
5 ....................... Starter Circuit .................... N/A
6 ........................ Backup Light ...................... N/A
7 ................... Fused Accessory Feed ................... N/A
8 ....................... Starter Circuit .................... N/A
(1) - Applies to EEC-IV models only.

(2) - Applies to EEC-V models only.
TR SENSOR CIRCUIT IDENTIFICATION (12-PIN) TABLE
TR Sensor Circuit PCM/BOB

Terminal No. Description Terminal No.
1 .......................... Not Used ........................ N/A

2 ................... Sensor Signal Return .................... 91
3 ............................ TR3A ........................... 64
4 ............................. TR1 ............. 17 (1) Or 34 (2)
5 ............................. TR2 ........................... 49
6 ............................. TR4 ........................... 50
7 ........................... Ground ......................... N/A
8 ........................... Neutral ........................ N/A
9 ....................... Ignition Switch .................... N/A
10 .......................... Starter ........................ N/A
11 ....................... Backup Lights ..................... N/A
12 ....................... Starter Relay ..................... N/A
(1) - Applies to diesel models only.

(2) - Applies to gasoline models only.
Fig. 11: Identifying TR Sensor Connector Terminal (8-Pin)
Fig. 12: Identifying TR Sensor Connector Terminals (12-Pin)

5) Check TR Circuit For Short To Power & Ground

Ensure TR sensor harness connector is disconnected. Measure
resistance between specified breakout box terminals. See TR SENSOR/PCM
CIRCUIT CHECK TABLE. If each measurement is more than 10 k/ohms, go to
next step. If any measurement is less than 10 k/ohms, repair short
circuit. Remove breakout box and connect all components. Erase all
TR SENSOR/PCM CIRCUIT CHECK TABLE
Application Measure Between Terminals
8-Pin TR Sensor
ECC-IV
Short To Power ........................................ 30 & 37, 57
Short To Ground ................... 30 & 40, 46, 60, Chassis Ground
ECC-V
Short To Power ........................................ 64 & 71, 97
Short To Ground .......... 64 & 51, 76, 77, 91, 103, Chassis Ground
AUTO TRANS Copyright © 199
SensorDIAGNOSIS - E4OD CONTROLS Article Text (p. 40)
12-Pin TR
Gasoline & NGV Models
Short To Power ........................ 71, 97 & 34, 49, 50, 64, 91
Short To Ground .............. 34, 49, 50, 64 & 51, 76, 77, 91, 103
Diesel Models
Short To Power ........................ 71, 97 & 17, 49, 50, 64, 91
Short To Power ............... 17, 49, 50, 64 & 51, 76, 77, 91, 103
6) Check For Short Between Signal Wires

On models with 8-pin TR sensor, measure resistance between
breakout box terminals No. 30 and 46 on EEC-IV systems (terminals No.
64 and 91 on ECC-V systems). On models with 12-pin TR sensor, measure
resistance between breakout box terminals No. 34, 49, 50 and 64 on
gasoline models (terminals No. 17, 49, 50 and 64 on diesel models). On
all models, if each resistance is more than 10 k/ohms, replace PCM.
Reconnect all connectors, clear DTCs and repeat QUICK TEST. If any
resistance is less than 10 k/ohms, repair short circuit. Reconnect all
connectors, clear DTCs and repeat QUICK TEST.
7) Check Non-PCM Internal TR Sensor Circuits
Using transmission tester check park/neutral circuits of
sensor in all positions. See transmission tester instructions. If
transmission tester light does not turn Red, replace and adjust TR
sensor. If transmission tester light turns Red, TR sensor is okay and
starting trouble is not in transmission circuit. See appropriate G -
TESTS W/CODES article in ENGINE PERFORMANCE section.

condition. Repair as necessary. Install scan tool to DLC. Perform KOEO
QUICK TEST. Select OUTPUT TEST MODE and press START to activate
outputs. If vehicle enters OTM, go to next step. If vehicle will not
enter OTM, see appropriate G - TESTS W/CODES article in ENGINE
to transmission harness connector terminal No. 12. Connect negative
lead to terminal No. 11. See Fig. 9. Press START then STOP on scan
tool to cycle solenoid output. If voltage changes to battery voltage,
go to step 5). If voltage is unaffected, go to next step.
Ensure ignition off. Disconnect PCM connector, and inspect it
resistance between appropriate breakout box VPWR terminals and
transmission harness connector terminal No. 12. See Fig. 9. Measure
and record resistance between breakout box EPC Signal terminal and
transmission harness connector terminal No 11. If each resistance is 5
ohms or less, go to next step. If any resistance is more than 5 ohms,
AUTO TRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 41)1998 Ford Econoline E250
repair open circuit. Connect all components. Erase all trouble codes.
4) Check Harness For Short To Power Or Ground
Measure and record resistance between breakout box
appropriate EPC Signal terminal and breakout box appropriate VPWR
terminals. See Fig. 9. Measure and record resistance between
appropriate EPC Signal breakout box terminals and PCM ground terminals
and chassis ground. See PCM GROUND TERMINAL IDENTIFICATION TABLE. If
any resistance is less than 10 k/ohms, repair short circuit.
Disconnect breakout box and repeat QUICK TEST. If each resistance is
10 k/ohms or more, go to next step.
5) EPC Functional Test
Reconnect PCM connector. Disconnect transmission harness
connector. Connect transmission tester to transmission connector.
Connect line pressure gauge. See FORD E4OD overhaul article. Set
Bench/Drive switch to DRIVE mode. Set Gear Selector switch to "1"
position. Perform EPC function test. See transmission tester
instructions. With engine running, observe line pressure on gauge
while depressing EPC switch (KOER). EPC solenoid should activate (LED
Green) and line pressure should drop when EPC switch is depressed. If
solenoid operates correctly, replace PCM. Connect all components.
Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If
solenoid does not operate, go to next step.
Ensure tester power is off. Set Bench/Drive switch to BENCH
mode. Connect ohmmeter negative lead to EPC terminal. Connect positive
lead to EPC VPWR terminal. If resistance is 3-5 ohms, go to next step.
If resistance is not within specifications, replace solenoid body
assembly. Connect all components. Erase all trouble codes. See
Check continuity between BAT (-) terminal and EPC terminals
on transmission tester. If continuity exists, replace solenoid body
CLEARING CODES. Repeat QUICK TEST. If continuity does not exist, see
TROUBLE SHOOTING in FORD E4OD overhaul article.
TEST G: CCS SOLENOID

condition. Repair as necessary. Connect scan tool to DLC. Perform KOEO
QUICK TEST. Select OUTPUT TEST MODE (OTM) on scan tool. Select ALL ON
mode and press START. If vehicle enters OTM, go to next step. If
vehicle will not enter OTM, see appropriate G - TESTS W/CODES article
in ENGINE PERFORMANCE section.
to transmission harness connector terminal No. 1. Connect negative
lead to terminal No. 5. See Fig. 9. Press START then STOP on scan AUTO
tool TRANS DIAGNOSIS - E4OD CONTROLS
to cycle solenoid output. If voltage is approximately battery voltage,
go to step 5). If voltage does not change, go to next step.
Ensure ignition is off. Disconnect PCM connector, and inspect
it for damaged pins, corrosion and loose wires. Repair as necessary.
Install appropriate breakout box, leaving PCM disconnected. Measure
and record resistance between transaxle harness connector terminal No.
5 and appropriate breakout box CCS solenoid signal terminal. See
Fig. 9. Measure and record resistance between transaxle harness
connector terminal No. 1 and appropriate breakout box VPWR terminal.
If each resistance is 5 ohms or less, go to next step. If any
resistance is more than 5 ohms, repair open circuit. Reconnect all
components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK
TEST.
4) Check Harness For Short To Power Or Ground
Measure and record resistance between appropriate breakout
box CCS solenoid signal terminal and appropriate breakout box VPWR
terminals. See Fig. 9. Measure and record resistance between test pin
No. 53 or 55, breakout box ground test pins and chassis ground. If any
resistance is less than 10 k/ohms, repair short circuit. Disconnect
breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or
5) CCS Solenoid Functional Test
Connect PCM connector. Disconnect transmission harness
connector. Connect transmission tester. Perform CCS static function
test (KOEO). See tester instructions. If CCS solenoid activates (LED
Green), go to next step. If solenoid does not activate, go to step 7).
Perform CCS Dynamic Function Test (KOER). See tester
instructions. If CCS solenoid activates (LED Green) and engine braking
occurs, erase all trouble codes. See CLEARING CODES. Perform
TRANSMISSION DRIVE CYCLE TEST and repeat QUICK TEST. If CCS solenoid
does not activate, go to next step.
Set Bench/Drive switch to BENCH mode. Rotate Gear Select
switch to OHMS CHECK. Ensure tester power is off. Connect ohmmeter to
CCS terminals. If resistance is 20-30 ohms, go to next step. If
resistance is not within specifications, replace solenoid body
Check continuity between BAT (-) terminal of transmission
tester and CCS terminals. If continuity exists, replace solenoid body
CLEARING CODES. Repeat QUICK TEST. If continuity does not exist, see
TROUBLE SHOOTING in FORD E4OD article.

condition. Repair as necessary. Connect scan tool to DLC. Perform KOEO
AUTO TRANS DIAGNOSIS - E4OD CONTROL
QUICK TEST. If DTCs P1714, P1715 and/or 1740 are the only codes set,
replace appropriate solenoid and go to next step. If any DTCs are set,
repair them first. Clear DTCs and perform TRANSMISSION DRIVE CYCLE
TEST. Rerun Quick test and ensure no codes are set.
Perform TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. If
vehicle shifts normally, go to next step. If vehicle does not shift
normally, see TROUBLE SHOOTING in FORD E4OD article.
3) Retrieve DTCs
Repeat KOEO test until Continuous Memory code(s) are
displayed. If DTCs P1714, P1715 and/or P1740 is reset, replace PCM and
repeat QUICK TEST. If DTCs P1714, P1715 and P1740 are not reset and
shifting problems still exist, electronic control system is okay. See
TROUBLE SHOOTING in FORD E4OD overhaul article for mechanical
diagnosis.
TEST TB: TRANSMISSION CONTROL SWITCH (TCS), TRANSMISSION

CONTROL INDICATOR LAMP (TCIL)
NOTE: Start at Step 6) for testing TCIL circuit.
1) Check TCS Operation

Turn ignition off. Connect scan tool to Data Link Connector
(DLC). Start engine and allow to idle. Using scan tool, access TCS
PID. Cycle TCS switch, then hold depressed. If TCS PID is on, go to
next step. If TCS PID is off, repeat KOER self-test to cycle TCS.
2) Check TCS Circuit Voltage
Turn ignition off. Disconnect PCM 104-pin connector. Inspect
pins for damage. Install breakout box, leaving PCM disconnected. Turn
ignition on. While cycling TCS, measure voltage between breakout box
terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If
voltmeter reading does not cycle when TCS is cycled, go to next step.
If voltmeter reading cycles when TCS is cycled, replace PCM and repeat
QUICK TEST.
3) Check Circuit For Short To Ground
Turn ignition off. Disconnect TCS. Inspect pins for damage
and repair if necessary. Measure resistance between breakout box
terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If
resistance is 10 k/ohms or more, go to next step. If resistance is
less than 10 k/ohms, repair short circuit and repeat QUICK TEST.
4) Check Continuity Of TCS Circuits
Leave ignition off. Connect ohmmeter positive lead to TCS key
power at the fuse panel. See WIRING DIAGRAMS. Connect negative lead to
power terminal of TCS wiring harness connector. Note resistance
measurement. Measure resistance of Tan/White wire between breakout box
terminal No. 29 (TCS) and TCS connector. If both resistance
measurements are less than 5 ohms, go to next step. If either
resistance measurement is 5 ohms or more, repair open circuit and
repeat QUICK TEST.
5) Check Circuit For Short To Power
Leave ignition off. Measure resistance between breakout box AUTO TRANS DIAGNOSIS - E4OD CONTRO
terminal No. 29 (TCS) and terminals No. 71 and 97 (VPWR). If
resistance is 10 k/ohms or more, replace TCS switch and repeat QUICK
TEST. If resistance is less than 10 k/ohms, repair short circuit and
repeat QUICK TEST.
6) Check TCIL Operation
Turn ignition off. With scan tool connected to DLC, access
TCIL PID. Cycle TCS switch. If TCIL PID changes from ON to OFF, fault
is intermittent. See FORD MOTOR CO. INTERMITTENT TESTING article. If
TCIL PID does not change as specified, go to next step.
7) Check For Short to Ground In TCIL Circuit
pins for damage. Repair as necessary. Turn ignition on. If TCIL goes
off, replace PCM. If TCIL remains on, repair TCIL circuit short to
ground.
8) Check For DTC P1780
Perform KOER self-test. If DTC P1780 is not present, go to
next step. If DTC P1780 is present, go to step 1).
9) Check TCIL Circuit Voltage
Turn ignition on. Measure voltage between TCIL terminal and
terminals No. 24 and 76 (PWR GND) at breakout box. If voltage is 2
volts or more, replace PCM. If voltage is less than 2 volts, check
indicator bulb and fuse. If bulb and fuse are okay, repair open
circuit between terminal No. 79 and ignition switch.
TEST TG: 4WD LOW RANGE SWITCH
1) Check 4WD Low Position

DTC P1729 indicates 4WD switch open or short circuit. DTC
P1781 indicates 4WD Low switch position closed during QUICK TEST. If
switch position was not in 2WD or 4WD High during KOEO QUICK TEST,
select 2WD or 4WD High and repeat QUICK TEST. If switch position was
as specified, go to next step.
2) Check Intermittent Circuit Failure
Turn ignition off. Connect scan tool to DLC. Using scan tool,
access 4WD Low PID. Turn ignition on. Cycle switch to 2WD. Shake and
bend sections of wiring harness between generic electronic module and
transfer case wiring harness connector. Shake and bend sections of
wiring harness between generic electronic module and PCM. Tap wiring
harness connector to simulate road shock. If scan tool voltage
fluctuates, isolate fault and repair as necessary. If scan tool
voltage does not fluctuate, go to next step.
3) Check Signal From PCM
pins for damage and repair if necessary. Install breakout box, leaving
PCM disconnected. Turn ignition on. While cycling switch, measure
voltage between breakout box terminal No. 14 and No. 24 (PWR GND). If
voltage cycles, replace PCM and repeat QUICK TEST. If voltage does not
cycle, go to next step.
4) Check Circuit Continuity
Turn ignition off. Disconnect electronic shift control
module. Inspect pins for damage and repair if necessary. Measure
resistance between breakout box terminal No. 14 and 4WD Low switch AUTO TRANS DIAGNOSIS - E4OD CONTROLS
wiring harness connector terminal No. 2. See Fig. 13 or 14. If
resistance is 5 ohms or less, go to next step. If resistance is more
than 5 ohms, repair open circuit and repeat QUICK TEST.
5) Check For Short To Power Or Ground
Leave ignition off. Reconnect electronic shift control
module. Measure resistance between breakout box terminal No. 14 and
No. 24. Measure resistance between breakout box terminal No. 14 and
No. 71. If any resistance measurement is more than 10 k/ohms, repair
transfer case mechanical fault. See appropriate TRANSFER CASES
article. If any resistance measurement is 10 k/ohms or less, repair
short circuit and repeat QUICK TEST.

(Electronic Shift)
Fig. 14: Identifying 4WD Low Switch Test Circuit & Connector
WIRING DIAGRAMS

Fig. 15: TRANS
AUTO 1997-98 DIAGNOSIS
Expedition & 1998 Navigator
- E4OD 5.4L Transmission
CONTROLS Wiring
Diagram
Fig. 16: 1997-98 "E" Series 5.4L Transmission Wiring Diagram
Fig. 17: 1997-98 "E" Series 5.4L CNG Transmission Wiring Diagram
Fig. 18: 1997-98 "E" Series 6.8L Transmission Wiring Diagram
Fig. 19: 1997-98 "E" Series 7.3L DI Turbo Diesel Transmission Wiring
AUTO
DiagramTRANS DIAGNOSIS - E4OD CONTROLS Article Text (p. 51)1998 Ford Econoline E250For 1 Copyright © 199
Fig. 20: 1997-98 F150/250 Light Duty 5.4L & 5.4L CNG Transmission
Wiring Diagram
Fig. 21: 1997-98 F250/350 Heavy Duty 5.8L & 7.5L (49 States Or Super
Duty) Transmission Wiring Diagram
Fig. 22: 1997-98 F250/350 Heavy Duty 5.8L & 7.5L (California Except
Super Duty) Transmission Wiring Diagram
Fig. 23: 1997-98 F250/350 Heavy Duty 7.3L DI Turbo Diesel
Transmission Wiring Diagram
END OF ARTICLE
B - EMISSION APPLICATION
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Emission Applications
All Truck Models
EMISSION APPLICATIONS
EMISSION APPLICATIONS - LIGHT DUTY EMISSIONS (8500 GVW OR LESS)
Major Control Components/Other

Engine & Fuel System Systems/Devices Related Devices
2.5L (152") SFI PCV, EVAP, TWC, FR, EVAP-VC, EVAP-CPV,

4-Cyl. (VIN C) (1) EGR, SPK, (1) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVRS, SPK-CC
3.0L (183") V6 PCV, EVAP, TWC, FR, EVAP-VC, EVAP-CPV,

SFI (VIN U) (1) EGR, SPK, (2) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVRS, SPK-CC

SFI (VIN V) (1) EGR, SPK, (2) HO2S, EVRS, SPK-CC
CEC, MIL
3.0L (183") V6 PCV, EVAP, TWC, FR, EVAP-VC, EVAP-VCV,

SFI (VIN W) (1) EGR, SPK, (1) HO2S, EVAP-CVS, EVAP-PCS,
California CEC, MIL EVAP-FTPS, EVRS
Emissions
3.0L (183") V6 PCV, EVAP, TWC, FR, EVAP-VC, EVAP-CPV, EVRS

SFI (VIN W) (1) EGR, SPK, (1) HO2S,
Federal Emissions CEC, MIL

SFI (VIN 4) (1) EGR, SPK, (3) HO2S, EVRS, SPK-CC
CEC, MIL

SFI (VIN X) (1) EGR, SPK, (2) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVAP-FVCV, EVRS, SPK-CC

SFI (VIN E) (1) EGR, SPK, (3) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVAP-FVCV, EVRS

SFI (VIN 2) (1) EGR, SPK, (3) HO2S, EVAP-CVS, EVAP-FTPS,
EVAP-FVCV, EVRS,
SPK-CC
SFI (VIN W Or 6) (1) EGR, SPK, (3) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVAP-FVCV, EVRS,
SPK-CC

SFI (VIN P) (1) EGR, SPK, (3) HO2S, EVAP-CVS, EVAP-FTPS,
CEC, MIL EVAP-FVCV, EVRS

SFI (VIN L) (1) EGR, SPK, (2) HO2S, EVAP-CVS, EVAP-FTPS,
SPK-CC
5.4L (330") V8 PCV, TWC, SPK, SPK-CC

SFI (VIN M) (2) HO2S, CEC, MIL

SFI (VIN S) (1) EGR, SPK, (2) HO2S ,EVAP-CVS, EVAP-FTPS,
SPK-CC
(1) - 2 HO2S are used.

EMISSION APPLICATIONS - HEAVY DUTY EMISSIONS (8501 GVW OR MORE)
Major Control Components/Other

Engine & Fuel System Systems/Devices Related Devices
6.8L (415") V10 PCV, EVAP, TWC, FR, EGR-BPT, EVRS

SFI (VIN 5) EGR, SPK, (1) HO2S,
CEC, MIL,
7.3L (444") V8 PCV, OC, CEC, MIL N/A

Turbo Diesel (VIN F)
ABBREVIATION DEFINITIONS
ABBREVIATIONS DEFINITIONS TABLE
Abbreviation Definition
AP ............................. Air Pump Injection System

AP-BPV ................................. Air By-Pass Valve
CEC ......................... Computerized Engine Controls
B - EMISSION AP
EGR ............................ Exhaust Gas Recirculation
EGR-BPT ...................... EGR Backpressure Transducer
EVRS ....................... EGR Vacuum Regulator Solenoid
EVP ............................ EGR Valve Position Sensor
EVAP ............................. Fuel Evaporative System
EVAP-CPV ....................... EVAP Canister Purge Valve
EVAP-CVS ..................... EVAP Canister Vent Solenoid
EVAP-FVCV .................. EVAP Fuel Vapor Control Valve
EVAP-FTPS ................. EVAP Fuel Tank Pressure Sensor
EVAP-PCS ..................... EVAP Purge Control Solenoid
EVAP-VCV ....................... EVAP Volume Control Valve
FR .................................. Fill Pipe Restrictor
GVW ................................. Gross Vehicle Weight
HO2S ................................ Heated Oxygen Sensor
MIL .......................... Malfunction Indicator Light
OC .................................... Oxidation Catalyst
PCV ....................... Positive Crankcase Ventilation
SFI ............................ Sequential Fuel Injection
SPK ....................................... Spark Controls
SPK-CC ........................... SPK Computer Controlled
TWC ................................... Three-Way Catalyst
END OF ARTICLE
B - EMISSION APPLICATION Article Text (p. 3)1998 Ford Econo

* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Brake Systems - January 2002 Motorist Assurance Program
All Makes & Models
OVERVIEW

their customers.
outlets.

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
January 2002
OVERVIEW OF SERVICE REQUIREMENTS AND SUGGESTIONS

available.
documented.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELIN
Example:
An exhaust pipe has corroded severely and has a hole in it
through which exhaust gases are leaking. Replacement of the
exhaust pipe in this case is required due to functional
failure.
Example:

Example:
Example:

follow some of your suggestions. When a repair is required, a MAP
shop must refuse partial service on that system if, in the judgment of
the service provider, proceeding with the work could create or
continue an unsafe condition. When a procedure states that required
or suggested repair or replacement is recommended, the customer must
be informed of the generally acceptable repair/replacement options
whether or not performed by the shop.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 3)1998 Ford Econoline E2
performance)
C - Part is missing


soon, etc.)
stiffen ride, enhance performance, eliminate noise, etc.)
informed experience

BRAKES
SERVICE PROCEDURES REQUIRED & SUGGESTED FOR PROPER

VEHICLE OPERATION
Some states may have specifications that differ from OEM.

Check your local/state regulations. Where state or local laws are
stricter, they take precedence over these guidelines.
ACCELEROMETERS (G SENSOR OR LATERAL)
ACCELEROMETER INSPECTION

Connector loose ......... A .. Require repair or replacement.
Loose ................... B .. Require repair or replacement.
Out of position ......... B ....... Require re-positioning to
vehicle manufacturer's
specifications.
Output signal incorrect . B ............ Require replacement.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINE
ACCUMULATORS
ACCUMULATOR INSPECTION
Leaking ................. B ............ Require replacement.

Pre-charge incorrect .... B ............ Require replacement.
ANCHOR PINS
See BACKING PLATES.
ANTI-LOCK BRAKE SYSTEMS
NOTE: Anti-lock brakes are an integral part of the brake system. It

is essential that the anti-lock brakes function properly when
brake service is performed.
Anti-lock brake systems are commonly referred to as "ABS" and

will be referred to as "ABS" throughout these guidelines. Some ABS
components also function as part of a traction control system (TCS).
WARNING: When diagnosing and servicing high pressure components,

observe safety procedures and equipment requirements
established by the vehicle manufacturer to reduce the
possibility of serious personal injury.
NOTE: Intermittent electrical conditions are often caused by a loss

of ground, poor connection, or water intrusion into the
wiring harness.
NOTE: Electro-magnetic interference (EMI) may be caused by

incorrect installation of accessories or components. EMI can
result in improper system operation.
BACKING PLATES
BACKING PLATE INSPECTION
Anchor pin bent ......... B .. Require repair or replacement.

Anchor pin broken ....... A ............ Require replacement.
Anchor pin worn, affecting
structural integrity ... B ............ Require replacement.
Backing plate bent ...... B .. Require repair or replacement.
Backing plate broken .... A ............ Require replacement.
Backing plate cracked ... B .. Require repair or replacement.
Corroded, affecting
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 5)1998 Ford Econoline E250For 1
structural integrity .... A ............ Require replacement.
Shoe lands worn ......... A .. Require repair or replacement.
BRAKE FLUID
CAUTION: Most manufacturers prohibit the use of DOT 5 brake fluid

in a system equipped with ABS.
DOT 3, DOT 4, and DOT 5.1 brake fluids are clear or light
amber in color. DOT 5 brake fluid is violet in color. Correct fluid
required for the brake system is stamped on the master cylinder cover.
BRAKE FLUID INSPECTION
Beyond service
interval ............... 3 .. Suggest flushing and refilling
with correct fluid.
Brake fluid type
incorrect .............. B ....... (1) Require flushing and
refilling with correct fluid.
Contaminated, for example,
fluid other than brake
fluid present .......... A or B ....... (2) Require service.
Hydraulic component ..... 3 .. Suggest flushing and refilling
overhaul or replacement with correct fluid.
Rubber master cylinder
cover gasket distorted
and gummy .............. A .......... (3) Require replacement
of gasket.
(1) - For example, DOT fluid lower than specified for the vehicle or
silicone brake fluid (DOT 5 or 5.1) in an ABS system.
(2) - If a fluid other than brake fluid is present in the brake
system which DOES affect the rubber parts, the required
service is to:
* Remove all components having rubber parts from the

system.
* Flush lines with denatured alcohol or brake cleaner
* Repair or replace all components having rubber parts
* Flush and fill with correct brake fluid. (Code A)
If a fluid other than brake fluid is present in the brake

system which DOES NOT affect the rubber parts, the required
service is to flush and fill with the correct brake fluid.
(Code B)
(3) - This condition *may indicate
BRAKE contaminated
SYSTEM brake fluid.
UNIFORM INSPECTION GUIDELINES * Article Text (p. 6)1998 Ford Econo
BRAKE FRICTION MATERIAL
See FRICTION MATERIAL.
BRAKE PADS
BRAKE PEDALS
BRAKE PEDAL INSPECTION
Bent, affecting
Pedal pad missing ....... C .... Require replacement of pedal
pad.
Pedal pad worn .......... 1 ............ Suggest replacement.
Pivot bushings worn,
affecting performance .. A .... Require replacement of pivot
bushings.
BRAKE SHOES
BRAKE SHOE HARDWARE
See also SELF-ADJUSTING SYSTEMS.
BRAKE SHOE HARDWARE INSPECTION

Distorted ............... A ............ Require replacement.
Surfaces rust-pitted .... 1 ............ Suggest replacement.
Worn, affecting
BRAKE STOPLIGHT SWITCHES
BRAKE STOPLIGHT INSPECTION
Condition Code Procedure * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *

Bent .................... B ............ Require replacement.
Connector melted ........ A ........ (1) Require replacement.
Out of adjustment ....... B ........... Require adjustment or
replacement.
Output signal incorrect . B ............ Require replacement.
performance ............ A .............. (2) Require repair
or replacement.
Terminal corroded,
affecting performance ... A .. Require repair or replacement.
Terminal loose, not
(1) - Determine cause and correct prior to replacement of part.

(2) - Determine cause and correct prior to repair or replacement
of part.
BULB SOCKETS
BULB SOCKET INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bulb seized in socket ... A .. Require repair or replacement.
Burned, affecting * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
or replacement.
performance ............ 2 .............. (1) Suggest repair
or replacement.
Connector melted ........ A .............. (2) Require repair
or replacement.
Corroded, affecting
Melted .................. A ........ (2) Require replacement.
Shorted ................. A .. Require repair or replacement.
or replacement.
Terminal corroded,
Terminal loose, not

replacement of socket.
BULBS AND LEDS
NOTE: Copied from Electrical UIGs and modified. Does not

include soldered-in components.
BULB AND LED INSPECTION
Application incorrect ... B ........ (1) Require replacement.

Base burned, affecting
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 9)1998 Ford Econolin
or replacement.
Base burned, not affecting
performance ............ 2 .............. (2) Suggest repair
or replacement.
Base corroded, affecting
Base corroded, not
Base loose, affecting
Base loose, not affecting
Burned out .............. A ............ Require replacement.
Intermittent ............ A ............ Require replacement.
Seized in socket ........ A .. Require repair or replacement.
or replacement.
affecting performance .. 2 .............. (2) Suggest repair
or replacement.
Terminal corroded,
Terminal loose, not
(1) - Application incorrect includes wrong bulb coating

or color.
CALIPER HARDWARE
CALIPER HARDWARE INSPECTION
Bent ................... A .. Require repair or replacement.

Corroded, affecting
Dust boots on slider pin
(bolt) missing ......... C ... Require replacement of boots.
Dust boots on slider pin
(bolt) torn ............ A ... Require replacement of boots.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article T
Shim bent ............... A ............. (1) Require removal
or replacement.
Shim (OE standard)
missing ................ C ........ (2) Require replacement.
Shim out of position .... B ............. (1) Require removal
or replacement.
Shim worn ............... A ............. (1) Require removal
or replacement.
Slider pin (bolt) bent .. B ... Require replacement of slider
pin or bolt and lubricants.
Slider pin (bolt)
rust-pitted ............ A ... Require replacement of slider
Slider pin (bolt) worn .. A ... Require replacement of slider
Worn, affecting
(1) - Removal is acceptable if shim is not OE.

(2) - Aftermarket shims may be suggested to reduce noise.
CALIPERS
You are not required to replace or rebuild calipers in axle

sets. However, when replacing or rebuilding a caliper due to the
conditions that follow, you may suggest servicing, rebuilding, or
replacement of the other caliper (on the same axle) for improved
performance and preventive maintenance (for example, the part is close
to the end of its useful life, replacing the caliper may extend pad
life, or contribute to more balanced braking).
CAUTION: When installing loaded calipers, it is required that

friction material be matched in axle sets for consistent
braking characteristics.
CALIPER INSPECTION
Bleeder port damaged .... A ... Require repair or replacement

of caliper.
Bleeder screw broken off
in caliper ............. A ........... (1) Require repair or
replacement of caliper.
Bleeder screw plugged ... A ........... (1) Require repair or
replacement of bleeder screw.
Bleeder screw seized .... A ......... (2) Require replacement
of caliper. * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
Casting corroded,
integrity .............. A ............ Require replacement.
Casting damaged, affecting
Dust boot around caliper
torn ................... A ..... Require replacement of dust
boot.
Mounting pin threads
damaged ................ A ... Require repair or replacement
of component with damaged
threads.
stripped in caliper
bracket (threads
missing) ............... A ... Require repair or replacement
of caliper bracket.
stripped in steering
knuckle (threads
of steering knuckle.
stripped (threads
of component with stripped
threads.
Parking brake cable
support, lever, or return
spring bent ............ A ... Require replacement of parts.
Parking brake cable
support, lever, or return
spring broken .......... A ... Require replacement of parts.
Parking brake mechanism in
caliper inoperative .... A .. Require repair or replacement.
Piston corroded (pitted
or peeling chrome
plating) ............... B ... Require replacement of piston
and rebuilding or replacement
of caliper.
Piston damaged, affecting
performance ............ B ... Require replacement of piston
of caliper.
Piston damaged, not
required.
Piston finish worn off .. B ... Require replacement of piston
of caliper.
Piston sticking ......... A ........... Require rebuilding or SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text
* BRAKE
replacement of caliper.
Slide mechanism
sticking ............... A ... Require repair or replacement
of slide mechanism.
(1) - Only required if the hydraulic system must be opened.

(2) - Seized is defined as a bleeder screw that cannot be
removed after a practical attempt at removing. Only
required if the hydraulic system must be opened.
CONTROLLERS
See ELECTRONIC CONTROLLERS.
DIGITAL RATIO AXLE CONTROLLERS AND BUFFERS (DRAC AND DRAB)
DIGITAL RATIO AXLE CONTROLLER AND BUFFER INSPECTION

Output signal incorrect . B .. Require repair or replacement.
or replacement.
Terminal corroded,
Terminal loose, not

DISABLE SWITCHES
See SWITCHES.
DRUMS * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *

Determine the need to recondition based upon individual drum
conditions that follow. Friction material replacement does not require
drum reconditioning unless other justifications exist. DO NOT
recondition new drums unless they are being pressed or bolted onto an
existing hub. It is not necessary to replace drums in axle sets.
However, when replacing or reconditioning a drum due to the conditions
that follow, you may suggest reconditioning of the other drum on the
same axle to eliminate uneven braking behavior. Always wash drums
after servicing or before installing.
DRUM INSPECTION
Balance weight missing .. .. ........ No service suggested or

required.
Bell-mouthed, affecting
performance ............ A ....... Require reconditioning or
replacement.
Cooling fin broken ...... .. ........ No service suggested or
required.
Cracked ................. B ............ Require replacement.
Drum diameter is greater
than OEM "machine to"
specifications but less
than "discard at"
specifications, and the
drum does not require
reconditioning ......... 1 ........ (1) Suggest replacement.
Drum diameter will exceed
OEM "machine to"
specifications after
required
reconditioning ......... B ........ (2) Require replacement.
Hard-spotted ............ 2 ....... Suggest reconditioning or
replacement.
Measured diameter is
greater than OEM discard
specifications ......... B ............ Require replacement.
Out-of-round (runout),
affecting performance .. A ....... Require reconditioning or
replacement.
Out-of-round (runout),
exceeding manufacturer's
specifications ......... B ....... Require reconditioning or
replacement.
Scored .................. B ....... Require reconditioning or
replacement.
Surface threaded due to
improper machining ..... B ....... Require reconditioning or
* BRAKE SYSTEM replacement.
UNIFORM INSPECTION GUIDELINES * Article Text (p. 14)1998 Ford Econoline
Tapered, affecting
performance ............ A ....... Require reconditioning or
replacement.
(1) - Only applies to vehicles for which OEM "machine to"

specifications exist. If OEM does not supply "machine to"
specifications, the drum may be worn to discard
specifications.
(2) - If OEM does not supply "machine to" specifications, you
may machine to discard specifications.
ELECTRICAL PUMPS AND MOTORS
Copied fuel pump conditions from engine UIGs & deleted

pulsator from leaking conditions.
ELECTRICAL PUMP AND MOTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted ........ A .............. (1) Require repair
or replacement.
Contaminated ............ A ........ (2) Require replacement.
Inoperative ............. A .............. (3) Require repair
or replacement.
Leaking externally ...... A .. Require repair or replacement.
Leaking internally ...... A .. Require repair or replacement.
or replacement.
Terminal corroded,
affecting performance .. 2 .. Suggest repair*orBRAKE replacement.
SYSTEM UNIFORM INSPECTION GUIDELINES * Article Te
Terminal loose, not

of part.
(2) - Determine source of contamination. Require repair or
replacement.
(3) - Inoperative includes intermittent operation or out of OEM
specifications.
ELECTRONIC CONTROLLERS
ELECTRONIC CONTROLLER INSPECTION

Attaching hardware
hardware.
Attaching hardware threads
of hardware.
stripped (threads
of hardware.
Code set (if
applicable) ............ A .......... (1) Further inspection
required.
Connector melted ........ A ........... (2) Require repair or
replacement.
Contaminated ............ A .. Require repair or replacement.
Inoperative ............. B .. Require repair or replacement.
(3) Further inspection required.
Terminal burned, affecting * BRAKE SYSTEM UNIFORM INSPECTION GUIDELIN
replacement.
Terminal corroded,
Terminal loose, not
(1) - Refer to manufacturer's diagnostic trouble code procedure

and require repair or replacement of affected component(s).
of part.
specification. Some components may be serviceable. Check
for accepted cleaning procedure.
FLUID
See BRAKE FLUID.
FLUID LEVEL SENSOR SWITCHES
See SWITCHES.
FOUR WHEEL DRIVE SWITCHES
See SWITCHES.
FRICTION MATERIAL
NOTE: Original Equipment Manufacturer (OEM) specifications

designate replacement at different thicknesses.
CAUTION: It is required that friction material be matched in axle

sets for consistent braking characteristics.
FRICTION MATERIAL INSPECTION

* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 17)1998 For

fluid that leaked from
caliper, wheel cylinder,
or axle seal ........... A ........ (1) Require replacement.
Cracked through ......... B Require replacement.
Flaking or chunking ..... B Require replacement.
Glazed (shiny) .......... .. ........ No service suggested or
required.
Grooves or ridges ....... .. .... (2) No service suggested or
required.
Permanently attached
hardware bent .......... A ............ Require replacement.
hardware broken ........ A ............ Require replacement.
hardware loose ......... A ............ Require replacement.
hardware missing ....... C ............ Require replacement.
hardware seized ........ A .. Require repair or replacement.
Rivets loose ............ B ............ Require replacement.
Separating from backing . B ............ Require replacement.
Shoe table or web bent .. B ............ Require replacement.
Shoe table or web
cracked ................ A ............ Require replacement.
Shoe table or web worn,
affecting performance .. A ............ Require replacement.
Surface cracking ........ .. ........ No service suggested or
required. Further inspection
may be necessary to determine
cause.
Tapered wear ............ B ........ (3) Suggest replacement.
Thickness of one pad is
greater than opposite pad
in the same caliper
(uneven wear) .......... .. .... (4) Replacement of friction
material not suggested or
required. Further inspection
required. See CALIPERS
and CALIPER HARDWARE.
Wear indicator device
(electronic) contacts
rotor .................. B ...... (5) Require replacement of
appropriate parts.
(mechanical) bent ....... .. .......... (6) Further inspection
required.
(mechanical) broken .... .. ......... (6) Further inspection
required. * BRAKE SYSTEM UNIF
(mechanical) contacts
rotor .................. .. ......... (6) Further inspection
required.
Worn close to minimum
specifications ......... 1 ........ (7) Suggest replacement.
Worn to, or below minimum
(1) - Identify and repair cause of contamination prior to

replacing friction material.
(2) - When reconditioning or replacing drums or rotors,
replacement of friction material may be suggested
depending on the severity of the grooves or ridges.
(3) - Some vehicles use pads that are tapered by design. Refer
to specific vehicle application. If not normal, require
replacement of pads and correction of cause.
(4) - Uneven pad thickness is normal on some vehicles. Refer to
specific vehicle applications.
(5) - The pad wear indicator light may come on due to other
electrical problems.
(6) - Explain to the customer that the purpose of the wear
indicator is to alert him or her to check for friction
wear. Wear indicators may be bent or broken. Therefore,
the friction material must be measured. The need for
friction material replacement is determined based upon
the conditions stated in this section. Periodic inspection
is suggested.
(7) - When the part appears to be close to the end of its useful
life, replacement may be suggested.
G SENSORS
See ACCELEROMETERS.
HOSES
HOSE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
functioning ............. A ... Require repair or replacement
of hardware.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Tex
Blistered ............... B ............ Require replacement.
Fitting threads damaged . A .. Require repair or replacement.
Fitting threads stripped
(threads missing) ...... A ............ Require replacement.
Incorrectly secured ..... B ................. Require repair.
Inner fabric
(webbing) cut .......... B ............ Require replacement.
Outer covering is cracked
to the extent that
inner fabric of hose
is visible ............. B ............ Require replacement.
HYDRAULIC MODULATORS
NOTE: Many modulators can only be replaced as complete

assemblies. Whenever possible, replace the failed
component part. If replacement of the failed part is not
possible, then replace the modulator assembly.
HYDRAULIC MODULATOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Disabled ................ A .. Require repair or replacement.
Electrical failure ...... A .. Require repair or replacement.
External leak ........... A .. Require repair or replacement.
Housing cracked ......... B .. Require repair or replacement.
Inoperative (2) ......... A .. Require repair or replacement.
Internal leak ........... A .. Require repair or replacement.
replacement.
Terminal burned, not * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
Terminal corroded,
Terminal loose, not
Valve stuck ............. A .. Require repair or replacement.

specification.
HYDRO-BOOSTERS
NOTE: Hydro-boosters and hydro-electric boosters are combined.
HYDRO-BOOSTER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Does not apply assist, or
inadequate assist ...... A .. Require repair or replacement.
Leaking ................. B .. Require repair or replacement.
Leaks fluid at fitting .. B ........... Require tightening or
replacement.
Leaks fluid at unit .....* BRAKE
B .. RequireSYSTEM UNIFORM
repair or INSPECTION GUIDELINES * Article Text (p. 21)1998 Ford Eco
replacement.
Leaks fluid from pressure
hose(s) ................ B . Require replacement of hose(s).
Leaks fluid into passenger
compartment ............ B .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
HYDRO-ELECTRIC BOOSTERS (POWERMASTER)
See HYDRO-BOOSTERS.
IGNITION DISABLE SWITCHES
See SWITCHES.
LATERAL ACCELERATION SWITCHES
See ACCELEROMETERS.
LEDS
See BULBS AND LEDS.
LENSES
LENSE INSPECTION
Application incorrect ... A ............ Require replacement.

Attaching hardware
of hardware.
Attaching hardware
missing ................ C .......... Require replacement of * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES
hardware.
of hardware.
Broken, affecting
Broken, not affecting
required.
Discolored .............. A ............ Require replacement.
Melted, affecting
performance ............ 2 ............ Suggest replacement.
MASTER CYLINDERS
MASTER CYLINDER INSPECTION
Brake fluid leaking from

rear of master cylinder
bore ................... B .. Require repair or replacement.
Brake pedal drops
intermittently ......... A ........... (1) Require repair or
replacement.
Fluid level low ......... .. ......... (2) Further inspection
required.
Internal valve failure .. A .. Require repair or replacement.
Master cylinder leaking
brake fluid internally . A .. Require repair or replacement.
Piston does not return .. A .. Require repair or replacement.
Ports plugged ........... A .. Require repair or replacement.
and gummy .............. A .. (3) Require replacement of the
gasket.
(1) - This condition may be normal on some vehicles equipped with

anti-lock brakes.
(2) - Refer to OEM procedures for adjusting low fluid level.
Inspect for brake hydraulic system leaks and friction
material wear.
(3) - This condition may indicate contaminated brake fluid.
See BRAKE FLUID.

MODULATORS
See HYDRAULIC MODULATORS.
MOTORS
See ELECTRICAL PUMPS AND MOTORS.
PARKING BRAKE SWITCHES
See SWITCHES.
PARKING BRAKE SYSTEMS
NOTE: The parking brake is an integral part of the brake

system. It is important that the parking brake function
properly when brake service is performed.
PARKING BRAKE SYSTEM INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Cable improperly
adjusted ............... B ....... Require cable adjustment.
Cable or individual
wires in the cable
are broken ............. A .... Require replacement of cable
assembly.
Cable sticking .......... A ...... Require cable lubrication.
Cable stuck inside conduit
and cannot be lubricated
so that parking brake
functions properly ..... A .... Require replacement of cable
assembly.
Inoperative (1) ......... A .......... Require replacement of
inoperative parts.
Parking brake
parts bent ............. B ... Require repair or replacement
of bent parts.
Parking brake
parts broken ........... A ... Require replacement of broken
parts.
*Parking
BRAKE brake parts UNIFORM INSPECTION GUIDELINES * Article Text (p. 24)1998 Ford Econoline E250For 1
SYSTEM
missing ................ C .. Require replacement of missing
parts.
PADS
PEDAL TRAVEL SWITCHES
See SWITCHES.
PEDALS
See BRAKE PEDALS.
POWERMASTER
See HYDRO-BOOSTERS.
PUMPS
See ELECTRICAL PUMPS AND MOTORS.
PRESSURE DIFFERENTIAL SWITCHES
See SWITCHES.
PRESSURE SWITCHES
See SWITCHES.
RELAYS
NOTE: Copied from Electrical UIGs
RELAY INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
Attaching hardware *not BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 25)1998 Ford Econ
of hardware.
Housing broken .......... A ............ Require replacement.
Housing cracked ......... 2 ............ Suggest replacement.
Inoperative (1) ......... A ............ Require replacement.
Terminal burned,
replacement.
Terminal corroded,
Terminal loose, not

specification.
ROTORS
Determine the need to recondition based upon individual rotor

conditions that follow. Friction material replacement does not require
rotor reconditioning unless other justifications exist. DO NOT
recondition new rotors unless they are being pressed or bolted onto an
existing hub. It is not necessary to replace rotors in axle sets.
However, when replacing or reconditioning a rotor due to the
conditions that follow, you may suggest reconditioning of the other
rotor on the same axle to eliminate uneven braking behavior.
Determine the need to replace based upon the individual rotor
conditions that follow. Reconditioning is defined as machining and
block sanding, or block sanding only. Block sanding is defined as
using 120-150 grit sandpaper with moderate to heavy force for 60
seconds per side. Always wash rotors after servicing or before
installing.
ROTOR INSPECTION
Corrosion affecting
structural integrity ... A ........ (1) Require replacement.
Hard spots .............. 2* .......
BRAKE SYSTEM
Suggest UNIFORM
reconditioning or INSPECTION GUIDELINES * Article Text (p. 26)1998 Ford E
replacement of rotor according
to OEM specifications.
Lateral runout (wobble)
exceeds OEM
specifications ......... B ............ Require re-indexing,
reconditioning, or replacement
according to specifications.
Measured thickness is less
than OEM discard
Rotor thickness is less
than OEM "machine to"
specifications but thicker
than "discard at"
specifications, and the
rotor does not require
reconditioning ......... 1 ........ (2) Suggest replacement.
Rotor thickness will be
less than OEM "machine to"
specifications after
required
reconditioning ......... B ........ (3) Require replacement.
Surface is rust-pitted .. B ....... Require reconditioning or
Surface is scored ....... B ... (4) Require reconditioning or
Thickness variation
(parallelism) exceeds OEM
specifications .......... B ....... Require reconditioning or
(1) - Examples of severe corrosion are: composite plate

separated from friction surfaces and cooling fins
cracked or missing.
(2) - Only applies to vehicles for which OEM "machine to"
specifications exist. If OEM does not supply "machine
to" specifications, the rotor may be worn to discard
specifications.
(3) - If OEM does not supply "machine to" specifications,
you may machine to discard specifications.
(4) - Scoring is defined as grooves or ridges in the friction
contact surface. Some vehicle manufacturers require
machining when scoring exceeds their allowable
specifications.
SELF-ADJUSTING SYSTEMS
SELF-ADJUSTING SYSTEM INSPECTION * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *

Bent .................... A ... Require repair or replacement

of bent part.
Broken .................. A ... Require repair or replacement
of broken part.
replacement of inoperative
parts.
Missing ................. C .......... Require replacement of
missing part.
Star wheel does not turn
freely ................. A .. Require repair or replacement.
SHOE HARDWARE
See BRAKE SHOE HARDWARE.
SHOES
SOCKETS
See BULB SOCKETS.
SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE)
NOTE: Copied Vehicle Speed Sensors from Engine UIGs & added
Air Gap incorrect, loose, and wire lead misrouted. For
"contaminated" removed coolant & fuel examples from note.
SPEED SENSOR INSPECTION
Air gap incorrect ....... B ....... (1) Require adjustment or

replacement.
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
(threads missing) ...... A .. Require repair or replacement
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text
of hardware.
type) leaking ........... A .. Require repair or replacement.
replacement.
replacement.
Lead routing incorrect .. B ..... Require rerouting according
to vehicle manufacturer's
specifications.
Resistance out of
Sensor housing cracked .. 2 ............ Suggest replacement.
Terminal burned,
replacement.
Terminal corroded,
Terminal loose,
affecting performance .. B .. Require repair or replacement.
Terminal loose, not
Threads stripped
Wire lead misrouted ..... B . Require re-routing according to
specifications.
(1) - If a sensor is not adjustable, further inspection is

required to identify and correct cause.
(3) - Determine source of contamination, such as metal
particles or water. Require repair or replacement.
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Te
specification. Some components may be serviceable; check
STEEL BRAKE LINES
STEEL BRAKE LINE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Corroded, affecting
Fitting incorrect (for
example, compression
Flare type incorrect .... B .. Require repair or replacement.
Line material incorrect
(copper, etc.) ......... B ............ Require replacement.
Routed incorrectly ...... B ..... Require routing correction.
Rust-pitted ............. 1 ............ Suggest replacement.
Threads stripped
STOPLIGHT SWITCHES
See BRAKE STOPLIGHT SWITCHES.
SWITCHES
NOTE: Copied from Electrical UIGs & added "float saturated" from
old fluid level sensor switches.
STEEL BRAKE LINE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting
Float saturated ......... A ............ Require replacement.
replacement.
Melted, affecting
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not
(1) - Determine cause and correct prior to repair or * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
(2) - Includes inoperative, intermittent operation, or failure to
perform all functions.
TIRES
Consult the vehicle owner's manual or vehicle placard for

correct size, speed ratings, and inflation pressure of the original
tires.
TIRE INSPECTION
Tire diameter incorrect,

affecting ABS or TCS ... A ............ Require replacement.
Tire pressure incorrect,
affecting ABS or TCS ... A .. Require repair or replacement.
Tire size incorrect,
affecting ABS or TCS ... A ............ Require replacement.
TOOTHED RINGS (TONE WHEEL)
NOTE: Copied from Drivetrain UIGs.
If the toothed ring requires replacement and cannot be

replaced as a separate component, replace the assembly of which the
ring is a part.
TOOTHED RING INSPECTION
Alignment incorrect ..... B ............... Require repair or

replacement.
performance ............. A ........ Require repair. Identify
and correct cause.
Loose ................... A ............. Require replacement
of worn parts.
Number of teeth
incorrect .............. B ............ Require replacement.
Teeth broken ............ A ............ Require replacement.
Teeth damaged, affecting

VACUUM BOOSTERS
VACUUM BOOSTER INSPECTION
Applies too much assist

(oversensitive) ........ A ............ Require replacement.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Auxiliary vacuum pump
inoperative ............ A ........... (1) Require repair or
replacement.
Check valve grommet
deteriorated, affecting
performance ............ A .. Require replacement of grommet.
Check valve grommet
deteriorated, not
affecting performance .. 1 . Suggest replacement of grommet.
Check valve inoperative . A ........... (2) Require repair or
replacement.
Check valve leaking ..... A .... Require replacement of check
valve.
Check valve missing ..... C .... Require replacement of check
valve.
Check valve noisy ....... 2 ............ Suggest replacement.
replacement.
Terminal corroded,
Terminal loose, not
*affecting
BRAKEperformance
SYSTEM UNIFORM .. 1 .. Suggest repair or replacement.
INSPECTION GUIDELINES * Article Text (p. 33)1998 Ford Econoline E250For 1
Vacuum hose filter
leaking ................ A .. Require replacement of filter.
Vacuum hose filter
restricted ............. A .. Require replacement of filter.

OEM specification.
VACUUM HOSES
See HOSES.
VALVES
VALVE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
Attaching hardware
not functioning ........ A ... Require repair or replacement
of hardware.
Leaking ................. B .. Require repair or replacement.
Linkage bent (rear
load valves) ........... A ... Require repair or replacement
of linkage.
Linkage broken (rear
load valves) ........... A ... Require repair or replacement
of linkage.
Linkage disconnected
(rear load valves) ..... C ... Require repair or replacement
of linkage.
Pressure out of
specification .......... B ...... Require adjustment. If not
possible, require replacement.
Seized .................. A ............ Require replacement. * BRAKE SYSTEM UNIFORM INSPECTION GUIDELIN
Sticking ................ A .. Require repair or replacement.
Terminal burned,
replacement.
Terminal corroded,
Terminal loose, not

of part.
WHEEL ATTACHING HARDWARE
For conditions noted below, also check condition of wheel

stud holes.
CAUTION: Proper lug nut torque is essential. Follow manufacturer's

torque specifications and tightening sequence. DO NOT
lubricate threads unless specified by the vehicle
manufacturer.
WHEEL ATTACHING HARDWARE INSPECTION

Broken .................. A ........ (1) Require replacement.
Loose ................... B ... Require repair or replacement
of affected component.
Lug nut flats rounded ... A ..... Require replacement of nut.
Lug nut installed
backward ............... B ................. Require repair.
Lug nut mating surface
dished ................. A ..... Require replacement of nut.
Lug nut mating type
incorrect .............. B ..... Require replacement of nut. * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
Lug nut seized .......... A ...... Require replacement of nut
and/or stud.
Stud incorrect .......... B .... Require replacement of stud.
Threads damaged ......... A ... Require repair or replacement
of component with damaged
threads.
missing) ............... A .......... Require replacement of
component with stripped
threads.
(1) - Some manufacturers require replacement of all studs on

any wheel if two or more studs or nuts on the same wheel
are broken or missing.
WHEEL BEARINGS, RACES AND SEALS
NOTE: Grease seal replacement is required if seal is removed.

You are not required to replace these components in axle
sets. Determine the need to replace based upon the
individual component conditions that follow.
WHEEL BEARINGS, RACES AND SEALS INSPECTION
Axle seal on drive axle

leaking ................ A . Require replacement of seal and
inspection of axle, bearing,
housing, and vent tube.
Bearing end-play exceeds
specifications ......... B .. Require adjustment of bearing,
if possible. If proper
adjustment cannot be obtained,
require replacement of bearing
assembly.
Bearing rollers, balls or
races are worn, pitted, or
feel rough when rotated as
an assembly ............ B .. Require replacement of bearing
assembly.
Seal leaking ............ A ...... (1) Require replacement of
seal and inspection of bearings.
Spindle worn ............ B .. Require replacement of spindle
and bearings.

repair or replace as necessary. Check vent. A plugged
vent may force fluid past the seal.

WHEEL CYLINDERS
You are not required to replace or rebuild wheel cylinders in

axle sets. However, when rebuilding or replacing a wheel cylinder due
to the conditions that follow, you may suggest rebuilding or
replacement of the other wheel cylinder (on the same axle) for
preventive maintenance, for example, the part is close to the end of
its useful life.
Determine the need to rebuild or replace based upon the
individual wheel cylinder conditions that follow.
WHEEL CYLINDER INSPECTION
Attaching hardware bent . B ..... Require replacement of bent

parts.
Attaching hardware
of hardware.
Attaching hardware
corroded, affecting
structural integrity ... A . Require replacement of corroded
parts.
Attaching hardware
loose .................. A .. Require repair or replacement.
Attaching hardware
hardware.
of hardware.
Bleeder port damaged (if
non-repairable) ........ A ............ Require replacement.
in wheel cylinder (if non-
repairable) ............ A ........ (1) Require replacement.
Bleeder screw plugged ... A ........... (1) Require repair or
replacement of bleeder screw.
Bleeder screw seized .... A ........ (2) Require replacement.
Bore corroded (pitted) .. B ............ Require replacement.
Bore grooved ............ A ............ Require replacement.
Bore oversized .......... B ............ Require replacement.
Dust boot missing ....... C ..... Require replacement of dust
boot.
Dust boot torn .......... A . (3) Require replacement of dust
boot.
Leaking ................. A ....... (4) Require rebuilding or
replacement.
Piston corroded, affecting
performance ............ B ... Require replacement of piston
* BRAKE SYSTEM and rebuilding
UNIFORM or replacementGUIDELINES * Article Text (p. 37)1998 Ford Econoline E250For 1
INSPECTION
of wheel cylinder.
Piston finish worn off .. B ... Require replacement of piston
of wheel cylinder.
Piston stuck in bore .... A .... Require replacement of wheel
cylinder.

(2) - Seized is defined as bleeder screw that cannot be removed
after a practical attempt at removing. Only required if
the hydraulic system must be opened.
(3) - Inspect for conditions related to wheel cylinder.
(4) - Leaking is defined as a drop or more. Dampness is normal.
WIRING HARNESSES
NOTE: Copied from Electrical UIGs.
WIRING HARNESS INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
Insulation damaged,
Open .................... A .. Require repair or replacement.
Protective shield
(conduit) melted ....... 2 ........... (1) Suggest repair or
replacement.
Protective shield * BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES *
(conduit) missing ...... 2 .. Suggest repair or replacement.
Resistance (voltage drop)
out of specification ... A .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
Voltage drop out of

END OF ARTICLE
* BRAKE SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 39)1998 Ford Econoli
BRAKE SYSTEM
Article Text
For 1
ARTICLE BEGINNING
1998-99 BRAKES
FORD - Disc & Drum - Trucks
Expedition, Explorer, Mountaineer, Navigator, Pickup, Ranger,

Van, Windstar
NOTE: References to F250/350 also apply to super duty models,

except where noted.
SYSTEM COMPONENTS
Brake Booster
All models are equipped with a dual-diaphragm vacuum booster.
Boosters are self-contained, vacuum power brake units. Booster assists
in actuating master cylinder push rod.
Booster contains a dual vacuum-suspended diaphragm which uses
engine manifold vacuum or atmospheric pressure for power. Diesel
models use a belt-driven vacuum pump to provide vacuum for booster
actuation.
A mechanically-operated booster check valve controls power
brake application and release in relation to foot pressure applied to
check valve operating rod. Booster check valve is the only serviceable
component of brake booster assembly.
An equalizer valve links 2 chambers of brake booster. When
valve opens, vacuum in chambers can equalize. When it closes, chambers
are separated. A vacuum bleed valve functions to reduce amount of
vacuum in secondary chambers when boost is required.
Super Duty Pickup uses a Hydro-Boost system. Hydro-Boost is
hydraulically operated by power steering pump and provides a variable
power assist regulated by brake pedal pressure. Hydro-Boost has a
reserve system (compressed gas accumulator) which stores enough fluid
under pressure to provide at least 2 power-assisted brake applications
if power steering pump fluid flow stops. Brakes can also be operated
manually if reserve system is lost.
Hydro-Boost power units in normal condition produce certain
noises. These noises occur when brakes are used more than usual. In
general, these noises are hissing, clunks, clicks and chattering.
Hydro-Boost hisses when greater than normal braking effort is used.
Hissing increases when pedal effort and operating temperatures
increase. Loud hissing at normal pedal effort of 25-35 lbs. (11-16 kg)
or less should be investigated. Clunk, chatter and clicking noises are
heard when brake pedal is quickly released from hard braking.
WARNING: Hydro-Boost unit should not be carried by accumulator. DO NOT

drop Hydro-Boost on accumulator. Snap ring should be checked
for proper seating before booster is used. Accumulator
contains high-pressure nitrogen gas and can be dangerous if
mishandled. Before disposing of boosters, drill a 1/16" (1.6
mm) hole in end of accumulator to relieve gas pressure.
Deactivator Switch
On Van with speed control, a deactivator switch is located
underneath brake master cylinder as an additional safety feature.
Normally, when brake pedal is depressed, an electrical signal from
brakelight circuit to speed control amplifier will turn off system.
Under increased brake pedal efforts, deactivator switch mounted on
master cylinder will open and remove power to speed control actuator
clutch, releasing throttle independent of speed control amplifier.
Front Disc Brakes

Front disc brakes are standard on all models. A dual piston
front caliper assembly is used on all models except E150.
Rear Disc Brakes

Rear disc brakes are standard or optional on all models
except E150/E250, E350 1998, and Ranger. Super Duty Pickup and E350
1999 use dual piston rear caliper. All other models use single piston
caliper. All models are equipped with full-cast rear disc brake rotors
and a cable-actuated, single-anchor, shoe type parking brake.
Rear Drum Brakes

Rear drum brakes are used on E150/E250, E350 1998, some
F150/F250 models, Ranger, and some Windstar models. On rear drum brake
models, parking brake is actuated by a cable, which pulls the parking
brake lever located inside rear brake assembly. The lever pivots
parking brake strut between brake shoes. This movement pushes outward
on brake shoes. Brake shoe linings are made of asbestos-free,
fiberglass material. Rear drum brake assembly consists of a support
plate, 2 brake shoes, return springs, automatic adjuster components
and one dual-piston wheel cylinder. Brake drums are available in 9"
and 10" sizes.
Master Cylinder
Models are equipped with dual master cylinder with primary
and secondary pistons.
Vacuum Pump (Diesel)

Vacuum is supplied from a belt-driven vacuum pump. Diesel
equipped vehicles use a low vacuum indicator switch. Indicator switch
is located on left side of engine compartment, near vacuum pump.
Indicator switch will turn on brake warning lamp when a low vacuum
situation occurs.
CAUTION: Brake fluid is harmful to painted and plastic surfaces. If

brake fluid is spilled onto a painted or plastic surface,
immediately wash it with water.
Bleed hydraulic system whenever air has been introduced into

BRAKE SYSTEM Article Text (p. 2)1998 Ford Econoline
system. Bleed master cylinder and brakes at all 4 wheels if master
cylinder lines have been disconnected or master cylinder has run dry.
Bleed brakes with pressure bleeding equipment or by manually pumping
brake pedal while using bleeder tubes. Always bleed brakelines in
sequence. See BLEEDING SEQUENCE.
MANUAL BLEEDING
NOTE: DO NOT allow reservoir to run dry during bleeding operation.
Master Cylinder Bleeding (Bench)

1) Support brake master cylinder body in a vise, and fill
both fluid brake master cylinder reservoirs with brake fluid. Install
plugs in front and rear brake outlet ports. Bleed front brake system
first. Loosen plug in front brake outlet port and depress primary
piston slowly to force air out of master cylinder.
2) Tighten plug while piston is depressed or air will enter
brake master cylinder. Repeat procedure until no air bubbles are
present. Repeat bleeding procedure for rear brake outlet port with
front brake outlet plugged. Tighten plugs and try to depress piston.
Piston will not depress if all air is out of master cylinder.
Master Cylinder Bleeding (On-Vehicle)

1) Using a tubing wrench, remove front brake tube and master
cylinder outlet rear tube from master cylinder. Install short brake
tubes in master cylinder and position them so they curve into master
cylinder reservoir, and ends of tubes are submerged in brake fluid.
2) Fill master cylinder reservoir with clean brake fluid.
Have an assistant pump brakes until clear, bubble-free fluid flows
from both brake tubes. Remove short brake tubes and reinstall front
brake tube and master cylinder inlet rear tube on master cylinder.
Bleed each brake tube at master cylinder by having and assistant pump
brake pedal 10 times and then hold firm pressure on brake pedal.
3) Loosen rearmost brake tube fittings until a stream of
brake fluid comes out. Have an assistant maintain pressure on brake
pedal until brake tube fitting is tightened again. Repeat procedure
until clear, bubble-free fluid comes out from around tube fitting.
Refill master cylinder reservoir as necessary. Repeat this bleeding
operation at front brake tube fittings.
Gravity Bleeding
Fill brake master cylinder with new brake fluid. Loosen both
of wheel cylinder bleeder screws and leave them open until clear brake
fluid flows. Be sure to check master cylinder reservoir fluid level
often and do not let it run dry. Tighten wheel cylinder bleeder
screws. One at a time, loosen caliper bleeder screws. Leave bleeder
screws open until clear fluid flows. Check fluid level often. Tighten
caliper bleeder screws.
Manual Bleeding
1) Clean master cylinder cap and surrounding area. Remove
cap. All models are equipped with dual-type master cylinder. Bleed
BRAKE SYSTEM Article Text (p. 3)1998 Ford Econo
primary and secondary systems separately. Loosen primary or secondary
master cylinder hydraulic line fitting. See Fig. 1.
2) Wrap a cloth around brakelines to absorb escaping brake
fluid. Slowly push brake pedal down to force out air. With pedal fully
depressed, tighten fittings to prevent air from being sucked into
master cylinder when pedal is released. Release pedal.
3) Repeat procedure until air is completely purged from
master cylinder. When all air has escaped, tighten fittings with pedal
down. Release pedal, and depress again. If pedal is not firm, repeat
bleeding procedure.
4) Repeat procedure at bleeder fitting on rear anti-lock
brake electrohydraulic RABS Valve, each wheel cylinder and caliper.
See Fig. 2. See BLEEDING SEQUENCE table under BLEEDING SEQUENCE. When
bleeding is complete, fill master cylinder to proper level.
Fig. 1: Identifying Master Cylinder (Typical)

Fig. 2: Bleeding Wheel Cylinders (Typical)

PRESSURE BLEEDING BRAKE SYSTEM Article Text (p. 4)1998 Ford Econol
CAUTION: DO NOT exceed 50 psi (3.5 kg/cm ) during bleeding.
1) Clean master cylinder cap and surrounding area. Remove

cap. With pressure tank at least 1/2 full of specified fluid and
charged between 10-30 psi (.7-2.0 kg/cm ), use adapters to connect
tank to master cylinder. Follow equipment manufacturer's pressure
instructions.
2) Open pressure bleeder valve. Bleed master cylinder primary
and secondary hydraulic lines individually. Put shop towels in place
to catch brake fluid.
3) Open lines. Allow brake fluid to flow out until all air is
purged. Close bleed fitting and hydraulic line. Close pressure bleeder
valve. Attach rubber drain hose to first wheel cylinder bleeder valve
to be serviced. See Fig. 2. See BLEEDING SEQUENCE table under BLEEDING
SEQUENCE.
4) Place other end of hose in clean glass jar partially
filled with clean brake fluid so end of hose is submerged in fluid.
Open pressure bleeder valve. Open bleeder fitting. Close bleeder
fitting when fluid flow is free of bubbles. Repeat procedure on
remaining wheel cylinder and calipers in sequence. See BLEEDING
SEQUENCE table.
5) When bleeding operation is complete, close pressure
bleeder valve, and remove tank hose from adapter fitting. Check brake
pedal operation. Ensure master cylinder is full of fluid.
BLEEDING SEQUENCE
Before bleeding system, remove all vacuum from power unit by

depressing brake pedal several times. Bleed master cylinder first,
followed in sequence by rear wheel cylinders, anti-lock system
components (if equipped) and calipers. See BLEEDING SEQUENCE table.
BLEEDING SEQUENCE
Application Sequence
All (Except Windstar & Models With ABS) ............. RR, LR, RF, LF
ABS Models Except Windstar .................... RR, LR, (1) , RF, LF
Windstar ............................................ RR, LF, LR, RF
(1) - Anti-Lock brake control module.
BLEEDING HYDRO-BOOST UNIT
NOTE: Hydro-Boost is generally self-bleeding. Listed procedure will

normally bleed air from system. Normal vehicle operation will
remove any additional air.
Super Duty Pickup

1) Fill power steering pump reservoir with MERCON
multipurpose automatic transmission fluid. Remove power train control
BRAKE SYSTEM Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
module (PCM) fuse and crank engine for several seconds. Check and add
fluid if necessary. Install PCM fuse. Start engine. Turn wheels from
lock-to-lock twice.
2) Turn engine off. Depress brake pedal several times to
discharge accumulator. Start engine, and turn wheels from lock-to-lock
twice. If foaming occurs, stop engine, and allow foam to dissipate.
Repeat lock-to-lock procedure until all air is removed from system.
ADJUSTMENTS
WARNING: Shut air suspension off, prior to hoisting vehicle. This can
be accomplished by turning off air suspension switch located
on right kick panel.
VACUUM POWER BOOSTER PUSH ROD
1) Push rod has an adjustment screw to maintain correct

distance between booster push rod and master cylinder piston. If push
rod is adjusted too long, it prevents master cylinder piston from
completely releasing hydraulic pressure, causing brakes to drag. If
push rod is adjusted too short, it causes excessive pedal travel and
an undesirable groaning noise in booster area.
2) Remove master cylinder to access push rod. To check screw
adjustment, fabricate a gauge. See Figs. 3 and 4. With engine running,
place gauge against master cylinder mounting surface of booster.
Adjust push rod screw by turning it until end of screw just touches
inner edge of gauge slot.
Fig. 3: Adjusting Brake Booster Push Rod (All Models Except

Windstar & Super Duty Pickup)
BRAKE SYSTEM Article Text (p. 6)1998 Ford Ec
Fig. 4: Adjusting Brake Booster Push Rod (Windstar)
BRAKE
BRAKE PEDALArticle
SYSTEM LINKAGEText (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
Super Duty Pickup
Remove spring clip and washer from lower end of brake pedal
rod. Remove lower end of rod from bellcrank pin. Loosen jam nut. Hold
brake pedal against rubber stop. Turn brake rod into clevis until
lower hole lines up with pin on bellcrank. Slide brake rod onto pin of
bellcrank, and attach washer and spring clip. See Fig. 5.
Fig. 5: Adjusting Brake Pedal Linkage (Super Duty Pickup)

BRAKE PEDAL FREE HEIGHT (WINDSTAR)
NOTE: Dimension "A" must be measured to sheet metal from center of

pad on accelerator pedal side of brake pedal pad. See
Fig. 6.
1) Start engine, ensure transaxle is in Park or Neutral,

block wheels and fully release parking brake. Insert a slender, sharp-
pointed prod through floor carpet and sound deadener to dash panel
metal. Measure distance to center on top accelerator pedal side of
brake pedal pad. If position of brake pedal is not within a maximum of
6.5" (165 mm) and a minimum of 6.3" (160 mm), check brake pedal
bracket for missing, worn, or damaged bushings, of loose retaining
bolts and replace if required.
2) Dimension "B" should be measured parallel to vertical
center line of steering column with a 25 lbs. (11.3 kg) load applied
to center line of brake pedal pad. See Fig. 6. If brake pedal free
height is still out of specification, check brake pedal, power brake
booster, or brake master cylinder to be sure correct parts are
installed. Replace worn, damaged or incorrect parts as necessary.
Fig. 6: Adjusting Brake Pedal Height (Windstar)

BRAKE PEDAL TRAVEL (WINDSTAR)
1) Start engine, ensure transaxle is in Park or Neutral,

block wheels and fully release parking brake. Hook a steel measuring
tape to brake pedal. Measure and record distance from brake pedal free
height position to reference point, which is at six o'clock position
on steering wheel rim. See Fig. 7. With steel tape still hooked to
brake pedal, apply a 25 lbs. (11.3 kg) load to center of brake pedal.
2) Maintain brake pedal load and measure distance from brake
pedal to fixed reference point on steering wheel rim parallel to
center line of steering column. See Fig. 7. Difference between brake
pedal free height and depressed pedal measurement under a 25 lbs. (11.
3 kg) load should be 2.76" (70 mm) maximum. If brake pedal travel is
more than maximum dimension specification, make several reverse stops
with a forward stop before each.
3) Move vehicle backward and forward for about 10 feet. Then
apply brakes holding brake pedal down until vehicle is completely
stopped. This will actuate rear brake shoe and lining self-adjusters.
If these stops do not bring brake pedal travel within specification,
make several additional forward and backward stops. If this does not
bring brake pedal travel within specification, bleed brake system.
BRAKE SYSTEM Article Text (p. 9)1998 Ford Econolin

Fig. 7: Adjusting Brake Pedal Travel (Windstar)
PARKING BRAKE
NOTE: On all models except Explorer, Mountaineer and Super Duty

Pickup, parking brake system is self-adjusting and does not
require adjustment.
Parking Brake Shoe Adjustment (Explorer, Mountaineer & Super

Duty Pickup)
Using Brake Adjustment Gauge (D81L-1103-A), measure inside
diameter of drum portion of rear disc brake rotor. On Super Duty
Pickup, using parking brake adjuster screw, adjust parking brake shoe
and lining until they drag against parking brake drum. On Explorer and
Mountaineer, adjust parking brake shoe and lining to .020" (.508 mm)
less than drum measurement.
BRAKE SHOES
NOTE: Rear brake shoes are automatically adjusted when vehicle is

driven forward and backward and brakes are applied sharply.
Manual adjustment is required if brakes do not self-adjust or
after brake shoes have been removed or replaced.
Drums Removed
1) Adjust with brake drums cold and parking brake correctly
adjusted. Measure brake
BRAKE SYSTEM drumText
Article inside
(p.diameter
10)1998using
Ford brake shoeE250For 1
Econoline Copyright © 1998 Mitchell Repair Information Company, LLC
adjustment gauge. See Fig. 8.
Fig. 8: Measuring Brake Drum & Shoe Diameter
2) Reverse adjustment gauge. Apply gauge to brake shoes on a

line parallel to ground and through center of axle. Hold adjusting
lever away from adjusting screw. Turn screw until outside diameter of
shoes contacts gauge. See Fig. 8.
3) Install brake drum and wheel assembly. Complete adjustment
by applying brakes quickly several times while driving vehicle
alternately forward and backward. Check brake operation by stopping
often while driving forward.
Drums Installed
1) Raise vehicle, and support with safety stands. Remove
adjusting hole cover rubber plug. Turn adjusting screw and expand
brake shoes until drag is felt against brake drum.
2) Loosen adjusting screw 10-12 notches. Drum should rotate
freely without drag. If drum does not rotate freely, remove wheel and
drum. Lubricate brake shoe contact areas on backing plate.
3) Reinstall wheel and drum. Install adjusting hole cover.
Apply brakes. If brake pedal travels more than halfway to floor,
clearance between brake shoes and drums is too great. Additional
adjustment is required.
DISC PADS
As brake pads wear, caliper piston remains in constant

contact with brake pad, eliminating need for adjustment.
TROUBLE SHOOTING
NOTE: Occasional
BRAKE brake squeal
SYSTEM Article Textcan
(p. be
11)caused by environmental
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
conditions such as cold ambient temperatures, heat, rain,
snow salt, mud, hot ambient temperatures or high humidity.
This occasional squeal is not a functional problem and does
not indicate any loss in brake effectiveness.
INSPECTION
1) Visually examine front and rear tire and wheel assemblies

for damage such as uneven wear, tread washouts, or side-wall damage.
Make sure tires are of same size, type and same manufacturer (where
possible). Any tire or wheel that is damaged should be replaced.
Wheels and tires must be cleared of any foreign matter and tire
pressures adjusted to correct specifications.
2) If tires exhibit uneven wear or feathering, cause must be
corrected. Check steering and suspension components for damage or wear
and check and adjust steering alignment (if necessary). Check
hydraulic hoses and tubes for leaks, cracks, chaffing and distortions.
Check fasteners that hold these components in place should also be
checked.
NOTE: DO NOT pry under or otherwise disturb dust boot.
3) Check drum brakes for loose or worn parts. Check rear

wheel cylinder for leakage around dust boot. Check for proper
component installation, leakage, caliper slide lubrication and
excessive wear along caliper supports. Check instrument cluster brake
warning light.
4) Check that link from brake load sensor proportioning valve
to frame is properly connected. Brake load sensor proportioning valve
is calibrated for particular vehicle it is installed on. If
modifications are made to rear suspension system, brake load sensor
proportioning valve will not work properly and must be deactivated.
MASTER CYLINDER
Changes in brake pedal feel or travel signal something could

be wrong in brake system. When diagnosing brake system problems, use
brake warning light, pedal feel/travel and fluid level as indicators.
Following symptoms indicate brake trouble:
Pedal goes down fast:
* Check for leaks or air in system.
Pedal goes down slowly:
* Check for external or internal leaks.
Pedal is low and/or feels spongy:
* Check for empty master cylinder reservoir, reservoir cap vent

holes clogged, rear brakes out of adjustment or air in
system.
Pedal effort too high:

BRAKE SYSTEM Article Text (p. 12)1998 Ford Econoline E250
* Check for binding or obstruction in pedal linkage. Check for
poor booster assist.
Brake warning light is on:
* Check for low fluid level, ignition wires too close to fluid
level indicator assembly, damaged indicator float, low vacuum
(diesel) or applied parking brake.
HYDRO-BOOST UNIT
Use following list of symptoms to aid in diagnosing Hydro-

Boost problems:
Brake pedal returns slowly:
* Check for restriction in return line between Hydro-Boost and

power steering reservoir.
* Check for incorrectly connected return line.
* Reposition brake pedal or add return spring.
* Replace Hydro-Boost.
Brakes grab:
* Tighten power steering belt.

* Flush steering system while pumping brake pedal.
Hydro-Boost chatter/Pedal vibration:
* Tighten power steering belt.

* Check for low fluid level.
Accumulator leaks down/No reserve brake application:
High brake pedal effort:
* Tighten or replace power steering belt:

* Low fluid level.
Brakes apply by themselves:
* Restriction in return line.

* Return line not connected correctly.
TESTING
POWER BRAKE FUNCTION TEST
1) With engine stopped, remove vacuum in system by pumping
brake pedal several times. Push pedal down as far as it will go. If
pedal moves downward slowly, hydraulic system is leaking. Check
hydraulic system for leaks.
2) With pedal pushed down as far as it will go, start engine.
If pedal moves downward, vacuum system is okay. If pedal does not
change position, a problem exists in vacuum system. Check vacuum
system for leaks.
MASTER CYLINDER
To check master cylinder for internal leak, disconnect

brakelines at master cylinder. Plug outlet ports of master cylinder.
Apply brakes. If pedal height cannot be maintained, master cylinder
has internal leak and must be rebuilt or replaced.
BRAKE WARNING LIGHT
1) Brake warning light should only come on when ignition

switch is in START position or when ignition is on with parking brake
applied or fluid level low. On diesel vehicles, brake warning light
should also come on when vacuum is low.
2) If brake warning light does not come on when brake fluid
is low, manually push reservoir float to bottom of reservoir. If light
still does not come on, check fuse, wiring and bulb. Repair as
necessary. If bulb and related circuitry are okay, replace reservoir
assembly.
3) If brake warning light does not come on when parking brake
is applied, check parking brake switch, wiring and bulb. Repair as
necessary. With parking brake released and master cylinder reservoir
full, turn ignition on. If warning light is on, check for shorted,
grounded or defective warning switches or wiring. Repair as necessary.
Turn ignition switch to START position. If brake warning light does
not come on as a bulb check function, check fuse, bulb and wiring.
Repair as necessary.
BRAKE PEDAL RESERVE
1) If brake pedal is low or bottoming out, run engine at idle

with transmission in Park or Neutral. Lightly depress brake pedal 3 or
4 times. Wait 15 seconds for vacuum to build in booster. Depress brake
pedal until it stops moving downward.
2) While holding pedal down, increase engine speed to about
2000 RPM. Release accelerator pedal. Brake pedal should move downward
as engine speed returns to idle. If results are correct, system has
proper pedal reserve. If results are not correct, check for adequate
vacuum. If vacuum is okay, replace vacuum booster.
VACUUM PUMP (DIESEL)
1) Turn key off, disconnect vacuum line and connect a vacuum

BRAKE SYSTEM Article Text (p. 14)1998 Ford Econoline E250For 1
gauge with a "T" fitting to lower part of dash mounted plastic check
valve. See Fig. 9. Start engine and allow to run at idle until vacuum
reaches 17-21 in. Hg.
2) Turn ignition off and observe vacuum gauge for one minute.
If vacuum drops more than one in. Hg, replace power brake booster
check valve. If vacuum does not drop more than one in. Hg, go to next
step.
3) Reconnect vacuum gauge in same point as in step 1), but
leave rest of system connected. Start engine and allow engine to run
at idle until vacuum reaches 17-21 in. Hg. Turn key off and observe
vacuum gauge for one minute.
4) If vacuum drops more than one in. Hg, disconnect each
component one at a time and repeat test procedures in step 3) until
leaking component is found. Plug disconnected vacuum line while
performing test procedures. Repair or replace defective component as
required. On diesel engine with dash mounted power brake booster,
replace power brake booster check valve also. If vacuum does not drop
more than one in. Hg, go to next step.
5) Start engine and run engine until vacuum reaches 17-21 in.
Hg. Turn ignition off and push down on brake pedal for a few seconds
and release. If vacuum pressure drops to zero in. Hg, replace power
brake booster. If vacuum pressure does not drop to zero in. Hg, system
is okay. Remove vacuum gauge and reconnect all vacuum lines.
Fig. 9: Identifying Vacuum Pump Components (7.3L Diesel)

HYDRO-BOOST BRAKE SYSTEM Article Text (p. 15)1998 Ford Eco

CAUTION: DO NOT hold brake pedal with 100 lbs. (45 kg) of force for
longer than 5 seconds at a time.
Reserve
Charge system with pressure by holding steering wheel on
steering stop or by holding brake pedal down with 100 lbs. (45 kg) of
force for 5 seconds with engine idling. Turn engine off. After 8-12
hours, depress brake pedal with engine off. If power reserve is not
present, replace Hydro-Boost unit.
Hydraulic Pressure Tests

1) Check for hydraulic leaks in system. Check power steering
pump does not exhibit sustained failure or internal damage that may
contaminate fluid in system. If there is a possibility of burned fluid
or metal particles in fluid, brake system should be purged before
connecting power steering analyzer.
2) Connect Power Steering System Analyzer (014-00230). Follow
installation procedure supplied with analyzer. Fully open shutoff
valve, start engine and purge air from brake system by applying brakes
several times. Shut off engine and check connections for leaks.
3) Check for proper fluid level at reservoir and add or
remove fluid as required. Recheck for air in system by restarting
engine, partially closing shutoff valve and viewing pressure gauge. If
gauge needle vibration is excessive, too much air remains in system.
Install thermometer in reservoir and connect tachometer to engine.
4) Fully open analyzer shutoff valve. Start engine and run at
2000 RPM. When fluid temperature reaches 130 F (55 C), record flow and
pressure. If flow is less than 3.1 gal/min (11.7 L/min), check to see
if correct pump is installed. If correct pump is installed, continue
testing. If pressure exceeds 25 psi (172 kPa), check lines for kinks
or obstructions.
CAUTION: DO NOT hold valve closed for more than 5 seconds. Damage to
pump will result.
5) Check pump for minimum efficiency flow. Decrease engine

speed to 750-850 RPM. Slowly close shutoff valve to build pressure to
1200 psi (8400 kPa). Record flow with temperature at least 130 F
(55 C). If flow is less than 1.3 gal/min (5 L/min), check if correct
pump is installed. Pump may require repair or replacement, especially
if flow in step 4) was also less than value indicated.
6) Check pump for pressure relief valve operation. Run engine
at 750-850 RPM. Completely close and partially open shutoff valve 3
times. Read pressure when valve is fully closed. If pressure is less
than 1230 psi (8480 kPa), or greater than 1350 psi (9307 kPa), clean
or replace pressure relief valve. If pressure is between 1230-1350
psi, pump is operating normally and other areas should be
investigated.
VACUUM POWER BOOSTER
1) With a "T" fitting, connect vacuum gauge into vacuum line

between engine and power brake booster. With engine at operating
temperature, gauge should read 15-19 in. Hg vacuum at idle with
transmission in Neutral. If reading is less than specification, stop
engine, disconnect vacuum hose at power brake booster and cap open end
of hose and open port of vacuum "T".
2) Start engine, and allow it to idle. If reading is still
less than 15-19 in. Hg vacuum, engine is producing low vacuum and
mechanical problem must be corrected. If vacuum is to specification,
check plastic check valve, rubber grommet and vacuum hose connection
at power brake booster.
3) With low engine vacuum corrected and/or leaking components
replaced, start engine, and allow it to idle. Stop engine, and depress
brake pedal for a few seconds. If vacuum drops to zero, booster is
leaking and requires replacement.
VACUUM BOOSTER CHECK VALVE
1) Remove vacuum booster hose from power brake booster and

check valve connection. Manifold vacuum should be available at check
valve end of vacuum booster hose with engine idling and transmission
in Neutral.
2) Operate engine a minimum of 10 seconds at fast idle. Stop
engine, and let vehicle stand for 10 minutes. Apply brake pedal with
about 20 lbs. (9 kg) of force. Brake pedal feel should be same as that
noted with engine operating. If brake pedal feels hard, replace check
valve and retest.
WARNING: Shut air suspension off prior to hoisting vehicle. This can
be accomplished by turning off air suspension switch located
on right kick panel.
CAUTION: Anti-lock brake systems operate under high pressure. Before

servicing, system pressure must be discharged. See
appropriate ANTI-LOCK article.
BRAKE BOOSTER VACUUM PUMP
NOTE: Vacuum pump is serviced only as a unit. Vacuum pump pulley

can be replaced separately.
Removal & Installation (Diesel)

Remove hose from vacuum pump outlet. Remove vacuum pump belt.
Remove pivot and adjustment bolts. Remove vacuum pump. To install,
reverse removal procedure. Brake warning light comes on until vacuum
builds up to normal level. See Fig. 9.
FRONT BRAKE ROTOR

NOTE: If caliper does not require service, it is not necessary to
remove brake hose from caliper unless indicated.
Removal (2WD Models)

1) Raise and support vehicle. Remove wheel. Remove anchor
plate and caliper assembly, and position aside. See DISC BRAKE
CALIPERS & PADS. On all models except Windstar, remove grease cap,
cotter pin, nut, washer and outer bearing. See Fig. 10. Remove rotor.
Remove inner bearing, and grease seal.
2) On Windstar, remove rotor bolts and remove rotor.
Inspection
On all models except Windstar, inspect and thoroughly clean
front wheel bearings, hub and rotor. Lubricate front wheel bearings
with appropriate grease. If excessive force was necessary during
removal, check brake rotor total indicated runout (TIR), prior to
installation. See ROTOR under OVERHAUL.
Installation (Expedition, Pickup & Navigator 2WD)

1) Install inner bearing and NEW grease seal. Position rotor.
Install outer wheel bearing, and bearing retainer washer. Position
spindle nut. See Fig. 10.
2) To seat bearings, while rotating rotor clockwise, tighten
spindle nut to 30 ft. lbs. (40 N.m). Loosen spindle nut 2 full turns.
While rotating rotor counterclockwise, tighten spindle nut to 17-24
ft. lbs. (23-34 N.m). Back off spindle nut 175 degrees. To complete
tightening procedure, rotate rotor clockwise while tightening spindle
nut to 17 INCH lbs. (2 N.m).
3) To complete installation, install spindle nut retainer,
NEW cotter pin, and grease cap. Install anchor plate and caliper
assembly. Tighten bolts to specification. See TORQUE SPECIFICATIONS
table.
Installation (Explorer, Mountaineer & Ranger 2WD)

1) Install inner bearing and NEW grease seal. Position rotor
assembly. Install outer wheel bearing, and bearing retainer washer.
Position spindle nut. See Fig. 10.
2) To seat bearings, while rotating rotor counterclockwise,
tighten spindle nut to 17-24 ft. lbs. (23-34 N.m). Back off spindle
nut 175 degrees. To complete tightening procedure, rotate rotor
clockwise while tightening spindle nut to 17 INCH lbs. (2 N.m.).
NEW cotter pin, and grease cap. Install anchor plate and caliper
assembly. Tighten bolts to specification. See Fig. 10. See TORQUE
Fig. 10: Identifying 2WD Front Brake Components (Except Windstar)
Installation (Van)
1) Install inner bearing and NEW grease seal. Position rotor.
Install outer wheel bearing, and bearing retainer washer. Position
spindle nut.
2) To seat bearings, while rotating rotor clockwise, tighten
spindle nut to 29.5 ft. lbs. (40 N.m). Loosen spindle nut 2 full
turns. While rotating rotor clockwise, tighten spindle nut to 17-24
ft. lbs. (23-34 N.m). Back off spindle nut 175 degrees. To complete
tightening procedure, rotate hub and rotor clockwise while tightening
spindle nut to 17 INCH lbs. (2 N.m).
NEW cotter pin, and grease cap. Install caliper anchor plate and
caliper. Tighten bolts to specification. See TORQUE SPECIFICATIONS
table.
Installation (Windstar)
Install rotor. Install and tighten rotor bolts to 106 INCH
lbs. (12 N.m). Install anchor plate and caliper assembly. Tighten
bolts to specification. See TORQUE SPECIFICATIONS table.
Removal & Installation (4WD Models - Except Super Duty

Pickup)
plate and caliper assembly. See DISC BRAKE CALIPERS & PADS. Remove
rotor.
2) To install, reverse removal procedure. Tighten bolts and
nuts to specification. See TORQUE SPECIFICATIONS table.
Removal (Super Duty Pickup - 4WD)

Raise and support vehicle. Remove wheel. Remove anchor plate
and caliper assembly. See DISK BRAKE CALIPERS & PADS. On models with
single rear wheels, remove rotor. On models with dual rear wheels,
remove hub plate extender nuts, and remove hub extender plate. See
Fig. 11. Remove rotor.
NOTE: If excessive force is used when removing rotor, it should be

checked for lateral runout prior to installation. See ROTOR
under OVERHAUL.
Installation
To install, position rotor to hub. Ensure hub and rotor
braking surfaces are clean. Install rotor. On single rear wheel
models, install anchor plate and caliper assembly. On dual rear wheel
models, install hub extender plate and nuts. Install anchor plate and
caliper assembly. See Fig. 11. On all models, tighten bolts and nuts
to specification. See TORQUE SPECIFICATIONS table.
Fig. 11: View Of Front Hub & Rotor Assembly (Super Duty Pickup -
4WD With Dual Rear Wheels)
BRAKE SYSTEM Article Text (p. 20)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
PARKING BRAKE
Removal & Installation (Rear Disc Brakes)

Remove rear brake rotor. See REAR BRAKE ROTOR. Remove brake
shoe retracting spring and brake shoe adjusting screw spring. See
Fig. 12. Remove brake shoe adjusting screw. Remove brake shoe hold-
down springs. Remove parking brake shoes. To install, reverse removal
procedure. Adjust parking brake shoes. See PARKING BRAKE under
ADJUSTMENTS.
Fig. 12: Identifying Parking Brake Components

REAR BRAKE ROTOR
Removal & Installation (Expedition & Navigator)

1) Raise and support vehicle. Remove wheel. Remove anchor and
caliper assembly, and position aside. See DISC BRAKE CALIPERS & PADS.
Remove press-on keeper nuts from hub studs (if equipped). Remove
rotor.
2) To install, reverse removal procedure. Tighten bolts to
Removal & Installation (Explorer, E150/250, F150/250 &

Mountaineer)
1) Raise and support vehicle. Remove wheel. Remove brake
hose-to-caliper bolt. Remove and plug brake hose. Remove caliper. See
DISC BRAKE CALIPERS & PADS. Remove rotor.
2) To install, reverse removal procedure. Install NEW copper
washers when installing brake hose-to-caliper bolt. Tighten bolts and
nuts to specification. See TORQUE SPECIFICATIONS table. Bleed brakes.
See BLEEDING BRAKE SYSTEM.
Removal & Installation (E350)

1) Raise and support vehicle. Remove wheel. Remove caliper.
See DISC BRAKE CALIPERS & PADS. Remove caliper anchor plate. Mark
wheel stud and corresponding rotor hole to minimize runout when
installing. See Fig. 13. Remove rotor bolts. Remove rotor.
2) To install, reverse removal procedure. Align rotor and hub
stud marks. Install new brake pads as necessary. Tighten bolts to
NOTE: On Super Duty Pickup with dual rear wheels, Dana and Ford
dual rear wheel axles are used. See Fig. 14. On Ford axles,
hub nut is right-hand thread on passenger side (nut stamped
"RH"), and left-hand thread on driver side (nut stamped
"LH").
CAUTION: DO NOT use power impact tools to remove or install hub nuts
on Ford axle.
Removal (Super Duty Pickup - Dual Rear Wheels)

1) Set parking brake. Loosen axle shaft retaining bolts.
Raise and support vehicle. Release parking brake. Remove wheel. Remove
anchor plate and caliper assembly. See DISC BRAKE CALIPERS & PADS.
Remove axle shaft retaining bolts and axle shaft.
2) On Dana axle, using socket wrench, remove hub nut. Remove
outer bearing. Remove hub and rotor assembly. Remove rotor-to-hub
bolts and separate rotor from hub.
3) On Ford axle, using hub nut wrench, and in correct
rotation, remove hub nut. Using 2-Jaw Puller (D80L-1002-L), pull hub
to point of removal, and secure outer bearing. Remove hub and rotor
assembly. Remove rotor-to-hub bolts, and separate rotor from hub.
Installation
To install, reverse removal procedure. Install NEW hub seal.
Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS
table.
BRAKE SYSTEM Article Text (p. 22)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
Fig. 13: Marking E350 Rear Hub & Rotor For Reassembly
Fig. 14: Removing Rear Hub & Rotor Assembly (Super Duty Pickup -
Dual Rear Wheels)
Removal (Super Duty Pickup - Single Rear Wheels)

1) Raise and support vehicle. Remove wheel. Remove caliper
assembly. See DISC BRAKE CALIPERS & PADS. Remove rotor.
BRAKE SYSTEM Article Text (p. 23)1998 Ford Econoline E250For 1

Installation Copyright © 1998 Mitchell Repair Information Company, LLC
To install, reverse removal procedure. On dual rear wheel
models, install NEW hub seal. Tighten bolts and nuts to specification.
See TORQUE SPECIFICATIONS table.
Removal & Installation (Windstar)

plate and caliper assembly and position aside. See DISC BRAKE CALIPERS
& PADS.
2) Remove keeper nuts from rotor (if equipped). Remove plug
from adjustment hole on back of brake shield. Contract parking brake
shoes by turning adjuster clockwise for driver side and
counterclockwise for passenger side. Remove rotor from hub. To
BRAKE SHOES
Removal (Ranger)
1) Raise and support vehicle. Remove brake drum. Inspect rear
wheel cylinder for leaks or presence of rust. If no leaks are found,
install brake cylinder clamp over ends of rear wheel cylinder. Remove
brake shoe retracting springs. Remove brake shoe adjusting lever cable
from anchor pin, cable guide and adjusting lever. See Fig. 15..
2) Remove cable guide from secondary brake shoe and lining
web. Remove adjusting lever and adjusting lever return spring. Remove
brake shoe adjusting screw spring. Using Hold-Down Spring
Remover/Installer (T73T-2300-A), remove brake shoe hold-down spring
and pin from each rear brake shoe and lining. Remove brake shoe
adjuster assembly.
3) Remove primary brake shoe parking brake lever link and
parking brake link spring. Remove parking brake rear cable and conduit
from parking break lever. Remove rear brake shoe and lining. Remove
parking brake lever from secondary rear brake shoe.
Fig. 15: Examining Rear Brake Assemblies (Ranger)

Removal
BRAKE(Windstar)
SYSTEM Article Text (p. 24)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
1) Remove brake drum. Disconnect right parking brake rear
cable and conduit or left parking brake rear cable and conduit from
parking brake lever. Remove 2 brake shoe hold-down springs and brake
shoe hold-down pins.
2) Remove brake shoe adjusting screw spring. Remove brake
shoe adjusting lever and brake adjuster screw. Remove brake shoe
retracting spring. Remove rear brake shoes and linings from brake
backing plate. Remove and discard parking brake lever clip and washer.
Remove parking brake lever form secondary rear brake shoe and lining.
See Fig. 16.
Fig. 16: Examining Brake Assemblies (Windstar)

Removal (E150 & F150)

1) Remove wheel assembly and drum. If brake drum is difficult
to remove, use a narrow screwdriver and brake adjustment tool to
retract brake shoes. Place a wheel cylinder clamp over ends of wheel
cylinder. Disengage adjusting lever from adjusting screw by pulling
backward on lever cable. See Fig. 17.
2) Move outboard side of adjusting screw upward, and back off
pivot nut as far as possible. Pull adjusting lever, cable and
adjusting spring down and toward rear to unhook pivot hook from large
hole in secondary shoe. DO NOT pry pivot hook from hole.
3) Remove adjusting spring and adjusting lever. Remove
secondary shoe-to-anchor spring. Remove primary shoe-to-anchor spring.
Unhook cable anchor, and remove anchor pin plate.
4) Remove cable guide, shoe hold-down springs, brake shoes,
adjusting screw, pivot nut and socket. Remove parking brake link
spring and link. Note color and position of springs for reassembly.
BRAKE SYSTEM Article Text (p. 25)1998 Ford Econol
5) Disconnect parking brake cable from lever. Remove
secondary shoe. Disassemble parking brake lever from shoe by removing
lever retainer and spring washer.
Fig. 17: Examining Rear Brake Assemblies (E150 & F150)

Removal (E250 & F250 Standard Duty)

Remove wheel assembly and brake drum. If brake drum is
difficult to remove, use a narrow screwdriver and brake adjustment
tool to retract brake shoes. Remove parking brake lever assembly
retaining bolt from backing plate. Remove parking brake lever
assembly. See Fig. 18. Remove adjusting cable assembly from anchor
pin, cable guide and adjusting lever. Remove brake shoe return
springs, hold-down springs and brake shoes. Remove and disassemble
adjusting screw assembly.

Fig. 18: Examining Brake Assemblies (E250 & F250 Standard Duty)

1) Clean and sand brake shoe contact points on backing plate.
Apply a light coating of lithium base grease to contact points.
Lubricate adjusting cable eye and anchor pin area. Lubricate adjusting
screw, pivot and socket. Ensure brake shoe adjusting lever cable is
positioned in groove and not between cable guide and shoe web.
2) Ensure cable end is not cocked or binding on anchor pin
when installed. All parts should be flat on anchor pin. Ensure brake
adjuster screw is installed in same location from which it was
removed.
3) Brake adjusting screw nuts can also be distinguished by
number lines machined around body or nut. One line indicates left-hand
nut, and 2 lines indicates right-hand nut. Another way to identify
adjusters SYSTEM
BRAKE is to check Article
thread pitch.
TextRight side
(p. 27) adjuster
1998 Ford has right-hand
Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
threads while left side adjuster has left-hand threads. To install,
4) On Ranger, check action of adjuster by pulling brake shoe
adjusting lever cable toward secondary shoe, activating brake shoe
adjusting lever. Brake shoe adjusting lever should snap in above next
tooth of adjuster. Release brake shoe adjusting lever cable to return
brake shoe adjusting lever to original position and adjuster should
turn one notch.
5) If adjusting lever action is sluggish instead of positive
and sharp, check position of brake shoe adjusting lever on adjusting
screw toothed wheel. Brake shoe adjusting lever should contact
adjusting wheel one tooth above centerline of brake adjuster screw.
DISC BRAKE CALIPERS & PADS
NOTE: Procedure for removing/installing front and rear calipers is

the same.
NOTE: To prevent master cylinder overflow when caliper piston is

depressed, remove and discard some brake fluid from master
cylinder.
Removal
1) Raise and support vehicle. Remove wheel. Remove brake
hose-to-caliper bolt. Remove and plug hose. Place a large "C" clamp on
caliper. Tighten clamp to bottom piston in cylinder bore. Remove
clamp.
2) Remove caliper pin bolts. Remove caliper from rotor.
Remove brake pads. Remove anchor plate rail clips. Check brake pad
wear.
3) On all models except Super Duty Pickup, replace brake pads
if lining is less than .04" (1.0 mm) above backing plate at any point.
On Super Duty Pickup, replace pads if lining is less than .06" (1.5
mm) above backing plate or rivets at any point.
Installation
Install anchor plate rail clips. Install brake pads. Use "C"
clamp to push caliper piston into piston bore until it bottoms out.
Position caliper on rotor. Install caliper pin bolts. Connect brake
hose to rotor using NEW copper washers on connector bolt. Bleed
brakes. See BLEEDING BRAKE SYSTEM.
MASTER CYLINDER

1) On Super Duty Pickup, with engine off, pump brake pedal
several times to discharge Hydro-Boost accumulator. On all others,
disconnect brake warning light indicator wire from indicator switch.
With engine off, depress brake pedal to bleed vacuum from brake
booster.
2) Disconnect brakelines at master cylinder. Remove nuts
retaining master cylinder to brake booster. Remove master cylinder. To
install, reverse removal procedure. Bleed brakes. See BLEEDING BRAKE
SYSTEM.
STOPLIGHT SWITCH
Removal
Disconnect wire harness from connector. Remove pin. Slide
stoplight switch, brake pedal rod, spacer and bushing away from brake
pedal arm. Since stoplight switch side plate nearest brake pedal arm
is slotted, brake pedal rod and one spacer from pedal arm do not need
removal. See Fig. 19.
BRAKE SYSTEM Article Text (p. 28)1998 Ford Econ
Installation
Position switch so slotted side is facing pedal arm. Swing
switch up and down, trapping brake pedal rod between switch side
plates. Push switch and rod firmly against pedal arm. Install
remaining parts, and check stoplight operation.
Fig. 19: Removing Stoplight Switch

HYDRO-BOOST UNIT
NOTE: Super Duty Pickups use either hydro-boost or vacuum power

brake booster.
Removal
1) With engine off, depress brake pedal several times to
discharge accumulator. Disconnect negative battery cable(s). Remove
battery on driver side. Remove air cleaner housing. Disconnect brake
pressure switch electrical connector.
2) Disconnect power steering hoses. Remove master cylinder
nuts, and remove master cylinder. Remove fuse panel cover. Remove
stoplight switch, and brake booster push rod from brake pedal pin.
Remove brake booster nuts, and remove booster.
Installation
To install, reverse removal procedure. Install NEW Teflon
seals on power steering pressure hose fittings. Tighten nuts to
specification. See TORQUE SPECIFICATIONS table. Bleed booster. See
BRAKE SYSTEM Article UNIT
Text under
(p. 29)BLEEDING
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
BLEEDING HYDRO-BOOST BRAKE SYSTEM.
VACUUM POWER BOOSTER
NOTE: Super Duty Pickup uses either vacuum or hydro-boost power

brake booster.

assembly. Disconnect speed control and accelerator cables if
necessary. Remove speed control module bolts and position speed
control aside. Remove vacuum hose from booster check valve.
2) Remove instrument panel lower cover. Remove cotter pin
holding stoplight switch to brake pedal arm. See Fig. 20. Remove
bushing and spacers. Remove booster mount nuts, and then remove
booster. To install, reverse removal procedure.
Fig. 20: Removing Vacuum Power Booster (Typical)

WHEEL CYLINDERS

Remove wheel assembly, drum and brake shoes. Remove wheel
cylinder connecting links. Disconnect hydraulic brakeline from
cylinder. Remove wheel cylinder retaining bolts and lock washers.
Remove wheel cylinder from backing plate. To install, reverse removal
procedure. Adjust brakes, and bleed hydraulic system. See BLEEDING
BRAKE SYSTEM.
OVERHAUL
DISC BRAKE CALIPER

BRAKE SYSTEM Article Text (p. 30)1998 Ford E
NOTE: Use same disassembly procedures for single and dual piston
calipers.
WARNING: DO NOT place fingers between wood and piston as piston leaves
caliper.
Disassembly
1) Remove caliper. See DISC BRAKE CALIPERS & PADS under
REMOVAL & INSTALLATION. Drain fluid from caliper. Secure caliper in a
vise. Place a block of wood between caliper and piston(s). See Fig. 21
. Apply low air pressure to brake hose inlet. Air pressure forces
piston(s) outward.
Fig. 21: Removing Caliper Piston

2) If piston is jammed or seized and does not come out

easily, use a brass hammer to lightly tap caliper while applying air
pressure. DO NOT pry piston from bore. After piston comes out, remove
seal and dust boot. Discard seals and boots.
Cleaning & Inspection

1) Carefully clean rust and corrosion from caliper machined
surfaces using a wire brush. DO NOT use wire brush in caliper bores.
Clean all components with isopropyl alcohol and dry with compressed
air.
2) Inspect caliper bore, seal grooves and boot grooves for
wear or damage. If bores are scored, corroded or worn, replace
caliper. Replace
BRAKE SYSTEM anti-rattle
Article clip, caliper
Text (p. support
31)1998spring and key. E250For 1
Ford Econoline Copyright © 1998 Mitchell Repair Information Company, LLC
Reassembly
1) Lubricate NEW piston seal with clean brake fluid, and
install in caliper bore groove. Lubricate caliper bore with clean
brake fluid. Coat piston and outside beads of dust boot with clean
brake fluid.
2) Push piston through boot until boot is around bottom
(closed end) of piston. See Figs. 22 and 23. Position piston and boot
directly over caliper bore. Spread dust boot over piston as it is
installed.
3) With bead seated in groove, carefully press straight down
on piston until it bottoms in caliper bore. DO NOT cock or jam piston
in caliper bore. If necessary, use a "C" clamp and a block of wood to
bottom piston in caliper bore.
Fig. 22: Exploded View Of Single Piston Caliper (Explorer, E150 &
Mountaineer)
Fig. 23: Exploded View Of Dual Piston Caliper (Except Explorer,

E150 & Mountaineer)
MASTER CYLINDER BRAKE SYSTEM Article Text (p. 32)1998 Ford Econoline
Disassembly
1) Remove master cylinder. Clean outside of master cylinder.
Remove filler cap and diaphragm. Drain any remaining fluid from
cylinder. On dual master cylinder, remove stop bolt from bottom of
master cylinder.
2) On all models, remove proportioning valve (if equipped).
Depress pinion, and remove snap ring from end of master cylinder bore.
See Figs. 24 and 25. Remove piston assembly from cylinder bore.
Carefully apply air pressure in outlet port of cylinder to remove
remaining piston assembly from bore.
NOTE: Manufacturer does not recommend honing of cylinder bore.
Inspection
Clean all parts with isopropyl alcohol and blow dry with
compressed air. Ensure all ports and vents are open and free of
foreign matter. Inspect master cylinder bore and all parts for
excessive wear or damage. If bore is damaged, replace master cylinder.
Reassembly
Lubricate all components, including cylinder bore, with clean
brake fluid. Install NEW grommets and plastic reservoir. Carefully
insert piston assembly into master cylinder bore. If cylinder is
equipped with piston stop pin, depress piston and install pin. Install
other piston assembly into cylinder. Depress piston and install snap
ring in groove.
Fig. 24: Exploded View Of Master Cylinder Assembly (Except Pickup

& Van)
BRAKE SYSTEM Article Text (p. 33)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
Fig. 25: Exploded View Of Master Cylinder Assembly (Pickup & Van)
ROTOR
Lateral Runout (Front & Rear Disc)

1) On front disc brakes, tighten wheel bearing adjusting nut
to eliminate bearing end play. Ensure rotor can be rotated by hand.
When checking runout on Super Duty Pickup rear disc brakes, make sure
rear axle bearings are adjusted properly.
2) Once adjusted, DO NOT change rear bearing setting. Attach
dial indicator to suspension, with indicator tip set 1" from outer
edge of rotor face. Set dial indicator to zero, and slowly turn rotor.
Take reading within a 6.00" (152.4 mm) radius on rotor. Runout must Copyright © 1998 Mitchell Repair Information Company, LLC
BRAKE
not exceed SYSTEM Article
specification. See Text
DISC(p. 34)1998
BRAKE
Resurface or replace rotor as required.
Parallelism
1) Parallelism can be tested by 2 testing procedures. Using a
micrometer, measure rotor thickness at 12 points, approximately 30
degrees apart and 1.00" (25.4 mm) from outer edge of rotor. Difference
must not exceed specification. See DISC BRAKE SPECIFICATIONS table.
Resurface or replace rotor as required.
2) Mount rotor on a brake lathe. Attach 2 dial indicators,
one on each side of rotor, with tip of indicators contacting rubbing
surface of rotor directly opposite each other and 1.00" (25.4 mm) from
outer edge of rotor. Zero both indicators, and rotate rotor. Note
indicator reading. If reading exceeds specification, resurface or
replace as required. See DISC BRAKE SPECIFICATIONS table.
CAUTION: Never refinish a rotor down to minimum wear or discard

thickness.
Discard Thickness
Using micrometer, measure thickness of rotor. Disc brake
rotors have a minimum wear thickness. Minimum wear thickness is not
refinishing dimension. See DISC BRAKE SPECIFICATIONS table.
Maximum Allowable Stock Removal

1) To measure maximum allowable stock remaining for
refinishing on inner rotor face, use Disc Rotor Surface Gauge & Ball
(T71P-1102-A). See Fig. 26. Remove inner grease seal and bearing from
rotor. Wipe inner and outer bearing cups clean.
Fig. 26: Measuring Maximum Allowable Refinishing Stock

2) Carefully place gauge ball in inner bearing cup. DO NOT

drop. Set micrometer at base line setting number. Using a 2 1/8" (54 BRAKE SYSTEM Article Text (p. 35)
1998 Ford Eco
mm) gauge ball, base line setting is .256" (6.50 mm). Position
micrometer gauge bar on inner rotor face with micrometer centered over
gauge ball.
3) To measure distance between micrometer base line setting
and gauge ball, turn micrometer down to touch top of ball. Calculate
difference between reading and base line setting; difference is
maximum allowable stock which can be removed from inner rotor face.
4) When micrometer is set at base line setting and micrometer
end touches top of ball, no additional material may be removed from
rotor. If micrometer must be retracted from base line setting to allow
gauge bar legs to rest on rotor face, rotor has been refinished beyond
allowable limit. Replace rotor.
WHEEL CYLINDERS
Disassembly
With wheel cylinder removed from vehicle, remove rubber boots
from ends of cylinders. Remove pistons, piston cups and return spring
from cylinder. Remove bleeder screw. Inspect cylinder bore for damage.
Reassembly
If cylinder bore is lightly pitted or scratched, hone or
replace as necessary. DO NOT hone cylinders more than .003" (.08 mm).
Coat all parts with clean brake fluid. To assemble, reverse
disassembly procedure. Clamp brake cylinder pistons against ends of
cylinder.
DISC BRAKE SPECIFICATIONS
FRONT DISC BRAKE SPECIFICATIONS
Lateral Runout
Expedition & Navigator ....................................... (1)
Explorer, Mountaineer & Ranger .......................... .003 (.08)
F150 Integral (4WD) ................................... .003 (.08)
F150 2-Piece (4WD) .................................... .005 (.13)
E150 & F150 (2WD) ..................................... .003 (.08)
E250/350 & F250/350 (2WD)
Integral (Single Rear Wheels) ........................ .003 (.08)
F350 (2WD)
2-Piece (Dual Rear Wheels) ........................... .005 (.13)
F250/350 (4WD) ........................................ .005 (.13)
Windstar .............................................. .003 (.08)
Parallelism
Expedition & Navigator ....................................... (1)
Explorer, Mountaineer & Ranger ............................... (1)
F150 Integral (4WD) ................................. .0005 (.013)
F150 2-Piece (4WD) .................................. .0007 (.018)
E150 & F150 (2WD) ................................... .0005 (.013)
E250/350 & F250/350 (2WD)
BRAKE SYSTEM Article Text (p. 36)1998 Ford Eco
Integral (Single Rear Wheels) ...................... .0005 (.013)
E350 & F350 (2WD)
2-Piece (Dual Rear Wheels) ......................... .0010 (.025)
F250/350 (4WD) ...................................... .0010 (.025)
Windstar .............................................. .0004 (.010)
Discard Thickness
Explorer (2WD), Mountaineer (2WD) & Ranger (2WD) ...... .81 (20.6)
Bronco, E150 & F150 ................................... .96 (24.5)
Explorer (4WD), Mountaineer (4WD) & Ranger (4WD) ...... .96 (24.5)
Expedition & Navigator ............................... 1.09 (27.7)
E250/350 & F250/350 (2WD) ............................ 1.10 (28.0)
E250/350 & F250/350 (4WD) ............................ 1.12 (28.5)
Super Duty Pickup .................................... 1.43 (36.3)
Windstar .............................................. .97 (24.7)
(1) - Information not available from manufacturer.
REAR DISC BRAKE SPECIFICATIONS
Lateral Runout
Super Duty Pickup & Van ............................... .008 (.20)
Expedition, Navigator & Windstar ...................... .003 (.08)
Parallelism
Super Duty Pickup & Van ............................. .0010 (.025)
Expedition, Navigator & Windstar .................... .0005 (.013)
Discard Thickness
Expedition & Navigator ................................ .47 (12.0)
Super Duty Pickup & Van .............................. 1.43 (36.3)
Windstar .............................................. .41 (10.4)
DRUM BRAKE SPECIFICATIONS
NOTE: Maximum drum diameter is stamped on outside of brake drum.
DRUM BRAKE SPECIFICATIONS
Drum Diameter
E150 & F150 ........................................ 11.12 (282.4)
E250 & F250 (Single Rear Wheels) (1) ............... 12.00 (304.8)
F350 (Dual rear Wheels) (2) ........................ 12.13 (308.0)
Ranger
Under 4580 (3) ..................................... 9.00 (228.6)
Over 4580 (4) ..................................... 10.00 (254.0)
Windstar ............................................ 9.84 (250.0)
Maximum Drum Refinish Diameter
BRAKE 9.060
Ranger (9") ....................................... SYSTEM Article Text (p. 37)1998 Ford Econoline E250For 1
(230.10) Copyright © 1998 Mitc
Ranger (10") ..................................... 10.060 (255.50)
E150 & F150 ...................................... 11.060 (280.92)
E250/350 (2) & F250 (1)(2) ....................... 12.060 (306.32)
Windstar ............................................ 9.90 (251.5)
Discard Thickness
Ranger (9") ....................................... 9.090 (230.89)
Ranger (10") ..................................... 10.090 (256.29)
E150 & F150 ...................................... 11.090 (281.69)
E250/350 (2) & F250 (1)(2) ....................... 12.090 (307.09)
(1) - Includes Heavy Duty.

(2) - Includes Super Duty.
(3) - 10.00" (254.0 mm) on Ranger Super-Cab under 4580 with limited
slip.
(4) - 9.00" (228.6 mm) standard on 2.3L engine.
Explorer, Mountaineer & Ranger

Brakeline-To-Wheel Caliper Bolt .......................... 29 (40)
Caliper Anchor Plate Bolts
Front (Only) ...................................... 72-97 (98-132)
Caliper Bleed Screws ............................... 13-17 (17-24)
Caliper Hose Bolt .................................. 23-29 (30-40)
Caliper Pin Bolts
Front ............................................. 21-26 (28-36)
Rear .................................................... 20 (27)
Master Cylinder Brakeline Nuts ..................... 11-14 (15-19)
Master Cylinder-To-Booster Nut ..................... 14-19 (18-27)
Parking Brake
Control-To-Cowl Side Bolt ......................... 13-17 (17-23)
Front Cable Clamp Bolt ............................ 11-14 (15-19)
Pickup & Van
Axle Shaft-To-Hub Bolts (Super Duty) ............ 83-113 (113-153)
Caliper Bleeder Screws ............................. 13-18 (17-24)
Front Brake Hose Attachment ........................ 22-30 (30-40)
Front Caliper Anchor Plate Bolts
E250/350 ...................................... 141-191 (191-259)
F150/250 .............................................. 136 (185)
Super Duty Pickup ..................................... 166 (225)
Front Caliper Hose Bolt .................................. 23 (29)
Front Caliper Pin Bolts
E150, F150/250 .................................... 22-26 (30-36)
E250/350 .......................................... 16-30 (22-40)
Super Duty Pickup ....................................... 42 (56)
Front Hub Extender Nuts ................................ 130 (176)
Front Splash Shield Screws BRAKE SYSTEM Article Text (p. 38)1998 Ford Econoline E250
E150/250/350 ......................................... 5-7 (7-10)
F150/250 ........................................... 7-10 (10-14)
Super Duty Pickup ................................... 5-12 (7-16)
Front Wheel Hub Extender Nuts .......................... 130 (176)
Master Cylinder Brakeline Nuts ..................... 11-14 (15-19)
Master Cylinder-To-Hydro Boost Nuts ...................... 18 (24)
Rear Caliper Anchor Plate Bolts
E350 .................................................. 128 (173)
Super Duty Pickup ..................................... 128 (173)
Rear Caliper Hose Flow Bolt .............................. 26 (35)
Rotor-To-Rear Hub Bolts ................................. 94 (127)
Rear Caliper Pin Bolts
E350 .................................................... 27 (36)
F150/250 ................................................ 20 (27)
Super Duty Pickup ....................................... 27 (36)
Expedition & Navigator
Front Caliper
Caliper Bolts ..................................... 21-26 (28-36)
Front Axle Hub Nuts ........................... 188-253 (255-345)
Front Brake Hose Bolt ............................. 23-29 (30-40)
Front Caliper Anchor Bolts .................... 125-169 (170-230)
Rear Caliper
Caliper Pin Bolts ....................................... 20 (27)
Rear Brake Hose Bolt .............................. 23-29 (30-40)
Rear Wheel Rotor Adapter Nut ............................. 40 (54)
Windstar
Backing Plate-To-Rear Axle Nuts .................... 51-67 (68-92)
Brake Hose Connection To Caliper ......................... 41 (55)
Brake Tube Nuts .................................... 11-14 (15-19)
Caliper Anchor Plate Bolt ............................... 85 (115)
Caliper Bleeder Screw .................................... 13 (17)
Caliper Pin Bolts ........................................ 26 (35)
Master Cylinder To Booster Nuts .......................... 17 (23)
Parking Brake Retaining Bolts ...................... 14-19 (19-26)
Rotor Retainer Bolts ........................................ 9 (12)
Vacuum Booster-To-Dash Nuts ........................ 16-21 (22-28)
Wheel Cylinder Bleeder Screw ............................. 12 (15)
INCH Lbs. (N.m)
Explorer & Mountaineer

Speed Sensor Clamp Bolt .............................. 53-62 (6-7)
Speed Sensor-To-Spindle Bolt ........................ 61-90 (7-10)
Ranger
Speed Sensor Clamp Bolt .............................. 53-62 (6-7)
Speed Sensor-To-Spindle Bolt ........................ 61-90 (7-10)
Wheel Cylinder Bleeder Screw ......................... 62-79 (7-9)
Wheel Cylinder-To-Backing Plate Bolts ............ 106-159 (12-18)
END OF ARTICLE
BRAKE SYSTEM Article Text (p. 39)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
COMPRESSED NATURAL GAS SAFETY PRECAUTIONS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Compressed Natural Gas Safety Precautions
All Models With CNG Engines
WARNING: The following safety precautions are to be strictly followed

whenever working around vehicles powered by Compressed
Natural Gas. Failure to follow these procedures could result
in injury.
Compressed Natural Gas Safety Precautions
* DO NOT smoke or create sparks while servicing Compressed

Natural Gas (CNG) fuel systems.
* Natural gas vapors at atmospheric pressure are lighter than
air and will rise and disperse in open areas. In enclosed
areas, natural gas vapor may collect and form a combustible
mixture. If the vehicle is routinely placed in an enclosed
area or if the facility is heated by open flame heaters, the
area should be provided with adequate ventilation and/or a
natural gas detection system. For long term storage, the
manual shut-off valve and individual cylinder valves should
be closed.
* Natural gas contains an odorant additive. If persistent
natural gas odor is detected, a leak is indicated and should
be located and repaired immediately.
* DO NOT return any vehicle to service that has been in an
accident which may have damaged or dislocated any fuel system
component until a thorough inspection and leak test has been
made.
* DO NOT attempt to weld CNG fuel cylinders or any other part
of fuel system.
* Any fuel system component, including the cylinders, that have
been subjected to fire may not be returned to service due to
reduced pressure capability.
* DO NOT use paint oven to cure paint repairs.
* DO NOT paint or undercoat any CNG fuel system component.
* Chrysler CNG fuel systems have a maximum capacity of 3000 psi
compensated to a temperature of 70 F (21 C). Vehicles SHOULD
ONLY be refueled using equipment incorporating temperature
compensation to 70 F (21 C). Exceeding fuel system capacity
will result in fuel system damage or personal injury.
* The fuel pressure regulator is under cooling system pressure.
DO NOT attempt to remove hoses from regulator without
relieving cooling system pressure.
* DO NOT park vehicle near a source of excessive heat or open
flame.
* DO NOT attempt to force open fuel filler valve; a sudden
release of natural gas will occur, possibly causing an
explosion.
* When replacing threaded fuel system components on General
Motors vehicles, always apply SWAK(R) anaerobic pipe sealant
to new component threads, except compression fittings.
* When replacing threaded fuel system components on Chrysler
vehicles, a go/no-go tool MUST be used to check for correct
tightness of fittings.
* CNG fuel systems are under extremely high pressure. NEVER use
steel, copper or brass tubing in place of stainless steel
fuel tubes.
* NEVER use replacement fuel system components that are not
manufactured to OEM standards.
END OF ARTICLE
COMPRESSED NATURAL GAS SAFETY PRECAUTIONS Article Text (p. 2)1998 Ford Econoline E
COMPUTER RELEARN PROCEDURES
Article Text
For 1
ARTICLE BEGINNING
1998 GENERAL INFORMATION

Ford Motor Co. - Computer Relearn Procedures
All Models
INTRODUCTION
Vehicles equipped with engine or transmission/transaxle

computers may require a computer relearn procedure after the vehicle
battery is disconnected. Vehicle computers memorize and store vehicle
operation patterns for optimum driveability and performance. When the
vehicle battery is disconnected, this memory is lost, resulting in a
driveability problem. Depending on the vehicle and how it is equipped,
the following driveability problems may exist:
* Rough or unstable idle.

* Hesitation or stumble.
* Rich or lean running.
* Poor fuel mileage.
* Harsh or poor transmission/transaxle shift quality.
Default data is used until NEW data from each key start is
stored. As the computer restores its memory from each new key start,
driveability is restored.
Driveability problems may occur during the computer relearn
stage. To accelerate computer relearn process after battery removal
and installation, specified computer relearn procedures should be
performed.
COMPUTER RELEARN PROCEDURES
PICKUP EEC-IV (5.8L & 7.5L) & VILLAGER
NOTE: Pickup models equipped with a 5.8L or 7.5L use either an

EEC-IV or EEC-V engine control system. Powertrain Control
Module (PCM) on EEC-IV models has a 60-pin connector and PCM
on EEC-V models has a 104-pin connector.
Vehicle Driveability Computer Relearn Procedure

Manufacturer does not provide a specified computer relearn
procedure for obtaining proper driveability. If vehicle battery is
disconnected for more than 5 minutes or Powertrain Control Module
(PCM) is replaced, driving the vehicle 10 miles or more will enable
the PCM to perform a computer relearn procedure for obtaining proper
driveability. Inform customer that driveability may differ from what
they are accustomed to until the PCM completes the computer relearn
procedure.
PICKUP 7.3L DIESEL & VAN 7.3L DIESEL

If vehicle battery is disconnected for 5 minutes or more, the
Powertrain Control Module (PCM) Keep Alive Memory (KAM) will be
cleared. KAM is the vehicle operating parameters that are stored in
the PCM. Clearing KAM will cause a Diagnostic Trouble Code (DTC) P1000
to set. To clear DTC P1000, OBD-II drive cycle must be performed and
completed. Purpose of the drive cycle is to execute each OBD-II
monitor and identify any OBD-II concerns. To perform drive cycle, see
DRIVE CYCLE PROCEDURE under ADDITIONAL SYSTEM FUNCTIONS in the
appropriate G - TESTS W/CODES - DIESEL article in ENGINE PERFORMANCE.
All OTHER MODELS

If vehicle battery is disconnected for 5 minutes or more, the
Powertrain Control Module (PCM) Keep Alive Memory (KAM) will be
cleared. KAM is the vehicle operating parameters that are stored in
the PCM. Clearing KAM will cause a Diagnostic Trouble Code (DTC) P1000
to set. To clear DTC P1000, OBD-II drive cycle must be performed and
completed. Purpose of the drive cycle is to execute each OBD-II
monitor and identify any OBD-II concerns. To perform OBD-II DRIVE
CYCLE, see DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS in the
appropriate G - TESTS W/CODES article in ENGINE PERFORMANCE.
END OF ARTICLE
COMPUTER RELEARN PROCEDURES Article Text (p. 2)1998 Ford

COOLING SYSTEM SPECIFICATIONS & DRIVE BELT ROUTING
Article Text
For 1
ARTICLE BEGINNING
1998-99 ENGINE COOLING

Specifications - Trucks
FORD
Econoline, Expedition, Explorer, Mountaineer, Navigator,

Pickup, Ranger, Villager, Windstar
SPECIFICATIONS
NOTE: Unless otherwise specified, references to Pickup and

Econoline include Super Duty and commercial chassis.
COOLING SYSTEM SPECIFICATIONS
COOLING SYSTEM SPECIFICATIONS
Coolant Replacement Interval

1998 ................................... 30,000 Miles Or 36 Months
1999
Green Coolant ............................................ 45,000
Orange Coolant .......................................... 150,000
Coolant Capacity
Econoline .................................................... (1)
4.6L .......................................... 19.2 Qts. (18.2L)
5.4L ........................................................ (1)
Explorer & Mountaineer ......................... 16.0 Qts. (15.1L)
Pickup
4.2L .......................................... 17.3 Qts. (16.4L)
4.6L & 5.4L ................................... 19.4 Qts. (18.4L)
Ranger
2.5L
Automatic Transmission ....................... 10.2 Qts. (9.7L)
Manual Transmission .......................... 10.5 Qts. (9.9L)
3.0L
Automatic Transmission ...................... 14.8 Qts. (14.0L)
Manual Transmission ......................... 15.2 Qts. (14.4L)
4.0L
Automatic Transmission ...................... 13.2 Qts. (12.5L)
Manual Transmission ......................... 13.5 Qts. (12.8L)
Villager
1998
With Rear Heater ............................ 12.8 Qts. (12.1L)
Without Rear Heater ......................... 11.4 Qts. (10.8L)
1999 ........................................................ (1)
Windstar
1998
With Rear Heater ............................ 14.0 Qts. (13.2L)
Without Rear Heater ......................... 12.0 Qts. (11.4L)
1999 .......................................... 16.0 Qts. (15.1L)
Pressure Cap
Econoline .................................................... (1)
Expedition, Navigator & Pickup ............... 16 psi (1.1 kg/cm )
Explorer, Mountaineer & Ranger ......... 13-18 psi (.9-1.3 kg/cm )
Villager ........................... 11.8-15.8 psi (.8-1.1 kg/cm )
Windstar
1998 ................................. 16-18 psi (1.1-1.3 kg/cm )
1999 .................................. 13-18 psi (.9-1.3 kg/cm )
Thermostat Opens
Econoline
1998
Starts .................................... 176-183 F (81-84 C)
Fully Open ....................................... 203 F (95 C)
1999
4.2L, 4.6L & 5.4L
Starts ................................... 188-195 F (87-91 C)
Fully Open ...................................... 210 F (99 C)
6.8L
Starts ................................... 181-187 F (83-86 C)
Fully Open ...................................... 210 F (99 C)
Starts ...................................... 188-195 F (87-91 C)
Fully Open ........................................ 212 F (100 C)
Explorer, Mountaineer & Ranger
Starts ...................................... 183-190 F (84-88 C)
Fully Open ......................................... 210 F (99 C)
Pickup
Except 1999; F250 & F350 Super Duty
Starts ................................... 188-195 F (87-91 C)
Fully Open ..................................... 212 F (100 C)
1999; F250 & F350 Super Duty
5.4L
Starts ................................... 188-195 F (87-91 C)
Fully Open .............................. 208-215 F (98-102 C)
6.8L
Starts ................................. 181-188.6 F (83-87 C)
Fully Open .............................. 206-213 F (97-101 C)
Villager
Starts ............................................. 180 F (82 C)
Fully Open ......................................... 194 F (90 C)
Windstar
1998
Starts .................................... 180-200 F (82-93 C)
Fully Open ...................................... 221 F (105 C)
1999
Starts .................................... 183-190 F (84-88 C)
Fully Open ....................................... 210 F (99 C)
(1) - Information is not available from manufacturer.
COOLING SYSTEM SPECIFICATIONS & DRIVE BELT ROU

COOLING SYSTEM BLEEDING
WARNING: When engine is operating, DO NOT remove radiator cap under

any conditions. Failure to follow instruction may damage
cooling system or engine, or cause personal injury. Always
wrap protective material around radiator cap to avoid injury
from hot coolant.
Except Villager
1) Turn heater controls to maximum and set air discharge to
instrument panel vents. Turn blower to high. Fill cooling system with
50/50 mixture of coolant and water. Pause several minutes for
circulation. Start engine and allow to idle. While engine is idling,
feel for hot air at instrument panel vents. If air discharge remains
cool and coolant temperature gauge does not move, coolant level is
low.
2) Stop engine and allow it to cool. Top off coolant as
necessary. Start engine and allow it to idle until normal operating
temperature is reached. Hot air should discharge from instrument panel
vents. Coolant temperature gauge should maintain a stable reading in
middle of range. Upper radiator hose should feel hot to touch. Stop
engine and allow it to cool. Top off coolant as necessary. Check for
coolant leaks.
Villager
1) Remove engine air relief plug. See Fig. 1. Fill cooling
system with 50/50 mixture of coolant and water to radiator filler
neck. Gently move upper radiator hose up and down while filling to
remove trapped air. Insert a .079" (2 mm) wire under negative pressure
valve of radiator cap. See Fig. 2. Install radiator cap. Disconnect
expansion tank tube from radiator. Hang a modified one gallon bottle
filled with 50/50 mixture of coolant and water. See Fig. 3. Connect
and clamp a hose from modified bottle to expansion tank tube
connection at radiator.
2) Unclamp modified bottle hose. Allow coolant to flow until
coolant comes out of engine air relief plug. Clamp modified bottle
hose. Install engine air relief plug. Raise front of vehicle about 22"
(55.8 cm) and support with stands. Turn heater controls to maximum and
set air discharge to instrument panel vents. Turn blower to high.
Unclamp modified bottle hose.
3) Start engine. Set engine speed to 1500 RPM until cooling
fan turns on. Turn engine off and allow to completely cool off. Clamp
modified bottle hose. Remove modified one gallon bottle and reconnect
expansion tank tube to radiator. Remove radiator cap and remove wire.
Fill cooling system with 50/50 mixture of coolant and water to
radiator filler neck. Fill expansion tank to MAX mark. Install
radiator cap.
COOLING SYSTE
Fig. 1: Locating Engine Air Relief Plug (Villager)
Fig. 2: Installing Wire In Radiator Cap (Villager)

COOLING SYSTEM SPECIFICATIONS & DRIVE BELT ROUTING Article Text (p. 4)1998 Ford Econoline E250
Fig. 3: Modifying One Gallon Bottle (Villager)
BELT ADJUSTMENT
NOTE: Belt routings on models not shown was not available from
manufacturer. Underhood label may reflect belt routing.
Inspect belt for fraying. If fraying has occurred, ensure

belt and tensioner are aligned properly. See Fig. 4. If tensioner has
reached its limit
COOLING of travel,
SYSTEM belt is excessively stretched
SPECIFICATIONS & DRIVE and
BELT ROUTING Article Text (p. 5)1998 Ford Econoline E250
replacement of belt is required. See Figs. 5-11. If excessive noise is
noticed from tensioner or idler, check for possible bearing failure.
Belt tension adjustment is not required on vehicles with automatic
belt tensioners. DO NOT apply belt dressing or any other additive to
belt(s). Ensure belts are properly installed. See Figs. 12-25. See
BELT TENSION ADJUSTMENT SPECIFICATIONS table.
Fig. 4: Aligning Serpentine Belt
BELT TENSION ADJUSTMENT SPECIFICATIONS
Application New Belt (1) Used Belt

Lbs. (kg) (1) Lbs. (kg)
Econoline
7.3L Diesel ................ 90 (41) ................... 90 (41)
Villager
A/C .................... 136-155 (62-70) ....... 112-131 (51-59)
Generator & P/S ........ 151-171 (68-78) ....... 125-144 (57-65)
(1) - Any belt operated for 5 minutes.
Fig. 5: Locating Tensioner Wear Indicator (1998 3.0L Windstar)
Fig. 6: Locating Tensioner Wear Indicator (1998 3.8L Windstar)
Fig. 7: Locating Tensioner Wear Indicator (1999 4.2L)

COOLING SYSTEM
Courtesy of Ford Motor SPECIFICATIONS
Co. & DRIVE BELT ROUTING Article Text (p. 7)1998 Ford Econoline E250
Fig. 8: Locating Tensioner Wear Indicator (1998 4.6L & 5.4L With A/C)
Fig. 9: Locating Tensioner Wear Indicator (1998 4.6L & 5.4L Without
A/C)
COOLING SYSTEM
Courtesy of Ford Motor SPECIFICATIONS
Co. & DRIVE BELT ROUTING Article Text (p. 8)1998 Ford Econoline E250
Fig. 10: Locating Tensioner Wear Indicator (1999 4.6L, 5.4L & 6.8L
Without A/C)
Fig. 11: Locating Tensioner Wear Indicator (1999 7.3L Diesel)

Fig. 12: Checking Belt Routing (2.5L With A/C & P/S)
Fig. 13: Checking Belt Routing (3.0L Ranger With A/C & P/S)
Fig. 14: Checking Belt Routing (3.0L Villager With A/C)

Fig. 15: Checking

COOLING SYSTEMBelt Routing (3.0L Windstar)
SPECIFICATIONS & DRIVE BELT ROUTING Article Text (p. 10)1998 Ford Econoline E250
Fig. 16: Checking Belt Routing (1998 3.8L Windstar)
Fig. 17: Checking Belt Routing (1999 3.8L Windstar)

Fig. 18: Checking Belt Routing (4.0L Explorer, Moutaineer & Ranger)
Fig. 19: Checking Belt Routing (4.0L OHC Explorer & Mountaineer)
Fig. 20: Checking Belt Routing (4.2L Econoline & Pickup With A/C)
Fig. 21: Checking Belt Routing (4.2L Econoline & Pickup Without A/C)
Fig. 22: Checking Belt Routing (1998 4.6L, 5.4L & 6.8L With A/C)
Fig. 23: Checking Belt Routing (1998 4.6L, 5.4L & 6.8L Without A/C)
Fig. 24: Checking Belt Routing (1999 4.6L, 5.4L & 6.8L With A/C)
Fig. 25: Checking Belt Routing (1999 4.6L, 5.4L & 6.8L Without A/C)
Fig. 26: Checking Belt Routing (5.0L Explorer & Mountaineer)

Fig. 27: Checking Belt Routing (7.3L Diesel)
Fig. 28: Checking Belt Routing (1999 7.3L Diesel With Dual
Generators)
END OF ARTICLE
CRUISE CONTROL SYSTEM
Article Text
For 1
ARTICLE BEGINNING
1998 ACCESSORIES & EQUIPMENT

Ford Motor Co. - Cruise Control Systems
Ford; Van
NOTE: On 7.3L diesel, all speed control functions are controlled

by the PCM. See G - TESTS W/CODES - DIESEL article in the
ENGINE PERFORMANCE section for diagnostic procedures. Wiring
diagram for 7.3L diesel engine speed control is included in
this article.
DESCRIPTION
The cruise control system consists of control switches (ON,

OFF, SET-ACCEL, COAST and RESUME), servo throttle servo/actuator
assembly, deactivator switch and wiring. Vehicle speed signal comes
from Powertrain Control Module (PCM).
OPERATION
ENGAGING & DISENGAGING SYSTEM
System is operational at speeds greater than 30 MPH. When ON

and SET-ACCEL switches have been pressed, vehicle speed will be
maintained until new speed is set, brake pedal is pressed or OFF
switch has been pressed.
ADJUSTMENTS
ACTUATOR CABLE
Gas
Remove cable adjustment clip. Set throttle plate to closed
position. Release actuator cable clip. See Fig. 1. Pull actuator cable
to take up slack. Back off at least one notch so that there is 0.04"
(1.0 mm) slack in cable. While holding cable, insert cable adjustment
clip.
Diesel
No adjustment is possible.
Fig. 1: Adjusting Speed Control Servo/Actuator Cable
TROUBLE SHOOTING
Before performing any testing, check the following for

possible cause of system malfunction:
* Faulty fuses.
* Loose or corroded connections.
* Damaged wiring harness.
* Damaged switches.
* Damaged or binding actuator cable.
* Incorrect actuator cable adjustment.
Verify horn and stoplights function properly. Repair as

necessary. Inspect actuator and throttle linkage for smooth operation.
Unbind as necessary. If no problems are found, perform appropriate
test based upon symptom. See SYSTEM TESTS.
SYSTEM TESTS
NOTE: Before performing any testing, perform trouble shooting.

Repair as necessary. Check PCM for stored Diagnostic Trouble
Codes (DTCs). See appropriate G - TESTS W/CODES article in
the ENGINE PERFORMANCE section for diagnostic procedures.
NOTE: On 7.3L diesel, speed control functions are controlled by

the PCM. See G - TESTS W/CODES - DIESEL article in the ENGINE
PERFORMANCE section for diagnostic procedures.
TEST A: SPEED CONTROL IS INOPERATIVE
CRUISE CONTROL
1) Check SYSTEM
For Voltage Article Text (p. 2)1998 Ford Econoline E250For 1
To Servo/Actuator Copyright © 1998 Mitchell Repair Information
Turn ignition off. Disconnect speed control servo/actuator
connector C146 (located near master cylinder). Turn ignition on. Using
a voltmeter, check voltage between servo/actuator connector C146
terminals No. 7 and 10. See Fig. 2. If voltage is 10 volts or less, go
to next step. If voltage is more than 10 volts, go to step 4).
2) Check Fuse
Turn ignition off. Check instrument panel fuse block fuse No.
6 (10-amp). If fuse is okay, go to next step. If fuse is blown,
replace fuse. If fuse fails again, repair short to ground in
Purple/Orange wire. Retest system operation.
3) Check Servo/Actuator Ground Circuit
Turn ignition off. Using an ohmmeter, check resistance
between ground and speed control servo/actuator connector C146
terminal No. 10. See Fig. 2. If resistance is less than 5 ohms, repair
Purple/Orange wire between instrument panel fuse block and speed
control servo/actuator. Retest system operation. If resistance is 5
ohms or more, repair Pink/Orange wire between speed control
servo/actuator and ground. Retest system operation.
4) Check Stoplight Operation
Check stoplight operation while pressing and releasing brake
pedal. If stoplights operate properly, go to next step. If stoplights
do not operate properly, see appropriate EXTERIOR LIGHTS wiring
diagram in SYSTEM WIRING DIAGRAMS article in the WIRING DIAGRAMS
section to continue diagnosis.
5) Check Light/Green Wire
connector C146 (located near master cylinder). Using an ohmmeter,
check resistance between speed control servo/actuator connector C146
terminals No. 4 and 10. See Fig. 2. If resistance is less than 20
ohms, go to next step. If resistance is 20 ohms or more, repair Light
Green wire. Retest system operation.
6) Check Deactivator Switch Input To Speed Control
Servo/Actuator
Ensure ignition is off. Using a voltmeter, check voltage
between speed control servo/actuator connector C146 terminals No. 9
and 10. See Fig. 2. If voltage is 10 volts or less, go to next step.
If voltage is more than 10 volts, go to step 9).
7) Check Deactivator Switch
Ensure ignition is off. Disconnect deactivator switch
connector C151 (located on bottom of brake master cylinder). Using an
ohmmeter, check resistance between deactivator switch terminals
(component side). If resistance is less than 5 ohms, go to next step.
If resistance is 5 ohms or more, replace deactivator switch and bleed
brake system. Retest system operation.
8) Check For Voltage To Deactivator Switch
between ground and deactivator switch connector C151 Light Green/Red
wire terminal. If voltage is more than 10 volts, repair Red/Light
Green wire between deactivator switch and speed control
servo/actuator. Retest system operation. If voltage is 10 volts or
less, repair Light Green/Red wire between instrument panel fuse block
and deactivator switch. Retest system operation.
9) Check Light Blue/Black Wire For Short To Voltage
and 10. See Fig. 2. If voltage is present, go to next step. If no
voltage is present, go to step 12).
CRUISE CONTROL SYSTEM Article Text (p. 3)1998 Ford Ec
10) Check For Stuck Speed Control Switch
Disconnect speed control switch connector from steering
wheel. Turn ignition on. Using a voltmeter, check voltage between
speed control servo/actuator connector C146 terminals No. 5 and 10.
See Fig. 2. If any voltage is present, go to next step. If no voltage
is present, replace speed control switch and retest system operation.
11) Check Light Blue/Black Wire For Short To Voltage
Disconnect air bag sliding contact connector C223 (located on
top of steering column, near clockspring assembly). Turn ignition on.
Using a voltmeter, check voltage between speed control servo/actuator
connector C146 terminals No. 5 and 10. See Fig. 2. If any voltage is
present, repair Light Blue/Black wire. Retest system operation. If no
voltage is present, replace air bag sliding contact and retest system
operation.
12) Check SET/ACCEL Switch Operation
Using an ohmmeter, check resistance between speed control
servo/actuator connector C146 terminals No. 5 and 6 while pressing
speed control SET/ACCEL switch. If resistance is not 640-720 ohms, go
to next step. If resistance is 640-720 ohms, go to step 15).
13) Check Light Blue/Black Wire For Open
Ensure ignition is off. Disconnect air bag sliding contact
connector C223 (located on top of steering column, near clockspring
assembly). Using an ohmmeter, check resistance in Light Blue/Black
wire between speed control servo/actuator connector C146 terminal No.
5 and air bag sliding contact connector C223. If resistance is less
than 5 ohms, go to next step. If resistance is 5 ohms or more, repair
open in Light Blue/Black wire. Retest system operation.
14) Check Air Bag Sliding Contact
Remove driver side air bag. See AIR BAG RESTRAINT SYSTEM
article. Using an ohmmeter, check resistance between air bag sliding
contact 5-pin male connector C253 terminal No. 1 and air bag sliding
contact 6-pin male connector C223 terminal No. 1. See Fig. 3. If
resistance is less than one ohm, replace speed control switch and
retest system operation. If resistance is one ohm or more, replace air
bag sliding contact and retest system operation.
15) Check Speed Signal
Raise and support vehicle with rear wheels clear of ground.
Start engine and maintain vehicle speed at 30 MPH. Set voltmeter to
check AC voltage. Check voltage between speed control servo/actuator
connector C146 terminals No. 3 and 10. See Fig. 2. If voltage is not
4-5 volts and frequency is not 56-78 Hz, go to next step. If voltage
is 4-5 volts and frequency is 56-78 Hz, got step 18).
16) Check Gray/Black Wire For Open
Disconnect vehicle speed sensor connector C108 (located on
left side of transmission). Using an ohmmeter, check resistance in
Gray/Black wire between speed control servo/actuator connector C146
terminal No. 3 and vehicle speed sensor connector C108. If resistance
is less than 5 ohms, go to next step. If resistance is 5 ohms or more,
repair open in Gray/Black wire. Retest system operation.
17) Check Pink/Orange Wire For Open
Using an ohmmeter, check resistance between ground and
vehicle speed sensor connector C108 Pink/Orange
CRUISE CONTROL wire terminal.
SYSTEM If Article Text (p. 4)1998 Ford Econoline E250For 1
resistance is less than 5 ohms, replace vehicle speed sensor and
retest system operation. If resistance is 5 ohms or more, repair open
in Pink/Orange wire between vehicle speed sensor and ground. Retest
system operation.
18) Check Speed Control Servo/Actuator Cable
Ensure ignition is off. Disengage speed control
servo/actuator cable from servo/actuator. Inspect cable by pulling end
of cable and observing throttle movement. Replace cable if broken or
binding and retest system operation. If cable is okay, replace
servo/actuator and retest system operation.
Fig. 2: Identifying Servo/Actuator Connector C146 Terminals

Fig. 3: Checking Air Bag Sliding Contact

TEST B: SET SPEED FLUCTUATES
1) Check Speed Control Servo/Actuator Cable & Throttle

Body Linkage
CRUISE CONTROL SYSTEM Article Text (p. 5)
of cable and observing throttle movement. If cable is okay, go to next
step. Replace cable if broken or binding and retest system operation.
2) Check Speedometer Operation
Drive vehicle and observe speedometer operation without using
speed control. If speedometer needle fluctuates, see ANALOG INSTRUMENT
PANEL article to continue diagnosis. If speedometer needle does not
fluctuate, replace speed control servo/actuator and retest system
operation.
TEST C: SPEED CONTROL DOES NOT DISENGAGE WHEN BRAKES ARE

APPLIED
1) Check Speed Control Servo/Actuator Cable & Throttle

Body Linkage
of cable and observing throttle movement. If cable is okay, go to next
step. Replace cable if broken or binding and retest system operation.
2) Check Stoplight Operation
Check stoplight operation while pressing and releasing brake
pedal. If stoplights operate properly, go to next step. If stoplights
do not operate properly, see appropriate EXTERIOR LIGHTS wiring
diagram in SYSTEM WIRING DIAGRAMS article in the WIRING DIAGRAMS
section to continue diagnosis.
3) Check Brake Pedal Position (BPP) Switch Input
Ensure ignition is off. Disconnect speed control
servo/actuator connector C146 (located near master cylinder). Press
and hold brake pedal. Using a voltmeter, check voltage between speed
control servo/actuator connector C146 terminals No. 4 and 10. See
Fig. 2. If voltage is more than 10 volts, replace speed control
servo/a actuator and retest system operation. If voltage is 10 volts
or less, repair Light Green wire between speed control servo/actuator
and BPP switch. Retest system operation.
TEST D: COAST SWITCH IS INOPERATIVE
Check COAST Switch Operation

connector C146 (located near master cylinder). While pressing COAST
switch and rotating steering wheel from stop to stop, check resistance
and 6. See Fig. 2. If resistance is 114-126 ohms, replace speed
control servo/actuator and retest system operation. If resistance is
not 114-126 ohms, replace speed control switch and retest system
operation.
TEST E: SET/ACCEL SWITCH IS INOPERATIVE
Check SET/ACCEL Switch Operation

connector C146 (located near master cylinder). While pressing
SET/ACCEL switch and rotating steering wheel from stop to stop, check
resistance between speed control servo/actuator connector C146
terminals No. 5 and 6. See Fig. 2. If resistance is 646-714 ohms,
replace speed control servo/actuator and retest system operation. If
resistance is not 646-714 ohms, replace speed control switch and
retest system operation.
TEST F: RESUME FUNCTION INOPERATIVE
Check RESUME Switch Operation

connector C146 (located near master cylinder). While pressing RESUME
and 6. See Fig. 2. If resistance is 2090-2310 ohms, replace speed
not 2090-2310 ohms, replace speed control switch and retest system
operation.
TEST G: OFF SWITCH IS INOPERATIVE
Check Off Switch Operation

connector C146 (located near master cylinder). While pressing OFF
and 6. See Fig. 2. If resistance is 5 ohms or less, replace speed
more than 5 ohms, replace speed control switch and retest system
operation.
WARNING: Disable air bag system before working around steering column
or removing any air bag system component. See
AIR BAG RESTRAINT SYSTEM article.

See COMPUTER RELEARN PROCEDURES article in GENERAL
INFORMATION before disconnecting battery.
SPEED CONTROL SERVO/ACTUATOR

1) Remove air cleaner assembly. Remove accelerator control
splash shield. Remove coolant recovery reservoir and position aside.
Remove speed control bracket mounting bolts. Unplug connector from
speed control servo/actuator.
2) Press locking tab, rotate speed control actuator cable cap
and disconnect speed control servo/actuator cable. Remove speed
control servo/actuator. Remove speed control servo/actuator from CRUISE CONTROL SYSTEM Article Text (p. 7
bracket. To install, reverse removal procedure. Adjust cable. See
ACTUATOR CABLE under ADJUSTMENTS.
SPEED CONTROL SWITCHES
WARNING: Observe all air bag service precautions when working around
air bag components. Disable air bag system. See SERVICE
PRECAUTIONS and DISABLING & ACTIVATING AIR BAG SYSTEM in
AIR BAG RESTRAINT SYSTEM article.
Removal
1) Disable air bag system. See DISABLING & ACTIVATING AIR BAG
SYSTEM in AIR BAG RESTRAINT SYSTEM article. Remove air bag nuts and
washers from steering wheel. Unplug air bag connector from clockspring
(contact assembly). Remove air bag module.
WARNING: Place air bag module on bench with trim cover facing upward.
2) Unplug horn/speed control harness connector from

clockspring. Remove speed control switches. Disconnect switch wires.
Installation
Install switches. Connect air bag module wiring connector to
clockspring (contact assembly). Position air bag module onto steering
wheel. Install air bag module nuts and washers. Tighten nuts to 84-120
INCH lbs. (10-14 N.m). Activate air bag system. Observe AIR BAG
warning light to verify system is functioning properly. See SYSTEM
OPERATION CHECK in AIR BAG RESTRAINT SYSTEM article.
DEACTIVATOR (BRAKE PRESSURE) SWITCH

Deactivator switch is located on master cylinder. Disconnect
electrical connector. Unscrew switch. To install, reverse removal
procedure. Bleed brake system. See BRAKE SYSTEM article in the BRAKES
section.
WIRING DIAGRAMS

CRUISE CONTROL SYSTEM Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
Fig. 4: Cruise Control System Wiring Diagram (Diesel)

Fig. 5: Cruise Control System Wiring Diagram (Gasoline)
CRUISE CONTROL SYSTEM Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
END OF ARTICLE
C - SPECIFICATIONS - 4.2L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Service & Adjustment Specifications
Van E150/250 (4.2L)
INTRODUCTION
Use this article to find specifications related to servicing

and on-vehicle adjustments. Use this article as a quick reference when
you are familiar with proper adjustment procedures but need a
specification.
CAPACITIES
BATTERY SPECIFICATIONS TABLE
Application & Group Cold Cranking Amps
Standard BXT-65 ...................................... 650

Optional BXT-65 ...................................... 850
COOLING SYSTEM CAPACITIES TABLE (1)
Application Qts. (L)
4.2L ......................................... 23.2 (22.0)
(1) - Fill to line in reservoir bottle.
CRANKCASE CAPACITIES TABLE
Application (1) Qts. (L)
4.2L ........................................... 6.0 (5.7)
(1) - Add 1/2 qt. if equipped with oil cooler.
TRANSMISSION & TRANSFER CASE CAPACITIES TABLE
Application Quantity
4R70W Auto. (1) ........................ 13.9 Qts. (13.1L)

E4OD Auto. (2) ......................... 15.9 Qts. (15.0L)
(1) - Use Mercon V (synthetic) automatic transmission fluid

only.
(2) - Use Mercon automatic transmission fluid.
AXLE CAPACITIES TABLE
Application Pts. (L)
8.8" & 9.75" Ford (1) (3) ............ 5.5-5.8 (2.60-2.80)

9.75" Dana M60-1U (1) (3) ..................... 6.3 (3.00)
10.5" Dana M70-1HD (1) (3) .................... 7.4 (3.50)
10.5" Dana M70-2U (1) (3) ..................... 6.6 (3.10)
11.5" Dana M80-1HD (2) (3) .................... 7.4 (3.50)
(1) - 75W90 gear lube.

(2) - 75W140 synthetic gear lube.
(3) - Add 4-6 oz. (118-177 ml) friction modifier for
Traction-Lok axles.
QUICK-SERVICE
SERVICE INTERVALS & SPECIFICATIONS
REPLACEMENT INTERVALS TABLE
Interval (Miles) Interval (Miles)

Component (Regular Schedule) (Severe Duty)
Air Filter ............. 30,000 ................. 30,000

Coolant .............. (1) 50,000 ............... 48,000
Fuel Filter ............ 60,000 ................. 50,000
Oil & Filter ............ 5000 .................... 3000
PCV Valve .............. 60,000 ................. 60,000
Spark Plugs ........... 100,000 ................. 60,000
Transfer Case Oil ...... 60,000 ................. 30,000
Automatic Trans. ....... 30,000 .................... (2)
Manual Trans. .......... 60,000 ................. 30,000
(1) - Change engine coolant initially at 50,000 miles and

every 30,000 miles thereafter.
(2) - Information is not available from manufacturer at time
of publication.
BELT ADJUSTMENT
NOTE: Tension is correct if indicator is within limit marks.
MECHANICAL CHECKS
ENGINE COMPRESSION Copyright © 1998 Mitchell Repair Inf

C - SPECIFICATIONS - 4.2L Article Text (p. 2)1998 Ford Econoline E250For 1
Check engine compression with engine at normal operating
temperature, all spark plugs removed (on dual plugs, remove exhaust
side only), and throttle wide open. Ensure crankcase is full and oil
is of correct viscosity. With compression gauge installed, use remote
starter switch to crank engine.
Crank engine at least 5 revolutions, and record highest
reading. Repeat procedure for all cylinders, using approximately same
number of revolutions. Lowest compression reading should not be less
than 75 percent of highest compression reading. No cylinder
compression reading should be less than 100 psi (7 kg/cm ).
COMPRESSION RATIO SPECIFICATIONS TABLE
Application Compression Ratio
4.2L ............................................... 9.2:1
VALVE CLEARANCE
NOTE: Vehicles are equipped with hydraulic valve lifters; valve

adjustment is not required. If valves are noisy or incorrect
clearance is suspected, worn components are indicated. Check
collapsed valve lifter clearance. See appropriate article in
the ENGINES section.
IGNITION SYSTEM
HIGH TENSION WIRE RESISTANCE
HIGH TENSION WIRE RESISTANCE TABLE
Application Ohms
4.2L ....................................... 7000 Per Foot
SPARK PLUGS
NOTE: See vehicle underhood emissions information decal for spark

plug gap specification.
NOTE: If reusing originally installed spark plugs, reinstall them

in original position. Some cylinders use platinum ground
electrodes and some cylinders use platinum positive
electrodes. Replacement platinum spark plugs are double
platinum electrode spark plugs and are used for all
cylinders.
SPARK PLUG TYPE TABLE
Application Motorcraft No. Copyright © 1998 Mitchell Repair Information C

C - SPECIFICATIONS - 4.2L Article Text (p. 3)1998 Ford Econoline E250For 1
4.2L ........................................... AGSF-34EE
FIRING ORDER & TIMING MARKS
NOTE: Use illustrations for firing order and timing marks. See
Fig. 1.
Fig. 1: Identifying Firing Order & Timing Marks (4.2L)
IGNITION TIMING
NOTE: Vehicles have distributorless electronic ignition;

manufacturer does not recommend checking ignition timing, as
faulty readings are common and timing is not adjustable.
BASE IGNITION TIMING TABLE
Application Degrees BTDC
4.2L ............................................ (1) 8-10
(1) - With IAC solenoid connector unplugged.
FUEL SYSTEM
FUEL PUMP
NOTE: Fuel pump performance is a measurement of fuel pressure and

volume availability, not regulated fuel pressure.
For fuel pressure specifications, see

C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article.
IDLE SPEED & MIXTURE

C - SPECIFICATIONS - 4.2L Article Text (p. 4)1998 Ford Econoline E25
NOTE: Idle mixture is not adjustable. For additional information,
see G - TESTS W/CODES - 4.2L article.
IDLE RPM SPECIFICATION TABLE
Application (1) (2) RPM
A/T .............................................. 800-850

M/T .............................................. 725-775
(1) - Idle speed is checked with engine warm and all

accessories and fan off.
(2) - Idle speed is computer controlled and is not
adjustable.
THROTTLE POSITION (TP) SENSOR
NOTE: Throttle Position (TP) sensor is not serviceable. If TP

sensor service is required, see CIRCUIT TEST DH in
G - TESTS W/CODES - 4.2L article.
TP SENSOR OUTPUT TABLE
Throttle Angle Degrees (1) Voltage
0 .................................................... .65
10 ................................................... .97
20 .................................................. 1.30
30 .................................................. 1.50
45 .................................................. 2.37
53 .................................................. 2.84
60 .................................................. 3.20
70 .................................................. 3.60
(1) - Values may vary by 15 percent. For testing, refer to

CIRCUIT TEST DH in G - TESTS W/CODES - 4.2L article.
END OF ARTICLE
C - SPECIFICATIONS - 4.2L Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information C
C - SPECIFICATIONS - 5.4L GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Van E150/250/350 (5.4L Gasoline)
INTRODUCTION

specification.
CAPACITIES
Standard BXT-65 ...................................... 650

Optional BXT-65 ...................................... 850
COOLING SYSTEM CAPACITIES TABLE
5.4L (1) ..................................... 29.0 (27.4)
5.4L ........................................... 6.7 (6.1)
E4OD Auto. (1) ......................... 15.9 Qts. (15.0L)

8.8" & 9.75" Ford (1) (3) ............ 5.5-5.8 (2.60-2.80)

9.75" Dana M60-1U (1) (3) ..................... 6.3 (3.00)
10.5" Dana M70-1HD (1) (3) .................... 7.4 (3.50)
10.5" Dana M70-2U (1) (3) ..................... 6.6 (3.10)
11.5" Dana M80-1HD (2) (3) .................... 7.4 (3.50)

Traction-Lok axles.
QUICK-SERVICE

Air Filter ............. 30,000 ................. 30,000

Coolant .............. (1) 50,000 ............... 48,000
Fuel Filter ............ 60,000 ................. 50,000
Oil & Filter ............ 5000 .................... 3000
PCV Valve .............. 60,000 ................. 60,000
Spark Plugs ........... 100,000 ................. 60,000
Automatic Trans. ..... (2) 30,000 .................. (3)

(2) - E4OD transmission has no normally scheduled fluid
change requirement.
of publication.
BELT ADJUSTMENT
MECHANICAL CHECKS
ENGINE COMPRESSION
Check engine compression with engine at normal operating Copyright © 1998 Mitchell Re
C - SPECIFICATIONS
temperature, - 5.4L
all spark plugs GASOLINE
removed Article
(on dual plugs, Text (p.
remove 2)1998 Ford Econoline E250For 1
exhaust
5.4L ................................................. (1)

of publication.
VALVE CLEARANCE

IGNITION SYSTEM
Application Ohms
5.4L ....................................... 7000 Per Foot
SPARK PLUGS


cylinders.

C - SPECIFICATIONS - 5.4L GASOLINE Article T
Application Motorcraft No.
5.4L ........................................... AWSF-22EE
Fig. 1.
Fig. 1: Firing Order & Timing Marks (5.4L With Light Duty Emissions)
IGNITION TIMING

faulty readings are common and timing is not adjustable.
5.4L ............................................ (1) 8-10
FUEL SYSTEM
FUEL PUMP


C - SPECIFICATIONS - 5.4L GA

see G - TESTS W/CODES - 5.4L GASOLINE article.
A/T .............................................. 800-850

adjustable.

G - TESTS W/CODES - 5.4L GASOLINE article.
0 .................................................... .65
10 ................................................... .97
20 .................................................. 1.30
30 .................................................. 1.50
45 .................................................. 2.37
53 .................................................. 2.84
60 .................................................. 3.20
70 .................................................. 3.60

CIRCUIT TEST DH in G - TESTS W/CODES - 5.4L GASOLINE
article.
END OF ARTICLE
C - SPECIFICATIONS - 5.4L GASOLINE Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
C - SPECIFICATIONS - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

Ford; Pickup F250 & Van E250/350 (5.4L CNG)
INTRODUCTION

specification.
CAPACITIES
Standard BXT-65 ...................................... 650

Optional BXT-65 ...................................... 850
COOLING SYSTEM CAPACITIES TABLE
Pickup
Without A/C ................................ 17.9 (16.9)
With A/C ................................... 19.4 (18.4)
Van (1) ...................................... 29.0 (27.4)
5.4L ........................................... 6.7 (6.1)
Pickup
4R70W Auto. (1) ...................... 13.9 Qts. (13.2L)
E4OD Auto. (2WD) (2) ................. 15.9 Qts. (15.0L)
E4OD Auto. (4WD) (2) ................. 16.4 Qts. (15.5L)
5-Speed Overdrive (2)
M5OD ................................. 3.8 Qts. (3.6L)
Transfer Case
Warner 1356 (2) ...................... 2.0 Qts. (1.9L)
Van
4R70W Auto. (1) ...................... 13.9 Qts. (13.1L)
E4OD Auto. (2) ....................... 15.9 Qts. (15.0L)
(1) - Use Mercon V (synthetic) automatic transmission fluid

only.
Pickup
F250 LD
Front ..................................... 3.6 (1.70)
Rear (3) ......................... 5.5-5.8 (2.60-2.70)
F250 HD
Dana 50-IFS HD ............................ 3.8 (1.80)
Dana 60 Monobeam .......................... 5.8 (2.80)
Rear
8.8" Ford ............................... 5.5 (2.60)
10.25" Ford (3) ......................... 7.5 (3.50)
11.25" Dana 80 .......................... 8.3 (3.90)
Van
8.8" & 9.75" Ford (1) (3) .......... 5.5-5.8 (2.60-2.80)
9.75" Dana M60-1U (1) (3) ................... 6.3 (3.00)
10.5" Dana M70-1HD (1) (3) .................. 7.4 (3.50)
10.5" Dana M70-2U (1) (3) ................... 6.6 (3.10)
11.5" Dana M80-1HD (2) (3) .................. 7.4 (3.50)

Traction-Lok axles.
QUICK-SERVICE

C - SPECIFICATIONS - 5.4L CNG Article Text (p. 2)1998 Ford Eco
Air Filter ............. 30,000 ................. 30,000
Coolant .............. (1) 50,000 ............... 48,000
Fuel Filter ............ 60,000 ................. 50,000
Oil & Filter ............ 5000 .................... 3000
PCV Valve .............. 60,000 ................. 60,000
Spark Plugs ............ 60,000 ................. 60,000
Automatic Trans. ..... (2) 30,000 .................. (3)
Manual Trans. .......... 60,000 ................. 30,000

(2) - E4OD transmission has no normally scheduled fluid
change requirement.
of publication.
BELT ADJUSTMENT
MECHANICAL CHECKS
ENGINE COMPRESSION
Check engine compression with engine at normal operating

temperature, all spark plugs removed (on dual plugs, remove exhaust
5.4L ................................................. (1)

of publication.
VALVE CLEARANCE

C - SPECIFICATIONS - 5.4L
clearance is suspected, wornCNG Article Text
components (p. 3)1998
are indicated. Check
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
IGNITION SYSTEM
Application Ohms
Pickup & Van ............................... 7000 Per Foot
SPARK PLUGS


cylinders.
Application Motorcraft No.
5.4L ........................................... AWSF-22EE
Fig. 1.
Fig. 1: Firing Order & Timing Marks (5.4L With Light Duty Emissions)

faulty readings are common and timing is not adjustable. C - SPECIFICATIONS - 5.4L CNG Article Text (p.
Pickup & Van .................................... (1) 8-10
FUEL SYSTEM
FUEL PUMP



see appropriate article:
For Pickup, see G - TESTS W/CODES - 5.4L CNG.

For Van, see G - TESTS W/CODES - 5.4L CNG.
A/T .............................................. 800-850

M/T .............................................. 725-775

adjustable.

appropriate article:


C - SPECIFICATIONS - 5.4L CNG Article Text (p. 5)
0 .................................................... .65
10 ................................................... .97
20 .................................................. 1.30
30 .................................................. 1.50
45 .................................................. 2.37
53 .................................................. 2.84
60 .................................................. 3.20
70 .................................................. 3.60

CIRCUIT TEST DH in appropriate article:

END OF ARTICLE
C - SPECIFICATIONS - 5.4L CN
C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS
Article Text
For 1
ARTICLE BEGINNING

Fuel Pressure Specifications
FUEL SYSTEMS
FUEL PRESSURE
1998 FUEL PRESSURE SPECIFICATIONS
Engine psi (kg/cm )
Natural Gas Vehicle .......................... (1) 105-130 (7.4-9.1)

Diesel
Except 1998 1/2 Econoline .................... (2) 30-80 (2.1-5.6)
1998 1/2 Econoline ........................................... (3)
Gasoline
Continental, Escort & Tracer ................. (4) 55-85 (3.9-6.0)
Contour (2.5L), Cougar (2.5L) & Mystique
(2.5L) ...................................... (4) 45-60 (3.2-4.2)
Ranger
Gasoline ................................... (4) 56-72 (3.9-5.1)
Flex Fuel .................................. (4) 47-63 (3.3-4.4)
Villager ............................................ (5) 34 (2.4)
All Others ................................... (4) 30-45 (2.1-3.2)
(1) - With engine speed at 2500 RPM.

(2) - Measure at regulator block, at wide open throttle and under
full load.
(3) - Vehicle is equipped with an electric fuel pump. With ignition
on, measure fuel pressure at cylinder head. Fuel pressure should
be 30 psi (2.1 kg/cm ). Measure at outlet side of fuel pump,
at wide open throttle and under full load. Fuel pressure should
be 30-80 psi (2.1-5.6 kg/cm ).
(4) - With key on and engine off.
(5) - With engine running.
END OF ARTICLE
D - ADJUSTMENTS - GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - On-Vehicle Adjustments
Ford; Pickup F150/250 & Van E150/250/350 (Gasoline)
NOTE: Unless otherwise specified, references to Pickup include the

F350 Super Duty commercial chassis.
ENGINE MECHANICAL
Before performing any on-vehicle adjustments to fuel or

ignition systems, ensure engine mechanical condition is okay.
VALVE CLEARANCE

IGNITION TIMING
GASOLINE ENGINES
Manufacturer does not recommend checking timing as false

readings are common and timing is not adjustable. Timing specification
is for reference purposes only. See IGNITION TIMING table.
IGNITION TIMING TABLE
4.2L, 4.6L, 5.4L & 6.8L ............................. 8-10
NOTE: Idle mixture is not adjustable. If idle mixture is

incorrect, see appropriate article:
For 4.2L Pickup, see G - TESTS W/CODES - 4.2L.

For 5.4L Pickup, see G - TESTS W/CODES - 5.4L GASOLINE.
For 4.2L Van, see G - TESTS W/CODES - 4.2L.
For 5.4L Van, see G - TESTS W/CODES - 5.4L GASOLINE.
IDLE SPEED
EEC-V MODELS
NOTE: Idle speed is controlled by Powertrain Control Module (PCM)

and is not adjustable. Idle speed specifications are for
reference purposes only. If engine idle concerns are present,
check for contaminated fuel, vacuum leaks and incorrect
ignition timing. Ensure throttle bore, EGR system and PCV
system are clean. If these are okay, check PCM for Diagnostic
Trouble Codes (DTCs). See appropriate article:

If no DTCs exist, go to H - TESTS W/O CODES - GASOLINE

article.
Turn off all accessories before checking idle speed. Ensure

cooling system is filled to correct level. Ensure there are no vacuum
leaks or unmetered air entering the throttle chamber on mass airflow
design systems. If vehicle is equipped with electric cooling fan,
check idle speed when fan is off. For engine idle specification see
IDLE RPM SPECIFICATION TABLE (EEC-V).
IDLE RPM SPECIFICATION TABLE (EEC-V)
4.2L, 4.6L & 5.4L

A/T ........................................... 800-850
M/T ........................................... 725-775
6.8L ............................................. 750-800

adjustable.
GASOLINE ENGINES
D - ADJUSTMENTS - GASOLINE Article Text (p. 2)1998 Ford E
NOTE: Throttle Position (TP) sensor on gasoline engines is not
adjustable. If TP sensor service is required, see CIRCUIT
TEST DH in appropriate article:

END OF ARTICLE
D - ADJUSTMENTS - GASOLINE Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
DOOR LOCKS - POWER
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Power Door Locks
Ford; Van
Power door lock system consists of power door lock switches,

relays, door lock actuators and necessary wiring. Door lock switches
are located in front door armrests or door trim panels.
To lock all doors, press switch on either door to lock
position. To unlock all doors, press switch to unlock position. Side
and rear doors (if equipped) are also controlled by power locks.
Exterior key lock will only lock or unlock that individual door.
Exterior key lock will not operate all door locks from outside vehicle
unless equipped with Remote Keyless Entry (RKE) system.
TROUBLE SHOOTING
Manufacturer's sequence for diagnosing and repairing power

door lock system is as follows:
* Verify customer's complaint.

* Perform visual inspection.
* Perform INITIAL CHECKS.
* If problem remains after performing visual inspection,
determine symptom(s) and go to SYSTEM TESTS.
INITIAL CHECKS
Check all system related fuses. See WIRING DIAGRAMS. Operate

all switches. Check battery condition and battery terminals. Check
connectors for loose or corroded terminals. Check for good clean
connections at chassis ground point locations. See WIRING DIAGRAMS.
Correct any obvious problems before continuing testing.
SYSTEM TESTS
SYMPTOM CHART TABLE
Symptom Perform System Test
One Power Door Lock Inoperative ........................ A

All Power Door Locks Inoperative ....................... B
All Power Door Locks Operate From
One Switch Only ...................................... C
Power Door Locks Operate In
One Direction Only ................................... D
Sliding Door Lock Inoperative .......................... E
NOTE: Door lock actuator may also be referred to as door lock
motor.
TEST A: ONE POWER DOOR LOCK INOPERATIVE
1) Check Inoperative Door Lock

Manually operate inoperative door lock and check for binding
or sticking lock. If door lock is not binding or sticking, go to next
step. If door lock is binding or sticking, repair as necessary and
2) Check Lock Circuit
Remove door trim panel and disconnect suspect door lock
actuator connector. Using a voltmeter, check voltage between ground
and door lock actuator connector Pink/Black wire terminal while
pressing door lock switch to lock position. If voltage is more than 10
volts, go to next step. If voltage is 10 volts or less, repair open in
Pink/Black wire and retest system operation.
3) Check Unlock Circuit
Using a voltmeter, check voltage between ground and door lock
actuator connector Pink/Orange wire terminal while pressing door lock
switch to unlock position. If voltage is more than 10 volts, replace
door lock actuator and retest system operation. If voltage is 10 volts
or less, repair open in Pink/Orange wire and retest system operation.
TEST B: ALL POWER DOOR LOCKS INOPERATIVE
1) Check Voltage To Right Door Lock Switch

Disconnect right power door lock switch. Using a voltmeter,
check voltage between ground and right door lock switch connector
Black/White wire terminal. If voltage is more than 10 volts, go to
step 3). If voltage is 10 volts or less, go to next step.
2) Check Black/White Wire
Remove fuse No. 5 (20-amp) from instrument panel fuse block.
Using a voltmeter, check voltage between ground and input side of fuse
No. 5 input cavity (Black/Orange wire). If voltage is more than 10
volts, repair open in Black/White wire and retest system operation. If
voltage is 10 volts or less, repair Black/Orange wire and retest
system operation.
3) Check Black Wires For Open
Using an ohmmeter, check resistance between ground and both
Black wire terminals at right door lock switch connector. If
resistance readings are less than 5 ohms, go to TEST C: ALL POWER DOOR
LOCKS OPERATE FROM ONE SWITCH ONLY. If either resistance is 5 ohms or
more, repair open in appropriate Black wire(s) and retest system
operation.
TEST C: ALL POWER DOOR LOCKS OPERATE FROM ONE SWITCH

ONLY
Check Black/White Wire For Voltage

DOOR LOCKS - POWER Article Text (p. 2)1998 Ford Econoline E250
Disconnect inoperative door lock switch. Using a voltmeter,
check voltage between ground and door lock switch connector
Black/White wire terminal. If voltage is more than 10 volts, replace
inoperative door lock switch and retest system operation. If voltage
is 10 volts or less, repair Black/White wire and retest system
operation.
TEST D: POWER DOOR LOCKS OPERATE IN ONE DIRECTION ONLY
1) Check Door Lock Switch Operation

Press power door lock switch in both directions. If door
locks operate in lock position only, go to next step. If door locks
operate in unlock position only, go to step 5).
2) Check Right Door Lock Switch Ground Circuits
Disconnect right power door lock switch connector. Using an
ohmmeter, check resistance between ground and right door lock switch
connector Black wire terminals. If resistance readings are less than 5
ohms, go to next step. If either resistance is 5 ohms or more, repair
open in appropriate Black wire(s) and retest system operation.
3) Check Red Wire For Voltage
Reconnect right door lock switch connector. Press right door
lock switch to lock position. Backprobing connector, check voltage
between ground and right door lock switch connector Red wire terminal.
If voltage is more than 10 volts, go to next step. If voltage is 10
volts or less, replace right door lock switch and retest system
operation.
4) Check Red Wire For Open
Press right door lock switch to lock position. Backprobing
connector, check voltage between ground and left door lock switch
connector Red wire terminal. If voltage is more than 10 volts, replace
left power door lock switch and retest system operation. If voltage is
10 volts or less, repair open in Red wire between left and right door
lock switches and retest system operation.
5) Check Right Door Lock Switch Ground Circuits
Disconnect right power door lock switch connector. Using an
ohmmeter, check resistance between ground and right door lock switch
connector Black wire terminals. If resistance readings are less than 5
ohms, go to next step. If either resistance is 5 ohms or more, repair
open in appropriate Black wire(s) and retest system operation.
6) Check Brown Wire For Voltage
Reconnect right power door lock switch. Backprobing
connector, check voltage between ground and right door lock switch
connector Brown wire terminal while pressing right door lock switch to
unlock position. If voltage is more than 10 volts, go to next step. If
voltage is 10 volts or less, replace right power door lock switch and
7) Check Brown Wire For Open
Backprobing connector, check voltage between ground and left
door lock switch connector Brown wire terminal while pressing right
door lock switch to unlock position. If voltage is more than 10 volts,
replace left power door lock switch and retest system operation. If
voltage is 10 volts or less, repair open in Brown
DOOR wire between
LOCKS right
- POWER Article Text (p. 3)1998 Ford Econoline E250
and left door lock switches and retest system operation.
TEST E: SLIDING DOOR LOCK INOPERATIVE
1) Check Sliding Door Lock Actuator Operation

Disconnect sliding door lock actuator connector. Close
sliding door. Using a voltmeter, check voltage between ground and
sliding door lock actuator connector Pink/Orange wire terminal while
pressing power door lock switch to lock position. If voltage is more
than 10 volts, go to next step. If voltage is 10 volts or less, repair
open in Pink/Orange wire and retest system operation.
2) Check Voltage To Memory Lock Relay Module
Disconnect memory lock relay module 10-pin connector (located
behind left B-pillar). Using a voltmeter, check voltage between ground
and memory lock relay module connector terminal No. 8 (Black/White
wire). See Fig. 1. If voltage is more than 10 volts, go to next step.
If voltage is 10 volts or less, repair Black/White wire and retest
system operation.
3) Check Black Wire For Open
Using an ohmmeter, check resistance between ground and memory
lock relay module connector terminal No. 4 (Black wire). See Fig. 1.
If resistance is less than 5 ohms, go to next step. If resistance is 5
ohms or more, repair open in Black wire and retest system operation.
4) Check Pink/Orange Wire For Open
Using a voltmeter, check voltage between ground and memory
lock relay module connector terminal No. 1 (Pink/Orange wire) while
pressing door lock switch to lock position. See Fig. 1. If voltage is
more than 10 volts, go to next step. If voltage is 10 volts or less,
repair Pink/Orange wire and retest system operation.
5) Check Pink/Black Wire For Open
Using a voltmeter, check voltage between ground and memory
lock relay module connector terminal No. 2 (Pink/Black wire) while
pressing power door lock switch to unlock position. See Fig. 1. If
voltage is more than 10 volts, go to next step. If voltage is 10 volts
or less, repair Pink/Black wire and retest system operation.
6) Check Memory Lock Relay Module
Reconnect sliding door lock actuator connector. Ensure
sliding door is closed. Using a voltmeter, check voltage between
ground and memory lock relay module connector terminal No. 7
(Yellow/Black wire) while pressing power door lock switch to lock
position. If voltage is more than 10 volts, replace memory lock relay
module and retest system operation. If voltage is 10 volts or less, go
to next step.
7) Check Yellow/Black & Pink/Black Wires For Open
Reconnect memory lock relay module connector. Disconnect
sliding door lock actuator connector. Using a voltmeter, check voltage
between ground and sliding door lock actuator connector Pink/Black
wire terminal while pressing power door lock switch to unlock
position. If voltage is more than 10 volts, replace sliding door lock
actuator and retest system operation. If voltage is 10 volts or less,
repair Pink/Black wire and/or Yellow/Black wire. Retest system
operation. DOOR LOCKS - POWER Article Text (p. 4)1998 For
Fig. 1: Identifying Memory Lock Relay Module Connector Terminals
DOOR LOCK ACTUATOR

Remove door trim panel and peel back watershield. Remove door
latch (hinged door) or remote control (sliding door). Drill out rivet
securing actuator assembly. Disconnect electrical connector. Remove
actuator assembly. To install, reverse removal procedure. Secure
actuator assembly with NEW rivet. Replace old actuator bracket with
new bracket supplied with replacement actuator.
DOOR LOCK SWITCHES
Removal & Installation (Front Doors)

Carefully remove switch and trim panel from door trim panel.
Remove screws and separate trim panel from switch and connector.
Remove switch. To install, reverse removal procedure.
Removal & Installation (Rear Door)

Remove door trim panel. Disconnect switch connector.
Carefully pry switch from door trim panel. To install, reverse removal
procedure.
MEMORY LOCK RELAY MODULE

Remove left quarter trim panel. Disconnect connector and
remove memory lock relay module. To install, reverse removal
procedure.
WIRING DIAGRAMS
DOOR LOCKS - POWER Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Infor
DOOR LOCKS - POWER Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
Fig. 2: Power Door Lock System Wiring Diagram (With Memory Lock)
Fig. 3: Power Door Lock System Wiring Diagram (Without Memory Lock)
DOOR LOCKS - POWER Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
END OF ARTICLE
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL
Article Text
For 1
ARTICLE BEGINNING
1998-99 DRIVE AXLES

FORD - Differentials - Rear - Dana 60, 70 & 80
Econoline
NOTE: Axles designed so axle housing supports the load are called
"full floating axles". Axles designed so axle shaft supports
the load are called "semi-floating axles".
DANA DRIVE AXLE APPLICATION
Application Axle Type Dana Axle
E250 ......................... Semi-Floating ............ Model 60

E350
Single Wheels .............. Full-Floating ............ Model 60
Dual Wheels ................ Full-Floating ............ Model 70
"E" Super Duty ............... Full-Floating ............ Model 80
All Dana axle assemblies are an integral-type housing with

hypoid-type ring and pinion gear. Stamped steel cover is removable for
inspection and repair of differential. Drive pinion depth, pinion
bearing preload and differential side bearing preload are all set by
shims.
On Dana axle assemblies with full-floating axle shafts,
vehicle loads are supported by axle housings. Axle shafts of full-
floating rear assemblies may be removed without disturbing wheel
bearings. Full-floating axle shafts are held in place by bolts
attached to hub.
On Dana axle assemblies with semi-floating axle shafts, axle
shaft rides on axle bearing, which is pressed into outer end of axle
housing tube. Semi-floating axles are retained in axle by "C" clips
positioned in a slot at end of splined axle shaft.
Power is transmitted through drive shaft to drive pinion
located in the differential carrier housing. See Fig. 2. Drive pinion
shaft is supported by 2 opposed tapered roller bearings. Power is
transmitted from pinion gear through ring gear and differential pinion
gears to axle shafts and wheels.
AXLE RATIO & IDENTIFICATION
Axle identification can be determined by axle code on Safety

Certification Label on left door pillar. In addition, a metal
identification tag stamped with gear ratio and diameter is secured to
axle housing by 2 bolts. See Fig. 1. If axle is equipped with limited-
slip differential, gear ratio will have the letter "L" in the number.
Fig. 1: Rear Axle Identification Tag
LUBRICATION
CAPACITY
DIFFERENTIAL LUBRICATION CAPACITY
Application Pts. (Liters)
Model 60 ................................................. 6.3 (3.0)

Model 70 ................................................. 6.6 (3.1)
Model 70-HD .............................................. 7.4 (3.5)
Model 80 ................................................. 8.5 (4.0)
FLUID TYPE
DIFFERENTIAL FLUID TYPE
Application (1) Fluid Type
Models 60 & 70 ..................... (2) Premium Rear Axle Lubricant

XY-80W90-QL (WSP-M2C197-A)
Model 80 ...................... High Performance Synthetic Rear Axle
Lubricant 75-W140 (WSL-M2C192-A)
(1) - Limited Slip Differentials (LSD) require an additional 8 ounces

of Friction Modifier (C8AZ-19B546-A)
(2) - Model 60 differential with 4.10 ratio is filled with High
Performance Synthetic Rear Axle Lubricant 75-W140 (WSL-M2C192-A)
from the factory. If vehicle is to be used towing a trailer
frequently, manufacturer recommends using High Performance
Synthetic Rear Axle Lubricant 75-W140.

TROUBLE SHOOTING
NOTE: See appropriate table in TROUBLE SHOOTING article in GENERAL

INFORMATION.
HUB, BEARING & AXLE SHAFT (FULL-FLOATING)
CAUTION: On E350 Super Duty, hub nuts have right-hand threads for both
spindles. Nuts are marked RH for thread direction. DO NOT use
power impact tools on hub nuts.
Removal (E350 & "E" Super Duty)

1) Set parking brake. Loosen axle-to-hub bolts. See Fig. 2.
Release parking brake. Raise and support vehicle. Remove tire and
wheel assembly.
2) Remove axle-to-hub bolts and lock washers. Discard bolts
and washers. Remove axle shaft, and discard gasket. If vehicle is
equipped with rear drum brakes, remove brake drums. Using Hub Wrench
(T85T-4252-AH), remove bearing adjusting nut(s). Remove hub assembly.
Remove hub seal and inner bearing. Inspect bearings and races for
wear.
Installation
1) To replace bearing race, drive race from bearing hub using
a brass drift and hammer. Install NEW bearing race using Bearing
Replacer (T75T-1225-A or B). DO NOT chip or dent race. Ensure new race
is fully seated in hub.
2) Pack bearings with lithium-base grease. Install NEW seal.
Carefully install hub onto axle spindle to avoid damaging seal lip and
spindle threads. Install outer bearing and adjusting nut.
3) Ensure nut tab aligns with keyway in axle. Using Hub
Wrench (T85T-4252-AH), tighten bearing adjusting nut in 3 steps. See
REAR HUB BEARING ADJUSTING SPECIFICATIONS table. Hub will ratchet as
torque is applied.
NOTE: On dual wheel models, use only new-style 2-piece, swiveling

lug nuts and wheel components. DO NOT use old-style (pre
-1985) 1-piece, cone-shaped lug nuts or wheel components
4) To complete installation, reverse removal procedure.

Install NEW axle-to-hub bolts, lock washers and gasket. Tighten lug
nuts to specification. See TORQUE SPECIFICATIONS.
REAR HUB BEARING ADJUSTING SPECIFICATIONS
Adjusting Nut
Step 1 AXLE
DRIVE ............................................
- DANA 60, 70 & 8065-75 (88-102)
- DIFFERENTIAL Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1
Step 2 ....................................... Back Off 90 Degrees
Step 3 ......................................... (1) 15-20 (20-27)
(1) - There should be no end play.
Fig. 2: Exploded View Of Dana Full-Floating Axle Assembly (Typical)

AXLE SHAFTS & BEARINGS (SEMI-FLOATING)
Removal (E250)
1) Raise and support vehicle. Remove wheels and brake drums.
Remove differential housing cover to drain lubricant. Remove lock bolt
from pinion shaft in differential case. See Fig. 3.
NOTE: DO NOT rotate differential side gears after removing axle

shafts. Turning gears may cause gear and thrust washers to
fall out of opening in differential case.
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL Article Te
2) Remove differential pinion shaft from differential case.
Push flanged end of axle shaft toward center of vehicle. Remove "C"
clip from inner end of axle shaft. Pull axle shaft out of housing
tube. Reinstall pinion shaft and pinion shaft lock bolt to prevent
side gears and pinion gears from falling out of differential case.
WARNING: Wear safety glasses when removing bearing from housing, as

bearing could shatter under pressure.
3) Pry oil seal out of axle tube, and discard seal. Using Hub
Remover/Installer (T81P-1104-C), Adapter (T81P-1104-B for coarse
threads or D81T-1104-A for fine threads), and Rear Axle Bearing
Remover (T81T-1225-A), remove bearing from axle housing.
4) Ensure bearing bore has no burrs or excessive wear. Clean
bore with metal cleaning solvent. Contamination in bore could cause
premature failure of new bearing.
Fig. 3: Exploded View Of Dana 60 Rear Semi-Floating Axle Assembly

(E250)
Installation
1) Coat bearing with axle lubricant before installing into
axle bore. Using hub remover/installer, adapters, Step Plate (D80L-
630-1) and Rear Axle Bearing Installer (T80T-4000-X), install bearing
into axle bore. Ensure bearing does not cock in bore while installing.
2) Install NEW oil seal into bore using hub
remover/installer, adapters, step plate, and Rear Oil Seal Installer
(T80T-4000-Y). Ensure seal does not cock in bore. Fill space between
seal andAXLE
DRIVE bearing- with
DANA Premium
60, 70Long-Life Grease XG-1-C orArticle
& 80 - DIFFERENTIAL XG-1-K.Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1
3) If installed, remove pinion shaft and pinion shaft lock
bolt. Carefully slide axle shaft through seal and bearing. Engage
splines on axle shaft with side gear. Push axle shaft inward and
install "C" clip. Install differential pinion shaft. Ensure
differential pinion gear thrust washers are in place.
CAUTION: Two different types of pinion shaft lock bolts may be used.
One type of pinion shaft lock bolt has a 6-point socket head
and locking compound on threads. DO NOT reuse this type. The
other type has 12-point drive head and offset threads. Lock
bolts with offset threads may be reused up to 4 times. If in
doubt about number of times bolt has been used, install NEW
lock bolt.
4) Align hole in pinion shaft with hole in differential case.

Install lock bolt and tighten to 20-25 ft. lbs. (27-34 N.m). Clean any
oil film off sealing surfaces. Apply bead of silicone rubber sealer
1/8 - 1/4" high and wide onto cover plate in place of gasket. Bead
must go inside bolt holes, not outside or over holes.
5) Loosely install 2 bolts into cover as guides while
mounting cover onto axle housing. Install remaining bolts and tighten
evenly to specification. See TORQUE SPECIFICATIONS. Allow one-hour
drying time before filling axle housing and operating vehicle. To
complete installation, reverse removal procedure.
AXLE HOUSING ASSEMBLY

1) Loosen wheel lug nuts and axle shaft retaining bolts.
Raise and support vehicle. Disconnect anti-lock brake sensor at top of
rear axle housing. Remove rear drive shaft. Disconnect brake hose from
frame. Disconnect load sensing proportioning valve from differential
housing cover, and position aside. Do not disconnect linkage
WARNING: Do not disconnect linkage from load sensing proportioning

valve. If linkage is disconnected, preset indexing of valve
will change and valve will have to be replaced.
2) Disconnect rubber brake hose from load sensing

proportioning valve. Plug hose and line fittings. Remove shock
absorbers and stabilizer bar mounts. Ensure vehicle weight is off rear
springs. Remove parking brake cable from cable support and brackets.
3) Support axle assembly with floor jack. Remove spring "U"
bolt nuts, and remove "U" bolts. Carefully lower axle housing assembly
from vehicle. Roll axle housing assembly out from vehicle. Drain
lubricant. Remove wheels and mount assembly onto workbench. To
PINION FLANGE & SEAL
Removal
1) Raise and support vehicle. Mark drive shaft position for DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIA
installation reference. Disconnect drive shaft, and wire aside. Index
mark pinion flange to pinion shaft. Using Pinion Flange Holder (T57T-
4851-B), remove pinion nut.
CAUTION: Hammering on companion flange could result in damage to ring

and pinion gear.
2) Using Puller (D80L-1002-L), remove pinion flange. Using

seal remover, carefully remove pinion oil seal so as not to damage
housing seal surface.
Installation
1) Lubricate seal lip with gear lubricant. Using Oil Seal
Replacer (T83T-4676-A), install pinion seal into axle housing. Install
pinion flange onto pinion shaft.
2) Install pinion washer and nut. Using pinion flange holder,
tighten pinion nut to specification. See TORQUE SPECIFICATIONS. To
DIFFERENTIAL ASSEMBLY

Removal and installation procedure is included in overhaul
procedure. See DIFFERENTIAL ASSEMBLY under OVERHAUL.
OVERHAUL
NOTE: The following overhaul procedure is for conventional

differential assemblies. If vehicle is equipped with limited
-slip differential, see LIMITED-SLIP - DANA 60 & 70
DIFFERENTIALS - ECONOLINE article for differential overhaul
procedure.
DIFFERENTIAL ASSEMBLY
NOTE: It is recommended, but not necessary, that axle housing be

removed for overhaul. See Fig. 2 or 3 to identify
differential components throughout overhaul procedure.
Pre-Disassembly Inspection
1) Before disassembly, visually inspect differential parts
for wear and/or damage. Rotate gears and check for any roughness which
would indicate damaged bearings or gears.
2) Check ring gear teeth for scoring, nicks, chips or wear.
Measure ring gear runout. Mount dial indicator onto axle housing so
tip of dial indicator contacts back of ring gear. Runout should not
exceed .004" (.10 mm).
Disassembly
1) Remove axle housing cover. Remove axle shafts. See HUB,
BEARING & AXLE SHAFT (FULL-FLOATING) or AXLE SHAFTS & BEARINGS (SEMI-
FLOATING) under REMOVAL & INSTALLATION. On E250, reinstallDRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL
pinion
shaft and lock bolt to keep pinion gears and thrust washers from
rotating and dropping out of differential case.
CAUTION: DO NOT spread axle housing more than .015" (.38 mm).
2) On all models, note orientation of bearing cap

identification letters. If side bearing caps are not identified, mark
them for reassembly reference. Remove side bearing caps. Install Axle
Housing Spreader (4000-E) onto housing. See Fig. 4. Mount dial
indicator onto axle housing to measure amount of spread. Spread
differential housing to a maximum of .015" (.38 mm).
Fig. 4: Spreading Dana Axle Housing

NOTE: If anti-lock brake sensor ring is removed from axle housing,

NEW sensor ring must be installed.
3) Remove dial indicator after housing has been spread.

Carefully pry differential assembly out of housing. Remove housing
spreader immediately to avoid housing distortion. Mark bearing races
to identify which side they were removed from. Record size and
position of side bearing shims between axle housing and side bearings
outer races.
4) Place Universal Bearing Remover (D81L-4220-A) into vise
while removing differential side bearings. Keep bearings, bearing
races and shims in sets, marked with bearings location in axle
housing. Place differential case into vise, with rags underneath to
protect ring gear.
5) Remove and discard ring gear bolts. Remove ring gear by
tapping with soft-face mallet. On E250, remove pinion shaft lock bolt.
On all other models, remove pinion shaft lock pin. On all models,
remove pinion shaft. Rotate side gears until pinion gears align with
case opening. Remove pinion gears and thrust washers.
6) Remove side gears with thrust washers. Rotate nose of axle DRIVE AXLE - DANA 60, 70 & 80 - DIFFERE
housing to horizontal position. Hold pinion flange with Pinion Flange
Holder (T57T-4851-B). Remove pinion nut and washer. Using Flange
Puller (D80L-1002-L), remove pinion flange. Using soft-faced hammer,
tap drive pinion out of housing.
7) Remove pinion seal with Bearing Race Puller (T77F-1102-A)
and slide hammer. Discard seal. Remove drive pinion outer bearing and
oil slinger. Turn nose of axle housing downward.
NOTE: Pinion bearing adjusting shims and preload spacer (if

equipped) may remain on pinion shaft, stick to bearing, or
fall loose. Collect and save shims for reassembly.
8) Remove pinion outer bearing race and inner bearing race

using appropriate Bearing Race Driver (D81T-4628-A/B or D) and Driver
Handle (D81L-4000-A).
NOTE: Both oil slinger and baffle (if used) are part of shim pack
and must be reused or replaced during reassembly procedure
(if originally equipped).
9) Remove shims and baffle (if used) from bearing race bore
in axle housing. Using universal bearing remover, remove pinion inner
bearing from drive pinion shaft.

1) Clean all components in solvent. Allow bearings to air
dry. Inspect all machined surfaces for smoothness. Inspect all
bearings and races for wear or pitting. Inspect all gear teeth for
wear or chipping. Replace as necessary.
2) Check all bearings and races for nicks, roller end wear,
grooves or damage. Replace as needed. Check pinion flange for wear in
sealing area. Check differential pinion shaft, pinion gears, side
gears and thrust washers for wear or damage. Check anti-lock brake
sensor ring for broken or missing teeth. Replace defective parts.
Reassembly & Adjustments

1) When reassembling ring and pinion assembly, adjust pinion
depth, bearing preload and backlash between ring and pinion.
2) If replacing only drive pinion and ring gear, and axle
housing is being reused, compare pinion depth adjustment numbers
etched into faces of old and new pinion heads. See Fig. 5. Using
PINION DEPTH SHIM ADJUSTMENT CHART, select correct shims for new
pinion depth adjustment. See Fig. 11.
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIA

Fig. 5: Locating Pinion Gear Markings
NOTE: To use PINION DEPTH SHIM ADJUSTMENT CHART, old pinion shaft
shim pack dimensions must be accurately determined. If
original shim pack dimension cannot be determined or if
carrier housing is new, see DRIVE PINION DEPTH procedure
under OVERHAUL.
3) The pinion depth adjustment number is determined by

manufacturer at time of assembly. Number represents distance that
pinion shaft deviates from distance between back-face of pinion gear
to center line of ring gear. See Fig. 6 for specified distances.
4) Ring gear and pinion gear are supplied in matched sets
only. Matching numbers are etched onto ring and pinion gears. If using
new gear set, verify matching gear mating marks. See Fig. 5.
5) Pinion Depth Gauge Set (T80T-4020-A) allows shim pack
adjustments to be made without having to remove and replace
differential bearings when setting up shim packs. See Fig. 7.
6) Use gear tooth contact pattern as a verification of final
pinion position for pinion gears. See GEAR TOOTH CONTACT PATTERNS
article in GENERAL INFORMATION.
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright ©
Fig. 6: Identifying Drive Pinion-To-Ring Gear Position

Fig. 7: Identifying Pinion Depth Gauge Set
Differential Case
1) Mount differential case in vise. Use multipurpose grease
to lubricate side gears, pinion gears and all thrust washers. Install
components into case. Rotate side gears until holes in pinion gears
and washers line up with holes in case.
2) Install differential pinion shaft. On E250, install NEW
lock bolt, but DO NOT tighten at this time. On all other models,
install lock pin. Using a punch and hammer, peen metal of differential
case over lock pin at 90 degrees to left and right of lock pin slot.
NOTE: Tab on anti-lock sensor ring must be aligned with slot in

differential case.
3) Align tab in anti-lock sensor ring with slot in

differential case. Install 2 ring gear bolts, but DO NOT tighten.
Using an arbor press, press sensor ring and ring gear onto
differential case.
4) Apply Thread Lock Sealer (EOAZ-19554-AA) to NEW ring gear
bolts. Install ring gear bolts and tighten evenly to specification.
5) On Dana 60 and 70 axles, install Master Differential
Bearings (D81T-4222-DR) onto differential case. On Dana 70-HD and 80
DRIVE AXLE - DANA 60, 70Bearings
& 80 - DIFFERENTIAL Article Copyright ©
axles, install Master Differential (D81T-4222-ER). On all Text (p. 12)1998 Ford Econoline E250For 1
axles, install outboard spacers (if equipped) into case. Install case
into housing (without shims).
6) Mount dial indicator with indicator tip against back of
ring gear, at 90 degrees to gear. Measure and record total end play of
differential case by moving it back and forth with screwdriver. See
Fig. 8.
7) This measurement will be used later to determine proper
shim pack dimension. Remove case from housing. Leave master bearings
on case at this time.
Fig. 8: Measuring Differential Case End Play

Drive Pinion Bearing Outer Race Installation

1) Place drive pinion inner and outer bearing outer races
into bores of axle housing. Place appropriate pinion inner bearing
race installer onto inner bearing outer race, and appropriate pinion
outer bearing race installer onto pinion outer bearing outer race. See
PINION BEARING OUTER RACE INSTALLER table.
2) Install Threaded Drawbar (T75T-1176-A) through both pinion
bearing outer races. See Fig. 9. Tighten drawbar until bearing outer
races are seated in axle housing bore. Both pinion bearing outer races
are installed into axle housing at the same time.
PINION BEARING OUTER RACE INSTALLER
Application Tool No.
Inner Bearing Outer Race

Dana 60 & 70 ........................................ T56T-4616-B2
Dana 70-HD & 80 ...................................... D81T-4616-A
Outer Bearing Outer Race
Dana 60, 70 & 70-HD ................................. T56T-4616-B1
Dana 80 .............................................. T67P-4616-A
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERE

Fig. 9: Identifying Pinion Bearing Outer Race Installer
NOTE: Check pinion depth gauge tools before each use. Any nicks or
damage must be removed to ensure accurate readings.
Drive Pinion Depth

1) Install NEW drive pinion inner bearing onto appropriate
aligning adapter and gauge disc. See PINION DEPTH GAUGE TOOLS table. Copyright ©
DRIVE
See Fig.AXLE - DANA
7. Install 60, 70
pinion outer & 80(new
bearing - DIFFERENTIAL Article
or used) into outer race Text (p. 14)
in housing. Place gauge assembly into housing, with Screw (T80T-4020-
F43) extending through outer bearing.
PINION DEPTH GAUGE TOOLS (1)
Application Tool No.

Aligning Adapter
Dana 60 ............................................. T76P-4020-A3
Dana 70 ............................................ T80T-4020-F48
Dana 80 ............................................ T80T-4020-F60
Gauge Block .......................................... T80T-4020-F42
Gauge Disc
Dana 60 ............................................ T78P-4020-A15
Dana 70 ............................................ D80T-4020-F45
Dana 80 .............................................. T88T-4020-A
Gauge Tube
Dana 60 & 70 ....................................... D80T-4020-F48
Dana 80 ............................................ D81T-4020-F51
Handle
Dana 60 & 70 ....................................... T76P-4020-A11
Dana 80 .............................................. T88T-4020-B
Screw ................................................ T80T-4020-F43
(1) - Complete tool set is Pinion Depth Gauge Set (T80T-4020-A).
2) Finger tighten appropriate handle onto screw. Using 3/8"

torque wrench in square drive on handle, tighten handle until preload
on bearings is 20-40 INCH lbs. (2.26-4.52 N.m). Center appropriate
gauge tube in side bearing bore. Install side bearing caps and tighten
bolts to 80-108 ft. lbs. (108-146 N.m).
3) Place Gauge Block (T80T-4020-F42) on top of drive pinion
face underneath gauge tube. Using feeler gauge, determine clearance
between gauge block and gauge tube. Correct feeler gauge will give
slight drag feeling as gauge strip passes between tube and block.
NOTE: New pinion bearings used during depth measurement procedure

must be used during final assembly in order for drive pinion
depth to be correct. New oil slinger and/or baffle (if used)
is measured as part of shim pack.
4) Thickness of feeler gauge is thickness of shim pack to be

installed under inner bearing race, when drive pinion has no number
marked on face. If drive pinion has a plus (+) number marked on face,
subtract that number from thickness dimension. If drive pinion has a
minus (-) number marked on face, add that number to thickness
dimension.
5) Remove drive pinion inner bearing outer race from axle
housing bore. Install shim pack with baffle (if used) into housing
bearing bore. Reinstall inner bearing outer race into axle housing.
6) Using Axle Bearing/Seal Plate (T75L-1165-B), arbor press
and appropriate axle bearing/seal replacer, press drive pinion inner
bearing and oil slinger (if used) onto the drive pinion. See AXLE
BEARING/SEAL REPLACER table.
AXLE BEARING/SEAL REPLACER
Application Tool No. Copyright ©

DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL Article Text (p. 15)1998 Ford Econoline E250For 1
Dana 60 ............................................... T75L-1165-DA
Dana 70 ................................................ T53T-4621-C
Dana 80 ................................................ D80T-4200-B
Drive Pinion Bearing Preload

1) Install preload shims and slinger (if used) onto drive
pinion. Install drive pinion into housing. Install drive pinion outer
bearing using press, axle bearing/seal plate and axle bearing/seal
installer. Install drive pinion flange with washer and NEW nut.
Tighten nut to specification. See TORQUE SPECIFICATIONS.
2) Using INCH-lb. torque wrench on pinion flange nut, measure
torque required to rotate pinion. Pinion preload torque should be 20-
40 INCH lbs. (2.26-4.52 N.m) for NEW bearings. If preload reading is
low, remove preload shims from drive pinion. If preload reading is
high, add preload shims to drive pinion. See Fig. 10.
Fig. 10: Identifying Differential Shim Placement

Ring & Pinion Gear Backlash DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL Article Text (
1) With drive pinion depth and preload adjustments correct,
remove pinion flange using holder and flange remover. Coat pinion oil
seal with multipurpose grease. Install pinion oil seal.
2) Ensure spring behind lip of seal remains in place during
seal installation. If spring is dislodged, remove and replace seal.
Install pinion flange and tighten pinion flange nut to specification.
3) Install differential case into axle housing. Differential
master bearings should still be on case. Install outboard spacers. Set
dial indicator so dial indicator tip is against back of ring gear, at
90 degrees to gear.
4) Force ring gear away from drive pinion gear. With force
still applied to ring gear, zero dial indicator. Force ring gear and
case toward drive pinion gear to obtain a reading on indicator. Repeat
this procedure until same reading is obtained each time.
5) The reading obtained is thickness of shim pack that must
go under differential side bearing on ring gear side of case. Remove
dial indicator. Remove differential case from housing. Remove master
bearings from differential case. Place shim pack of correct thickness
onto ring gear hub. See Fig. 10.
6) Drive side bearing onto case using Side Bearing Installer
(D81T-4221-A). On Dana 60 axle, support case on opposite side with
Step Plate (D80L-630-7) while installing side bearing. On Dana 70 and
80 axles, use Step Plate (D80L-630-8).
7) On all applications, to determine correct amount of shims
to placed onto pinion gear side hub, subtract thickness of shim pack
installed on ring gear side of case from total differential case end
play. Total differential case end play was recorded in step 6) in
DIFFERENTIAL CASE procedure under OVERHAUL.
8) On Dana 60 axle, add .015" (.38 mm) to figure for
remaining end play. On Dana 70 and 80 axles, add .010" (.25 mm) to
figure. On all applications, result is thickness of shim pack to be
installed onto hub of differential case opposite ring gear (drive
pinion side of case).
9) Place shim pack on case hub and drive side bearing onto
case using side bearing installer. Support case with step plate to
protect side bearing already installed onto ring gear side of case.
10) Install housing spreader and dial indicator onto axle
housing. Set tip of dial indicator at same point used when case was
removed from housing during disassembly procedure. Spread housing to a
maximum of .015" (.38 mm). Damage could occur if housing is spread
further. Remove dial indicator.
11) Place side bearing outer races onto side bearings.
Install differential case into axle housing. Use soft-face hammer to
seat case assembly in axle housing bore. Use care to avoid damaging
teeth of drive pinion and ring gears. Remove spreader from housing.
12) Install side bearing caps, ensuring letters stamped on
caps match letters stamped on housing. Tighten cap bolts to 80-90 ft.
lbs. (108-122 N.m). Check ring and pinion gear backlash in 3 places
equally spaced around ring gear. Backlash range is .005-.008" (.13-.20
mm), with an allowable maximum variation of .002" (.05 mm).
13) If backlash figure is high, move ring gear closer to
drive pinion gear. If backlash figure is low, move ring gear away from
drive pinion gear. To change backlash readings, move shims from one
side of differential case to the other.
14) Using an INCH-lb. torque wrench, measure drive pinion
total preload. With new bearings installed, depending on axle ratio,
reading should be 6 to 9 INCH lbs. (.7 to 1.0 N.m) higher than initial
reading taken under DRIVE PINION BEARING PRELOAD procedure. Initial
reading was taken without differential case installed in axle housing.
For final preload specification, add amount indicated in TOTAL PRELOAD
SPECIFICATIONS table to initial recorded measurement.
TOTAL PRELOAD SPECIFICATIONS
Differential Ratio (1) INCH Lbs. (N.m)
3.45:1 & 3.73:1 ....................................... 7-9 (.8-1.0)

4.10:1 & 4.56:1 ........................................ 6-8 (.7-.9)
4.63:1 & 5.13:1 ........................................ 6-8 (.7-.9)
(1) - Add listed specification to preload reading taken previously.

See DRIVE PINION BEARING PRELOAD procedure.
15) If total preload reading is high, remove an equal amount

of shims from each differential case hub. If total preload reading is
low, add an equal amount of shims to each differential case hub.
16) Verify final pinion position using gear tooth contact
pattern. See GEAR TOOTH CONTACT PATTERNS article in GENERAL
INFORMATION. Pattern should be correct if assembly and adjustments
have been done properly.
17) When the backlash is correct, install axle shafts. See
HUB, BEARING & AXLE SHAFT (FULL-FLOATING) or AXLE SHAFTS & BEARINGS
(SEMI-FLOATING) under REMOVAL & INSTALLATION. Install NEW gasket (if
applicable) and housing cover. Tighten cover bolts to 30-40 ft. lbs.
(41-54 N.m). Fill assembly with hypoid lubricant.
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIA

Fig. 11: Pinion Depth Shim Adjustment Charts

DIFFERENTIAL SPECIFICATIONS
DIFFERENTIAL ASSEMBLY SPECIFICATIONS
Axle Shaft End Play ................................. Non-Adjustable

Ring Gear Backlash ............................. .005-.008 (.13-.20)
Ring Gear Backlash Maximum Variation Between Teeth ...... .002 (.05)
INCH Lbs. (N.m)
Pinion Bearing Preload

New Bearings ......................................... 20-40 (2-5)
Used Bearings ........................................ 10-20 (1-2)
Axle-To-Hub Bolt
Dana 60 & 70 .................................... 90-120 (122-163)
Dana 80 ......................................... 74-100 (100-135)
Housing Cover Bolt
Dana 60 & 70 ............................................. 57 (76)
Dana 80 .................................................. 35 (47)
Pinion Flange Nut
Dana 60 & 70 ................................... 220-280 (298-379)
Dana 80 ................................................ 470 (637)
Pinion Shaft Lock Bolt
Dana 60 .................................................. 20 (27)
Ring Gear Bolt
Dana 60 & 70 (Grade 8) ......................... 100-120 (136-163)
Dana 60 & 70 (Grade 9) ......................... 120-140 (163-190)
Dana 80 (Grade 9) .............................. 201-240 (272-325)
Side Bearing Cap Bolt ............................. 80-108 (108-146)
"U" Joint Bolt ....................................... 15-20 (20-27)
Wheel Lug Nut ............................................ 140 (190)
END OF ARTICLE
DRIVE AXLE - DANA 60, 70 & 80 - DIFFERENTIAL Article Text (p. 20)1998 Ford Econoline
DRIVE AXLE - 8.8" & 9.75" RING GEAR
Article Text
For 1
ARTICLE BEGINNING
1998-99 DRIVE AXLES

FORD - Differentials - Rear - 8.8" & 9.75" Ring Gear
Econoline
DESCRIPTION
Rear axle is a hypoid-design ring and pinion gear encased in

an integral cast iron axle housing. A one-piece differential case
contains a conventional 2-pinion differential assembly.
To signal rear anti-lock brake system operation, rear axles
use an exciter ring pressed on differential case behind ring gear, and
a sensor mounted in axle housing. A space is provided between ring
gear and exciter ring for measuring ring gear runout.
A metal tag stamped with axle model, date of manufacture,

ratio, ring gear diameter and assembly plant is attached to rear
cover. Use information on tag to order replacement parts. See Fig. 1.
Fig. 1: Identifying Rear Axle Tag

LUBRICATION
CAUTION: On models with Traction-Lok differential, add an additional 4

ozs. of Friction Modifier (C8AZ-19B546-A). Friction modifier
must be added to prevent damage to differential.
Capacity on vehicles without Traction-Lok differential is 5.

5-5.8 Pts. (2.6-2.7L) of Motorcraft SAE 75W140 Synthetic Rear Axle
Lubricant (F1TZ-19580-B). If vehicle is equipped with Traction-Lok
differential, add an additional 4 ozs. of Friction Modifier (C8AZ-
19B546-A). Capacities listed are approximate. Fill differential until
fluid level is about 1/4" below bottom of filler plug hole.
TROUBLE SHOOTING

INFORMATION.
AXLE SHAFT & BEARING
CAUTION: DO NOT damage "O" ring in axle shaft groove under "C" lock.
Removal
1) Raise and support vehicle. Remove rear wheel assemblies
and brake drums. Remove housing cover, and drain lubricant. Remove and
discard differential pinion shaft lock bolt. Remove pinion shaft. See
Fig. 2. Push axle shaft inward and remove "C" lock.
2) Remove axle shaft, being careful not to cut axle seal.
Using a slide hammer and puller, remove bearing and oil seal as a
unit.
Installation
1) Lubricate bearing with rear axle lubricant. Using a
driver, install bearing. Install oil seal. If seal becomes cocked
during installation, remove seal and replace with a NEW one.
2) Carefully insert axle in housing to avoid damaging oil
seal. Install "C" locks, and push shafts outward to seat locks in
counterbore of differential side gears.
3) Turn gear assembly to align pinion gear and thrust washer
bores with pinion shaft holes on case. Install pinion shaft. Apply
Loctite to NEW lock bolt and tighten to specification. See TORQUE
SPECIFICATIONS.
4) Clean gasket mating surfaces and apply 1/8 - 3/16" wide
bead of silicone sealant on axle housing cover. Install housing cover.
Tighten cover bolts to specification in a crisscross pattern. See
5) Fill differential with proper lubricant until fluid level
is about 1/4" below bottom of filler plug hole. See LUBRICATION. To
complete installation, reverse removal procedures.
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
Fig. 2: Exploded View Of Axle Assembly (Typical)
AXLE HOUSING ASSEMBLY

1) Raise and support vehicle. Remove rear wheel assemblies
and brake drums. Scribe alignment marks on companion flange and drive
shaft end yoke for installation reference. Remove driveshaft-to-pinion
flange bolts, and wire drive shaft aside.
2) Remove the axle shafts. See AXLE SHAFT & BEARING.
Disconnect rear anti-lock brake sensor harness connector. Remove axle
housing vent tube. Remove brake hose junction block retaining bolt.
3) Disconnect parking brake cable and brakeline from axle
DRIVE
housing.AXLERemove- 8.8" & 9.75"
backing plate RING GEAR
retaining bolts, Article
and wireText (p. plates
backing 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
aside. Support rear axle housing with suitable jack, and strap axle
housing to jack. Remove lower shock nuts and bolts. Remove "U" bolt
assemblies.
4) Remove axle housing from vehicle. To install, reverse
removal procedure. Bleed brake system. Tighten nuts and bolts to
specification. See TORQUE SPECIFICATIONS. Fill differential with
proper lubricant until fluid level is about 1/4" below bottom of
filler plug hole. See LUBRICATION.
PINION FLANGE & OIL SEAL
NOTE: Pinion flange and oil seal replacement affects bearing

preload. Preload must be carefully reset during reassembly.
Removal
1) Raise and support vehicle. Scribe alignment marks on
companion flange and drive shaft end yoke for installation reference.
Remove driveshaft-to-pinion flange bolts, and wire drive shaft aside.
Using an INCH-lb. torque wrench, measure and record torque required to
rotate pinion through several revolutions.
2) Mark companion flange or end yoke in relation to pinion
shaft for installation reference. Hold pinion flange and remove pinion
nut. Using Pinion Flange Puller (TOOL-4858-E), remove companion
flange. Using screwdriver, remove pinion seal.
NOTE: If oil seal becomes cocked during installation, remove seal

and install NEW oil seal.
Installation
1) Ensure pinion shaft splines are free of burrs. Remove
burrs with fine crocus cloth if necessary. Lubricate area between oil
seal lip. Using Pinion Oil Seal Replacer (T83T-4676-A), install oil
seal into axle housing.
2) Align marks on companion flange and pinion. Apply a small
amount of lubricant to companion flange splines. Install companion
flange and NEW pinion nut. Hold companion flange, and gradually
tighten nut while rotating pinion.
NOTE: If desired preload is exceeded, a NEW collapsible spacer must

be installed. Tighten nut to obtain proper preload.
3) Check pinion bearing preload often, until correct preload

is obtained. See DIFFERENTIAL SPECIFICATIONS. DO NOT back off pinion
nut to reduce preload. Connect rear end of drive shaft to pinion
flange, aligning scribed marks.
4) Apply locking compound to drive shaft bolt threads and
tighten bolts to specification. See TORQUE SPECIFICATIONS. Fill
differential with proper lubricant until fluid level is about 1/4"
below bottom of filler plug hole. See LUBRICATION.
REAR ANTI-LOCK BRAKE SENSOR ASSEMBLY
Removal
Rear anti-lock brake sensor is located on top of axle housing
assembly. Clean area around rear anti-lock brake sensor. Disconnect
rear anti-lock brake sensor harness connector. Remove retaining bolt,
rear anti-lock brake sensor and "O" ring.
Installation
Replace "O" ring if using original rear anti-lock brake
sensor. Lubricate "O" ring with engine oil. Hold rear anti-lock brake
sensor on both sides and install. DO NOT push downward on electrical
connector area. Install retaining bolt and tighten to specification.
See TORQUE SPECIFICATIONS. Connect harness connector.DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (
INSPECTION PROCEDURES
RING GEAR RUNOUT
NOTE: Ring gear runout should be checked before disassembling

differential assembly. A space is provided between exciter
ring and ring gear for measuring ring gear runout.
1) Assemble dial indicator on axle housing assembly, with tip

of dial indicator contacting back face of ring gear.
2) Adjust dial indicator to zero. Rotate ring gear and note
ring gear runout. Maximum ring gear runout is .004" (.10 mm). If ring
gear runout exceeds .004" (.10 mm), check for improper tightening on
ring gear bolts or foreign material between ring gear and differential
case.
3) If ring gear runout still exceeds .004" (.10 mm), check
for warped ring gear, worn differential bearings or warped
differential case by checking differential case runout. See
DIFFERENTIAL CASE RUNOUT.
DIFFERENTIAL CASE RUNOUT
1) Remove differential case from axle housing assembly.

Remove retaining bolts and ring gear. Install differential case (with
bearing races and preload shims) into axle housing assembly.
2) Install bearing caps and retaining bolts. Tighten bearing
cap retaining bolts to specification. See TORQUE SPECIFICATIONS.
Rotate differential case to ensure bearings are properly seated.
3) Assemble dial indicator on axle housing assembly with tip
of dial indicator contacting ring gear surface of differential case.
Adjust dial indicator to zero.
4) Rotate differential case and note differential case
runout. If differential case runout is within .003" (.08 mm), install
a NEW ring gear and pinion.
5) If differential case runout exceeds .003" (.08 mm), ring
gear is okay. The problem area is damaged axle housing assembly or
worn bearings on differential case.
6) Visually check for damaged bearings. If bearings are okay,
replace both bearings and differential case. Recheck differential case
runout using NEW components.
7) If differential case runout is now within .003" (.08 mm),
use components for reassembly. If differential case runout exceeds .
003" (.08 mm), axle housing assembly is damaged and should be
replaced.
OVERHAUL
NOTE: If vehicle is equipped with Traction-Lok, see appropriate

TRACTION-LOK article.
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (
DISASSEMBLY
1) Raise and support vehicle. Drain lubricant and remove
housing cover. Mount dial indicator and measure and record ring gear
runout. See RING GEAR RUNOUT under INSPECTION PROCEDURES. Measure and
record ring gear backlash. See Fig. 3. See DIFFERENTIAL BEARING
PRELOAD & RING GEAR BACKLASH.
2) Remove axle shafts. See AXLE SHAFT & BEARING under REMOVAL
& INSTALLATION. Place alignment marks on drive shaft, yoke and
companion flange for reassembly reference.
3) Remove drive shaft. Install plug in transmission extension
housing to prevent oil leakage. Mark differential bearing caps for
reassembly reference and note arrow position. Loosen bearing cap
bolts. Pry out differential case, bearing races and shims until loose
in bearing caps.
NOTE: Bearing races and caps must be installed in original

positions.
4) Remove bearing caps and differential. Remove pinion nut

and companion flange. Drive pinion out of front bearing using soft-
faced hammer. Remove pinion from housing. Remove oil seal using slide
hammer.
NOTE: DO NOT remove pinion bearing races unless damaged. If races

are replaced, bearings must also be replaced.
5) Remove front bearing. Mount bearing puller on pinion

shaft, and press shaft out of bearing. Remove, measure, and record
thickness of shim located behind bearing. Remove differential side
bearings with a puller.
NOTE: Tab on exciter ring must be aligned with slot in differential

case.
6) Mark differential case and ring gear for reassembly

reference. Remove and discard ring gear mounting bolts. Press or tap
off ring gear. Remove exciter ring from differential case (if
necessary). If exciter ring is removed from differential case, a NEW
exciter ring must be installed. Remove pinion shaft lock bolt and
remove shaft. Remove pinion gears, side gears and thrust washers.
Fig. 3: Measuring Ring Gear Backlash

CLEANING & INSPECTION

DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 6)1998 Ford Econoline E250For 1
Clean all parts thoroughly in solvent. Check pinion and ring
gear teeth for scoring, excessive wear, nicks and chipping. Check
bearing races for deep scores or galling. Check carrier bearings for
wear or damage. Replace components as necessary.
Anti-Lock Brake Sensor

Check sensor pole piece for loose metal particles. Clean if
necessary.
Exciter Ring
Ensure exciter ring is properly pressed onto differential
case. Examine ring for chips or missing teeth.
Bearing Races
Check bearing races for scoring or galling. If a .0015" (.038
mm) feeler gauge can be inserted between a race and bottom of its bore
at any point, race must be reseated.
Bearing & Roller Assemblies

When rotated in races, bearing rollers must turn without
roughness. Check roller ends for step wear. If damaged, both parts
should be replaced.
Companion Flange
Ensure flange half-rounds and lugs have not been damaged. End
of flange contacting bearing, counterbore and seal surface must be
smooth and free of damage.
Gears
Examine pinion and ring gear teeth for scoring, excessive
wear, and excessive chipping. Worn or damaged gears cannot be rebuilt
to correct noisy condition.
Axle Housing
Ensure differential and pinion bearing bores are smooth.
Remove any nicks or burrs from mounting surfaces.
Differential Case
Ensure hubs where bearings mount are smooth. Check
differential case bearing shoulders for damage. Bearing assemblies
will fail if they DO NOT seat firmly against shoulders. Ensure
differential side gears rotate freely in counterbores.
REASSEMBLY & ADJUSTMENTS
NOTE: Differential case and drive pinion may be serviced in

vehicle.
NOTE: Ring and pinion gears must be replaced in matched sets.
Differential Case
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 7)1998 Ford Econoline E25
1) Lubricate all parts with axle lubricant. Place side gears
and thrust washers into case. Place pinion gears and thrust washers
opposite each other in case openings, and in mesh with side gears.
2) Install ring gear with NEW mounting bolts. If bolts are
covered with Green coating over 1/2" of threaded area, install and
tighten bolts. If new bolts do not have Green coating, apply small
amount of Loctite to bolt threads then tighten bolts.
3) If bearing races have been replaced, NEW bearing and
roller assemblies should be installed. Races must be seated in bores
so a .0015" (.038 mm) feeler gauge will not fit between race and
bottom of bore.
Pinion Depth
1) Assemble Axle Pinion Depth Gauge Set (T79P-4020-A) and
install aligning adapter, gauge disc, gauge block screw and gauge
block.
2) Place rear pinion bearing over aligning disc and into
bearing race of axle housing. Install front pinion bearing into front
bearing race. Place tool handle onto screw and finger tighten. See
Fig. 4.
3) Ensure pinion depth measuring tools are properly installed
and tightened. Apply a light film of oil to pinion bearings. Rotate
gauge block several times to seat bearings.
4) Tighten tool handle to 20 ft. lbs. (27 N.m). Final
position of gauge block should be 45 degrees above axle shaft
centerline. Clean differential bearing bores thoroughly and install
gauge tube. Install bearing caps and bolts. Tighten bearing cap bolts
5) Using flat pinion shims as a gauge for shim selection,
hold gauge block in proper position and measure clearance between
gauge block and tube. Correct shim selection is accomplished when a
slight drag is felt as shim is drawn between gauge block and tube.
Fig. 4: Installing Pinion Depth Measuring Tools (Tools are

included in Axle Pinion Depth Gauge Set)
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 8)1998 Ford Econoline E250For 1
1) Place pre-selected shim on pinion shaft. Press bearing
onto shaft until bearing and shim are firmly seated against shoulder
of shaft. Install NEW collapsible spacer on pinion shaft
2) Lubricate bearings with axle lubricant. Install front
pinion bearing in housing. Install NEW pinion oil seal. Insert
companion flange into oil seal and hold firmly in place.
NOTE: If installing a NEW companion flange, disregard scribed mark

on pinion shaft.
3) From rear of axle housing, insert pinion shaft into

flange. Install a NEW pinion nut on pinion shaft and gradually tighten
pinion nut while holding flange.
4) Check bearing preload often. As soon as preload is
measured, turn pinion shaft in both directions several times to seat
bearings. Hold companion flange with Companion Flange Holder (T78P-
4851-A) while tightening nut.
5) Tighten pinion nut and continue to measure pinion bearing
preload until the specified pinion torque is obtained. See
DIFFERENTIAL SPECIFICATIONS. If bearing preload is exceeded before
torque specification is reached, replace collapsible spacer. Install
NEW pinion nut and repeat procedures. DO NOT loosen pinion nut to
reduce pinion bearing preload.
Differential Bearing Preload & Ring Gear Backlash

1) With pinion depth set and pinion installed, place
differential case and gear assembly with bearings and races into axle
housing.
2) Install a .265" (6.73 mm) shim on left (ring gear side)
side of differential. Install left bearing cap and bolts. Tighten
bolts finger tight. Select and install largest shim that will fit,
with a slight drag, on pinion gear side (right side) of differential.
Install right bearing cap and bolts and tighten all cap bolts to
3) Rotate gear assembly to ensure free operation. Check ring
and pinion backlash. See Fig. 3. If backlash is .008-.015" (.20-.38
mm), go to step 6). If backlash is zero, add .020" (.51 mm) to shim
size on right side, and subtract .020" (.51 mm) from shim size on left
side.
4) If backlash is less than .008" (.20 mm) or more than .015"
(.38 mm), increase or decrease shim size where necessary to correct
reading. See Fig. 5. See BACKLASH-TO-SHIM THICKNESS CONVERSION table.
5) Retighten bearing cap bolts and rotate gear assembly
several times. Recheck backlash and correct if necessary. Increase
both left and right shim sizes .006" (.15 mm), and reinstall for
correct preload.
6) Ensure shims are seated and gear assembly turns freely.
Using marking compound, check gear tooth contact pattern. See GEAR
TOOTH CONTACT PATTERNS article in GENERAL INFORMATION.
BACKLASH-TO-SHIM THICKNESS CONVERSION
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 9)1998 Ford Econoline E250
Required Change Change In Shim Thickness
In Backlash In. (mm) In. (mm)
.001 (.03) .............................................. .002 (.05)

.002 (.05) .............................................. .002 (.05)
.003 (.08) .............................................. .004 (.10)
.004 (.10) .............................................. .006 (.15)
.005 (.13) .............................................. .006 (.15)
.006 (.15) .............................................. .008 (.20)
.007 (.18) .............................................. .010 (.25)
.008 (.20) .............................................. .010 (.25)
.009 (.23) .............................................. .012 (.30)
.010 (.25) .............................................. .014 (.35)
.011 (.28) .............................................. .014 (.35)
.012 (.30) .............................................. .016 (.41)
.013 (.33) .............................................. .018 (.46)
.014 (.35) .............................................. .018 (.46)
.015 (.38) .............................................. .020 (.51)
Fig. 5: Adjusting Backlash

Final Assembly
Clean differential housing surface and apply a continuous
bead of silicone sealant to housing cover. Install cover and tighten
bolts to specification. See TORQUE SPECIFICATIONS. Install drive
shaft. To complete assembly, reverse disassembly procedure. Fill
differential with proper lubricant until fluid level is about 1/4"
below bottom of filler plug hole. See LUBRICATION. Adjust brakes if
required.
DIFFERENTIAL SPECIFICATIONS
DRIVE AXLE - 8.8
DIFFERENTIAL ASSEMBLY SPECIFICATIONS
ABS Sensor Air Gap ..................... .005-.045" (0.127-1.143 mm)

Axle Shaft End Play (Max.) ......................... .030" (.762 mm)
Differential Case Flange Runout ..................... .003" (.08 mm)
Maximum Backlash Variation Between Teeth ............ .004" (.10 mm)
Nominal Pinion Shim Thickness ....................... .030" (.76 mm)
Pinion Gear Thrust Washer Thickness ........ .030-.032" (.76-.81 mm)
Ring Gear Back Face Runout .......................... .004" (.10 mm)
Ring Gear Backlash (1) ................... .008-.015" (.020-.038 mm)
Side Gear Thrust Washer Thickness .......... .030-.032" (.76-.81 mm)
INCH Lbs. (N.m)

New Bearings ..................................... 16-29 (1.8-3.2)
Original Bearings (With Oil Seal) .................. 8-14 (.9-1.6)
(1) - Preferred setting is .012-.015" (.30-.38 mm).
ABS Sensor Bolt ...................................... 25-30 (34-41)

Bearing Cap Bolt
1998 .............................................. 70-85 (95-115)
1999 .................................................... 77 (104)
Driveshaft-To-Pinion Flange Bolt
1998 .............................................. 70-95 (95-129)
1999 .................................................... 83 (113)
Housing Cover Bolt
1998 ............................................... 28-38 (38-52)
1999 ..................................................... 33 (45)
Lower Rear Suspension Arm Bolts ................... 94-127 (127-172)
Oil Filler Plug
1998 ............................................... 15-30 (20-41)
1999 ..................................................... 22 (30)
Pinion Shaft Lock Bolt
1998 ............................................... 15-30 (21-41)
1999 ..................................................... 22 (30)
Rear Axle Tracking Assembly Bolt ..................... 125-169 (169)
Rear Brake Caliper Bolts ................................... 20 (27)
Rear Stabilizer Retainer Bracket Bolts ............... 43-57 (58-77)
Ring Gear Bolt
1998
DRIVE AXLE
8.8" Ring Gear- 8.8" & 9.75" RING GEAR
................................... 70-85 Article
(95-115)Text (p. 11)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
9.75" Ring Gear ............................... 100-120 (136-163)
1999
8.8" Ring Gear ......................................... 77 (104)
9.75" Ring Gear ....................................... 111 (150)
Shock Absorber Nut ................................... 40-60 (54-81)
Upper Front Rear Suspension Arm Bolts ............. 94-127 (127-172)
Wheel Lug Nut ............................................ 100 (136)
END OF ARTICLE
DRIVE AXLE - 8.8" & 9.75" RING GEAR Article Text (p. 12)
DRIVE AXLE - DANA 60 & 70 - LIMITED SLIP
Article Text
For 1
ARTICLE BEGINNING
1998-99 DRIVE AXLES

FORD - Differentials - Limited-Slip - Dana 60 & 70
Econoline
NOTE: Limited-slip and conventional rear axle assemblies are

identical except for differential case. Information in this
article is related to limited-slip differential case
overhaul. To remove differential case from rear axle housing
and for all other information, see appropriate rear
differential article.
Limited-slip differential has the same power flow as the

conventional differential. Dana model 60 (2-pinion) differential is a
Traction-Lok differential. See Fig. 1. Dana model 70 (4-pinion)
differential is a Power-Lok differential. See Fig. 2.
Limited slip differential uses clutch packs to automatically
provide more direct power flow to drive wheels as driving conditions
demand. Clutch packs permit regular differential action for turning
corners and transmit equal torque to both wheels when driving straight
ahead. If one wheel begins to slip because of reduced traction, clutch
packs automatically provide more torque to wheel with greater
traction.
Fig. 1: Exploded View Of Differential Case (Model 60)

Fig. 2: Exploded View Of Differential Case (Model 70)
Axle can be identified by axle code on Safety Certification

Label on left door pillar. Also, a metal identification tag stamped
with gear ratio and diameter is attached to axle housing. See Fig. 3.
Limited-slip differential is identified by "L" on tag.
Fig. 3: Identifying Axle Tag Information

LUBRICATION
CAPACITY
DIFFERENTIAL LUBRICATION CAPACITY
Application Pints. (Liters)
DRIVE
Model 60AXLE - DANA 60 & 70 - LIMITED
................................................. SLIP Article Text (p. 2)1998 Ford Econoline E250For 1
6.3 (3.0) Copyright © 1998 Mit
Model 70 ................................................. 6.6 (3.1)
Model 70-HD .............................................. 7.4 (3.5)
FLUID TYPE
DIFFERENTIAL FLUID TYPE
Application (1) Fluid Type
Models 60 & 70 ....... (2) Premium Rear Axle Lubricant (XY-80W90-QL)
(1) - Limited Slip Differentials (LSD) require an additional 8 ounces

of Friction Modifier (C8AZ-19B546-A)
(2) - Model 60 differential with 4.10 ratio is filled with High
Performance Synthetic Rear Axle Lubricant 75W140 (FITZ-19580-B)
from the factory. If any vehicle is to be used towing a trailer
frequently, manufacturer recommends using this lubricant.
TROUBLE SHOOTING
See appropriate table in TROUBLE SHOOTING article in GENERAL

INFORMATION.
For removal and installation procedures, see appropriate

DIFFERENTIAL article.
OVERHAUL
DIFFERENTIAL CASE (MODEL 60)
NOTE: When overhauling differential case, it is not necessary to

remove differential case bearings. An axle shaft, secured in
a vise with splines extending about 3" above jaws, can be
used as a holding fixture for differential case after it is
removed.
Disassembly
1) Remove ring gear (if necessary). Remove roll pin or lock
screw retaining cross shaft. Remove cross shaft using hammer and drift
(by hand on model 60). Position Step Plate (T83T-4205-A4) onto bottom
side gear. See Fig. 4. Apply grease to centering hole of step plate.
2) Install Forcing Nut (T83T-4205-A2) and Forcing Screw
(T83T-4205-A3) into differential case. See Fig. 5. Guide forcing screw
into step plate. Lightly tighten forcing screw. This will move side
gears away from pinion gears and relieve normal loaded condition.
Using a .030" (.76 mm) thick shim or piece of gauge stock, push out
spherical thrust washers. See Fig. 6.
3) Momentarily loosen forcing screw (this is very important
as it relieves pressure on clutch pack). Retighten forcing screw until
a very slight movement of pinion gears is seen. Insert Handle (T83T-
4205-A1) into pinion mate shaft bore. Handle is used to rotate Copyright © 1998 Mit
DRIVE AXLE - DANA 60 & 70 - LIMITED SLIP Article Text (p. 3)1998 Ford Econoline E250For 1
differential case.
4) Rotate differential case until pinion gears can be removed
through large opening of differential case. When attempting to rotate
side gear, it may be necessary to tighten or loosen forcing screw to
permit gear movement.
5) While holding top side gear and clutch pack in case by
hand, remove forcing screw and handle. Remove top side gear and clutch
pack. Keep clutch pack discs and plates in exact order. Turn
differential case over so ring gear side is up.
NOTE: When disassembling clutch packs, keep all components in exact

order for reassembly.
6) Remove step plate, other side gear and clutch pack. Remove
retainer clips from both clutch packs. Separate discs and plates for
cleaning and inspection. Replace both complete clutch packs, even if
only one component is defective.
Fig. 4: Installing Step Plate (Model 60)

Fig. 5: Installing Forcing Nut & Forcing Screw (Model 60)

DRIVE AXLE - DANA 60 & 70 - LIMITED SLIP Article Te

Fig. 6: Removing Thrust Washers (Model 60)
NOTE: If any clutch pack component needs replacing, replace entire

clutch pack for both sides. If any gear(s) needs replacing,
replace all gears and thrust washers.

DO NOT clean clutch plates or discs with solvent. Clean parts
with a clean, lint free shop towel only. Inspect plates, discs and
clips for excessive wear or scoring. Inspect gears for extreme wear,
cracks or chips. Inspect case for scoring, wear or metal pick-up on
machined surfaces.
NOTE: Model 60 discs of newer coated design (without grooves) must

be soaked for 20 minutes in Friction Modifier (C8AZ-19B546-A)
before reassembly.
Reassembly
1) Lubricate thrust face of side gear, discs and plates with
High Performance Synthetic Rear Axle Lubricant 75W140 (FITZ-19580-B)
or Friction Modifier (C8AZ-19B546-A). Assemble discs and plates onto
side gear splines in exact order they were removed. See Fig. 1.
Install retainer clips to ears of plates. Assemble clutch pack and
side gear into differential case.
2) Hold clutch pack in place by hand. Reposition case and
assemble step plate into side gear. Apply lubricant to centering hole
of step plate. Assemble other clutch pack and side gear. Ensure
retainer clips are fully seated in pockets of differential case.
3) Install step plate on top of side gear. Insert forcing
screw through top of case. Install forcing nut onto threads. Position
pinion gears in place and hold in place by hand. Tighten forcing screw
to move side gears away from pinion gears. While holding pinion gears
DRIVE Copyright © 1998 Mit
in place,AXLE - DANA
use Handle 60 & 70 - LIMITED
(T83T-4205-A1) SLIP
inserted into Article
pinion mateText
shaft (p. 5)1998 Ford Econoline E250For 1
hole to rotate case.
4) Pinion gears should rotate into differential case. Tighten
forcing screw to increase clearance for spherical washers. Remove
forcing screw, forcing nut, step plate and handle. Install cross
shaft. Install roll pin or lock screw retaining cross shaft. Install
ring gear using NEW bolts (if removed). To complete installation,
DIFFERENTIAL CASE (MODEL 70)
NOTE: When disassembling differential case, keep all components in

exact order for reassembly.
Disassembly
1) Mark both halves (flange half and cover half) of
differential case, and mark pinion mate shafts and ramps for
reassembly reference. See Fig. 7. Clamp differential in a soft-jaw
vise. Loosen, but DO NOT remove, bolts holding case halves together.
Place case assembly on bench with ring gear side down.
2) Insert axle shaft into top of case to aid removal of case
bolts. Remove case bolts. Remove cover half of case. Remove pinion
mate gear, side gear ring and clutch pack. Keep these parts in cover
half of case so they will be assembled in their original positions.
Remove other parts from flange half of case.
Fig. 7: Marking Case & Pinion Mate Shaft (Model 70)

NOTE: If any clutch pack component needs replacing, replace entire

clutch pack for both sides. If any gear(s) needs replacing,
replace all gears and thrust washers.

DO NOT clean clutch discs or plates with solvent. Clean parts
with clean, lint free shop towel. Inspect plates, discs and clips for
excessive wear or scoring. Inspect gears for extreme wear, cracks or
chips. Inspect case for scoring, wear or metal pick-up on machined
surfaces.
DRIVE AXLE - DANA 60 & 70 - LIMITED SLIP Article Text (p. 6)1998 Ford Econoline E250
NOTE: Discs of newer coated design (without grooves) must be soaked
for 20 minutes in Friction Modifier (C8AZ-19B546-A) before
reassembly.
Reassembly
1) Position side gear ring from flange half of case on large
socket or similar device so it is about 4" above bench. Coat clutch
plates with Premium Rear Axle Lubricant (XY-80W90-QL). Assemble parts
in exact order as removed. See Fig. 8.
2) Install flange half of case over clutch pack and side gear
ring. Ensure clutch pack lugs enter slots in case and case bottoms on
clutch pack. Hold assembly together and turn upside down.
3) Install gear in side gear ring. Install mate shaft and
pinions on side gear ring. Align mate shaft and case markings. Install
cover half mate shaft and pinions. Align case markings. See Fig. 7.
4) Install side gear on pinions. Position side gear ring on
side gear and pinions. Assemble clutch pack on side gear. Align clutch
plate lugs and install all parts in case. Position cover half of case
over assembly.
5) Align case marks made during disassembly. Install case
both and turn in a few turns. Using both axle shafts, align side gear
and side gear ring splines. Tighten case bolts to specification. See
6) Remove axle shafts. If properly assembled, each pinion
mate cross shaft should be tight on its ramp. If clearance exists, it
should not exceed .010" (.254 mm). To complete installation, reverse
removal procedure.
Fig. 8: Exploded View Of Clutch Pack (Model 70)

Case Bolt (Model 70) ........................................... (1)

Housing Cover ........................................ 25-35 (34-47)
DRIVE AXLE
Pinion Shaft - DANA
Lock Bolt (Model60 &60) 70 ....................
- LIMITED SLIP 15-25Article
(20-34) Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mit
Ring Gear Bolt
Grade 8 .......................................... 100-120 (136-163)
Grade 9 .......................................... 120-140 (163-190)
(1) - Tighten case bolts to 65-70 ft. lbs. (88-95 N.m). If bolt heads
are marked "180" or have 7 radial lines (grade 9), tighten case
bolts to 90-100 ft. lbs. (122-136 N.m).
END OF ARTICLE
DRIVE AXLE - DANA 60 & 70 - LIMITED SLIP Article T

DRIVE AXLE - TRACTION-LOK - 7.5" - 10.25" RING GEAR
Article Text
For 1
ARTICLE BEGINNING
1998-99 DRIVE AXLES

FORD - Differentials - Traction-Lok
7.5", 8.8", 9.75" & 10.25" Ring Gear

Pickup, Ranger
DESCRIPTION
NOTE: Differentials are identified by inside diameter of ring gear.

Traction-Lok and conventional rear axle assemblies are
identical except for differential case. Information in this
article is related to Traction-Lok differential case
overhaul. To remove differential case from rear axle housing
and for all other information, see appropriate rear
NOTE: The 10.25" differential Traction-Lok unit is also referred to

as a Limited Slip Differential on 1998 models.
Traction-Lok differential has limited-slip function. See

Fig. 1. Two sets of multiple disc clutches control limited slip
differential action. On 7.5" ring gear, side gear mounting distance is
controlled by 7 plates on each side: 3 steel, 4 friction, and a
maximum of 2 steel shims selectively fit to control side gear
position. On 8.8" ring gear, side gear mounting distance is controlled
by 7 plates on each side: 4 steel, 3 friction, and one steel shim
selectively fit to control side gear position. On 9.75" ring gear,
side gear mounting distance is controlled by 8 plates on each side: 4
steel, 4 friction, and one or more steel selective shims. Plates are
stacked on side gear hubs and housed in differential case. An "S"-
shaped preload spring (7.5" and 8.8") or a Belleville spring plate (9.
75") between side gears applies pre-load to clutch packs.
Axle can be identified by axle code on Safety Certification

Label on left door pillar. A metal identification tag, stamped with
gear ratio and ring gear diameter, is attached to rear cover bolt.
DIFFERENTIAL APPLICATION
Vehicle Application Ring Gear Size
Explorer ............................................. 8.8" or 9.75"

Expedition ........................................... 8.8" or 9.75"
E Series ............................................. 8.8" or 9.75"
F Series ..................................... 8.8", 9.75" or 10.25"
Mountaineer .......................................... 8.8" or 9.75"
Navigator ............................................ 8.8" or 9.75"
Ranger ........................................................ 7.5"
LUBRICATION
CAPACITY
LUBRICANT CAPACITY (1)
Expedition ............................................... 5.5 (2.6)

Explorer ................................................. 5.5 (2.6)
Mountaineer .............................................. 5.5 (2.6)
Navigator ................................................ 5.5 (2.6)
Ranger ................................................... 5.0 (2.4)
E Series ................................................. 5.5 (2.6)
F Series
8.8" & 9.75" Ring Gear ................................. 5.5 (2.6)
10.25" Ring Gear ....................................... 6.5 (3.0)
(1) - If refilling, add 4 ounces (.12L) of Ford Friction Modifier

(C8AZ-19B546-A) in addition to normal lubricant.
FLUID TYPE
Use Motorcraft Synthetic Axle Lubricant (F1TZ-19580-B or WSP-

M2C192-A equivalent) and Friction Modifier (C8AZ-19B546-A or EST-
M2C118-A equivalent).
DRAINING & REFILLING
CAUTION: DO NOT clean internal components of differential case with

solvent. Clean components with lint-free shop towel only.
Drive vehicle until lubricant is warm. Remove rear cover to

drain lubricant. Remove gasket. Clean all lubricant from gasket
surfaces. Install NEW gasket. Apply continuous bead of silicone
sealant to axle housing, ensuring bead is inside of bolt hole pattern.
Install rear cover within 15 minutes of applying silicone. Tighten
bolts to specification. See TORQUE SPECIFICATIONS. Fill axle housing
with lubricant until level with bottom of fill hole.

Fig. 1: Exploded View Of Typical Traction-Lok Differential
TROUBLE SHOOTING

INFORMATION.
NOTE: A slight "lock-unlock" action and associated sound from the

differential on tight turns after extended highway driving is
considered normal.
ON-VEHICLE TESTING
NOTE: Torque required to rotate wheel may decrease when wheel is

turning.
1) Raise one wheel off ground, leaving opposite wheel firmly

on ground. Install Traction-Lok Torque Adapter (T59L-4204-A) on
DRIVE
mountingAXLEstuds -ofTRACTION-LOK
raised wheel. Shift -transmission
7.5" - 10.25"
intoRING GEAR Article Text (p. 3)1998 Ford Econoline E250For 1
Neutral.
Attach traction-lok torque adapter to torque wrench.
2) Using torque wrench to rotate wheel, note torque required
to keep wheel rotating through several revolutions. If break-away
torque (torque required to start wheel rotating) is not at least 20
ft. lbs. (27 N.m), and wheel does not turn smoothly without slipping,
adjust clutch pack preload. See CLUTCH PACKS under OVERHAUL.
NOTE: Because Traction-Lok and conventional rear axle assemblies

are identical except for differential case, removal and
installation procedures for both differential cases are the
same. For removal and installation of components and
differential case from axle housing, see appropriate
OVERHAUL
NOTE: This procedure is with differential case removed from axle

housing. It is not necessary to remove differential bearings
from differential case to overhaul differential case. Remove
ring gear and speed sensor ring from carrier only if
necessary. Vehicle speed sensor ring must be replaced if
removed. It cannot be reused.
DISASSEMBLY
NOTE: Differential carrier bearings do not need to be removed from

differential case during overhaul unless replacement is
necessary.
WARNING: Preload spring is under pressure; remove carefully.
NOTE: Thrust washers cannot be removed alone. They must be rotated

out of case with pinion gears.
7.5" & 8.8" Differential

1) Remove ring gear. DO NOT remove ABS sensor ring (if
equipped). If sensor ring is removed, it must be replaced. Remove
pinion shaft lock bolt and pinion shaft. Grasp preload spring with
pliers. Pull and tap preload spring until it is removed.
2) Remove both side gear and clutch pack assemblies, marking
each assembly for installation reference. Disassemble side gear and
clutch pack assemblies; note order of disassembly for reassembly
reference.
NOTE: Pinion gears are installed with preload. Thrust washers

cannot be removed alone. Preload must be released and gears
must be rotated out of case with thrust washers.

1) Remove ring gear. DO NOT remove ABS sensor ring (if
equipped). If sensor ring is removed, it must be replaced. Remove
pinion shaft lock bolt and pinion shaft. Install Traction-Lok Torque
Tool (T97T-4205-A) upright in a vise. Position differential case on
tool. Install a lubricated Step Plate Adapter (D80L-630-5) or
equivalent into bottom gear spline.
2) Install Mandrel (T97T-4946-A) in upper facing side gear
DRIVE AXLE - TRACTION-LOK
with nut positioned - 7.5" -hex-head
against mandrel. Tighten 10.25" RING
forcingGEAR
screw Article Text (p. 4)1998 Ford Econoline E250For 1
until contact is made with step plate adapter. Use a bar to hold the
nut and tighten forcing screw until preload pressure is released. See
Fig. 2.
3) Insert pinion gear rotating tool into pinion shaft bore
and turn differential case to rotate gears and thrust washers into
carrier windows. Remove pinion gears ans thrust washers. Remove
differential side gears and clutch packs. Mark gears and clutch packs
LEFT and RIGHT for reassembly reference.
Fig. 2: Using Mandrel & Forcing Screw To Relieve Side Gear

Preload (9.75" & 10.25" Differentials)
INSPECTION
CAUTION: DO NOT clean clutch plate friction surfaces with solvent.

Wipe with clean shop towel only. DO NOT interchange clutches
or shims. Inspect parts for uneven or extreme wear. Replace
if necessary.
CLUTCH PACK ADJUSTMENT
Adjusting Clutch Pack Clearance

1) Disassemble clutch packs, noting order of disassembly for
DRIVE AXLE - TRACTION-LOK - 7.5" - 10.25" RIN
reassembly reference. DO NOT clean clutch plate friction surfaces with
solvent. Wipe with clean shop towel only. Inspect clutch plates.
Replace plates if they are uneven or extremely worn.
2) Install Differential Clutch Gauge Base (T84P-4946-A for 7.
5" ring gear; T97P-4946-A for 8.8" and 9.75" ring gears) in vise. With
side gear facing down, slide assembly onto base without shim. Install
Differential Clutch Gauge Disc (part of T84P-4946-A for 7.5" ring
gear; T80P-4946-A for 8.8", 9.75" and 10.25" ring gears) on top of
assembly without shim. See Fig. 4.
3) Install nut on threaded end of gauge base. Tighten nut to
60 INCH lbs. (6.7 N.m). Using feeler gauge, select thickest blade that
will enter between clutch gauge and clutch pack. This reading will be
thickness of new shim for that clutch pack. Shims are available in .
005" (.13 mm) increments. See CLUTCH PACK SHIM SIZES table. Repeat
procedure for opposite clutch pack.
4) Disassemble gauge and clutch packs. Lubricate clutch pack
friction plates with Friction Modifier (C8AZ-19B546-A or EST-M2C118-
A). Reassemble side gear and clutch pack with appropriate size shim.
DO NOT mix plates from side to side.
NOTE: A Differential Clutch Pack Rebuild Kit (F5ZZ4947-B) is

available for the 7.5" differential.
CLUTCH PACK SHIM SIZES
Part Number Shim Thickness - In. (mm)
10.25" Diameter Ring Gear

F7TW-4A324-CA ......................................... .025 (.64)
F7TW-4A324-DA ......................................... .030 (.76)
F7TW-4A324-EA ......................................... .035 (.89)
F7TW-4A324-FA ........................................ .040 (1.02)
F7TW-4A324-GA ........................................ .045 (1.14)
F7TW-4A324-HA ........................................ .050 (1.27)
F7TW-4A324-JA ........................................ .055 (1.39)
F7TW-4A324-KA ........................................ .060 (1.52)
F7TW-4A324-AA ......................................... .015 (.38)
F7TW-4A324-BA ......................................... .020 (.51)
F7TW-4A324-CA ......................................... .025 (.64)
F75Z-4A324-DA ......................................... .030 (.76)
F75Z-4A324-EA ......................................... .035 (.89)
F75Z-4A324-FA ........................................ .040 (1.02)
F75Z-4A324-GA ........................................ .045 (1.14)
F75Z-4A324-HA ........................................ .050 (1.27)
F75Z-4A324-JA ........................................ .055 (1.40)
F75Z-4A324-KA ........................................ .060 (1.52)
EOAZ-4A324-G .......................................... .025 (.64)
EOAZ-4A324-H .......................................... .030 (.76)
EOAZ-4A324-C .......................................... .035 (.89)
EOAZ-4A324-D ......................................... .040 (1.02) DRIVE AXLE - TRACTION-LOK - 7.5" - 10.25" RING
EOAZ-4A324-F ......................................... .045 (1.14)
E4DZ-4A324-G .......................................... .025 (.64)
E4DZ-4A324-H .......................................... .030 (.76)
E4DZ-4A324-C .......................................... .035 (.89)
E4DZ-4A324-D ......................................... .040 (1.02)
E4DZ-4A324-F ......................................... .045 (1.14)
Fig. 3: Removing Clutch Pack Preload Spring

Fig. 4: Measuring Clutch Pack To Determine Shim Size

REASSEMBLY

1) Install side gears and thrust washers into differential
case. Place pinion gears and thrust washers 180 degrees apart on side
gears and rotate into case.
2) Use soft-faced hammer and drive "S"-shaped preload spring
into position. Ensure spring is not damaged. Install pinion shaft and
NEW pinion shaft lock bolt (use Threadlock (EOAZ-19554-AA) on lock
bolt if new bolt is unavailable). Install bolt finger-tight at this
time.
3) Place Traction-Lok Torque Tool (205-022/T66L-4204-A) in a
vise. Position carrier on Torque Tool and measure rotating torque.
Rotating torque should be 20 ft. lbs. (27 N.m). See Fig. 5.
4) This checks torque required to rotate one side gear while
other is held stationary. If clutch plates are used, break-away torque
should be at least 20 ft. lbs. (27 N.m) and rotation should be smooth.
If clutch plates are new, break-away torque may vary and be slightly
higher than specification.
5) If break-away torque is as specified and rotation is
smooth, tighten pinion shaft lock bolt to proper specification. See
TORQUE SPECIFICATIONS. If sensor ring has been removed, align notch on
new sensor ring with notch on case flange and install new ring.
Install side bearings and ring gear, if necessary.
Fig. 5: Bench-Testing Traction-Lok Differential


1) Install Traction Lock Torque Tool (T97T-4205-A) in a vise.
Install side gears with differential clutch packs, shims and
Belleville spring washers into differential case. Position carrier on
Torque Tool. Hold upper side gear in place to keep it from falling
out. Apply grease to Step Bore Plate and assemble Mandrel and forcing
screw in between side gears. See Fig. 2.
DRIVE AXLE - TRACTION-LOK - 7.5" - 10.25" R
2) Lubricate both sides of pinion gear thrust washers with
Motorcraft Synthetic Axle Lubricant (F1TZ-19580-B) or equivalent.
Place differential pinion gears and thrust washers in carrier windows,
180 degrees apart, on side gears. Install pinion gear rotator handle
into pinion gear hole of differential case. Rotate case until pinion
gears are aligned with pinion shaft hole. Remove rotator handle from
differential case.
WARNING: Keep fingers and hands clear of pinion gears while rotating
differential case.
3) Remove forcing screw, Mandrel and Step Bore Plate from

differential case. Install pinion shaft and pinion shaft lock bolt. DO
NOT tighten pinion shaft lock bolt at this time. Before installing
differential case in axle housing, bench-test differential case clutch
packs using Traction-Lok Torque Adapter (T59L-4204-A). With
differential carrier positioned on Torque Tool in vise, install second
Torque Tool in upper side gear. See Fig. 5.
4) Measure torque required to turn side gear. This checks
torque required to rotate one side gear while other is held
stationary. If clutch plates are used, break-away torque should be at
least 20 ft. lbs. (27 N.m) and rotation should be smooth. If clutch
plates are new, break-away torque may vary and be slightly higher than
specification. If break-away torque (torque required to rotate side
gear) is not at least 20 ft. lbs. (27 N.m) or rotation is not smooth,
different shim must be installed in clutch pack.
5) If break-away torque is as specified and rotation is
smooth, tighten pinion shaft lock bolt to proper specification. See
Filler Plug ................................................ 22 (30)

Differential Bearing Cap Bolt ............................. 77 (105)
Pinion Shaft Lock Bolt ..................................... 22 (30)
Rear Cover Bolt ............................................ 33 (45)
Ring Gear Bolt
7.5" & 8.8" Differential ................................ 77 (105)
9.75" Differential ............................. 100-120 (136-163)
END OF ARTICLE
DRIVE AXLE - TRACTION-LOK - 7.5" - 10.25" RING GEAR Article Text (p

DRIVE SHAFT & UNIVERSAL JOINTS
Article Text
For 1
ARTICLE BEGINNING
1998-99 DRIVE AXLES

Drive Shafts & Universal Joints - Trucks
FORD

Pickup, Ranger
DESCRIPTION
Drive shaft assemblies may have one, 2 or 3 shafts, depending

on application. Locations of slip joints vary with model application.
Solid tube type drive shafts have slip joints on outside of "U" joint
flange/yoke. This slip joint slides in and out on transmission's
splined main shaft.
Drive shafts are balanced, tubular shafts with "U" joints
attached at each end. Flanges or yokes are used to connect drive shaft
"U" joints to rear differential pinion flange or to transmission
output shaft. "U" joint bearing caps are bolted to shaft flanges, or
are pressed into shaft yokes. Drive shafts can be steel or aluminum.
INSPECTION
WARNING: On vehicles with electronic air suspension, disable

suspension system prior to hoisting or jacking vehicle. See
DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE.
ABNORMAL VIBRATION
If abnormal vibration or driveline noise is present, check

the following:
Drive Shaft
Check drive shaft for damage or dents that could affect
balance. Remove any undercoating adhering to shaft. Check for index
marks on yoke and companion flange. If marks are not aligned,
disconnect shaft and align index marks so they are as close as
possible. Check for missing balance weight(s) or improperly seated or
defective universal joint(s).
Center Bearing
Check for loose drive shaft center bearing mounting bolts.
Replace bearing insulator if deteriorated or oil soaked.
Universal Joints
Check for foreign material stuck in joints. Check for play
between bearing races and cross. Check for loose bolts and worn or
seized bearings.
Engine & Transmission Mounts

Ensure transmission mounting bolts are tight. If mounts are
deteriorated, replace mounts as necessary.
Tires & Wheels

Check tire inflation and wheel balance. Check for foreign
objects in tread, damaged tread, mismatched tread patterns, or
incorrect tire size.
MAINTENANCE
Whenever drive shaft is removed from vehicle, clean yoke with

solvent. Lubricate inside diameter of seal with hydraulic seal
lubricant, and outside diameter of seal with transmission fluid.
DISABLING ELECTRONIC AIR SUSPENSION
CAUTION: On vehicles with electronic air suspension,

suspension system must be disabled prior to hoisting, jacking
or towing. This can be accomplished by turning off air
suspension switch located behind right kick panel. Failure to
do so may result in unexpected inflation or deflation of air
spring. This may result in shifting of vehicle during
servicing.
ADJUSTMENTS
DRIVE SHAFT PHASING
WARNING: On vehicles with electronic air suspension, suspension system

must be disabled prior to hoisting or jacking. See DISABLING
ELECTRONIC AIR SUSPENSION under MAINTENANCE.
Except 2-Piece Shafts

Ensure yoke on each end of drive shaft is in same plane.
Check for arrows on slip joint and drive shaft to aid in alignment.
When drive shaft is correctly installed, center line of yokes at each
end of individual shafts will be parallel. See Fig. 1. If center lines
are not in same plane, remove drive shaft. Install drive shaft with
center lines aligned.
2-Piece Shafts
This type drive shaft has a "blind" spline on the slip joint
which makes it impossible to assemble shaft with incorrect phasing.
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 2)1998 Ford Econoline E2
Fig. 1: Aligning Typical Drive Shaft
Fig. 2: Reading Drive Shaft Runout Marks

DRIVE SHAFT BALANCE
WARNING: On vehicles with electronic air suspension, suspension system Copyright © 1998 Mitchell Repa
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 3)1998
1) Raise and support vehicle. Remove drive wheels. Reinstall

lug nuts. Rotate shaft by turning brake drum or rotor. Use dial
indicator to measure runout. If runout at front and/or center of shaft
exceeds .035" (.89 mm), replace drive shaft.
2) If runout at front and/or center is okay but rear runout
exceeds .035" (.89 mm), rotate and mark high spot on drive shaft.
Scribe index mark on drive shaft. Disconnect drive shaft at rear
flange.
3) Rotate shaft 180 degrees. Reconnect shaft. Repeat runout
check. If runout is now less than .035" (.89 mm), but vibration
persists, go to step 5). If runout still exceeds .035" (.89 mm),
rotate shaft and scribe another mark on high spot of shaft.
4) If the 2 marks made are approximately 1" (25 mm) apart,
replace drive shaft. If the 2 marks made are approximately 180 degrees
apart, replace companion flange or yoke. See Fig. 2.
5) If no faults were found, or have been repaired, but still
vibrates, place 4 marks approximately 6" forward of weld at rear end
of shaft, spaced equally around shaft. Label marks 1, 2, 3 and 4.
Place screw-type hose clamp so clamp head is in No. 1 position. Start
engine. Spin drive shaft at road speed.
Fig. 3: Identifying Drive Line Angles

6) If there is little or no change, move clamp head to No. 2

position, and repeat test. Continue procedure until vibration is at
lowest level. If no difference is noted with clamp head moved to all 4
positions, vibration may not be drive shaft imbalance.
7) If vibration is lessened but not completely gone, place 2
clamps at that point, and run test again. Combined weight of clamps in
one position may increase vibration. If vibration is increased, rotate
clamps about 1/2" (13 mm) apart, above and below best position, and
repeat test.
8) Continue to rotate clamps as necessary, until vibration is
at lowest point. If vibration level is still unacceptable, leave rear
clamp(s) in position and repeat procedure at front end of drive shaft.
If vibration cannot be reduced to acceptable range using this
procedure, replace drive shaft.
DRIVELINE ANGULARITY
Driveline angularity is angular relationship between engine

crankshaft, drive shaft, and drive axle pinion. Driveline angles are
DRIVE SHAFT & UNIVERSAL JOINTS Article Text
given in relation to a zero-degree frame rail angle and are specified
for individual components and models. See Fig. 3.
RIDE HEIGHT
Measure distance between points specified. See RIDE HEIGHT

MEASUREMENT LOCATIONS table. This distance is ride height. Ensure
measurement is within specification. See RIDE HEIGHT SPECIFICATIONS
table. If measurement is not within specification, repair suspension
as necessary. See appropriate article in SUSPENSION.
RIDE HEIGHT SPECIFICATIONS
Application (1) In. (mm)
Econoline ...................................................... (2)

Front
4WD Base Suspension ........................... 4.0-5.2 (102-132)
4WD Air Suspension (Ign. Off) ................... 2.4-3.4 (60-87)
Rear ......................................................... (2)
Front
With Original Suspension ....................... 3.6-4.4 (90-111)
With Replacement Suspension Parts ............. 4.3-4.6 (110-116)
Pickup F150 & F250 Light Duty
Front
Regular Cab .................................... 3.7-5.3 (94-134)
Super Cab ..................................... 4.0-5.6 (102-142)
Rear
F150 - 2WD .................................... 6.0-8.5 (153-215)
F150 - 4WD .................................... 5.9-8.1 (150-205)
F250 - 2WD (3) ................................ 6.8-9.3 (173-235)
F250 - 2WD (4) ................................. 3.3-3.9 (83-101)
F250 - 4WD (3) ................................ 6.7-8.9 (170-225)
F250 - 4WD (4) .................................. 3.2-3.8 (80-98)
Rear
2WD Air Suspension (Ign. Off) .......................... 3.6 (91)
4WD Air Suspension (Ign. Off) .......................... 3.4 (86)
Pickup F250 & F350 Super Duty (1999) (5)
Front
F250 2WD & F350 2WD ......................................... (6)
F250 4WD & F350 4WD ................................... 4.7 (120)
Rear
F250 2WD & F350 2WD (7)(9) .................... 6.2-8.6 (157-219)
F250 2WD & F350 2WD (8)(9) .................... 5.7-8.1 (144-206)
F250 4WD F350 4WD (7)(9) ...................... 5.7-8.1 (144-206)
F250 4WD F350 4WD (8)(9) ...................... 5.2-7.6 (132-194)
F350 2WD (7)(10) .............................. 6.5-8.9 (164-226)
F350 2WD (8)(10) .............................. 5.9-8.4 (151-213) DRIVE SHAFT & UNIVERSAL JOINTS Article Text (
F350 4WD (7)(10) .............................. 6.0-8.5 (153-215)
F350 4WD (8)(10) .............................. 5.5-8.0 (140-202)
Cab & Chassis
Front
F350 2WD .................................................... (6)
F350 4WD .............................................. 4.7 (120)
Rear
F350 (9) ...................................... 5.6-8.0 (142-204)
F350 (10) ..................................... 5.8-8.3 (148-210)
Ranger
Front 2WD ....................................... 3.4-4.6 (87-117)
Front 4WD
With Original Suspension ....................... 3.4-4.4 (90-112)
With Replacement Suspension Parts ............. 4.3-4.6 (110-116)
(1) - For specifications not contained in this table, see appropriate

illustration. See 8-33.
(2) - Check vehicle lean from side-to-side. Measure distance between
ground and top of wheelwell. Measure both sides of vehicle and
note difference. On front of vehicle, maximum difference should
not exceed 5/8". On rear of vehicle, maximum difference is 3/4".
(3) - Not equipped with load leveling suspension.
(4) - Equipped with load leveling suspension.
(5) - On 1998 models, information for front ride heights is not
available. For rear ride height specifications, see appropriate
illustration.
(6) - Specification for left side is 4.6" (118 mm). Right side is 4.2"
(106)
(7) - With standard rear suspension.
(8) - With heavy duty rear suspension.
(9) - With single rear wheels.
(10) - With dual rear wheels.
RIDE HEIGHT MEASUREMENT LOCATIONS
Models Measurement Location

Front ..................................................... (1)(2)
Front ........................................................ (2)
Rear ................ Top Of Rear Axle Tube & Top Of Jounce Bumper
Pickup (1998)
Front
F150 ........................................................ (2)
F250 4WD ............... Top Of Front Axle Tube & Bottom Of Frame
F350 4WD .. Top Of Front Spring Spacer Plate And Bottom Of Jounce
Stop Metal
F350 Super Duty ... Top Of Front Spring Plate At Center Of Spring
& Bottom Of Frame
Rear DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 6)
2WD ................ Top Of Rear Axle Tube & Top Of Jounce Bumper
4WD ...... Top Of Rear Axle Spring Spacer (Mounted On Top Of Rear
Axle Tube) & Top Of Jounce Bumper Pickup, & Cab &
Chassis (1999)
Front
F150 & F250 Light Duty ................................... (1)(2)
F250, F350 Super Duty, & Cab & Chassis ...................... (3)
Rear ........................................................... (3)
Ranger
Front ........................................................ (2)
Rear
2WD ................ Top Of Rear Axle Tube & Top Of Jounce Bumper
4WD ...... Top Of Rear Axle Spring Spacer (Mounted On Top Of Rear
Axle Tube) & Top Of Jounce Bumper
(1) - On electronic air suspension, see appropriate ELECTRONIC - AIR

SUSPENSION article in SUSPENSION.
(2) - Measure distance between center line of lower control arm
bushing and ground. Measure distance between lowest point of
steering knuckle and ground. Subtract first measurement from
second measurement, this is the ride height.
(3) - See Fig. 4.
Fig. 4: Ride Height Measuring Points (1999 F250/F350 Super Duty & Cab
& Chassis)
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
FRAME ANGLE
NOTE: Ensure ride height is within specifications prior to checking
frame angle. See RIDE HEIGHT SPECIFICATIONS table.

Place Anglemaster II Driveline Inclinometer (164-R2402) on
bottom of level portion of frame. Use area below driver seat. Measure
angle. Repeat measurement on other side of vehicle. Average readings
from both sides to obtain a more accurate reading. If measurement is
not as specified, check chassis and suspension. See FRAME ANGLE
FRAME ANGLE SPECIFICATIONS
Application Angle Degrees
2WD With Base Suspension ...................................... 1.34

2WD With Air Suspension ........................................ .61
4WD With Base Suspension ...................................... 1.05
4WD With Air Suspension ........................................ .31
Except Expedition & Navigator

Install bubble protractor (spirit level) on bottom of level
portion of frame. Use area below driver seat. Measure angle. Repeat
measurement on other side of vehicle. Average readings from both sides
to obtain a more accurate reading. Average of both readings is frame
angle.
ENGINE ANGLE

MUST be disabled prior to hoisting or jacking. See DISABLING
NOTE: Ensure that all engine and transmission mounts are in good
condition before performing this procedure.
Except 1998 Pickup (F250 Heavy Duty & F350)

Place Anglemaster II Driveline Inclinometer (164-R2402) on
starter or any other suitable engine surface that is parallel to
floor. Record reading. If engine angle is not as specified, check
engine mounts. See ENGINE ANGLE SPECIFICATIONS table. Repair as
necessary and recheck engine angle.
ENGINE ANGLE SPECIFICATIONS
Application Angle Degrees
Ranger ......................................................... 4.7

Econoline ...................................................... 4.1
All Others ..................................................... 4.5
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 8)1998 Ford Econoline E250For 1
1998 Pickup (F250 Heavy Duty & F350)
1) Rotate drive shaft until transmission yoke ear is parallel
to floor. Place protractor flush against ear on yoke. If slip yoke is
not machined, place protractor against bottom of starter. See Fig. 5.
Measure and record reading. Subtract frame angle from reading obtained
in this step to obtain engine angle.
2) If engine angle is greater than specification by one
degree or more, loosen but DO NOT remove engine and transmission mount
fasteners. See appropriate illustration under DRIVELINE ANGLE
SPECIFICATIONS. Tighten engine and transmission mount fasteners.
Repeat step 1). If angle is still out of specification, install shims
under transmission mount and rear crossmember until correct angle is
obtained.
Fig. 5: Measuring Engine Angle (1998 Pickup - F250 Heavy Duty & F350)
DRIVE SHAFT ANGLE

Econoline
1) Measure ride height. See RIDE HEIGHT SPECIFICATIONS table.
Vehicle must be at curb weight (unloaded) condition. Check and note
frame angle. See FRAME ANGLE. Place Anglemaster II Driveline
Inclinometer (164-R2402) or protractor at any location along bottom of
drive shaft. See Fig. 6.
2) Read and record angle. Subtract frame angle to obtain
drive shaft angle. Compare noted angle with Empty Angle Degree
specification. See appropriate illustration under DRIVELINE ANGLE
SPECIFICATIONS. If drive shaft angle is not as specified, check pinion
angle. See PINION ANGLE. DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 9)1998 Ford E
Fig. 6: Measuring Drive Shaft Angle (Typical)
NOTE: Information for 1999 Super Duty and Cab & Chassis models is
not available.
Except Econoline
1) Measure ride height. See RIDE HEIGHT SPECIFICATIONS table.
Vehicle must be at curb weight (unloaded) condition. Check and note
frame angle. See FRAME ANGLE. Place Anglemaster II Driveline
Inclinometer (164-R2402) or protractor at any location along bottom of
drive shaft. See Fig. 6.
2) Read and record angle. Subtract frame angle to obtain
drive shaft angle. Compare noted angle with Drive Shaft (DS) angle
specification. See appropriate illustration under DRIVELINE ANGLE
SPECIFICATIONS. If drive shaft angle is not as specified, check pinion
angle. See PINION ANGLE.
PINION ANGLE

Except 1998 Pickup (F250 Heavy Duty & F350)

Place Anglemaster II Driveline Inclinometer (164-R2402) in a
vertical position, flush against 2 differential cover retaining bolts.
Note pinion angle. Compare noted angle with Empty Angle Degree
specification (Econoline) or Pinion Angle specification (all others).
See appropriate illustration under DRIVELINE ANGLE SPECIFICATIONS. If
pinion angle is not as specified, inspect rear suspension mounting.
See appropriate REAR SUSPENSION article in SUSPENSION.
1998 Pickup (F250 Heavy Duty & F350)

Place protractor in vertical position, flush against 2
differential cover retaining bolts. Rotate protractor bubble indicator
so that 90-degree mark aligns with indexing mark. Read protractor and
calculate pinion angle. For example, if protractor indicates 85
degrees, pinion angle is 5 degrees. If pinion angle is not as
specified, inspect rear suspension mounting. See appropriate article
in SUSPENSION. DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 10)1998 Ford Econoline E250
COUPLING SHAFT ANGLE

Inspect drive line center support. Check engine angle. See

ENGINE ANGLE. Place protractor at any location along bottom of
coupling shaft. Read and record angle. Subtract frame angle to obtain
drive shaft angle. To decrease angle, shim drive shaft center support.
To increase angle, shim rear transmission mount.
OVERHAUL
NOTE: DO NOT disassemble universal joints unless external leakage

or damage has occurred.
CAUTION: DO NOT clamp drive shaft in vise or similar holding fixture,

since damage may occur.
SINGLE CARDAN UNIVERSAL JOINTS

NOTE: DO NOT use pry bar to hold drive shaft while loosening bolts,
since damage to bearing seals may result.
Removal & Disassembly

1) Raise and support vehicle. Mark drive shaft and
differential companion flange or yoke for reassembly reference. Remove
drive shaft from vehicle. Scribe alignment marks on yoke and shaft for
reassembly reference. If joints are rusted or corroded, apply
penetrating oil before pressing out bearing races or trunnion pin.
Disconnect yoke or flange bolts.
2) Remove retaining strap (if equipped). Remove all snap
rings from yoke. Press out rollers and bearings. Remove last roller
and bushing assembly by pressing on end of cross. Remove cross from
yoke. DO NOT remove seal retainers from cross. Cross and retainers are
serviced as an assembly.
Reassembly & Installation

1) Coat roller and bearing assemblies with lubricant, and
fill reservoirs in ends of cross. Install cross into drive shaft yoke.
Install roller and bushing assemblies into position.
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 11)1998 Ford Econoline E250For 1
2) Press both bushing assemblies into yoke until retainers
can be installed, keeping cross aligned in center of bushings. Install
snap rings. Repeat procedure for remaining bushings. Install strap (if
equipped). Install drive shaft into vehicle, aligning scribe marks.
DOUBLE CARDAN UNIVERSAL JOINTS

NOTE: When handling drive shaft after removal, support shafts on

both sides when moved horizontally. DO NOT allow shaft to
hang freely or bend at sharp angle.
Removal & Disassembly

1) Mark drive shaft and differential companion flange or yoke
for reassembly reference. Remove drive shaft from vehicle. If joints
are rusted or corroded, apply penetrating oil before pressing out
bearing races or cross.
NOTE: To obtain correct clearance, cross must be installed onto

bosses in original positions.
2) Place drive shaft assembly onto workbench. Mark position

of cross, center yoke and centering socket yoke in relation to drive
shaft tube. See Fig. 7. Cross must be installed with bosses in
original position to provide proper clearance.
3) Remove snap rings. Using "U" Joint Remover/Installer
(T745P-4635-C), press cross until bearing protrudes 3/8" (10 mm).
Clamp protruding part of bearing in vise. Tap center yoke with hammer
until bearing is free of yoke.
NOTE: Centering ball is located inside center yoke socket. If

centering ball replacement is required, replace center yoke
socket.
4) Using this method, remove all bearings from cross. Remove

cross from center yoke. Remove centering socket yoke and seal from
centering ball stud. Remove snap rings from center yoke and drive
shaft yokes.
5) Install "U" Joint Remover/Installer. Press bearing outward
until inside of center yoke almost contacts slinger ring. Clamp
exposed end of bearing in vise. Tap center yoke with soft mallet until
bearing is free. Press cross to remove remaining bearing. Remove
center yoke from cross. Clean all serviceable parts in solvent.
DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 12)1998 For
Fig. 7: Exploded View Of Double Cardan Universal Joint
Reassembly
1) Install cross into drive shaft yoke. Ensure cross bosses
(or lubrication plugs in kits) are installed in original position.
Using "U" Joint Remover and Installer, press in bearings. Install snap
rings. Fill center socket and coat centering ball with grease.
2) Position center yoke over cross. Press in bearings.
Install snap rings. Install NEW seal onto centering ball stud. Install
centering socket over stud. Install front cross into yoke. Ensure
cross bosses (or lubrication plugs) are installed in original
position.
3) Position cross loosely onto center stop. Press first set
of bearings into center yoke, then install second set. Install snap
rings. Apply pressure to center yoke socket and install remaining
bearing cup. If replacement kit is used, remove plugs, lubricate "U"
joints, and reinstall plugs.
Installation (1-Piece Shaft Front)

1) Clean yoke. Inspect machined surface for scratches, nicks,
or burrs. Check for arrows on slip joint and drive shaft to aid in
alignment.
2) Connect single end of drive shaft to front axle. Install
"U" bolts and tighten nuts. Connect double Cardan joint end to
transfer case. Install "U" bolts.
Installation (1-Piece Shaft Rear)

1) Clean yoke. Inspect machined surface for scratches, nicks,
DRIVE
or burrs.SHAFT
Check for &arrows
UNIVERSAL JOINTS
on slip joint Article
and drive shaft Text
to aid(p.
in 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
alignment. Lubricate yoke splines and install into transmission output
shaft.
2) Connect drive shaft to rear companion flange. Tighten
bolts to specification. See TORQUE SPECIFICATIONS.
NOTE: Install drive shaft assembly so yoke ears at each end of
shaft are on same plane.
Installation (2-Piece & 3-Piece Shafts)

1) Rotate transmission until yoke ears are on a horizontal
plane. Clean yoke. Inspect machined surface for scratches, nicks or
burrs. Lubricate splines.
2) Provide support for drive shaft during installation to
prevent damage to universal joints. Align marks noted during removal.
Connect front joint coupling shaft to transmission yoke. Tighten bolts
3) Ensure center bearing does not twist in support plate.
Connect front and rear coupling shaft (if equipped). Attach universal
joint to rear axle flange. Tighten nuts to specification.
Center Bearing Bracket Support Bolt

Econoline ................................................ 46 (63)
Pickup ................................................... 47 (63)
Motorhome Chassis ........................................ 66 (90)
Coupling Shaft-To-Yoke Nut
Pickup
5/8" .......................................... 148-164 (201-222)
3/4" .......................................... 175-240 (237-325)
7/8" .......................................... 250-300 (339-407)
1" .................................................... 160 (217)
Drive Shaft-To-Front Axle Yolk Bolt
Expedition & Navigator ........................... 70-95 (102-129)
Explorer & Mountaineer ............................. 11-15 (15-20)
Ranger ............................................. 11-15 (15-20)
Pickup & Cab & Chassis ................................... 26 (35)
F250 Heavy Duty, F350 & F-Super Duty ................ 8-15 (11-20)
Drive Shaft-to-Parking Brake Assembly
Econoline Super Duty .................................... 76 (103)
Drive Shaft-To-Rear Axle Pinion Flange Bolt
Econoline ............................................... 76 (103)
Explorer & Mountaineer .............................. 64-87 (87-118)
Expedition & Navigator ........................... 70-95 (102-129)
F150/250 & Ranger ................................ 70-95 (102-129)
F250 Heavy Duty, F350 & F-Super Duty ............... 25-40 (34-54)
Drive Shaft-To-Transmission
Pickup ............................................. 25-40 (34-54)
Front Drive Shaft-To-Transfer Case Bolt
Explorer & Mountaineer ..................................... 22 (30)
Expedition & Navigator Ranger .................... 70-95 (102-129)
F150/250 .......................................... 65-88 (88-119)
DRIVE SHAFT & F350
UNIVERSAL Copyright © 1998 Mitchell Rep
F250 Heavy Duty, & F-SuperJOINTS Article20-28
Duty ............... Text (27-38)
(p. 14)1998 Ford Econoline E250For 1
Rear Drive Shaft Flange-To-Transfer Case
Explorer & Mountaineer .............................. 64-87 (87-118)
F150/250 .......................................... 65-88 (88-119)
"U" Bolts
5/16" ............................................... 8-15 (11-20)
3/8" ............................................... 18-26 (24-35)
7/16" .............................................. 30-40 (41-54)
DRIVELINE ANGLE SPECIFICATIONS
NOTE: Information for 1999 Super Duty and Cab & Chassis models is
not available.
Fig. 8: Determining Coupling Shaft Angle (Econoline)

DRIVE SHAFT & UNIVERSAL JOINTS Article Text

DRIVE SHAFT & UNIVERSAL JOINTS Article Text (p. 16)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Fig. 9: Determining Drive Shaft Angle (Econoline)

Fig. 10: Determining Rear Axle Pinion Angle (Econoline)
Fig. 11: Determining Rear Driveline Angles (Expedition 2WD &

Navigator 2WD)
Fig. 12: Determining Rear Driveline Angles (Expedition 2WD &
Navigator 4WD)
Fig. 13: Determining Rear Driveline Angles (Explorer 2WD)

Fig. 14: Determining Driveline Angles (Explorer 4WD & Mountaineer

4WD)
Fig. 15: Determining Rear Driveline Angles (Pickup F150/F250 Light
Duty 2WD)
Fig. 16: Determining Front Driveline Angles (Pickup F150/F250 Light
Duty 4WD)
Fig. 17: Determining Rear Driveline Angles (Pickup F150/F250 Light
Duty 4WD)
Fig. 18: Determining Rear Driveline Angles (1998 F250 Heavy Duty 2WD)
Fig. 19: Determining Rear Driveline Angles (1998 F250 Heavy Duty 4WD)
Fig. 20: Determining Rear Driveline Angles (1998 F350 2WD)
Fig. 21: Determining Rear Driveline Angles (1998 F350 4WD)

Fig. 22: Determining Rear Driveline Angles (1998 F-Super Duty)
Fig. 23: Determining Rear Driveline Angles (1998 Motorhome)

Fig. 24: SHAFT

DRIVE Determining Front DrivelineJOINTS
& UNIVERSAL Angles (1998 F250
Article Heavy
Text Duty
(p. 23) & Ford Econoline E250For 1
1998 Copyright © 1998 Mitchell Rep
F350)
Fig. 25: SHAFT
DRIVE Determining Driveline Angles
& UNIVERSAL (1998 Ranger
JOINTS Article2WD
Text-(p.
1 Of24)
3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Fig. 26: Determining Driveline Angles (1998 Ranger 2WD - 2 Of 3)
Fig. 29: Determining Rear Driveline Angles (1998 Ranger 4WD - 2 Of 2)
Fig. 33: Determining Rear Driveline Angles (1999 Ranger 4WD - 2 Of 2)
END OF ARTICLE
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Drivetrain/Transmission - January 2002 Motorist Assurance
Program
OVERVIEW

their customers.
outlets.

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
January 2002

available.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTIO
documented.
Example:
An exhaust pipe has corroded severely and has a hole
in it through which exhaust gases are leaking. Replacement
of the exhaust pipe in this case is required due to
functional failure.
Example:

Example:
Example:

* DRIVETRAIN SYSTEMS UNIFORM INSPEC

performance)
C - Part is missing


soon, etc.)
informed experience

DRIVE/POWER TRAIN ASSEMBLIES
IMPORTANT NOTE: When a procedure states that a required or suggested

repair or replacement is recommended, the basis for the
recommendation MUST be explained to the customer. If the
customer asks whether there are alternatives to the
recommendation, generally acceptable repair/replacement
options must be explained, whether performed or not by the
shop.
NOTE: Whenever transmission or drivetrain service is performed

that affects the suspension alignment, for example,
removing the engine cradle, it is required that the
alignment be checked and corrected if necessary.
AUTOMATIC TRANSMISSION/TRANSAXLE ASSEMBLIES
AUTOMATIC TRANSMISSION/TRANSAXLE ASSEMBLY INSPECTION
Condition Code Procedure * DRIVETRAIN SYSTEMS UNIFORM INSPECTION

Any internal component
failure that requires
removal of the assembly
from the vehicle for
service. (1) ........... A ........... (2) Require repair or
replacement of the automatic
transmission/transaxle
assembly.
(1) - It is Required that the torque converter and all other

failure related components be inspected for cause and
condition.
(2) - For components not requiring removal of the assembly,
refer to the component listing in this document.
DIFFERENTIAL AND FINAL DRIVE ASSEMBLIES
NOTE: Does not include half shafts.
DIFFERENTIAL AND FINAL DRIVE ASSEMBLY INSPECTION

service. (1) ........... A ... Require repair or replacement
of the differential assembly.

MANUAL TRANSMISSION/TRANSAXLE ASSEMBLIES
MANUAL TRANSMISSION/TRANSAXLE ASSEMBLY INSPECTION

of the manual
transmission/transaxle
assembly.

* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES
TRANSFER CASE ASSEMBLIES
TRANSFER CASE ASSEMBLY INSPECTION

of the transfer case
differential assembly.

DRIVE TRAIN/COMPONENTS
The conditions listed for the components included in this

section assume that the problem has been isolated to the specific
component through proper testing.
ACTUATOR (ELECTRICAL) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
Connector missing ....... C ............ Require replacement. * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUID
replacement.
replacement.
Terminal corroded,
Terminal loose, not

(2) - Inoperative includes intermittent operation or out
of OEM specification.
ACTUATORS (VACUUM)
ACTUATORS (VACUUM) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted,
replacement.
replacement.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDE
of linkage.
Linkage bent, not
of linkage.
of linkage.
of linkage.
Linkage broken A Require repair or replacement
of linkage.
of linkage.
Linkage loose, not
of linkage.
replacement.
replacement.
Terminal corroded,
replacement.
Terminal loose, not

AXLES
AXLE INSPECTION
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELIN
Bent, affecting
Bent, beyond
specifications ......... B .. Require repair or replacement.
End play exceeds
Flange bent ............. A ............ Require replacement.
Flange threads stripped . A .. Require repair or replacement.
Twisted ................. A ............ Require replacement.
Worn, affecting
BEARINGS AND RACES
NOTE: When replacing or repacking bearings, grease seal

replacement is required. You are not required to replace
these components in axle sets. Determine the need to
replace based upon the individual component conditions
that follow.
BEARING AND RACE INSPECTION
Bearing end-play exceeds

specifications ......... B .. Require adjustment of bearing,
if possible. If proper
adjustment cannot be obtained,
require replacement of bearing
assembly.

races are worn, pitted, or
feel rough when rotated as
an assembly ............ B .. Require replacement of bearing
assembly.
BELL CRANKS
BELL CRANK INSPECTION
Attaching hardware
of hardware.
Attaching hardware * DRIVETRAIN SYSTEM
hardware.
of hardware.
Bent .................... A .. Require repair or replacement.
Worn, affecting
BELL HOUSINGS
See HOUSINGS (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY).
BUSHINGS (EXTERNAL)
BUSHING (EXTERNAL) INSPECTION
Attaching hardware
bent ................... B ... Require repair or replacement
of bent part if available;
otherwise, replace bushing.
Attaching hardware
broken ................. A ... Require replacement of broken
part if available; otherwise,
replace bushing.
Attaching hardware
corroded, affecting
structural integrity ... A . Require replacement of corroded
replace bushing.
Attaching hardware
incorrect .............. A .......... Require replacement of
incorrect part if available;
Attaching hardware
loose .................. A ... Require repair or replacement
of loose part if available;
Attaching hardware
missing ................ C .. Require replacement of missing
replace bushing.
Attaching hardware
of part with damaged threads if
* DRIVETRAIN SYSTEMS
available; otherwise, replaceUNIFORM INSPECTION GUIDELINES *Article Text (p. 10)1998 Fo
bushing.
stripped (threads
missing) ............... A ..... Require replacement of part
with stripped threads if
available; otherwise, replace
bushing.

Contaminated ............ 1 ............ Suggest replacement.
Deteriorated, affecting
Distorted, affecting
required.
Rubber separating from
internal metal sleeve on
bonded bushing ......... A ............ Require replacement.
Shifted (out of
position) .............. B .. Require repair or replacement.
Split ................... A ............ Require replacement.
Surface cracking (weather-
checked) ............... 4 ........ No service suggested or
required.
Worn, affecting
Worn close to the end of
its useful life ........ 1 ............ Suggest replacement.
(1) - If noise isolated to bushing, suggest repair or

replacement.
CAUTION: Use only approved lubricant on rubber bushings.
Petroleum-based lubricants may damage rubber bushings.
CABLES (SPEEDOMETER)
CABLE (SPEEDOMETER) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES
of hardware.
Bracket bent, not
of bracket.
Bracket broken, not
of bracket.
Bracket corroded,
performance ........... A .. Require repair or replacement.
Bracket loose, not
Kinked .................. A .. Require repair or replacement.
replacement.

CABLES (TV, DETENT AND SHIFT)
CABLE (TV, DETENT AND SHIFT) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
missing ................ C .......... Require replacement of * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL
hardware.
of hardware.
Bracket bent, not
Bracket broken, not
Bracket corroded,
Bracket loose, not
Frayed .................. A ............ Require replacement.
replacement.
replacement.
Self-adjuster
inoperative ............ A .. Require repair or replacement
of self-adjuster.

(2) - Cable replacement is required if it cannot be adjusted
within specifications.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELIN
CARRIER BEARINGS
See INTERMEDIATE SHAFT SUPPORT BEARINGS.
CLUTCH CABLES AND CABLE HOUSINGS
CLUTCH CABLE AND CABLE HOUSING INSPECTION

Cable bent .............. A ............ Require replacement.
Cable binding ........... A .. Require repair or replacement.
Cable mounting loose .... B .. Require repair or replacement.
Cable out of adjustment . B .. Require repair or replacement.
Frayed .................. B ............ Require replacement.
Housing heat-damaged .... 1 ............ Suggest replacement.
Worn, affecting
CLUTCH DISCS (MANUAL TRANSMISSION)
CLUTCH DISC (MANUAL TRANSMISSION) INSPECTION
Backing plate cracked ... A ............ Require replacement.

Contaminated with oil ... A ............ Require replacement.
Damper cushion broken ... A ............ Require replacement.
Damper cushion
collapsed .............. A ............ Require replacement.
Damper spring collapsed . A ............ Require replacement.
Damper spring missing .. C ........ (1) Require replacement.
Friction material cracked
through ................ B ............ Require replacement.
Friction material flaking
or chunking ............ B ............ Require replacement.
Friction material surface
cracking ............... .. ........ No service suggested or
required.
Grooved ................. B ......... No service suggested or
required unless the pressure
plate or flywheel is being * DRIVETRAIN SYSTEM
resurfaced or replaced. In this
case, replacement of clutch
disc is required.
Ridged .................. B ......... No service suggested or
required unless the pressure
plate or flywheel is being
resurfaced or replaced. In this
case, replacement of clutch
disc is required.
Splines worn, affecting
Warped, affecting
Wear exceeds
specifications (where
applicable) ............ B ............ Require replacement.
Worn, not affecting
performance yet close
to the end of
its useful life ...... 1 ............ Suggest replacement.
Worn, affecting
(1) - Not all clutch discs have springs in all spring

chambers on the disc.
CLUTCH FORKS
CLUTCH FORK INSPECTION

Cracked ................. B .. Require repair or replacement.
Worn, not affecting
performance yet close
to the end of
its useful life ....... 1 ............ Suggest replacement.
Worn, affecting
CLUTCH LINKAGES (MECHANICAL)
See LINKAGES (EXTERNAL).
CLUTCH MASTER CYLINDERS
CLUTCH MASTER CYLINDER INSPECTION

Cover gasket distorted .. A .... Require replacement of cover

gasket.
Cover gasket gummy ...... A ...... (1) Require replacement of
cover gasket.
Cylinder leaking fluid
from rear of bore ...... A .. Require repair or replacement.
Cylinder leaking fluid
Dust boot missing ....... C ..... Require replacement of dust
boot.
Dust boot punctured ..... A ..... Require replacement of dust
boot.
Dust boot torn .......... A ..... Require replacement of dust
boot.
Fluid level incorrect ... B . Require fluid level adjustment.
Housing damaged, affecting
Master cylinder has
residue in reservoir
(make parallel w/brakes
when they are done) .... 2 .......... (2) Further inspection
required.
Threads damaged ......... A ...... Require repair replacement
(1) - This condition may indicate contaminated fluid. See

FLUIDS AND LUBRICANTS.
(2) - DO NOT replace master cylinder unless it exhibits
conditions listed for replacement. You may suggest fluid
change according to OEM service intervals.
CLUTCH PEDALS
CLUTCH PEDAL INSPECTION
Bent, affecting
Bent, not affecting
Pedal pad missing ....... C .......... Require replacement of
pedal pad.
Pivot bushings worn,
affecting performance .. A .... Require replacement of pivot
bushings.
* DRIVETRAIN SYSTEM
CLUTCH PIVOTS
CLUTCH PIVOT INSPECTION

Worn, not affecting
performance but close
to the end of
its useful life ...... 2 ............ Suggest replacement.
Worn, affecting
CLUTCH PRESSURE PLATES
See PRESSURE PLATES.
CLUTCH RELEASE BEARINGS
CLUTCH RELEASE BEARING INSPECTION
Collar broken ........... A ............ Require replacement.

Rough when rotated as an
assembly ............... B ............ Require replacement.
Wear exceeds
Worn, affecting
CLUTCH SLAVE CYLINDERS (CONCENTRIC)
CLUTCH SLAVE CYLINDER (CONCENTRIC) INSPECTION
Bearing rough when rotated

as an assembly ......... B ............ Require replacement. * DRIVETRAIN SYSTEM
Bearing seized .......... A ............ Require replacement.
Bleeder pipe leaks ...... A .. Require repair or replacement.
Carrier assembly worn,
affecting performance .. A ........... Require replacement.
Collar broken ........... A ............ Require replacement.
Housing leaks ........... A ............ Require replacement.
Inoperative ............. A ............ Require replacement.
Release binding ......... A ............ Require replacement.
Spring broken ........... A ............ Require replacement.
Worn, affecting
CLUTCH SLAVE CYLINDERS (CONVENTIONAL OR EXTERNAL)
CLUTCH SLAVE CYLINDER (CONVENTIONAL OR EXTERNAL) INSPECTION

Bleeder port damaged (not
repairable) ............ A ........ (1) Require replacement.
Bleeder port damaged
(repairable) ........... A ............. (1) Require repair.
in slave cylinder ...... A ........ (1) Require replacement.
Bleeder screw seized .... A ........ (2) Require replacement.
Bore corroded (pitted) .. B ............ Require replacement.
Bore grooved ............ A ............ Require replacement.

(2) - Seized is defined as a bleeder screw that cannot be
removed after a practical attempt at removing it has
been made.
COMPANION FLANGES
See YOKES AND SLIP YOKES.
CONNECTORS
COOLER BYPASS VALVES * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL

COOLER BYPASS VALVE INSPECTION
Inoperative ............. A ............ Require replacement.

Installed incorrectly ... A ................. Require repair.
COOLER LINES
COOLER LINE INSPECTION

required.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Clamp corroded, not
reusable ............... 1 ........ (1) Suggest replacement.
Corroded, affecting
required.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (
Protective sleeves
Protective sleeves
missing ................ C . Require replacement of sleeves.
Swollen ................. 1 ............ Suggest replacement.
(1) - If clamp removed, require replacement.
COOLERS
See TRANSMISSION COOLERS.
CV JOINTS
CV JOINT INSPECTION
Bearing, bushing or seal

surface worn, affecting
Boot clamp broken ....... A ... Require repair or replacement
of clamp.
Boot clamp loose ........ A ... Require repair or replacement
of clamp.
Boot clamp missing ...... C ... Require repair or replacement
of clamp.
Boot leaking ............ A ...... (1) Require replacement of
CV boot.
Boot surface cracked,
not leaking ............ 2 .......... Suggest replacement of
CV boot.
Cage broken ............. A ... Require repair or replacement
of CV joint.
Housing damaged to the
extent that it no longer
performs its intended
function ............... A ........... (2) Require repair or
replacement of CV joint.
Housing worn to the extent
that it no longer performs * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINE
its intended function .. A ........... (2) Require repair or
replacement of CV joint.
Mounting Holes
elongated .............. A ............ Require replacement.
Internal parts binding .. A .. Require repair or replacement.
Internal parts worn ..... A .. Require repair or replacement.
Lubricant missing ....... C ... Require cleaning, inspection,
and repacking of CV joint.
(1) - Further inspection of joint required before replacing

boot.
(1) - Housing assembly may appear blue in color from normal
manufacturing process of heat-treating the housing.
DIP STICK TUBES
DIP STICK TUBE INSPECTION

Checkball missing ....... C .. Require repair or replacement.
Hold down bracket
Hold down bracket
DIP STICKS (FLUID LEVEL INDICATORS)
DIP STICK (FLUID LEVEL INDICATOR) INSPECTION

Compressed .............. A .. Require repair or replacement.
Modified ................ A ............ Require replacement.
Stretched ............... A .. Require repair or replacement.
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (p. 21)

DOWEL PINS, GUIDES AND PILOT HOLES
DOWEL PIN, GUIDE AND PILOT HOLE INSPECTION

Distorted ............... A .. Require repair or replacement.
Positioned incorrectly .. B .. Require repair or replacement.
Stepped ................. A .. Require repair or replacement.
Worn to the extent that it
no longer performs its
intended function ...... A .. Require repair or replacement.
DRIVE SHAFT FLANGES
See COMPANION FLANGES.
DRIVE SHAFTS AND HALF SHAFTS
DRIVE SHAFTS AND HALF SHAFTS INSPECTION
Balance weight missing .. C .. Require repair or replacement.

Bearing cap bore
distorted .............. A .. Require repair or replacement.
Bolt holes elongated .... A .. Require repair or replacement.
Bushing or seal surface
worn, affecting
Leaking through soft yoke
plug ................... A ... Require repair or replacement
of soft yoke plug.
Out of balance .......... A .. Require repair or replacement.
Retainer strap bent ..... A .......... Require replacement of
retainer strap.
Slip yoke broken ........ A ............ Require replacement.
Splines worn, not
affecting performance,
but close to the end of
their useful life .... 1 .. Suggest repair or replacement.
*U-bolt
DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (p. 22)1998 Ford Econoline E250
damaged, affecting
performance ............ A . Require replacement of U-bolts.
Yoke damaged, affecting
performance ............ A ............... Require repair or
replacement of yoke.
DUST BOOTS
NOTE: Does not include CV boots.
DUST BOOT INSPECTION
Cracked, not leaking .... 1 ............ Suggest replacement.

Torn .................... A ............ Require replacement.
Weather checked, surface
cracked ................ .. ........ No service suggested or
required.
ENGINE MOUNTS
See MOUNTS (ENGINE, TRANSAXLE AND TRANSMISSION).
EXCITER RINGS
See TOOTHED RINGS (TONE WHEELS).
FILLER TUBES
See DIP STICK TUBES.
FILTERS AND SCREENS
FILTER AND SCREEN INSPECTION
At service interval ..... 3 ............ Suggest replacement.

Exceeding service
interval ............... 3 ............ Suggest replacement.
Near service interval ... 3 ............ Suggest replacement.
Restricted .............. A ........... (1) Require repair or
replacement.
Worn, affecting
performance (metal or * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (p. 23)
nylon screen type) ..... A .. Require repair or replacement.
(1) - Further inspection may be required to determine the

source of restriction or contamination.
FLANGES
See COMPANION FLANGES.
FLEX PLATES
FLEX PLATE INSPECTION
Bent, affecting
Bent, not affecting
required.
Bolt or stud holes
elongated .............. B ............ Require replacement.
Ring gear worn close
to the end of its
useful life ............ 1 ............ Suggest replacement.
Ring gear worn to the
extent that it no longer
performs its intended
function ............... A ............ Require replacement.
Weights missing ......... A .. Require repair or replacement.
FLUID LEVEL INDICATORS
See DIP STICKS (FLUID LEVEL INDICATORS).
FLUIDS AND LUBRICANTS
FLUID AND LUBRICANT INSPECTION

At service interval ..... 3 ............ Suggest replacement.
Beyond service interval . 3 ............ Suggest replacement.
Burned .................. .. ......... (2) Further inspection
required.
fluid other than specified * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (p. 24)
fluid present ......... A or B .... (3)(4) Require service.
Hydraulic fluid
incorrect .............. B ............ (5) Require service.
Level incorrect ......... B ..... Require correction of fluid
level.
Near service interval ... 3 ............ Suggest replacement.
and gummy .............. A ............ (3) Require service.
Varnished ............... .. ......... (6) Further inspection
required.
(1) - Determine and correct cause.

(2) - Fluid that is burned indicates a serious problem.
Determine and correct the cause.
(3) - If a fluid other than the correctly specified fluid is present
in the hydraulic system which DOES affect the rubber parts, the
require service is to: 1) remove all components having rubber
parts from the system, 2) flush lines with the correct fluid
using OE specified procedure, 3) repair or replace all
components having rubber parts, and 4) bleed and flush with
correct fluid, if necessary. (Code A)
(4) - If a fluid other than the correctly specified fluid is present
in the hydraulic system which DOES NOT affect the rubber parts,
the required service is to flush and fill following OE specified
procedure with the correctly specified hydraulic fluid. (Code B)
(5) - If a fluid other than correctly specified fluid is
present in the hydraulic system, the required service
is to flush and fill with the correct hydraulic fluid.
(6) - Fluid that is varnished may indicate a serious problem.
Determine and correct the cause.
FLYWHEELS
NOTE: Clutch disc replacement does not necessitate flywheel

reconditioning, unless other conditions justify the
reason to do so.
FLYWHEEL INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Cracked (other than
mounting area) ......... A ...... (1) Require resurfacing or
replacement.
Cracks in mounting area . B ............ Require replacement.
Hard spots .............. B .. Require repair or replacement.
Ring gear broken ........ A ..... Require replacement of ring
gear.
Ring gear teeth worn,
affecting performance .. A ..... Require replacement of ring
gear.
Runout exceeds
Scored .................. B .. Require repair or replacement.
Surface cracks after
resurfacing to
manufacturer's minimum
Wear exceeds
Worn, not affecting
performance, but close
to the end of
its useful life ...... 1 .. Suggest repair or replacement.
Worn, affecting
(1) - Some manufacturers allow slight surface cracking in the

friction surface.
FORCE MOTORS
See ACTUATORS (ELECTRICAL).
GUIDES
See DOWEL PINS, GUIDES AND PILOT HOLES.
HALF SHAFTS
See DRIVE SHAFTS AND HALF SHAFTS.
HOSES, LINES AND TUBES
HOSE, LINE AND TUBE INSPECTION

Cracked line or tube .... A ............ Require replacement.
Hard Hose ............... 1 ............ Suggest replacement.
Protective sleeves
Protective sleeves
Routed incorrectly ...... 2 ............ Suggest replacement.
Surface cracked
(weather-checked) ...... 1 .. Suggest repair or replacement.
HOUSINGS (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY)
HOUSING (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY) INSPECTION
Bearing race loose

in bore ................ A .. Require repair or replacement.
Broken, affecting
Dowel pin holes worn,
replacement. * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL
Machined surfaces damaged,
Worn, affecting
(1) - See DOWEL PINS, GUIDES AND PILOT HOLES.
INTERMEDIATE SHAFT SUPPORT BEARINGS
INTERMEDIATE SHAFT SUPPORT BEARING INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
races are worn, pitted,
noisy, or feel rough when
rotated as an assembly . A .. Require replacement of bearing
assembly.
Bracket bent, not
required.
Bracket broken, not
affecting performance .. 2 ............... Suggest repair or
replacement of bracket.
Bracket corroded,
Bracket holes elongated, * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *
not affecting
performances) .......... .. ........ No service suggested or
required.
Bracket loose, not
Rough (brinelling,
spalling) .............. A ............ Require replacement.
Rubber deteriorated,
KEY INTERLOCK SYSTEMS
See
SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS).
LIMITED SLIPS
See DIFFERENTIAL AND FINAL DRIVE ASSEMBLIES.
LINES
See HOSES, LINES AND TUBES.
LINKAGES (EXTERNAL)
LINKAGE (EXTERNAL) INSPECTION
Components missing ...... C .. Require replacement of missing

components.
of linkage.
Linkage bent, not
of linkage.
of linkage.
of linkage.
of linkage.
Linkage loose, affecting * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELINES *Article Text (p. 29)
of linkage.
Linkage loose, not
of linkage.
Worn to the extent that it
no longer performs its
intended function ...... A .. Require repair or replacement.
LOCKING HUB ASSEMBLIES
LOCKING HUB ASSEMBLY INSPECTION

replacement.
Seized in any position .. A .. Require repair or replacement.
LOCKING HUB CONTROL KNOBS
LOCKING HUB CONTROL KNOB INSPECTION
Damaged, affecting
Worn, affecting
LUBRICANTS
See FLUIDS AND LUBRICANTS.
METAL-CLAD SEALS
See SEALS.
METALASTIC JOINTS
See RUBBER JOINTS (METALASTIC).

MODULATOR PINS
MODULATOR PIN INSPECTION

MODULATORS
MODULATOR INSPECTION
Bent, affecting
Contaminated (water, fuel,
etc.) .................. A ........ (1) Require replacement.
Housing cracked ......... A ............ Require replacement.
Leaking fluid
externally ............. A .. Require repair or replacement.
Leaking fluid
Leaking vacuum .......... A ............ Require replacement.
Nipple broken ........... A ............ Require replacement.
(1) - Further inspection is required to determine the cause

of the contamination.
specification.
MOUNTS (ENGINE, TRANSAXLE AND TRANSMISSION)
MOUNT (ENGINE, TRANSAXLE AND TRANSMISSION) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
*functioning
DRIVETRAIN SYSTEMS
............ UNIFORM
A ... Require INSPECTION
repair or replacement GUIDELINES *Article Text (p. 31)1998 Ford Econoline E250
of hardware.
Leaking (hydraulic
mount) ................. A ............ Require replacement.
Mounting hole worn,
Mounting hole worn, not
required.
Rubber deteriorated, not
required.
ODOMETER DRIVES (MECHANICAL)
See SPEEDOMETER/ODOMETER DRIVES (MECHANICAL).
ODOMETER HEADS (MECHANICAL)
See SPEEDOMETER/ODOMETER HEADS (MECHANICAL).
OIL PANS
See TRANSMISSION PANS.
PANS
PILOT HOLES
See DOWEL PINS, GUIDES AND PILOT HOLES.
PRESSURE PLATES
PRESSURE PLATE INSPECTION
Balance weight missing .. C ............ Require replacement.

Contact surface
distorted .............. B ............ Require replacement.
Cracks .................. B ............ Require replacement.
Fingers bent ............ A ............ Require replacement.
Hard spots .............. B ............ Require replacement. * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL
Scored .................. B ............ Require replacement.
Spring rate less than
Worn, affecting
Worn beyond
PRESSURE SWITCHES
See SWITCHES.
RACES
See BEARINGS AND RACES.
RUBBER JOINTS (METALASTIC)
These joints may be found on half and/or drive shafts. They

are usually found on European vehicles featuring a three-lug drive
flange. They may be equipped with a centering ball or pin.
RUBBER JOINT (METALASTIC) INSPECTION
Drive flange bent ....... A ............. Require repair or

replacement.
Drive flange damaged,
Rubber drive joint
cracked ................ 2 ............ Suggest replacement.
Rubber drive joint
damaged, affecting
Rubber drive joint split
between mounting holes . A ............ Require replacement.
Rubber drive joint torn at
mounting holes ......... A ............ Require replacement.
Rubber drive joint weather-
cracked ................ .. ........ No service suggested or
required.
SCREENS
See FILTERS AND SCREENS.
SEALS * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELIN

SEAL INSPECTION

replacement.

repair or replace as necessary. Check vent. A plugged
vent may force fluid past the seal.
SEALS (METAL-CLAD)
See SEALS.
SELECTOR INTERLOCK SYSTEMS
See
SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS).
SERVOS
See ACTUATORS (VACUUM).
SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS)
See:
CABLES
LINKAGES (EXTERNAL)
SWITCHES
SENSORS
SENSOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
type) leaking* DRIVETRAIN SYSTEMS
.......... A .. Require repair orUNIFORM INSPECTION GUIDELINES *Article Text (p. 34)1998 Ford Eco
replacement.
replacement.
replacement.
Leaking
(vacuum/fluid/air) ..... A ............ Require replacement.
Out of adjustment ....... B .......... (3) Further inspection
required.
replacement.
Terminal corroded,
Terminal loose, not

specification.
(3) - Follow OEM recommended adjustment procedures. Repair
or replace if out of specification.
SIDE COVERS
SLIP YOKES
See YOKES AND SLIP YOKES.
SOLENOIDS
See:
ACTUATORS (VACUUM)
SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE)
SPEED SENSOR (ELECTRONIC WHEEL AND VEHICLE)* INSPECTION

DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL
Air gap incorrect ....... B ....... (1) Require adjustment or

replacement.
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
Sensor housing cracked .. 2 ............ Suggest replacement.
replacement.
Terminal corroded,
Terminal loose, not
Wire lead corroded ...... A .. Require repair or replacement. * DRIVETRAIN SYSTEMS UNIFORM INSPEC
Wire lead misrouted ..... B .... Require re-routing according
to vehicle manufacturer's
specifications.

required to identify and correct cause.
(3) - Determine source of contamination, such as metal particles
or water. Require repair or replacement.
specification. Some components may be serviceable;
check for accepted cleaning procedure.
SPEEDOMETER-DRIVEN GEAR HOUSINGS
See SPEEDOMETER/ODOMETER DRIVES (MECHANICAL).
SPEEDOMETER/ODOMETER DRIVES (MECHANICAL)
SPEEDOMETER/ODOMETER DRIVE (MECHANICAL) INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Teeth broken ............ A .. Require repair or replacement.
Worn, affecting
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUID

SPEEDOMETER/ODOMETER HEADS (MECHANICAL)
SPEEDOMETER/ODOMETER HEAD (MECHANICAL) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Lens broken ............. A ........... (1) Require repair or
replacement.
Lens cloudy ............. 2 ........... (1) Suggest repair or
replacement.
Lens missing ............ C ........... (1) Require repair or
replacement.
replacement.
(1) - If lens is available as a separate part, require

replacement of lens only.
(2) - Includes inoperative, intermittent operation, failure
to perform all functions, out of OEM specification, or
out of range.
SPEEDOMETERS AND ODOMETERS (ELECTRONIC)
SPEEDOMETER AND ODOMETER (ELECTRONIC) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
*Connector
(Weatherpack
replacement.
replacement.
replacement.
replacement.
replacement.
Mechanical head noisy ... 2 .. Suggest repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

to perform all functions, out of OEM specification,
or out of range.
SWITCHES
SWITCH INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
functioning ............ A ...* DRIVETRAIN SYSTEMS
Require repair or UNIFORM INSPECTION GUIDELINES *Article Text (p. 39)
replacement
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting
replacement.
Melted, affecting
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

TONE WHEELS
* DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDEL
See TOOTHED RINGS (TONE WHEELS).
TOOTHED RINGS (TONE WHEELS)
If the toothed ring requires replacement and cannot be

replaced as a separate component, replace the assembly of which the
ring is a part.
TOOTHED RING (TONE WHEEL) INSPECTION

performance ............ A .... Require repair. Identify and
correct cause.
Loose ................... A ..... Require replacement of worn
parts.
Number of teeth
Teeth broken ............ A ............ Require replacement.
Teeth damaged, affecting
TORQUE CONVERTERS
TORQUE CONVERTER INSPECTION
Converter clutch lock-up

operation is faulty .... A ............ Require replacement.
Cover shell damaged,
Does not meet stall speed
specification .......... B ............ Require replacement.
End play exceeds
Hub broken .............. A ............ Require replacement.
Hub cracked ............. A ............ Require replacement.
Internal component
failure ................ A ............ Require replacement.
Pilot broken ............ A ............ Require replacement.
Pilot worn, affecting
*Threads
stripped (threads
Weights missing ......... C ............ Require replacement.
TRANSAXLE MOUNTS
TRANSDUCERS (TRANSMISSION)
See SENSORS.
TRANSMISSION COOLERS
TRANSMISSION COOLER INSPECTION
Air flow obstruction .... A ................. Require repair.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Fins damaged, not
required.
Internal restrictions ... B .. Require repair or replacement.
Tubes damaged, not
required.
TRANSMISSION MOUNTS

TRANSMISSION PANS
TRANSMISSION PAN INSPECTION
Bent, interfering with

filter or other internal
components ............. A .. Require repair or replacement.
TRANSMISSION RANGE INDICATORS (PRNDL)
TRANSMISSION RANGE INDICATOR (PRNDL) INSPECTION

Components missing ...... C .. Require replacement of missing
components.
Loose, affecting
Out of adjustment ....... A ................. Require repair.
Worn, affecting
TUBES
UNIVERSAL JOINTS (CARDAN OR CROSS TYPE)
UNIVERSAL JOINT (CARDAN OR CROSS TYPE) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bearing cap distorted ... B ............ Require replacement.
Binding ................. A ............ Require replacement.
Cross (trunion) worn,
*affecting
DRIVETRAIN
performance SYSTEMS UNIFORM
.. A ............ INSPECTION
Require replacement.GUIDELINES *Article Text (p. 43)1998 Ford Econoline E250
Double cardan centering
ball damaged ........... A ............ Require replacement.
ball worn, affecting
spring broken .......... A ............ Require replacement.
spring missing ......... C ............ Require replacement.
spring weak ............ A ............ Require replacement.
End cap seal cracked .... 2 ............ Suggest replacement.
End cap seal missing .... C .... Require replacement of seal.
Grease fitting broken ... A ...... (1) Require replacement of
grease fitting.
Grease fitting missing .. C ...... (2) Require replacement of
grease fitting.
Rust-colored powder around
end cap seals .......... A ............ Require replacement.
Worn, affecting
(1) - A broken grease fitting does not require replacement

of the U-Joint.
(2) - A missing grease fitting does not require replacement
of the U-Joint.
VACUUM CONTROLS
VACUUM HOSES
VACUUM MOTORS
VACUUM-OPERATED SWITCHES
See SWITCHES.
VEHICLE SPEED SENSORS
See SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE).
VENTS * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDE

VENT INSPECTION

Plugged ................. A ........... (1) Require repair or
replacement.
(1) - A plugged vent may force fluid past the seal.
VIBRATION DAMPERS
VIBRATION DAMPER INSPECTION

Out of position ......... B .. Require repair or replacement.
WHEEL ATTACHMENT HARDWARE
NOTE: For conditions noted below, also check conditions of

wheel stud holes.
CAUTION: Proper lug nut torque is essential. Follow recommended

torque specifications and tightening sequence. DO NOT
lubricate threads unless specified by the vehicle
manufacturer.
WHEEL ATTACHMENT HARDWARE INSPECTION

Broken .................. A ........ (1) Require replacement.
Loose ................... B ... Require repair or replacement
of affected component.
Lug nut installed
backward ............... B .. Require repair or replacement.
Lug nut mating surface
dished ................. A ..... Require replacement of nut.
Lug nut mating type
incorrect .............. B ..... Require replacement of nut.
Lug nut rounded * DRIVETRAIN
......... A . (2)SYSTEMS UNIFORM
Require replacement of INSPECTION
nut. GUIDELINES *Article Text (p. 45)1998 Ford Eco
Lug nut seized .......... A . (2) Require replacement of nut.
Stud incorrect .......... B .... Require replacement of stud.
(1) - Some manufacturers require replacement of all studs on

that wheel if two or more studs or nuts on the same wheel
are broken or missing.
(2) - Only required if removing wheel.
WHEEL SPEED SENSORS
See SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE).

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
Insulation damaged,
Protective shield
replacement.
Protective shield
Secured incorrectly ..... B ................. Require repair. * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUID
replacement.
replacement.
Terminal corroded,
replacement.
Terminal loose, not
Transmission connector
leaking ................ .. ..... See TRANSMISSION ASSEMBLY.
Voltage drop out of

YOKES AND SLIP YOKES
YOKE AND SLIP YOKE INSPECTION
Bearing cap bore

distorted .............. A .. Require repair or replacement.
Bolt holes elongated .... A .. Require repair or replacement.
Bushing or seal surface
worn, affecting
Leaking through soft yoke
plug ................... A ... Require repair or replacement
of soft yoke plug.
Retainer strap bent ..... A .......... Require replacement of
retainer strap.
Slip yoke broken ........ A ............ Require replacement.
Splines worn close
to the end of their
useful life ............ 1 ............ Suggest replacement.
Threads stripped (threads * DRIVETRAIN SYSTEMS UNIFORM INSPECTION GUIDELIN
U-bolt damaged, affecting
performance ............ A ............. Require replacement
of U-bolts.
Yoke damaged, affecting
END OF ARTICLE

ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN [2]
Article Text
For 1
ARTICLE BEGINNING
1998 ELECTRICAL COMPONENT LOCATION

Ford Motor Co. Electrical Component Location
Ford; Econoline
SAFETY PRECAUTION
WARNING: When working on vehicles equipped with Supplemental Restraint

System (SRS), never apply electrical voltage to the system.
This could cause the SRS (air bag) to be deployed.
BUZZERS, RELAYS & TIMERS
Component Component Location
Auxiliary Battery Relay Right front of engine,

compartment, near battery.
Auxiliary Blower Motor

Relay In left rear of corner of
vehicle, above wheelwell.
Auxiliary High Blower
Motor Relay In left rear corner of
Blower Motor Relay In left front of engine

compartment, in engine
compartment fuse box.
ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN [2] Article Text (p. 2)1998 Ford Econoline E250For 1
Electronic Flasher Behind left side of dash.
Fuel Pump Relay In left front of engine

compartment,
ELECTRICAL COMPONENT LOCATOR in engine
- 4.2L V6 VIN [2] Article Text (p. 3)1998 Ford Econoline E250For 1
Horn Relay In left front of engine

PCM Power Relay In left front of engine

Starter Motor Relay In right front corner of

engine compartment, near
battery.
Trailer Back-Up Lamp Relay In left front of engine

Trailer Battery Charge Relay In left front of engine

Trailer Running Lamp Relay In left front of engine

4 Wheel Anti-Lock Brakes

(4WABS) Relay Behind center of dash.
CIRCUIT PROTECTION DEVICES
A/C Compressor Clutch Diode In tear-out to A/C compressor

clutch.
Dual Brake Warning Diode/Resistor

Assembly In main harness, behind
instrument cluster.
ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN [2] Article Te

Engine Compartment Fuse Box In left front of engine
compartment.
Fuse Link A At starter motor relay.
Fuse Link B At starter motor relay.
Fuse Link C At starter motor relay.
Fuse Link D At starter motor relay.
Fuse Link E At starter motor relay.
Fuse Link F At starter motor relay.
Fuse Link G At starter motor relay.

I/P Fuse Panel Behind left side of dash.
CONTROL UNITS
Air Bag Diagnostic Monitor Behind right side of dash.
ELECTRICAL COM
Daytime Running Lamps (DRL)

Module In right front of engine
compartment, near horns.
Fuel Pump Module Under vehicle, in fuel tank.
Illuminated Entry Module Behind center of dash.
Injector Driver Module (IDM) Left front side of engine
compartment.
In-Transit Fuel Pump Module Under vehicle, on left frame

rail.
Memory Lock Module Behind left "B" pillar.

Powertrain Control Module In left rear of engine
compartment, near brake
master cylinder.
Rear Anti-Lock Brake

System (RABS) Module Behind center of dash.
Remote Keyless Entry Module Behind left "B" pillar.
Warning Buzzer Module Behind center of dash.
Wiper Control Module Behind center of dash.
4 Wheel Anti-Lock
ELECTRICAL Brakes
COMPONENT LOCATOR - 4.2L V6 VIN [2] Article Text (p. 12)1998 Ford Econoline E250For 1
(4WABS) Module On left front frame rail.
MOTORS
Auxiliary Blower Motor Above left rear wheelwell.
ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN [2] Article Text (p. 13)1998 Ford Econoline E
Blend Door Actuator Behind right side of dash.
Blower Motor On right side of engine

compartment.
Door Lock Motor (4) In each respective door.
Power Window Motor (2) In each respective front door.
Shift Lock Actuator Below right side of steering

column.
Washer Pump Attached to washer fluid

reservoir, on right fender
apron.
Windshield Wiper Motor Left rear of engine
compartment, mounted on top
cowl.
SENDING UNITS & SENSORS

Accelerator Pedal
Position Sensor Behind left side of dash,
above accelerator pedal.
ELECTRICAL COM
Barometric Pressure (BARO)
Sensor Below left side of dash.
ELECTRICAL COMPONENT
Camshaft Position (CMP) Sensor LOCATOR
On front- center
4.2L V6 VIN [2] Article Text (p. 18)1998 Ford Econoline E250For 1
of engine.
Center Air Bag Sensor In front center of engine
compartment, behind grille.
Crankshaft Position (CKP) Sensor On lower right front of

engine.
Delta Pressure Feedback EGR (DPFE)

ELECTRICAL
Sensor COMPONENT
On topLOCATOR
right front of- engine.
4.2L V6 VIN [2] Article Text (p. 19)1998 Ford Econoline E250For 1
Digital Transmission Range Sensor On left side of transmission.
Engine Coolant Temperature Sensor On top left front of engine.

Fuel Tank Pressure Sensor Under left center rear of
vehicle, near fuel tank.
Fuel Tank Sender Under left center of vehicle.
Fuel Tank Temperature Sensor Under left center of vehicle.
Heated Oxygen Sensor (HO2S)

No. 11 Lower right rear of engine.
Heated Oxygen Sensor (HO2S) No. 12 Under center of vehicle, on
right side of transmission.

No. 21 On left rear of engine.
No. 22 Under center of vehicle.
Instrumentation Engine Coolant

Temperature Sensor On top front of engine, on
heater outlet elbow.
Intake Air Temperature

Sensor Center of engine compartment,
part of clean air tube.
Intake Manifold Runner Position

(IMRP) Sensor No. 1 On left rear of engine intake.

Intake Manifold Runner Position
(IMRP) Sensor No. 2 On right rear of engine
intake.
Knock Sensor (KS) On right rear side of engine.
Output Shaft Speed (OSS) Sensor Under vehicle, on left side of

transmission.
Rear Axle Speed Sensor Under rear of vehicle, mounted
on differential.
Throttle Position (TP) Sensor On top of engine, near air

intake.
Turbine Shaft Speed (TSS) Sensor On right side of transmission,

under vehicle.
Vehicle Speed Sensor Under vehicle, on left side of

transmission.
Wheel Sensor (Left Front) Behind left front wheel.
Wheel Sensor (Right Front) Behind right front wheel.
SOLENOIDS & SOLENOID VALVES

Brake Air Pressure

Regulator Valve On left side of engine
compartment, near master
cylinder.
ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN [2] Article Text (p.

EGR Solenoid Above center of right valve
cover.
Evaporative Emissions (EVAP)
Canister Purge Valve Under left rear of vehicle.
Forward Aft-Axle Fuel Tank Valve Under rear of vehicle, near

aft-axle fuel tank assembly.
Idle Air Control Valve On right side of engine,

near ignition coil.
Midship Fuel Tank Valve Near midship fuel tank, under

left center of vehicle.
Rear Aft-Axle Fuel Tank Valve Under rear of vehicle, near

Vapor Management Valve In center rear of engine

compartment.
SWITCHES
ELECTRICAL COMPONENT LOCATOR - 4.2L V6 VIN

A/C Clutch Cycling Pressure
Switch In right front of engine
compartment.
A/C Pressure Cut-Out Switch In right front of engine ELECTRICAL COM

compartment.
Brake Pedal Position (BPP)
Switch On bracket, above brake pedal.
Brake Pressure Switch In left side of engine
compartment, bottom of brake
master cylinder.
Driveline Disconnect Switch Behind left side of dash.
Dual Brake Warning Switch In left side of engine

master cylinder.
Engine Oil Pressure Switch On left front of engine, below

A/C compressor.

Idle Validation Switch Below left side of dash.
Inertia Fuel Shut-Off Switch Behind right kick panel.
Key Warning Switch Near keyhole, in steering

column.
Low Vacuum Warning Switch In left front of engine
compartment.
Parking Brake Switch Near left kick panel.

MISCELLANEOUS
ABS Data Link Connector Below left side of dash.
Auxiliary Blower Resistor Above left rear wheelwell.
Auxiliary Powertrain Control Connector Behind left side of dash.
Blower Motor Resistor In right rear of engine

compartment.
Data Link Connector (DLC) Below left side of dash.
Fuel Tank Pressure Transducer (FTPT) Near fuel tank, under center
rear of vehicle.
Ignition Coil On left front of engine.

Intake Manifold Runner Control On right rear top of engine.
RABS Diagnostic Connector Below right side of dash.
Radio Capacitor No. 1 On top side of engine,
attached to ignition coil.
RKE Data Link Connector Behind left side of dash.
Speed Control Servo/Amplifier

Assembly Left side of engine
compartment, near brake master
cylinder.
END OF ARTICLE

ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L]
Article Text
For 1
ARTICLE BEGINNING

Ford; Econoline
SAFETY PRECAUTION




ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 2)1998 Ford Econoline E250For 1

compartment,
- 5.4L V8 VIN [L] Article Text (p. 3)1998 Ford Econoline E250For 1



battery.





clutch.

instrument cluster.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article T

compartment.

CONTROL UNITS
ELECTRICAL COM

compartment.

rail.

master cylinder.

4 Wheel Anti-Lock
ELECTRICAL Brakes
COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 12)1998 Ford Econoline E250For 1
MOTORS
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 13)1998 Ford Econoline E

compartment.

column.

apron.
cowl.

Accelerator Pedal
ELECTRICAL COM
Camshaft Position (CMP) Sensor On front of left cylinder

head.
Crankshaft Position (CKP)

Sensor On lower center front of
engine.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 19)
Cylinder Head Temperature
(CHT) Sensor On top front of left cylinder
head.
Delta Pressure Feedback EGR
(DPFE) Sensor On top right side of engine.
Digital Transmission LOCATOR
Range Sensor On left -side
5.4L
of V8 VIN [L] Article Text (p. 21)1998 Ford Econoline E250For 1
transmission.
Heated Oxygen Sensor (HO2S) No. 11 Lower right rear of engine.
Heated Oxygen Sensor (HO2S) No. 21 Lower left rear of engine.
Inlet Air Control Sensor On left front of engine.

Temperature Sensor On top left side of engine,
on lower intake manifold.
Knock Sensor (KS) On top right rear of engine.
Mass Air Flow (MAF) Sensor On top center of engine

compartment.
transmission.

on differential.

intake. ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 26
under vehicle.

transmission.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [L] Article Text (p. 27)

Brake Air Pressure
cylinder.
EGR Solenoid Above left rear of engine,

on bracket.
ELECTRICAL COM

Idle Air Control Valve On top center rear of engine,

near air intake.


compartment.
SWITCHES

compartment.
A/C Pressure Cut-Out Switch In right front of engine ELECTRICAL COM

compartment.
master cylinder.

master cylinder.

Engine Oil Pressure Switch On lower left front of engine.
Key Warning Switch

ELECTRICAL Near keyhole,- in
COMPONENT LOCATOR steering
5.4L V8 VIN [L] Article Text (p. 35)1998 Ford Econoline E250For 1
column.
compartment.

MISCELLANEOUS

compartment.
rear of vehicle.
Radio Capacitor No. 1 On upper left rear of engine.
Radio Capacitor No. 2 On right rear of engine.

cylinder.
END OF ARTICLE

ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M]
Article Text
For 1
ARTICLE BEGINNING

Ford; Econoline
SAFETY PRECAUTION




ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 2)1998 Ford Econoline E250For 1

compartment,
- 5.4L V8 VIN [M] Article Text (p. 3)1998 Ford Econoline E250For 1

NGV Timer (NGV Equipped Only) Near PCM, on left rear of

engine compartment.


battery.




clutch.

instrument cluster.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article T

compartment.
CONTROL UNITS
ELECTRICAL COM

compartment.

rail.
NGV Module (NGV Equipped Only) On left front inner fender

panel.

master cylinder.

ELECTRICAL COMPONENT LOCATOR - 5.4L V8 V

4 Wheel Anti-Lock
ELECTRICAL Brakes
COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 12)1998 Ford Econoline E250For 1
MOTORS
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 13)1998 Ford Econoline

compartment.

column.

apron.
cowl.

Accelerator Pedal
ELECTRICAL COM
Camshaft Position (CMP) Sensor On front of left cylinder

head.
Crankshaft Position (CKP) Sensor On lower center front of

engine.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 19)
Cylinder Head Temperature
(CHT) Sensor On top front of left cylinder
head.
Delta Pressure Feedback EGR
(DPFE) Sensor On top right side of engine.
Digital Transmission LOCATOR
Range Sensor On left -side
5.4L
of V8 VIN [M] Article Text (p. 21)1998 Ford Econoline E250For 1
transmission.
Fuel Rail Temperature Sensor (NGV

Equipped Only) On fuel rail, right bank of
engine.
Heated Oxygen Sensor (HO2S) No. 11 Lower right rear of engine.
Heated Oxygen Sensor (HO2S) No. 21 Lower left rear of engine.
Injection Pressure Sensor (IPS)

(NGV Equipped Only) On fuel rail, on right bank
of engine.
Inlet Air Control Sensor On left front of engine.

Temperature Sensor On top left side of engine,
on lower intake manifold.
Knock Sensor (KS) On top right rear of engine.
Mass Air Flow (MAF) Sensor On top center of engine

compartment.
transmission.

on differential.

intake. ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 2
under vehicle.

transmission.
ELECTRICAL COMPONENT LOCATOR - 5.4L V8 VIN [M] Article Text (p. 27)

Brake Air Pressure
cylinder.
EGR Solenoid Above left rear of engine,

on bracket.
ELECTRICAL COM

Fuel Rail Cut-Off Valve (NGV Equipped

Only) On right side of engine, on
ELECTRICAL COMPONENT fuel rail. LOCATOR - 5.4L V8 VIN [M] Article Text (p. 30)1998 Ford Econoline E250For 1
Idle Air Control Valve On top center rear of engine,

near air intake.



compartment.
SWITCHES

compartment.
A/C Pressure Cut-Out Switch In right front of engine

compartment.
ELECTRICAL COM
master cylinder.

master cylinder.

Engine Oil Pressure Switch On lower left front of engine.
Key Warning Switch

ELECTRICAL Near keyhole,- in
COMPONENT LOCATOR steering
5.4L V8 VIN [M] Article Text (p. 35)1998 Ford Econoline E250For 1
column.
compartment.

MISCELLANEOUS

compartment.
rear of vehicle.
Radio Capacitor No. 1 On upper left rear of engine.
Radio Capacitor No. 2 On right rear of engine.

cylinder.
END OF ARTICLE

* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Electrical System - January 2002 Motorist Assurance Program
OVERVIEW

their customers.
outlets.

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
January 2002

"Suggested." In addition, suggestions may be made to satisfy the
available.
This section lists the various parts and the conditions that
documented.
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUI
* Example: An exhaust pipe has corroded severely and has a

hole in it through which exhaust gases are leaking.
Replacement of the exhaust pipe in this case is required due
to functional failure.
* Example: A brake rotor has been worn to the point where it
measures less than the vehicle manufacturer's discard
specifications. Replacement of the rotor is required because
it does not meet design specifications.

* Example: An exhaust pipe is rusted, corroded or weak, but no

leaks are present. In this case, the exhaust pipe has not
failed. However, there is evidence that the pipe may need
replacement in the near future. Replacement of the pipe may
be suggested for the customer's convenience in avoiding a
future problem.
* Example: The customer desires improved ride and/or handling,
but the vehicle's shocks or struts have not failed. In this
case, replacement may be suggested to satisfy the customer's
wishes. In this case, replacement of the shocks or struts
may not be sold as a requirement.

unsafe condition.

performance)
C - Part is missing

service to the system in question, if the repair creates or * ELECTRICAL SYSTEM UNIFORM INSPECTION GUI
continues an unsafe condition.

soon, etc.)
informed experience

ELECTRICAL SYSTEMS
SERVICE PROCEDURES REQUIRED AND SUGGESTED FOR PROPER

VEHICLE OPERATION
NOTE: When working on electrical systems, if a potentially

hazardous condition is observed, require repair or
replacement of affected components prior to performing
further work.
ACTUATOR MOTORS (SOLENOIDS) (ELECTRIC)
ACTUATOR MOTOR (SOLENOIDS) (ELECTRIC) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Linkage bent, affecting * ELECTRICAL SYSTEM UNIFORM INSPECTION GUID
of linkage.
Linkage bent, not
of linkage.
of linkage.
of linkage.
of linkage.
of linkage.
Linkage loose, not
of linkage.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

specification.
ACTUATOR MOTORS (VACUUM)
ACTUATOR MOTOR (VACUUM) INSPECTION

* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 5)
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Linkage bent,
affecting performance .. A ... Require repair or replacement
of linkage.
Linkage bent, not
of linkage.
Linkage binding,
of linkage.
affecting performance .. 1 .. Suggest repair or replacement
of linkage.
of linkage.
of linkage.
Linkage loose, not
of linkage.

OEM specification.
AIR BAGS
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES
For all air bag components and conditions, refer to vehicle
manufacturer's specifications for diagnosis and parts replacement.
ALTERNATORS AND GENERATORS
NOTE: If components have been added that increase vehicle

electrical load requirement (for example, sound systems,
air conditioning, alarm systems, etc.), charging system
output must meet the increased demand.
ALTERNATOR AND GENERATOR INSPECTION
Alternator output meets

OEM specification but is
insufficient for add-on
electrical load ........ 2 ... Suggest upgrade of alternator
or removal of excess electrical
load.
Alternator's rated output
is below OEM
Attaching hardware
of hardware.
Attaching hardware
hardware.
Attaching hardware non-
of hardware.
replacement.
Diode inoperative ....... A ........... (2) Require repair or
replacement.
Housing broken, not
required.
replacement.
*Noisy ...................SYSTEM
ELECTRICAL 2 .. Suggest repair orINSPECTION
UNIFORM replacement. GUIDELINES * Article Text (p. 7)1998 Ford Econoline E250
Pulley incorrect ........ B ............ Require replacement.
replacement.
Terminal corroded,
Terminal loose, not
Terminal resistance
(voltage drop) out of
Voltage drop out of

specification.
AMPLIFIERS
See
RECEIVERS, AMPLIFIERS, EQUALIZERS AND SUB-WOOFER VOLUME CONTROLS.
ANTENNAS
ANTENNA INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent .................... 2 .. Suggest repair or replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELIN
Binding ................. 2 .. Suggest repair or replacement.
replacement.
Insulation damaged,
Insulation damaged,
Motor runs continuously . A ......... Require or replacement.
Power antenna noisy ..... 2 .. Suggest repair or replacement.
Sticking ................ 2 .. Suggest repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

specification.
BATTERIES
Proper operation of any electrical system or component can be

affected by battery condition. The battery(ies) must meet or exceed
minimum specification for vehicle as equipped and test to that
specific battery's CCA.
Definition of Terms
* Battery Performance Testing

Testing that determines whether or not a battery meets both
vehicle OEM and battery manufacturer's specifications.
* Cold Cranking Amp (CCA) Rating

The number of amperes a new, fully charged battery at
0 F (-17.8 C) can deliver for 30 seconds and maintain at
least a voltage of 1.2 volts per cell (7.2 volts for a * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELIN
12-volt battery).
* Cranking Amps (CA)

The number of amperes a new, fully charged battery, typically
at 32 F (0 C) can deliver for 30 seconds and maintain at
least a voltage of 1.2 volts per cell (7.2 volts for a
12-volt battery).
* OEM Cranking Amps

The minimum CCA required by the original vehicle manufacturer
for a specific vehicle.
BATTERY INSPECTION
Battery frozen .......... .. ......... (1) Further inspection

required.
Case leaking ............ A ............ Require replacement.
Casing swollen .......... A .......... (2) Further inspection
required.
Circuit open internally . A ............ Require replacement.
Electrolyte
contamination .......... A ........... (2) Further inspection
required.
Electrolyte
discoloration .......... A .......... (2) Further inspection
required.
Fails to accept and hold
charge ................. A ........ (3) Require replacement.
Fluid level low ......... B .......... (4) Further inspection
required.
Out of performance
specification for
battery ................ B ........ (5) Require replacement.
Out of specification for
application ............ B ........ (5) Require replacement.
Post (top or side) burned,
replacement.
not affecting
replacement.
Post (top or side)
corroded, affecting
Post (top or side)
corroded, not affecting
Post (top or side)
loose .................. A ............ Require replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINE
Post (top or side) melted,
replacement.
Post (top or side) melted,
not affecting
replacement.
Specific gravity low .... B .......... (7) Further inspection
required.
State of charge low ..... A .......... (7) Further inspection
required.
Top dirty ............... 2 ....... Suggest cleaning battery.
Top wet ................. A ... (8) Require cleaning battery.
Vent cap loose .......... A ... Require repair or replacement
of vent cap.
Vent cap missing ........ C .......... Require replacement of
vent cap.
(1) - DO NOT attempt to charge a frozen battery. Allow battery

to warm thoroughly and then performance-test. If battery
fails performance test, require replacement.
(2) - No service suggested or required unless the battery fails
performance test, in which case, require replacement.
(3) - This phrase refers to a battery that fails to either
accept and/or retain a charge using appropriate times
listed in the Battery Charging Guide of the BCI Service
Manual, battery charger operating manual, or battery
manufacturer's specifications.
(4) - Determine cause of low fluid level. Refill to proper
level(s) with water (distilled water preferred). Recharge
battery and performance-test. If battery does not meet
specifications, require replacement. If battery is sealed
type (non-removable filler caps), require replacement.
(5) - The battery may meet battery manufacturer's specifications
but test below the minimum specification defined by the
vehicle's OEM for that vehicle.
of part.
(7) - Recharge and test to manufacturer's specifications. If
battery fails performance test, require replacement.
(8) - Check fluid level and adjust to manufacturer's
specification. Suggest checking charging system for
proper operation.
BATTERY CABLES
See BATTERY CABLES, WIRES AND CONNECTORS.
BATTERY CABLES, WIRES AND CONNECTORS

BATTERY CABLE, WIRE AND CONNECTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
conductors exposed ..... A ........... (2) Require repair or
replacement.
Insulation damaged,
Protective shield
replacement.
Protective shield
replacement.
Terminal corroded,
Terminal loose, not
Voltage drop out of
*(1)ELECTRICAL
- Determine cause and correct
SYSTEM prior to INSPECTION
UNIFORM repair or GUIDELINES * Article Text (p. 12)1998 Ford Econoline E250
(2) - Exposed conductor at replacement (aftermarket) terminal
end does not require repair or replacement.
BATTERY HOLD DOWN HARDWARE
See BATTERY TRAYS AND HOLD DOWN HARDWARE.
BATTERY TRAYS AND HOLD DOWN HARDWARE
BATTERY TRAY AND HOLD DOWN HARDWARE INSPECTION
Battery improperly
secured ................ 2 ................. Suggest repair.
Bent, affecting
Bent, not affecting
required.
Broken, affecting
required.
Corroded, affecting
Cracked, affecting
Water drain clogged ..... A ................. Require repair.
BATTERY WIRES
BELTS
BELT INSPECTION

required.
required.
Tension out of
replacement.
Worn beyond adjustment
range .................. B ............ Require replacement.
Worn so it contacts bottom
of pulley .............. A ............ Require replacement.

BULB SOCKETS
BULB SOCKET INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bulb seized in socket ... A .. Require repair or replacement.
Burned, affecting
replacement.
replacement.
replacement.
Corroded, affecting
*Corroded,
ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 14)1998 Ford Econoline E250
not affecting
Melted .................. A ........ (2) Require replacement.
replacement.
Terminal corroded,
Terminal loose, not

replacement of socket.
BULBS, SEALED BEAMS AND LEDS
NOTE: Does not include soldered-in components.
BULB, SEALED BEAM AND LED INSPECTION
Adjustment out of
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Base burned, affecting
replacement.
Base burned, not affecting
replacement.
Base corroded, affecting
performance ............ *AELECTRICAL
.. Require repairSYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 15)
or replacement.
Base corroded, not
Base leaking ............ A .. Require repair or replacement.
Base loose, affecting
Base loose, not affecting
Base melted ............. A ........ (2) Require replacement.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
Bracket loose, not
Burned out .............. A ............ Require replacement.
replacement.
Corroded, affecting
Intermittent ............ A ............ Require replacement.
Lamp base melted ........ A ........ (2) Require replacement.
Seized in socket ........ A .. Require repair or replacement.
replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDEL
replacement.
Terminal corroded,
Terminal loose, not
(1) - Application incorrect includes wrong bulb coating or

color.
CD PLAYERS
See TAPE PLAYERS AND CD PLAYERS.
CIGARETTE LIGHTER ASSEMBLIES
CIGARETTE LIGHTER ASSEMBLY INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Missing ................. 2 ............ Suggest replacement.
Sticking ................ A .. Require repair or replacement.
replacement.
Terminal corroded, * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
Terminal loose, not

specification.
of part.
CIRCUIT BREAKERS
CLUTCH SWITCHES
See SWITCHES.
CONNECTORS
CONTROL MODULES
CONTROL MODULE INSPECTION

Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Code set
required.
replacement.
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 18)1998 For
replacement.
replacement.
Terminal corroded,
Terminal loose, not
(1) - Refer to manufacturer's diagnostic trouble code procedure

and require repair or replacement of affected
component(s).
of part.
(3) - Determine source of contamination, such as engine
coolant, fuel, metal particles, or water. Require
repair or replacement.
CRUISE CONTROL BRAKE SWITCHES
See SWITCHES.
CRUISE CONTROL CABLES
See CRUISE CONTROL LINKAGES AND CABLES.
CRUISE CONTROL CLUTCH SWITCHES
See SWITCHES. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *

CRUISE CONTROL LINKAGES AND CABLES
CRUISE CONTROL LINKAGE AND CABLE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
Bracket loose, not
replacement.
replacement.
Routed incorrectly ......* 2ELECTRICAL
................. Suggest
SYSTEMrepair.
UNIFORM INSPECTION GUIDELINES * Article Text (p. 20)

of part.
CRUISE CONTROL RESERVOIRS
See CRUISE CONTROL VACUUM HOSES, TUBES AND RESERVOIRS.
CRUISE CONTROL TUBES
See CRUISE CONTROL VACUUM HOSES, TUBES AND RESERVOIRS.
CRUISE CONTROL VACUUM DUMP RELEASE VALVES
CRUISE CONTROL VACUUM DUMP RELEASE VALVE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
required.

specification.
CRUISE CONTROL VACUUM HOSES, TUBES AND RESERVOIRS
CRUISE CONTROL VACUUM HOSE, TUBE AND RESERVOIR INSPECTION

Melted .................. A ............ Require replacement.
Missing ................. C ............ Require replacement.* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINE
CRUISE CONTROL VEHICLE SPEED SENSORS
CRUISE CONTROL VEHICLE SPEED SENSOR INSPECTION
Air gap incorrect ....... B ....... (1) Require adjustment to

specifications.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Housing cracked ......... A ............ Require replacement.
Internal resistance
does not meet
specifications ......... B ........ (2) Require replacement.
Lead routing incorrect .. B .. Require rerouting according to
specifications.
Loose ................... B ....... (3) Require adjustment to
specifications.
Output signal incorrect . B ........... (2) Require repair or
replacement.
Surface contaminated .... 2 .. Suggest cleaning; identify and
correct source.
Tip bent ................ B ............ Require replacement.
Tip broken .............. B ............ Require replacement.
Tip missing ............. B ............ Require replacement.
Wire lead burned ........ A ............ Require replacement.
exposed ................ B ............ Require replacement.
Wire lead corroded ...... A ............ Require replacement.
Wire lead open .......... A ............ Require replacement.
Wire lead shorted ....... A ............ Require replacement.

required to identify and correct cause. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINE
(2) - Component failure may be caused by water intrusion into
the wiring harness. Always check insulation for damage
and wiring for excessive resistance.
(3) - Some integral bearing assemblies with sensors may require
replacement.
DEFOGGERS
See
HEATING ELEMENTS (DEFROSTERS, DEFOGGERS, ELECTRIC HEATERS AND SEATS).
DEFROSTERS
See
DELAYS
DELAY INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting
replacement.
Melted, affecting
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

specification.
DIMMERS
DIMMER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
replacement.
Melted, affecting
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

specification.
ELECTRIC HEATERS
See
EQUALIZERS
See
FUSE BLOCKS
See FUSE BOXES AND BLOCKS.
FUSE BOXES AND BLOCKS
FUSE BOX AND BLOCK INSPECTION
Condition * ELECTRICAL
Code SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 25)1998 Ford
Procedure
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Broken, affecting
required.
Burned, affecting
replacement.
replacement.
replacement.
Cover missing ........... C ... Require replacement of cover.
Cracked, affecting
Melted, affecting
performance ............ A ........ (1) Require replacement.
performance ............ 2 ........ (1) Suggest replacement.
replacement.
Terminal corroded,
Terminal loose, not
(1) - Determine cause and correct prior to repair or * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES
FUSES, FUSIBLE LINKS AND CIRCUIT BREAKERS
FUSE, FUSIBLE LINK AND CIRCUIT BREAKER INSPECTION

Blown ................... A ........ (1) Require replacement.
Corroded, affecting
Cracked, affecting
Insulation damaged,
Insulation damaged,
replacement.
Terminal corroded,
Terminal loose, not

FUSIBLE LINKS
GAUGES * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *

NOTE: Includes odometers, speedometers and tachometers (except
cable-driven).
GAUGE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
replacement.
replacement.
replacement.
Mechanical head noisy ... 2 .. Suggest repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

replacement* of lens only.
ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 28)1998 Ford Ec
or out of range.
GENERATORS
See ALTERNATORS AND GENERATORS.
GROUND CABLES AND STRAPS
GROUND CABLE AND STRAP INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Corroded, affecting
Insulation damaged,
exposing conductors .... 2 ............ Suggest replacement.
Loose ................... A ................. Require repair.
Resistance high ......... A .. Require repair or replacement.
Terminal resistance
(voltage drop) is out of
Voltage drop out of
GROUND STRAPS
See GROUND CABLES AND STRAPS.
HEADLIGHT ADJUSTERS
HEADLIGHT ADJUSTER INSPECTION
Attaching hardware * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 29
of hardware.
Attaching hardware
hardware.
of hardware.
Bent, preventing
adjustment ............. A .. Require repair or replacement.
Indicator broken ........ A ............ Require replacement.
Indicator missing ....... C ............ Require replacement.
Missing ................. C .......... Require replacement of
adjusters.
HEATING ELEMENTS (DEFROSTERS, DEFOGGERS, ELECTRIC HEATERS AND

SEATS)
HEATING ELEMENT (DEFROSTER, DEFOGGER, ELECTRIC HEATER AND SEAT)

INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
replacement.
affecting performance * ELECTRICAL
.. 2 .. Suggest SYSTEM
repair or UNIFORM
replacement.INSPECTION GUIDELINES * Article Text (p. 30)1998 Fo
Terminal corroded,
Terminal loose, not

specification.
HORNS AND SIRENS
HORN AND SIREN INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Out of adjustment ....... B ............. Require adjustment.
Sound quality poor ...... A .. Require repair or replacement.
replacement.
Terminal corroded, * ELECTRICAL SYSTEM UNIFORM INSPECTION GUID
Terminal loose, not

IGNITION SWITCHES
See SWITCHES.
INDICATOR LIGHTS
INDICATOR LIGHT INSPECTION
Does not come on during

bulb check ............. .. ......... (1) Further inspection
required.
Fails to function properly
during test mode ....... .. ......... (1) Further inspection
required.
On constantly ........... .. ......... (1) Further inspection
required.
On intermittently ....... .. ......... (1) Further inspection
required.
(1) - See service manual for further information.
KEYLESS ENTRY KEYPADS AND TRANSMITTERS
KEYLESS ENTRY KEYPAD AND TRANSMITTER INSPECTION
Attaching hardware
of hardware.
Attaching hardware* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 32)1998 For
hardware.
of hardware.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

(2) - Malfunctioning includes inoperative, intermittent
operation, or failure to perform all functions.
KEYLESS ENTRY TRANSMITTERS
See KEYLESS ENTRY KEYPADS AND TRANSMITTERS.
LEDS
See BULBS, SEALED BEAMS AND LEDS.
LENSES
LENSE INSPECTION
Condition *Code
ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 33)1998 Fo
Procedure
Adjustment out of
specification .......... B ................. Require repair.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Broken, affecting
performance.............. .. ........ No service suggested or
required.
Discolored .............. A ............ Require replacement.
Melted, affecting
MICROPHONES
See SPEAKERS AND MICROPHONES.
MIRRORS (ELECTROCHROMATIC AND HEATED)
MIRROR (ELECTROCHROMATIC AND HEATED) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
performance ........... A ........... (1) Require repair or
replacement.
Terminal corroded,
Terminal loose, not

MOTORS
MOTOR INSPECTION
Amperage draw out of

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent ............ A .. Require repair or replacement.
Bracket broken .......... A .. Require repair or replacement.
Bracket cracked ......... A .. Require repair or replacement.
not affecting * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDEL
required.
replacement.
Drive mechanism damaged,
replacement.
not affecting
replacement.
Fails to disengage ...... A .. Require repair or replacement.
Housing broken, not
required.
replacement.
of linkage.
Linkage bent, not
required.
of linkage.
of linkage.
of linkage.
of linkage.
Linkage loose, not
of linkage.
Noisy ................... 2 .. Suggest
* ELECTRICAL repair or UNIFORM
SYSTEM replacement.INSPECTION GUIDELINES * Article Text (p. 36)1998 Ford Eco
required.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

(2) - Further inspection required to determine cause.
(4) - Follow OEM recommended adjustment procedures. Repair or
replace if out of specification.
NEUTRAL SAFETY SWITCHES
See SWITCHES.
ODOMETERS
See GAUGES.
ODOMETERS, SPEEDOMETERS AND TACHOMETERS (CABLE-DRIVEN)
ODOMETER, SPEEDOMETER AND TACHOMETER (CABLE-DRIVEN) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELIN
of hardware.
replacement.
Drive cable broken ...... A ............ Require replacement.
Drive cable noisy ....... 2 .. Suggest repair or replacement.
Inoperative ............. A .......... (2) Further inspection
required.
replacement.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

or out of range.
PULLEYS
PULLEY INSPECTION
Alignment incorrect ..... B .. Require repair *orELECTRICAL

replacement. SYSTEM UNIFORM INSPECTION GUIDELINES *
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
RECEIVERS, AMPLIFIERS, EQUALIZERS AND SUB-WOOFER VOLUME

CONTROLS
RECEIVER, AMPLIFIER, EQUALIZER AND SUB-WOOFER VOLUME CONTROL

INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Sound quality poor ...... A ........... (3) Require repair or
replacement.
replacement.
Terminal corroded,
affecting performance .. A .. Require repair or replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDE
Terminal loose, not

(3) - Make sure poor sound quality is not caused by
ignition/charging system or other forms of electrical
interference.
RELAY BOXES
RELAY BOX INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Broken, affecting
required.
Burned, affecting
replacement.
replacement.
replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUID
Cover missing ........... C ... Require replacement of cover.
Cracked, affecting
Melted, affecting
performance ............ A ........ (1) Require replacement.
performance ............ 2 ........ (1) Suggest replacement.
replacement.
Terminal corroded,
Terminal loose, not

RELAYS
RELAY INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Housing broken .......... A ........... Require replacement.
Housing cracked ......... 2 ........... Suggest replacement.
replacement.* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
Terminal corroded,
Terminal loose, not

specification.
SEALED BEAMS
See BULBS, SEALED BEAMS AND LEDS.
SEAT HEATERS
See
SECURITY ALARM SENSORS
SECURITY ALARM SENSOR INSPECTION
Attaching hardware
hardware.
of hardware.
stripped (threads
of hardware.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

specification.
SIRENS
See HORNS AND SIRENS.
SOLENOIDS
See ACTUATOR MOTORS (SOLENOIDS) (ELECTRIC).
NOTE: For starter solenoids that are integral to the starter

assembly, see STARTERS.
NOTE: For starter relays, see RELAYS.
SPEAKERS AND MICROPHONES
SPEAKER AND MICROPHONE INSPECTION

Attaching hardware
of hardware. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELI
Attaching hardware
hardware.
of hardware.
replacement.
Membrane torn ........... A ............ Require replacement.
Polarity reversed ....... A ................. Require repair.
replacement.
Terminal corroded,
Terminal loose, not

OEM specification.
interference.
SPEEDOMETER AND TACHOMETER LINKAGES AND CABLES
SPEEDOMETER AND TACHOMETER LINKAGE AND CABLE INSPECTION
Attaching hardware * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *

of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
Bracket loose, not
Bracket missing ......... C ........... Require replacement.
replacement.

SPEEDOMETER CABLES
See SPEEDOMETER AND TACHOMETER LINKAGES AND CABLES.

* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 45)1998 Fo
SPEEDOMETERS
See GAUGES.
STARTERS
NOTE: To prevent misdiagnosis, care should be taken to

eliminate the possibilities of mechanical problems or
high resistance in power and/or ground circuits.
STARTER INSPECTION
Amperage draw does not

meet OEM specifications . B .. Require repair or replacement.
Attaching hardware
of hardware.
Attaching hardware
hardware.
functioning ............ A ........... (1) Require repair or
replacement of hardware.
Bracket bent, not
required.
Bracket broken, not
required.
Bracket corroded,
not affecting
performance) ........... .. ........ No service suggested or
required.
*Bracket loose, not SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 46)1998 Ford Econoline E250
ELECTRICAL
Drive gear damaged,
replacement.
Drive gear damaged, not
replacement.
Fails to disengage ...... A .. Require repair or replacement.
performance ............ 2 .. Require repair or replacement.
Housing broken, not
required.
performance ............ A ... Require repair or replacement.
replacement.
Shimmed incorrectly ..... B ................. Require repair.
Starter shaft bushing
missing ................ C ........ (4) Require replacement.
worn, affecting
worn, not affecting
replacement.
Terminal corroded,
Terminal loose, not
(1) - Inspect block or bell housing mounting surface.

(2) - Further inspection required to determine cause. Require
inspection of ring gear.
(4) - Bushing may be in bell housing.
replacement of* part.
ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 47)1998 Ford
SUB-WOOFER VOLUME CONTROLS
See
SWITCHES
SWITCH INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting
replacement.
Melted, affecting
replacement.
replacement.
* ELECTRICALreplacement.
SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 48)
Terminal corroded,
Terminal loose, not

TACHOMETER CABLES
See SPEEDOMETER AND TACHOMETER LINKAGES AND CABLES.
TACHOMETERS
See GAUGES.
TAPE PLAYERS AND CD PLAYERS
TAPE PLAYER AND CD PLAYER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Skips ................... A .. Require repair or replacement.
replacement.* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
Speed incorrect ......... A .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

interference.
TENSIONERS
TENSIONER INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bearings worn ........... 1 ............ Suggest replacement.
Pulley damaged, affecting * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES *
TIMERS
TIMER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Burned, affecting
replacement.
replacement.
Cracked, affecting
replacement.
Melted, affecting
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 51)

specification.
TIRE PRESSURE SENSORS
TIRE PRESSURE SENSOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.

specification.
TRANSCEIVERS
TRANSCEIVER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
* ELECTRICAL
Malfunctioning .......... SYSTEM
A ........... (2) Require UNIFORM
repair or INSPECTION GUIDELINES * Article Text (p. 52)1998 For
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

interference.
TRANSDUCERS
TRANSDUCER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELINE
replacement.
replacement.
not affecting
replacement.
replacement.
Leaking
(vacuum/fluid/air) ..... A ............ Require replacement.
of linkage.
Linkage bent, not
required.
of linkage.
of linkage.
of linkage.
of linkage.
Linkage loose, not
of linkage.
required.
replacement.
Terminal corroded,
Terminal loose, not
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELIN
specification.
(4) - Follow OEM recommended adjustment procedures. Repair
or replace if out of specification.
VACUUM ACCUMULATORS (RESERVOIRS)
VACUUM ACCUMULATOR (RESERVOIR) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
VACUUM RESERVOIRS
See VACUUM ACCUMULATORS (RESERVOIRS).
VOLTAGE REGULATORS
VOLTAGE REGULATOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
*Connector
ELECTRICALmissingSYSTEM UNIFORM
....... C ............ INSPECTION
Require replacement.GUIDELINES * Article Text (p. 55)1998 Ford Econoline E250
replacement.
Terminal corroded,
Terminal loose, not

(2) - NOTE: Inoperative includes intermittent operation or
out of OEM specification.
WASHER FLUID LEVEL SENDERS
WASHER FLUID LEVEL SENDER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Terminal corroded,
performance ............ B .. Require repair or replacement.* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDEL
Terminal loose, not

specification.
WASHER PUMPS
WASHER PUMP INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Leaking internally ...... A .. Require repair or replacement.
Resistance out of
replacement.
Terminal corroded,
performance ............ B .. Require repair or replacement.* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDEL
Terminal loose, not

WIPER ARMS AND BLADES
NOTE: Windshield coatings or waxes can cause blades to not

function as intended. Clean surface before making final
judgment about blade replacement.
WIPER ARM AND BLADE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Attaching socket
stripped ............... A ............ Require replacement.
Loose ................... 2 .. Suggest repair or replacement.
Size incorrect .......... 2 ............ Suggest replacement.
Tension insufficient .... B .. Require repair or replacement.
Worn, affecting
Worn, not affecting
WIPER BLADES
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDEL
See WIPER ARMS AND BLADES.
WIPER HOSES AND NOZZLES
WIPER HOSE AND NOZZLE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Blocked ................. A .. Require repair or replacement.
Spray pattern incorrect . 2 .. Suggest repair or replacement.
WIPER LINKAGES
WIPER LINKAGE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Attaching stud stripped . A ............ Require replacement.
Tension insufficient .... B .. Require repair or replacement.
Worn, affecting
Worn, not affecting
*performance
ELECTRICAL SYSTEM
............ UNIFORM
1 ............ SuggestINSPECTION
replacement. GUIDELINES * Article Text (p. 59)1998 Ford Econoline E250
WIPER NOZZLES
See WIPER HOSES AND NOZZLES.
WIPER PUMP RESERVOIRS
WIPER PUMP RESERVOIR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Cap missing ............. C ............ Require replacement.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
conductors exposed ..... A .. Require repair or replacement. * ELECTRICAL SYSTEM UNIFORM INSPECTION GUIDELIN
Insulation damaged,
Protective shield
replacement.
Protective shield
replacement.
Terminal corroded,
Terminal loose, not
Voltage drop out of

END OF ARTICLE
* ELECTRICAL SYSTEM UNIFORM INSPECTION GUID

ELECTROSTATIC DISCHARGE WARNING - BASIC INFORMATION
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Electrostatic Discharge (ESD) Warning - Basic Information
All Makes amd Models
NOTE: This article is intended for general information purposes

only.
INTRODUCTION
All Electrostatic Discharge (ESD) sensitive components

contain solid state circuits (transistors, diodes, semiconductors)
that may become damaged when contacted with an electrostatic charge.
The following information applies to all ESD sensitive devices. The
ESD symbol shown in Fig. 1 may be used on schematics to indicate which
components are ESD sensitive. See Fig. 1. Although different
manufactures may display different symbols to represent ESD sensitive
devices, the handling and measuring precautions and procedures are the
same.
Fig. 1: Sample ESD Symbol
HANDLING STATIC-SENSITIVE CIRCUITS/DEVICES
When handling an electronic part that is ESD sensitive, the

technician should follow these guidelines to reduce any possible
electrostatic charge build-up on the technician's body and the
electronic part.
1) Always touch a known good ground source before handling
the part. This should be repeated while handling the part and more
frequently after sitting down from a standing position, sliding across
the seat or walking a distance.
2) Avoid touching electrical terminals of the part, unless
instructed by a diagnostic procedure.
3) DO NOT open the package of a new part until it is time to
install the part.
4) Before removing the part from its package, ground the
package to a known good ground source.
CHECKING STATIC-SENSITIVE CIRCUITS/DEVICES
1) Solid State circuits in electronic devices are shown

greatly simplified in schematics. See Fig. 2. Due to the
simplification of the electronic devices on the schematic, resistance
measurements could be misleading or could lead to an electrostatic
discharge. Always follow the recommended diagnostic procedure.
Fig. 2: Sample Schematic Showing Typical ESD Sensitive Device
2) Only measure resistance at the terminals of the devices

when instructed by the recommended diagnostic procedure.
3) When using a voltmeter, be sure to connect the ground lead
first.
END OF ARTICLE
ELECTROSTATIC DISCHARGE WARNING - BASIC INFORMATION Article Text (p. 2)1998 Ford E
EMISSION CONTROL VISUAL INSPECTION PROCEDURES
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Emission Control Visual Inspection Procedures
All Models
This article is provided for general information only. Not

all information applies to all makes and models. For more complete
information, see appropriate article(s) in the ENGINE PERFORMANCE
Section.
EMISSION CONTROL LABELS
The vehicle manufacturer's emission control label, also known

as the underhood tune-up label or Vehicle's Underhood Emission Control
System (VECI) label, is located in the engine compartment. Information
regarding year model of vehicle, engine size, number of cylinders,
emission equipment or type, engine tune-up specifications, whether
vehicle was manufactured for sale in California or is a Federal
vehicle, vacuum hose routing schematic, etc., can be found on this
label. See Fig. 1.
In addition to the VECI label, some emission control
inspection and maintenance programs may require an additional label to
be affixed to the vehicle in special circumstances. For example, in
California, a Bureau Of Automotive Repair (BAR) engine label may be
affixed to the left door post. A BAR engine label is only used when
the vehicle has an engine change, approved modification or is a
Specially Constructed (SPCN) or an acceptable Gray market vehicle.
Check your state's emission control inspection and maintenance laws to
determine if a similar label is used.
Fig. 1: Typical Emission Control Label

Courtesy of General Motors Corp.
EMISSION CONTROL VISUAL INSPECTION

NOTE: The following emission control visual inspection procedures

should be used as a guide only. When performing a visual
inspection, always follow your state's recommended
inspection procedures.
A visual inspection is made to determine if any required

emission control devices are missing, modified or disconnected.
Missing, modified or disconnected systems must be made fully
operational before a vehicle can be certified.
POSITIVE CRANKCASE VENTILATION (PCV)
PCV controls the flow of crankcase fumes into the intake

manifold while preventing gases and flames from traveling in the
opposite direction. PCV is either an open or closed system. See Fig. 2
.
Ensure PCV system is installed as required. Verify valve,
required hoses, connections, flame arresters, etc., are present,
routed properly and in serviceable condition.
Fig. 2: Typical Open & Closed Type PCV System
THERMOSTATIC AIR CLEANER (TAC)
The TAC supplies warm air to air intake during cold engine
operation. This system is active during cold engine warm-up only.
Under all other operating conditions, air cleaner function is the same
as any non-thermostatic unit.
Ensure required exhaust shroud, hot air duct, vacuum hoses
and air cleaner components are present and installed properly. See
Fig. 3. Ensure any required thermostatic vacuum switches are in place
and vacuum hoses are installed and in serviceable condition. Also
EMISSION
ensure air cleaner lid is installed right side up. Check CONTROL VISUAL INSPECTION PROCEDURES
for oversized
air filter elements and for additional holes in the air cleaner
housing.
Fig. 3: Typical Thermostatic Air Cleaner System
FUEL EVAPORATIVE SYSTEM (EVAP)
The EVAP system allows for proper fuel system ventilation

while preventing fuel vapors from reaching the atmosphere. This means
that vapors must be caught and stored while the engine is off, which
is when most fuel evaporation occurs. When the engine is started,
these fuel vapors can be removed from storage and burned. In most
systems, storage is provided by an activated charcoal (or carbon)
canister. See Fig. 4. On a few early systems, charcoal canisters are
not used. Instead, fuel vapors are vented into the PCV system and
stored inside the crankcase.
The main components of a fuel evaporation system are a sealed
fuel tank, a liquid-vapor separator and vent lines to a vapor-storing
canister filled with activated charcoal. The filler cap is normally
not vented to the atmosphere, but is fitted with a valve to allow both
pressure and vacuum relief.
Although a few variations do exist between manufacturers,
basic operation is the same for all systems. Check for presence of
vapor storage canister or crankcase storage connections when required.
Ensure required hoses, solenoids, etc., are present and connected
properly. Check for proper type fuel tank cap. Check for any non-OEM
or auxiliary fuel tanks for compliance and the required number of
evaporation canisters.
EMISSION CONTROL VISUAL INSPECTION PROC

Fig. 4: Typical Fuel Evaporative System
CATALYTIC CONVERTERS
Oxidation Catalyst (OC)

This type of converter is the most common. It may use pellets
or monolith medium, depending upon application. See Fig. 5. Platinum
and palladium (or platinum alone) are used as catalyst in this type of
converter.
Visually check for presence of catalytic converter(s). Check
for external damage such as severe dents, removed or damaged heat
shields, etc. Also check for pellets or pieces of converter in the
tailpipe.
Fig. 5: Typical Oxidation Catalytic Converter (Pellet Type) Shown;

Typical Three-Way Catalytic Converter Is Similar
Three-Way Catalyst (TWC)

EMISSION CONTROL
This type of converterVISUAL
is nearlyINSPECTION PROCEDURES Article Text (p. 4)1998 Ford Econoline E250
identical to a conventional
converter with the exception of the catalyst. See Fig. 5. The TWC
converter uses rhodium, with or without platinum, as its catalyst.
Rhodium helps reduce NOx emissions, as well as HC and CO.
Visually check for presence of catalytic converter(s). Also
check for presence of any required air supply system for the oxidizing
section of the converter. Check for external damage such as severe
dents, removed or damaged heat shields, etc. Check for pellets or
pieces of converter in the tailpipe.
Three-Way Catalyst + Oxidation Catalyst (TWC + OC)

This system contains a TWC converter and an OC converter in a
common housing, separated by a small air space. See Fig. 6. The 2
catalysts are referred to as catalyst beds. Exhaust gases pass through
the TWC first. The TWC bed performs the same function as it would as a
separate device, reducing all 3 emissions. As exhaust gases leave the
bed, they pass through the air space and into the second (OC)
converter catalyst bed.
Visually check for presence of catalytic converter(s). Check
for external damage such as severe dents, removed or damaged heat
shields, etc. Check for pellets or pieces of converter in the
tailpipe.
Fig. 6: Typical Three-Way + Oxidation Catalytic Converter

FILL PIPE RESTRICTOR (FR)
A fuel tank fill pipe restrictor is used to prohibit the

introduction of leaded fuel into the fuel tank. Unleaded gasoline pump
dispensers have a smaller diameter nozzle to fit fuel tank of vehicle
requiring the use of unleaded fuel (vehicles equipped with catalytic
converter).
Visually inspect fill pipe restrictor(s) for tampering, i.e.,
restrictor is oversize or the flapper is non-functional. If vehicle is
equipped with an auxiliary fuel tank, ensure auxiliary fuel tank is
also equipped with a fill pipe restrictor.
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
Single Diaphragm EGR Valve

This type uses a single diaphragm connected to the valve by a
EMISSION CONTROL VISUAL INSPECTION PROCED
shaft. Diaphragm is spring-loaded to keep valve closed in the absence
of vacuum. As throttle valves open and engine speed increases, vacuum
is applied to the EGR vacuum diaphragm, opening the EGR valve. This
vacuum signal comes from a ported vacuum source. Variations in the
vacuum signal control the amount of exhaust gas that is recirculated.
See Fig. 7.
Verify EGR valve is present and not modified or purposely
damaged. Ensure thermal vacuum switches, pressure transducers, speed
switches, etc., (if applicable) are not by-passed or modified. Ensure
vacuum hose(s) to EGR valve is not plugged.
Fig. 7: Typical Single Diaphragm EGR Valve

Dual Diaphragm EGR Valve

This type uses 2 diaphragms with different effective areas
and 2 vacuum sources. Although similar to the single diaphragm type,
the second diaphragm is added below the upper diaphragm and is rigidly
attached to the valve seat. See Fig. 8. These diaphragms form a vacuum
chamber which is connected to manifold vacuum.
During highway cruising when manifold vacuum is high in the
center chamber, manifold vacuum tends to pull the valve closed.
However, the vacuum signal applied to the top side of the upper
diaphragm overcomes the downward spring force and the manifold vacuum
pull, due to the diaphragm's larger piston. This regulates the amount
of EGR.
When manifold vacuum is low during acceleration, the higher
vacuum signal opens the valve, permitting more EGR. When manifold
vacuum is high during highway cruising, the valve is only partially
opened, reducing the amount of EGR.
EMISSION CONTROL VISUAL INSPECTION PR

Fig. 8: Typical Dual Diaphragm EGR Valve
Positive Backpressure EGR (BP/EGR) Valve

This type uses both engine vacuum and exhaust backpressure to
control the amount of EGR. It provides more recirculation during heavy
engine loads than the single diaphragm EGR valve.
A small diaphragm-controlled valve inside EGR valve acts as a
pressure regulator. The control valve gets an exhaust backpressure
signal through the hollow valve shaft. This exhaust backpressure
exerts a force on bottom of control valve diaphragm. The diaphragm
plate contains 6 bleed holes to bleed air into the vacuum chamber when
backpressure valve is in open position. See Fig. 9.
EMISSION CONTROL VISUAL INSPECTION PROCEDURES Article Text (p. 7)1998 Ford Econoline E250
Fig. 9: Typical Positive Backpressure EGR Valve
Negative Backpressure EGR (BP/EGR) Valve

This type has the same function as the positive BP/EGR valve
except valve is designed to open with a negative exhaust backpressure.
The control valve spring in the transducer is placed on the bottom
side of the diaphragm. See Fig. 10.
When ported vacuum is applied to the main vacuum chamber,
partially opening the valve, the vacuum signal from the manifold side
(reduced by exhaust backpressure) is transmitted to the hollow stem of
the valve. See Fig. 10. This enables the signal to act on the
diaphragm, providing a specific flow. Thus, the EGR flow is a constant
percentage of engine airflow.
Fig. 10: Typical Negative Backpressure EGR Valve
Digital EGR Valve

The digital EGR valve operates independently of engine
manifold vacuum. This valve controls EGR flow through 3 orifices.
These 3 orifices are opened and closed by electric solenoids. The
solenoids are, in turn, controlled by the Electronic Control Module
(ECM). When a solenoid is energized, the armature with attached shaft
and swivel pintle is lifted, opening the orifice. See Fig. 11.
The ECM uses inputs from the Coolant Temperature Sensor
EMISSION CONTROL
(CTS), Throttle VISUAL
Position Sensor INSPECTION
(TPS) PROCEDURES
and Mass Airflow (MAF) sensorsArticle Text (p. 9)
to control the EGR orifices to make 7 different combinations for
precise EGR flow control. At idle, the EGR valve allows a very small
amount of exhaust gas to enter the intake manifold. This EGR valve
normally operates above idle speed during warm engine operation.
vacuum hose(s) to EGR valve is not plugged. Ensure electrical
connector to EGR valve is not disconnected.
Fig. 11: Typical Digital EGR Valve
Integrated Electronic EGR Valve

This type functions similar to a ported EGR valve with a
remote vacuum regulator. The internal solenoid is normally open, which
causes the vacuum signal to be vented off to the atmosphere when EGR
is not controlled by the Electronic Control Module (ECM). The solenoid
valve opens and closes the vacuum signal, controlling the amount of
vacuum applied to the diaphragm. See Fig. 12.
The electronic EGR valve contains a voltage regulator, which
converts ECM signal and regulates current to the solenoid. The ECM
controls EGR flow with a pulse width modulated signal based on
airflow, TPS and RPM. This system also contains a pintle position
sensor, which works similarly to a TPS sensor. As EGR flow is
increased, the sensor output increases.
electrical connector to EGR valve is not disconnected.
EMISSION CONTROL VISUAL INSPECTION PROCEDURES Article Te

Fig. 12: Cutaway View Of Typical Integrated Electronic EGR Valve
SPARK CONTROLS (SPK)
Spark control systems are designed to ensure the air/fuel

mixture is ignited at the best possible moment to provide optimum
efficiency and power and cleaner emissions.
Ensure vacuum hoses to the distributor, carburetor, spark
delay valves, thermal vacuum switches, etc., are in place and routed
properly. On Computerized Engine Controls (CEC), check for presence of
required sensors (O2, MAP, CTS, TPS, etc.). Ensure they have not been
tampered with or modified.
Check for visible modification or replacement of the feedback
carburetor, fuel injection unit or injector(s) with a non-feedback
carburetor or fuel injection system. Check for modified emission-
related components unacceptable for use on pollution-controlled
vehicles.
AIR INJECTION SYSTEM (AIS)
Air Pump Injection System (AP)

The air pump is a belt-driven vane type pump, mounted to
engine in combination with other accessories. The air pump itself
consists of the pump housing, an inner air cavity, a rotor and a vane
assembly. As the vanes turn in the housing, filtered air is drawn in
through the intake port and pushed out through the exhaust port. See
Fig. 13.
Check for missing or disconnected belt, check valve(s),
diverter valve(s), air distribution manifolds, etc. Check air
injection system for proper hose routing.
Fig. 13: Typical Air Pump Injection System

Pulsed Secondary Air Injection (PAIR) System

PAIR eliminates the need for an air pump and most of the
associated hardware. Most systems consists of air delivery pipe(s),
pulse valve(s) and check valve(s). The check valve prevents exhaust
gases from entering the air injection system. See Fig. 14.
Ensure required check valve(s), diverter valve(s), air
distribution manifolds, etc., are present. Check air injection system
for proper hose routing.
Fig. 14: Typical Pulsed Secondary Air Injection System

OXYGEN SENSOR (O2) EMISSION CONTROL VISUAL INSPECTION PROCED

The O2 sensor is mounted in the exhaust system where it
monitors oxygen content of exhaust gases. Some vehicles may use 2 O2
sensors. The O2 sensor produces a voltage signal which is proportional
to exhaust gas oxygen concentration (0-3%) compared to outside oxygen
(20-21%). This voltage signal is low (about .1 volt) when a lean
mixture is present and high (1.0 volt) when a rich mixture is present.
As ECM compensates for a lean or rich condition, this voltage
signal constantly fluctuates between high and low, crossing a
reference voltage supplied by the ECM on the O2 signal line. This is
referred to as cross counts. A problem in the O2 sensor circuit should
set a related trouble code.
COMPUTERIZED ENGINE CONTROLS (CEC)
The CEC system monitors and controls a variety of

engine/vehicle functions. The CEC system is primarily an emission
control system designed to maintain a 14.7:1 air/fuel ratio under most
operating conditions. When the ideal air/fuel ratio is maintained, the
catalytic converter can control oxides of nitrogen (NOx), hydrocarbon
(HC) and carbon monoxide (CO) emissions.
The CEC system consists of the following sub-systems:
Electronic Control Module (ECM), input devices (sensors and switches)
and output signals.
EARLY FUEL EVAPORATION (EFE)
The EFE valve is actuated by either a vacuum actuator or a

bimetal spring (heat-riser type). The EFE valve is closed when engine
is cold. The closed valve restricts exhaust gas flow from the exhaust
manifold. This forces part of the exhaust gas to flow up through a
passage below the carburetor. As the exhaust gas quickly warms the
intake mixture, distribution is improved. This results in better cold
engine driveability, shorter choke periods and lower emissions.
Ensure EFE valve in exhaust manifold is not frozen or rusted
in a fixed position. On vacuum-actuated EFE system, check EFE thermal
vacuum valve and check valve(s). Also check for proper vacuum hose
routing. See Fig. 15.
EMISSION CONTROL VISUAL INSPECTION PROCEDURES Article Text (p. 13)

Fig. 15: Typical Vacuum-Actuated EFE System
EMISSION MAINTENANCE REMINDER LIGHT (EMR) (IF EQUIPPED)
If equipped, the EMR light (some models may use a reminder

flag) reminds vehicle operator that an emission system maintenance is
required. This indicator is activated after a predetermined
time/mileage.
When performing a smog check inspection, ensure EMR indicator
is not activated. On models using an EMR light, light should glow when
ignition switch is turned to ON position and should turn off when
engine is running.
If an EMR
EMISSION flag is present
CONTROL or anINSPECTION
VISUAL EMR light staysPROCEDURES
on with Article Text (p. 14)1998 Ford Econoline E250
engine running, fail vehicle and service or replace applicable
emission-related components. To reset an EMR indicator, refer to
appropriate MAINTENANCE REMINDER LIGHTS in the MAINTENANCE section.
MALFUNCTION INDICATOR LIGHT (MIL)
The Malfunction Indicator Light (MIL) is used to alert

vehicle operator that the computerized engine control system has
detected a malfunction (when it stays on all the time with engine
running). On some models, the MIL may also be used to display trouble
codes.
As a bulb and system check, malfunction indicator light will
glow when ignition switch is turned to ON position and engine is not
running. When engine is started, light should go out.
END OF ARTICLE
EMISSION CONTROL VISUAL INSPECTION PROCEDURES

ENGINE OVERHAUL PROCEDURES - GENERAL INFORMATION
Article Text
For 1
ARTICLE BEGINNING
Engine Overhaul Procedures - General Information

ALL PISTON ENGINES
Examples used in this article are general in nature and do

not necessarily relate to a specific engine or system. Illustrations
and procedures have been chosen to guide mechanic through engine
overhaul process. Descriptions of processes of cleaning, inspection,
assembly and machine shop practice are included.
Always refer to appropriate engine overhaul article in the
ENGINES section for complete overhaul procedures and specifications
for the vehicle being repaired.
The engine may be identified from its Vehicle Identification

Number (VIN) stamped on a metal tab. Metal tab may be located in
different locations depending on manufacturer. Engine identification
number or serial number is located on cylinder block. Location varies
with manufacturer.
NOTE: Always refer to appropriate engine overhaul article in the

ENGINES section for complete overhaul procedures and
specifications for the vehicle being repaired.
GENERAL
Engine components must be inspected to meet manufacturer's

specifications and tolerances during overhaul. Proper dimensions and
tolerances must be met to obtain proper performance and maximum engine
life.
Micrometers, depth gauges and dial indicator are used for
checking tolerances during engine overhaul. Magnaflux, Magnaglo, dye-
check, ultrasonic and x-ray inspection procedures are used for parts
inspection.
MAGNETIC PARTICLE INSPECTION
Magnaflux & Magnaglo

Magnaflux is an inspection technique used to locate material
flaws and stress cracks. The part in question is subjected to a strong
magnetic field. The entire part, or a localized area, can be
magnetized. The part is coated with either a wet or dry material that
contains fine magnetic particles.
Cracks which are outlined by the particles cause an
interruption in the magnetic field. The dry powder method of Magnaflux
can be used in normal light. A crack will appear as an obvious bright
line.
Fluorescent liquid is used in conjunction with a blacklight
in a second Magnaflux system called Magnaglo. This type of inspection
demands a darkened room. The crack will appear as a glowing line in
this process. Both systems require complete demagnetizing upon
completion of the inspection. Magnetic particle inspection applies to
ferrous materials only.
PENETRANT INSPECTION
Zyglo
The Zyglo process coats the material with a fluorescent dye
penetrant. The part is often warmed to expand cracks that will be
penetrated by the dye. When the coated part is subjected to inspection
with a blacklight, a crack will glow brightly. Developing solution
is often used to enhance results. Parts made of any material, such as
aluminum cylinder heads or plastics, may be tested using this process.
Dye Check
Penetrating dye is sprayed on the previously cleaned
component. Dye is left on component for 5-45 minutes, depending upon
material density. Component is then wiped clean and sprayed with a
developing solution. Surface cracks will show up as a bright line.
ULTRASONIC INSPECTION
If an expensive part is suspected of internal cracking,

Ultrasonic testing is used. Sound waves are used for component
inspection.
X-RAY INSPECTION
This form of inspection is used on highly stressed

components. X-ray inspection maybe used to detect internal and
external flaws in any material.
PRESSURE TESTING
Cylinder heads can be tested for cracks using a pressure

tester. Pressure testing is performed by plugging all but one of the
holes in the head and injecting air or water into the open passage.
Leaks are indicated by the appearance of wet or damp areas when using
water. When air is used, it is necessary to spray the head surface
with a soap solution. Bubbles will indicate a leak. Cylinder head may
also be submerged in water heated to specified temperature to check
for cracks created during heat expansion.
CLEANING PROCEDURES
ENGINE OVERHAUL PROCEDURES - GENERAL INFORMATION Article Text (p

GENERAL
All components of an engine do not have the same cleaning

requirements. Physical methods include bead blasting and manual
removal. Chemical methods include solvent blast, solvent tank, hot
tank, cold tank and steam cleaning of components.
BEAD BLASTING
Manual removal of deposits may be required prior to bead

blasting, followed by some other cleaning method. Carbon, paint and
rust may be removed using bead blasting method. Components must be
free of oil and grease prior to bead blasting. Beads will stick to
grease or oil soaked areas causing area not to be cleaned.
Use air pressure to remove all trapped residual beads from
components after cleaning. After cleaning internal engine parts made
of aluminum, wash thoroughly with hot soapy water. Component must be
thoroughly cleaned as glass beads will enter engine oil resulting in
bearing damage.
CHEMICAL CLEANING
Solvent tank is used for cleaning oily residue from

components. Solvent blasting sprays solvent through a siphon gun using
compressed air.
The hot tank, using heated caustic solvents, is used for
cleaning ferrous materials only. DO NOT clean aluminum parts such as
cylinder heads, bearings or other soft metals using the hot tank.
After cleaning, flush parts with hot water.
A non-ferrous part will be ruined and caustic solution will
be diluted if placed in the hot tank. Always use eye protection and
gloves when using the hot tank.
Use of a cold tank is for cleaning of aluminum cylinder
heads, carburetors and other soft metals. A less caustic and unheated
solution is used. Parts may be lift in the tank for several hours
without damage. After cleaning, flush parts with hot water.
Steam cleaning, with boiling hot water sprayed at high
pressure, is recommended as the final cleaning process when using
either hot or cold tank cleaning.
COMPONENT CLEANING

ENGINES
ENGINE section for
OVERHAUL complete overhaul
PROCEDURES procedures INFORMATION
- GENERAL and Article Text (p. 3)1998 Ford Econoline E250
SHEET METAL PARTS
Examples of sheet metal parts are the rocker covers, front

and side covers, oil pan and bellhousing dust cover. Glass bead
blasting or hot tank may be used for cleaning.
Ensure all mating surfaces are flat. Deformed surfaces should
be straightened. Check all sheet metal parts for cracks and dents.
INTAKE & EXHAUST MANIFOLDS
Using solvent cleaning or bead blasting, clean manifolds for

inspection. If the intake manifold has an exhaust crossover, all
carbon deposits must be removed. Inspect manifolds for cracks, burned
or eroded areas, corrosion and damage to fasteners.
Exhaust heat and products of combustion cause threads of
fasteners to corrode. Replace studs and bolts as necessary. On "V"
type intake manifolds, the sheet metal oil shield must be removed for
proper cleaning and inspection. Ensure that all manifold parting
surfaces are flat and free of burrs.
CYLINDER HEAD REPLACEMENT

REMOVAL
Remove intake and exhaust manifolds and valve cover. Cylinder

head and camshaft carrier bolts (if equipped), should be removed only
when the engine is cold. On many aluminum cylinder heads, removal
while hot will cause cylinder head warpage. Mark rocker arm or
overhead cam components for location.
Remove rocker arm components or overhead cam components.
Components must be installed in original location. Individual design
rocker arms may utilize shafts, ball-type pedestal mounts or no rocker
arms. For all design types, wire components together and identify
according to the corresponding valve. Remove cylinder head bolts.
Note length and location. Some applications require cylinder head
bolts be removed in proper sequence to prevent cylinder head damage.
See Fig. 1. Remove cylinder head.
Fig. 1: Typical Cylinder Head Tightening or Loosening Sequence

This Graphic For General Information Only ENGINE OVERHAUL PROCEDURES - GENERAL INFO
INSTALLATION
Ensure all surfaces and head bolts are clean. Check that head
bolt holes of cylinder block are clean and dry to prevent block damage
when bolts are tightened. Clean threads with tap to ensure accurate
bolt torque.
Install head gasket on cylinder block. Some manufacturer's
may recommend sealant be applied to head gasket prior to installation.
Note that all holes are aligned. Some gasket applications may be
marked so certain area faces upward. Install cylinder head using care
not to damage head gasket. Ensure cylinder head is fully seated on
cylinder block.
Some applications require head bolts be coated with sealant
prior to installation. This is done if head bolts are exposed to water
passages. Some applications require head bolts be coated with light
coat of engine oil.
Install head bolts. Head bolts should be tightened in proper
steps and sequence to specification. See Fig. 1. Install remaining
components. Tighten all bolts to specification. Adjust valves if
required. See VALVE ADJUSTMENT in this article.
NOTE: Some manufacturers require that head bolts be retightened

after specified amount of operation. This must be done to
prevent head gasket failure.
VALVE ADJUSTMENT
Engine specifications will indicate valve train clearance and

temperature at which adjustment is to be made on most models. In most
cases, adjustment will be made with a cold engine. In some cases, both
a cold and a hot clearance will be given for maintenance convenience.
On some models, adjustment is not required. Rocker arms are
tightened to specification and valve lash is automatically set. On
some models with push rod actuated valve train, adjustment is made at
push rod end of rocker arm while other models do not require
adjustment.
Clearance will be checked between tip of rocker arm and tip
of valve stem in proper sequence using a feeler gauge. Adjustment is
made by rotating adjusting screw until proper clearance is obtained.
Lock nut is then tightened. Engine will be rotated to obtain all valve
adjustments to manufacturer's specifications.
Some models require hydraulic lifter to be bled down and
clearance measured. Different length push rods can be used to obtain
proper clearance. Clearance will be checked between tip of rocker arm
and tip of valve stem in proper sequence using a feeler gauge.
On overhead cam engines designed without rocker arms actuate
valves directly on a cam follower. A hardened, removable disc is
installed between the cam lobe and lifter. Clearance will be checked
between cam heel and adjusting disc in proper sequence using a feeler
gauge. Engine will be rotated to obtain all valve adjustments.
On overhead cam engines designed with rocker arms, adjustment
is made at push rod end of rocker arm. Ensure that the valve to be
adjusted is riding on the heel of the cam on all engines. Clearance
will be checked between tip of rocker arm and tip of valve stem in
proper sequence using a feeler gauge. Adjustment is made by rotating
adjusting screw until proper clearance is obtained. Lock nut is then
tightened. Engine will be rotated to obtain all valve adjustments to
CYLINDER HEAD OVERHAUL

DISASSEMBLY
Mark valves for location. Using valve spring compressor,

compress valve springs. Remove valve locks. Carefully release spring
compressor. Remove retainer or rotator, valve spring, spring seat and
valve. See Fig. 2.
Fig. 2: Exploded View of Intake & Exhaust Valve Assemblies - Typical

This Graphic For General Information Only
Clean cylinder head and valve components using approved

cleaning methods. Inspect cylinder head for cracks, damage or warped
gasket surface. Place straightedge across gasket surface. Determine
clearance at center of straightedge. Measure across both diagonals,
longitudinal centerline and across the head at several points. See
Fig. 3.
ENGINE OVERHAUL PROCEDURES - GENER

Fig. 3: Checking Cylinder Head for Warpage - Typical
On cast cylinder heads, if warpage exceeds .003" (.08 mm)

in a 6" span, or .006" (.15 mm) over total length, cylinder head must
be resurfaced. On most aluminum cylinder heads, if warpage exceeds .
002" (.05 mm) in any area, cylinder head must be resurfaced. Warpage
specification may vary with manufacturer.
Cylinder head thickness should be measured to determine
amount of material which can be removed before replacement is
required. Cylinder head thickness must not be less than manufacturer's
specifications.
If cylinder head required resurfacing, it may not align
properly with intake manifold. On "V" type engines, misalignment is
corrected by machining intake manifold surface that contacts cylinder
head. Cylinder head may be machined on surface that contacts intake
manifold.
Using oil stone, remove burrs or scratches from all sealing
surfaces.
VALVE SPRINGS
Inspect valve springs for corroded or pitted valve spring

surfaces which may lead to breakage. Polished spring ends caused by
a rotating spring, indicates that spring surge has occurred. Replace
springs showing evidence of these conditions.
Inspect valve springs for squareness using a 90 degree
straightedge. See Fig. 4. Replace valve spring if out-of-square
exceeds manufacturer's specification.
Fig. 4: Checking Valve Spring Squareness - Typical

ENGINE OVERHAUL PROCEDURES - GENERAL INFORMATION Article Text (p. 7)1998 Ford Econoline E250
Using vernier caliper, measure free length of all valve
springs. Replace springs if not within specification. Using valve
spring tester, test valve spring pressure at installed and compressed
heights. See Fig. 5.
Usually compressed height is installed height minus valve
lift. Replace valve spring if not within specification. It is
recommended to replace all valve springs when overhauling cylinder
head.
Fig. 5: Checking Valve Spring Pressure - Typical

VALVE GUIDE
Measuring Valve Guide Clearance

Check valve stem-to-guide clearance. Ensure valve stem
diameter is within specifications. Install valve in valve guide.
Install dial indicator assembly on cylinder head with tip resting
against valve stem just above valve guide. See Fig. 6.
Fig. 6: Measuring Valve Stem-to-Guide Clearance - Typical

Lower valve approximately 1/16" below valve seat. Push valve

stem against valve guide as far as possible. Adjust dial indicatorENGINE
to OVERHAUL PROCEDURES - GENERAL INF
zero. Push valve stem in opposite direction and note reading.
Clearance must be within specification.
If valve guide clearance exceeds specification, valves with
oversize stems may be used or valve guide must be replaced. On some
applications, a false guide is installed, then reamed to proper
specification. Valve guide reamer set is used to ream valve guide to
obtain proper clearance for new valve.
Reaming Valve Guide

Select proper reamer for valve stem. Reamer must be of
proper length to provide clean cut through entire length of valve
guide. Install reamer in valve guide and rotate to cut valve guide.
See Fig. 7.
Fig. 7: Reaming Valve Guides - Typical

Replacing Valve Guide

Replace valve guide if clearance exceeds specification. Valve
guides are either pressed, hammered or shrunk in place, depending upon
cylinder head design and type of metal used.
Remove valve guide from cylinder head by pressing or tapping
on a stepped drift. See Fig. 8. Once valve guide is installed,
distance from cylinder head to top of valve guide must be checked.
This distance must be within specification.
Aluminum heads are often heated before installing valve
guide. Guide is sometimes chilled in dry ice before installation.
Combination of a heated head and chilled guide insures a tight guide
fit upon assembly. The new guide must be reamed to specification.
Fig. 8: Typical Valve Guide Remover & Installer

This Graphic For General Information Only ENGINE OVERHAUL PROCEDURES - GENERAL I
VALVES & VALVE SEATS
Valve Grinding
Valve stem O.D. should be measured in several areas to
indicate amount of wear. Replace valve if not within specification.
Valve margin area should be measured to ensure that valve can be
grounded. See Fig. 9.
Fig. 9: Measuring Valve Head Margin - Typical

If valve margin is less than specification, this will burn

the valves. Valve must be replaced. Due to minimum margin dimensions
during manufacture, some new type valves cannot be reground.
Resurface valve on proper angle specification using valve
grinding machine. Follow manufacturer's instructions for valve
grinding machine. Specifications may indicate a different valve face
angle than seat angle.
Measure valve margin after grinding. Replace valve if not
within specification. Valve stem tip can be refinished using valve
grinding machine.
Valve Lapping
During valve lapping of recent designed valves, be sure to
follow manufacturers recommendations. Surface hardening and materials
used with some valves do not permit lapping. Lapping process will
remove excessive amounts of the hardened surface.
Valve lapping is done to ensure adequate sealing between
valve face and seat. Use either a hand drill or lapping stick with
suction cup attached.
Moisten and attach suction cup to valve. Lubricate valve stem
and guide. Apply a thin coat of fine valve grinding compound between
valve and seat. Rotate lapping tool between the palms or with hand
drill.
Lift valve upward off the seat and change position often.
This is done to prevent grooving of valve seat. Lap valve until a
smooth polished seat is obtained. Thoroughly clean grinding compound
from components. Valve to valve seat concentricity should be checked.
See VALVE SEAT CONCENTRICITY.
CAUTION: Valve guides must be in good condition and free of carbon

deposits prior to valve seat grinding. Some engines contain
an induction hardened valve seat. Excessive material removal
will damage valve seats.
Valve Seat Grinding

Select coarse stone of correct size and angle for seat to be
ground. Ensure stone is true and has a smooth surface. Select correct
size pilot for valve guide dimension. Install pilot in valve guide.
Lightly lubricate pilot shaft. Install stone on pilot. Move stone off
and on the seat approximately 2 times per second during grinding
operation.
Select a fine stone to finish grinding operation. Grinding
stones with 30 and 60 degree angles are used to center and narrow the
valve seat as required. See Fig. 10.
Fig. 10: Adjusting Valve Seat Width - Typical

Valve Seat Replacement

Replacement of valve seat inserts is done by cutting out
the old insert and machining an oversize insert bore. Replacement
oversize insert is usually chilled and the cylinder head is sometimes
warmed. Valve seat is pressed into the head. This operation requires
specialized machine shop equipment.
Valve Seat Concentricity

Using dial gauge, install gauge pilot in valve guide.
Position gauge arm on the valve seat. Adjust dial indicator to zero.
Rotate arm 360 degrees and note reading. Runout should not exceed
specification.
To check valve-to-valve seat concentricity, coat valve face
lightly with Prussian Blue dye. Install valve and rotate it on valve
seat. If pattern is even and entire seat is coated at valve contact
point, valve is concentric with the seat.
REASSEMBLY
Valve Stem Installed Height

Valve stem installed height must be checked when new valves
ENGINE OVERHAUL PROCEDURES - GENERAL IN
are installed or when valves or valve seats have been ground. Install
valve in valve guide. Measure distance from tip of valve stem to
spring seat. See Fig. 11. Distance must be within specifications.
Fig. 11: Measuring Valve Stem Installed Height - Typical

Remove valve and grind valve stem tip if height exceeds

specification. Valve tips are surface hardened. DO NOT remove more
than .010" (.25 mm) from tip. Chamfer sharp edge of reground valve
tip. Recheck valve stem installed height.
VALVE STEM OIL SEALS
Valve stem oil seals must be installed on valve stem. See

Fig. 2. Seals are needed due to pressure differential at the ends of
valve guides. Atmospheric pressure above intake guide, combined with
manifold vacuum below guide, causes oil to be drawn into the cylinder.
Exhaust guides also have pressure differential created by
exhaust gas flowing past the guide, creating a low pressure area. This
low pressure area draws oil into the exhaust system.
Replacement (On Vehicle)

Mark rocker arm or overhead cam components for location.
Remove rocker arm components or overhead cam components. Components
must be installed in original location. Remove spark plugs. Valve stem
oil seals may be replaced by holding valves against seats using air
pressure.
Air pressure must be installed in cylinder using an adapter
for spark plug hole. An adapter can be constructed by welding air hose
connection to spark plug body with porcelain removed.
Install adapter in spark plug hole. Apply a minimum of 140
psi (9.8 kg/cm ) to adapter. Air pressure should hold valve closed. If
air pressure does not hold valve closed, check for damaged or bent
valve. Cylinder head must be removed for service.
Using valve spring compressor, compress valve springs. Remove
valve locks. Carefully release spring compressor. Remove retainer or
rotator and valve spring. Remove valve stem oil seal.
If oversized valves have been installed, oversized oil seals
must be used. Coat valve stem with engine oil. Install protective
sleeve over end of valve stem. Install new oil seal over valve stem
and seat on valve guide. Remove protective sleeve. Install spring ENGINE OVERHAUL PROCEDURES - GENERAL
seat, valve spring and retainer or rotator. Compress spring and
install valve locks. Remove spring compressor. Ensure valve locks
are fully seated.
Install rocker arms or overhead cam components. Tighten all
bolts to specification. Adjust valves if required. Remove adapter.
Install spark plugs, valve cover and gasket.
VALVE SPRING INSTALLED HEIGHT
Valve spring installed height should be checked during

reassembly. Measure height from lower edge of valve spring to the
upper edge. DO NOT include valve spring seat or retainer. Distance
must be within specifications. If valves and/or seats have been
ground, a valve spring shim may be required to correct spring height.
See Fig. 12.
Fig. 12: Measuring Valve Spring Installed Height - Typical

ROCKER ARMS & ASSEMBLIES
Rocker Studs
Rocker studs are either threaded or pressed in place.
Threaded studs are removed by locking 2 nuts on the stud. Unscrew the
stud by turning the jam nut. Coat the stud threads with Loctite and
install. Tighten to specification.
Pressed in stud can be removed using a stud puller. Ream the
stud bore to proper specification and press in a new oversize stud.
Pressed in studs are often replaced by cutting threads in the stud
bore to accept a threaded stud.
Rocker Arms & Shafts

Mark rocker arms for location. Remove rocker arm retaining
bolts. Remove rocker arms. Inspect rocker arms, shafts, bushings and
pivot balls (if equipped) for excessive wear. Inspect rocker arms
for wear in valve stem contact area. Measure rocker arm bushing I.D.
Replace bushings if excessively worn.
The rocker arm valve stem contact point can be reground,
using special fixture for valve grinding machine. Remove minimum
amount of material as possible. Ensure all oil passages are clear.
Install rocker arms in original locations. Ensure rocker arm is ENGINE OVERHAUL PROCEDURES - GENERAL IN
properly seated in push rod. Tighten bolts to specification. Adjust
valves if required. See VALVE ADJUSTMENT in this article.
Pushrods
Remove rocker arms. Mark push rods for location. Remove push
rods. Push rods can be steel or aluminum, solid or hollow. Hollow
pushrods must be internally cleaned to ensure oil passage to the
rocker arms is cleaned. Check the pushrod for damage, such as loose
ends on steel tipped aluminum types.
Check push rod for straightness. Roll push rod on a flat
surface. Using feeler gauge, check clearance at center. Replace push
rod if bent. The push rod can also be supported at each end and
rotated. A dial indicator is used to detect bends in the push rod.
Lubricate ends of push rod and install push rod in original
location. Ensure push rod is properly seated in lifter. Install rocker
arm. Tighten bolts to specification. Adjust valves if required. See
VALVE ADJUSTMENT in this article.
LIFTERS
Hydraulic Lifters
Before replacing a hydraulic lifter for noisy operation,
ensure noise is not caused by worn rocker arms or valve tips.
Hydraulic lifter assemblies must be installed in original locations.
Remove the rocker arm assembly and push rod. Mark components for
location. Some applications require intake manifold, or lifter cover
removal. Remove lifter retainer plate (if used). To remove lifters,
use a hydraulic lifter remover or magnet. Different type lifters are
used. See Fig. 13.
Fig. 13: Typical Hydraulic Valve Lifter Assemblies - Typical

On sticking lifters, disassemble and clean lifter. DO NOT mix

lifter components or positions. Parts are select-fitted and are ENGINE
not OVERHAUL PROCEDURES - GENERAL INFOR
interchangeable. Inspect all components for wear. Note amount of wear
in lifter body-to-camshaft contact area. Surface must have smooth and
convex contact face. If wear is apparent, carefully inspect cam lobe.
Inspect push rod contact area and lifter body for scoring
or signs of wear. If body is scored, inspect lifter bore for damage
and lack of lubrication. On roller type lifters, inspect roller for
flaking, pitting, loss of needle bearings and roughness during
rotation.
Measure lifter body O.D. in several areas. Measure lifter
bore I.D. of cylinder block. Some models offer oversized lifters.
Replace lifter if damaged.
If lifter check valve is not operating, obstructions may be
preventing it from closing or valve spring may be broken. Clean or
replace components as necessary.
Check plunger operation. Plunger should drop to bottom of the
body by its own weight when assembled dry. If plunger is not free,
soak lifter in solvent to dissolve deposits.
Lifter leak-down test can be performed on lifter. Lifter
must be filled with special test oil. New lifters contain special test
oil. Using lifter leak-down tester, perform leak-down test following
manufacturer's instructions. If leak-down time is not within
specifications, replace lifter assembly.
Lifters should be soaked in clean engine oil several hours
prior to installation. Coat lifter base, roller (if equipped) and
lifter body with ample amount of Molykote or camshaft lubricant. See
Fig. 13. Install lifter in original location. Install remaining
components. Valve lash adjustment is not required on most hydraulic
lifters. Preload of hydraulic lifter is automatic. Some models may
require adjustment.
Mechanical Lifters
Lifter assemblies must be installed in original locations.
Remove rocker arm assembly and push rod. Mark components for location.
Some applications require intake manifold or lifter cover removal.
Remove lifter retainer plate (if used). To remove lifters, use lifter
remover or magnet.
Inspect push rod contact area and lifter body for scoring or
signs of wear. If body is scored, inspect lifter bore for damage and
lack of lubrication. Note amount of wear in lifter body-to-camshaft
contact area. Surface must have smooth and convex contact face. If
wear is apparent, carefully inspect cam lobe.
Coat lifter base, roller (if equipped) and lifter body with
ample amount of Molykote or camshaft lubricant. Install lifter in
original location. Install remaining components. Tighten bolts to
specification. Adjust valves. See VALVE ADJUSTMENT in this article.
PISTONS, CONNECTING RODS & BEARINGS

ENGINE OVERHAUL PROCEDURES - GENERAL INF
RIDGE REMOVAL
Ridge in cylinder wall must be removed prior to piston

removal. Failure to remove ridge prior to removing pistons will cause
piston damage in piston ring locations.
With the piston at bottom dead center, place a rag in the
bore to trap metal chips. Install ridge reamer in cylinder bore.
Adjust ridge reamer using manufacturer's instructions. Remove ridge
using ridge reamer. DO NOT remove an excessive amount of material.
Ensure ridge is completely removed.
PISTON & CONNECTING ROD REMOVAL
Note top of piston. Some pistons may contain a notch, arrow

or be marked "FRONT". Piston must be installed in proper direction to
prevent damage with valve operation.
Check that connecting rod and cap are numbered for cylinder
location and which side of cylinder block the number faces. Proper cap
and connecting rod must be installed together. Connecting rod cap must
be installed on connecting rod in proper direction to ensure bearing
lock procedure. Mark connecting rod and cap if necessary. Pistons must
be installed in original location.
Remove cap retaining nuts or bolts. Remove bearing cap.
Install stud protectors on connecting rod bolts. This protects
cylinder walls from scoring during removal. Ensure proper removal of
ridge. Push piston and connecting rod from cylinder. Connecting rod
boss can be tapped with a wooden dowel or hammer handle to aid in
removal.
PISTON & CONNECTING ROD
Disassembly
Using ring expander, remove piston rings. Remove piston pin
retaining rings (if equipped). On pressed type piston pins, special
fixtures and procedures according to manufacturer must be used to
remove piston pins. Follow manufacturer's recommendations to avoid
piston distortion or breakage.
Cleaning
Remove all carbon and varnish from piston. Pistons and
connecting rods may be cleaned in cold type chemical tank. Using ring
groove cleaner, clean all deposits from ring grooves. Ensure all
deposits are cleaned from ring grooves to prevent ring breakage or
sticking. DO NOT attempt to clean pistons using wire brush.
Inspection
Inspect pistons for nicks, scoring, cracks or damage in ring
areas. Connecting rod should be checked for cracks using Magnaflux
procedure. Piston diameter must be measured in manufacturers specified
area.
ENGINE OVERHAUL PROCEDURES - GENERAL INFO
Using telescopic gauge and micrometer, measure piston pin
bore of piston in 2 areas, 90 degrees apart. This is done to check
diameter and out-of-round.
Install proper bearing cap on connecting rod. Ensure bearing
cap is installed in proper location. Tighten bolts or nuts to
specification. Using inside micrometer, measure inside diameter in 2
areas, 90 degrees apart.
Connecting rod I.D. and out-of-round must be within
specification. Measure piston pin bore I.D. and piston pin O.D. All
components must be within specification. Subtract piston pin diameter
from piston pin bore in piston and connecting rod to determine proper
fit.
Connecting rod length must be measured from center of
crankshaft journal inside diameter to center of piston pin bushing
using proper caliper. Connecting rods must be the same length.
Connecting rods should be checked on an alignment fixture for bent or
twisted condition. Replace all components which are damaged or not
within specification.
PISTON & CYLINDER BORE FIT
Ensure cylinder is checked for taper, out-of-round and

properly honed prior to checking piston and cylinder bore fit. See
CYLINDER BLOCK in this article. Using dial bore gauge, measure
cylinder bore. Measure piston at right angle to piston pin in center
of piston skirt area. Subtract piston diameter from cylinder bore
diameter. The difference is piston-to-cylinder clearance. Clearance
must be within specification. Mark piston for proper cylinder
location.
ASSEMBLING PISTON & CONNECTING ROD
Install proper fitted piston on connecting rod for proper

cylinder. Ensure piston marking on top of piston marked is in
correspondence with connecting rod and cap number. See Fig. 14.
Fig. 14: Piston Pin Installation - Typical

Lubricate OVERHAUL
ENGINE piston pin and install in connecting- rod.
PROCEDURES Ensure INFORMATION Article Text (p. 17)1998 Ford Econoline E
GENERAL
piston pin retainers are fully seated (if equipped). On pressed type
piston pins, follow manufacturer's recommended procedure to avoid
distortion or breakage.
CHECKING PISTON RING CLEARANCES
Piston rings must be checked for side clearance and end gap.
To check end gap, install piston ring in cylinder which it is to be
installed. Using an inverted piston, push ring to bottom of cylinder
in smallest cylinder diameter.
Using feeler gauge, check ring end gap. See Fig. 15. Piston
ring end gap must be within specification. Ring breakage will occur
with insufficient ring end gap.
On some manufacturers, insufficient ring end gap may be
corrected by using a fine file while other manufacturers recommend
using another ring set. Mark rings for proper cylinder installation
after checking end gap.
Fig. 15: Checking Piston Ring End Gap - Typical

For checking side clearance, install rings on piston. Using

feeler gauge, measure clearance between piston ring and piston ring
land. Check side clearance in several areas around piston. Side
clearance must be within specification.
If side clearance is excessive, piston ring grooves can be
machined to accept oversized piston rings (if available). Normal
practice is to replace piston.
PISTON & CONNECTING ROD INSTALLATION
Cylinders must be honed prior to piston installation. See

CYLINDER HONING under CYLINDER BLOCK in this article.
Install upper connecting rod bearings. Lubricate upper
bearings with engine oil. Install lower bearings in rod caps. Ensure
bearing tabs are properly seated. Position piston ring gaps according
to manufacturers recommendations. See Fig. 16. Lubricate pistons,
rings and cylinder walls.
Fig. 16: Typical Piston Ring End Gap Positioning - Typical
Install ring compressor. Use care not to rotate piston rings.

Compress rings with ring compressor. Install plastic tubing protectors
over connecting rod bolts. Install piston and connecting rod assembly.
Ensure piston notch, arrow or "FRONT" mark is toward front of engine.
See Fig. 17.
Fig. 17: Installing Piston & Connecting Rod Assembly - Typical

Carefully tap piston into cylinder until rod bearing is

seated on crankshaft journal. Remove protectors. Install rod cap and
ENGINE OVERHAUL
bearing. Lightly PROCEDURES
tighten connecting rod bolts.-Repeat
GENERAL INFORMATION
procedure for Article Text (p. 19)1998 Ford Econoline E250
remaining cylinders. Check bearing clearance. See
MAIN & CONNECTING ROD BEARING CLEARANCE in this article.
Once clearance is checked, lubricate journals and bearings.
Install bearing caps. Ensure marks are aligned on connecting rod and
cap. Tighten rod nuts or bolts to specification. Ensure rod moves
freely on crankshaft. Check connecting rod side clearance. See
CONNECTING ROD SIDE CLEARANCE in this article.
CONNECTING ROD SIDE CLEARANCE
Position connecting rod toward one side of crankshaft as far

as possible. Using feeler gauge, measure clearance between side of
connecting rod and crankshaft. See Fig. 18. Clearance must be within
specifications.
Fig. 18: Measuring Connecting Rod Side Clearance - Typical

Check for improper bearing installation, wrong bearing cap

or insufficient bearing clearance if side clearance is insufficient.
Connecting rod may require machining to obtain proper clearance.
Excessive clearance usually indicates excessive wear at crankshaft.
Crankshaft must be repaired or replaced.
MAIN & CONNECTING ROD BEARING CLEARANCE
Plastigage Method
Plastigage method may be used to determine bearing clearance.
Plastigage can be used with an engine in service or during reassembly.
Plastigage material is oil soluble.
Ensure journals and bearings are free of oil or solvent.
Oil or solvent will dissolve material and false reading will be
obtained. Install small piece of Plastigage along full length of
bearing journal. Install bearing cap in original location. Tighten
bolts to specification.
CAUTION: DO NOT rotate crankshaft while Plastigage is installed.

Bearing clearance will not be obtained if crankshaft is
rotated.

Remove bearing cap. Compare Plastigage width with scale on
Plastigage container to determine bearing clearance. See Fig. 19.
Rotate crankshaft 90 degrees. Repeat procedure. this is done to check
journal eccentricity. This procedure can be used to check oil
clearance on both connecting rod and main bearings.
Fig. 19: Measuring Bearing Clearance - Typical

Micrometer & Telescopic Gauge Method

A micrometer is used to determine journal diameter, taper and
out-of-round dimensions of the crankshaft. See CLEANING & INSPECTION
under CRANKSHAFT & MAIN BEARINGS in this article.
With crankshaft removed, install bearings and caps in
original location on cylinder block. Tighten bolts to specification.
On connecting rods, install bearings and caps on connecting rods.
Install proper connecting rod cap on corresponding rod. Ensure bearing
cap is installed in original location. Tighten bolts to specification.
Using a telescopic gauge and micrometer or inside micrometer
measure inside diameter of connecting rod and main bearings bores.
Subtract each crankshaft journal diameter from the corresponding
inside bore diameter. This is the bearing clearance.
CRANKSHAFT & MAIN BEARINGS

REMOVAL
Ensure all main bearing caps are marked for location on

cylinder
ENGINE block. Some main
OVERHAUL bearing caps have
PROCEDURES an arrow stamped
- GENERAL on it
INFORMATION Article Text (p. 21)1998 Ford Econoline E250
which must face front of engine. Remove main bearing cap bolts. Remove
main bearing caps. Carefully remove crankshaft. Use care not to bind
crankshaft in cylinder block during removal.
Thoroughly clean crankshaft using solvent. Dry with

compressed air. Ensure all oil passages are clear and free of sludge,
rust, dirt, and metal chips.
Inspect crankshaft for scoring and nicks. Inspect crankshaft
for cracks using Magnaflux procedure. Inspect rear seal area for
grooving or damage. Inspect bolt hole threads for damage. If pilot
bearing or bushing is used, check pilot bearing or bushing fit in
crankshaft. Inspect crankshaft gear for damaged or cracked teeth.
Replace gear if damaged. Check that oil passage plugs are tight (if
equipped).
Using micrometer, measure all journals in 4 areas to
determine journal taper, out-of-round and undersize. See Fig. 20.
Some crankshafts can be reground to the next largest undersize,
depending on the amount of wear or damage. Crankshafts with rolled
fillet cannot be reground and must be replaced.
Fig. 20: Measuring Crankshaft Journal - Typical

Crankshaft journal runout should be checked. Install

crankshaft in "V" blocks or bench center. Position dial indicator
with tip resting on the main bearing journal area. See Fig. 21.
Rotate crankshaft and note reading. Journal runout must not exceed
specification. Repeat procedure on all main bearing journals.
Crankshaft must be replaced if runout exceeds specification.
Fig. 21: Measuring Crankshaft Main Bearing Journal Runout - Typical

ENGINE OVERHAUL PROCEDURES - GENE
INSTALLATION
Install upper main bearing in cylinder block. Ensure lock

tab is properly located in cylinder block. Install bearings in main
bearing caps. Ensure all oil passages are aligned. Install rear seal
(if removed).
Ensure crankshaft journals are clean. Lubricate upper main
bearings with clean engine oil. Carefully install crankshaft. Check
each main bearing clearance using Plastigage method. See
MAIN & CONNECTING ROD BEARING CLEARANCE in this article.
Once clearance is checked, lubricate lower main bearing and
journals. Install main bearing caps in original location. Install rear
seal in rear main bearing cap (if removed). Some rear main bearing
caps require sealant to be applied in corners to prevent oil leakage.
Install and tighten all bolts except thrust bearing cap to
specification. Tighten thrust bearing cap bolts finger tight only.
Thrust bearing must be aligned. On most applications, crankshaft
must be moved rearward then forward. Procedure may vary with
manufacturer. Thrust bearing cap is then tighten to specification.
Ensure crankshaft rotates freely. Crankshaft end play should be
checked. See CRANKSHAFT END PLAY in this article.
CRANKSHAFT END PLAY
Dial Indicator Method

Crankshaft end play can be checked using dial indicator.
Mount dial indicator on rear of cylinder block. Position dial
indicator tip against rear of crankshaft. Ensure tip is resting
against flat surface.
Pry crankshaft rearward. Adjust dial indicator to zero.
Pry crankshaft forward and note reading. Crankshaft end play must be
within specification. If end play is not within specification, check
for faulty thrust bearing installation or worn crankshaft. Some
applications offer oversized thrust bearings.
Feeler Gauge Method

Crankshaft end play can be checked using feeler gauge. Pry
crankshaft rearward. Pry crankshaft forward. Using feeler gauge,
measure clearance between crankshaft and thrust bearing surface. See
Fig. 22.
Fig. 22: Checking Crankshaft End Play - Typical

Crankshaft end play must be within specification. If end

ENGINE
play is not OVERHAUL PROCEDURES
within specification, - GENERAL
check for faulty INFORMATION Article Text (p. 23)1998 Ford Econoline E250
thrust bearing
installation or worn crankshaft. Some applications offer oversized
thrust bearings.
CYLINDER BLOCK

BLOCK CLEANING
Only cast cylinder blocks should be hot tank cleaned.

Aluminum cylinder blocks should be cleaned using cold tank method.
Cylinder block is cleaned in order to remove carbon deposits, gasket
residue and water jacket scale. Remove oil galley plugs, freeze plugs
and cam bearings prior to block cleaning.
BLOCK INSPECTION
Visually inspect the block. Check suspected areas for cracks

using the Dye Penetrant inspection method. Block may be checked for
cracks using the Magnaflux method.
Cracks are most commonly found at the bottom of the
cylinders, the main bearing saddles, near expansion plugs and between
the cylinders and water jackets. Inspect lifter bores for damage.
Inspect all head bolt holes for damaged threads. Threads should be
cleaned using tap to ensure proper head bolt torque. Consult machine
shop concerning possible welding and machining (if required).
CYLINDER BORE INSPECTION
Inspect the bore for scuffing or roughness. Cylinder bore

is dimensionally checked for out-of-round and taper using dial bore
gauge. For determining out-of-round, measure cylinder parallel and
perpendicular to the block centerline. Difference in the 2 readings
is the bore out-of-round. Cylinder bore must be checked at top, middle
and bottom of piston travel area.
Bore taper is obtained by measuring bore at the top and
bottom. If wear has exceeded allowable limits, block must be honed
or bored to next available oversize piston dimension.
CYLINDER HONING
Cylinder must be properly honed to allow new piston rings to

properly seat. Cross-hatching at correct angle and depth is critical
to lubrication of cylinder walls and pistons.
A flexible drive hone and power drill are commonly used.
Drive hone must be lubricated during operation. Mix equal parts of
kerosene and SAE 20w engine oil for lubrication.
Apply lubrication to cylinder wall. Operate cylinder hone
ENGINE OVERHAUL PROCEDURES - GENERAL INFOR
from top to bottom of cylinder using even strokes to produce 45 degree
cross-hatch pattern on the cylinder wall. DO NOT allow cylinder hone
to extend below cylinder during operation.
Recheck bore dimension after final honing. Wash cylinder
wall with hot soapy water to remove abrasive particles. Blow dry with
compressed air. Coat cleaned cylinder walls with lubricating oil.
DECK WARPAGE
Check deck for damage or warped head sealing surface. Place

a straightedge across gasket surface of the deck. Using feeler gauge,
measure clearance at center of straightedge. Measure across width and
length of cylinder block at several points.
If warpage exceeds specifications, deck must be resurfaced.
If warpage exceeds manufacturer's maximum tolerance for material
removal, replace block.
DECK HEIGHT
Distance from the crankshaft centerline to the block

deck is termed the deck height. Measure and record front and rear main
journals of crankshaft. To compute this distance, install crankshaft
and retain with center main bearing and cap only. Measure distance
from the crankshaft journal to the block deck, parallel to the
cylinder centerline.
Add one half of the main bearing journal diameter to distance
from crankshaft journal to block deck. This dimension should be
checked at front and rear of cylinder block. Both readings should be
the same.
If difference exceeds specifications, cylinder block must be
repaired or replaced. Deck height and warpage should be corrected at
the same time.
MAIN BEARING BORE & ALIGNMENT
For checking main bearing bore, remove all bearings from

cylinder block and main bearing caps. Install main bearing caps in
original location. Tighten bolts to specification. Using inside
micrometer, measure main bearing bore in 2 areas 90 degrees apart.
Determine bore size and out-of-round. If diameter is not within
specification, block must be align-bored.
For checking alignment, place a straightedge along centerline
of main bearing saddles. Check for clearance between straightedge and
main bearing saddles. Block must be align-bored if clearance is
present.
EXPANSION PLUG REMOVAL & INSTALLATION
Removal
Drill a hole in the center of expansion plug. Remove with
screwdriver or punch. Use care not to damage sealing surface.
Installation
Ensure sealing surface is free of burrs. Coat expansion plug
with sealer. Use a wooden dowel or pipe of slightly smaller diameter,
install expansion plug. Ensure expansion plug is evenly located.
OIL GALLERY PLUG REMOVAL & INSTALLATION
Removal
Remove threaded oil gallery plugs using the appropriate
wrench. Soft, press-in plugs are removed by drilling into plug and
installing a sheet metal screw. Remove plug with slide hammer or
pliers.
Installation
Ensure threads or sealing surface is clean. Coat threaded oil
gallery plugs with sealer and install. Replacement soft press-in plugs
are driven in place with a hammer and drift.
CAMSHAFT

Clean camshaft with solvent. Ensure all oil passages are

clear. Inspect cam lobes and bearing journals for pitting, flaking or
scoring. Using micrometer, measure bearing journal O.D.
Support camshaft at each end with "V" blocks. Position dial
indicator with tip resting on center bearing journal. Rotate camshaft
and note reading. If reading exceeds specification, replace camshaft.
Check cam lobe lift by measuring base circle of camshaft
using micrometer. Measure again at 90 degrees to tip of cam lobe. Cam
lift can be determined by subtracting base circle diameter from tip of
cam lobe measurement.
Different lift dimensions are given for intake and exhaust
cam lobes. Reading must be within specifications. Replace camshaft if
cam lobes or bearing journals are not within specifications.
Inspect camshaft gear for chipped, eroded or damaged teeth.
Replace gear if damaged. On camshafts using thrust plate, measure
distance between thrust plate and camshaft shoulder. Replace thrust
plate if not within specification.
CAMSHAFT BEARINGS

Remove the camshaft rear plug. The camshaft bearing remover
is assembled with its shoulder resting on the bearing to be removed
ENGINE
according OVERHAUL PROCEDURES
to manufacturer's - GENERAL
instructions. Tighten puller nutINFORMATION
until Article Text (p. 26)1998 Ford Econoline E250
bearing is removed. Remove remaining bearings, leaving front and rear
bearings until last. These bearings act as guide for camshaft bearing
remover.
To install new bearings, puller is rearranged to pull
bearings toward the center of block. Ensure all lubrication passages
of bearing are aligned with cylinder block. Coat new camshaft rear
plug with sealant. Install camshaft rear plug. Ensure plug is even
in cylinder block.
CAMSHAFT INSTALLATION
Lubricate bearing surfaces and cam lobes with ample amount of

Molykote or camshaft lubricant. Carefully install camshaft. Use care
not to damage bearing journals during installation. Install thrust
plate retaining bolts (if equipped). Tighten bolts to specification.
On overhead camshafts, install bearing caps in original location.
Tighten bolts to specification. Check end play.
CAMSHAFT END PLAY
Using dial indicator, check end play. Position dial indicator

on front of engine block. Position indicator tip against camshaft.
Push camshaft toward rear of engine and adjust indicator to zero.
Move camshaft forward and note reading. Camshaft end play
must be within specification. End play may be adjusted by relocating
gear, shimming thrust plate or replacing thrust plate depending on
manufacturer.
TIMING CHAINS & BELTS

TIMING CHAINS
Timing chains will stretch during operation. Limits are

placed upon amount of stretch before replacement is required. Timing
chain stretch will alter ignition timing and valve timing.
To check timing chain stretch, rotate crankshaft to eliminate
slack from one side of timing chain. Mark reference point on cylinder
block. Rotate crankshaft in opposite direction to eliminate slack from
remaining side of timing chain. Force other side of chain outward
and measure distance between reference point and timing chain. See
Fig. 23. Replace timing chain and gears if not within specification.
ENGINE OVERHAUL PROCEDURES - GENERAL INF

Fig. 23: Measuring Timing Chain Stretch - Typical
Timing chains must be installed so that timing marks on

camshaft gear and crankshaft gear are aligned according to
manufacturer. See Fig. 24.
Fig. 24: Timing Gear Mark Alignment - Typical

TIMING BELTS
Cogged tooth belts are commonly used on overhead cam

engines. Inspect belt teeth for rounded corners or cracking. Replace
belt if cracked, damaged, missing teeth or oil soaked.
ENGINE UsedOVERHAUL
timing belt must be installed in original
PROCEDURES directionINFORMATION
- GENERAL of Article Text (p. 28)1998 Ford Econoline E250
rotation. Inspect all sprocket teeth for wear. Replace all worn
sprockets. Sprockets are marked for timing purposes. Engine is
positioned so that crankshaft sprocket mark will be upward. Camshaft
sprocket is aligned with reference mark on cylinder head and timing
belt is installed. See Fig. 25.
Fig. 25: Timing Belt Sprocket Alignment - Typical

TENSION ADJUSTMENTS
If guide rails are used with spring loaded tensioners,

ensure at least half of original rail thickness remains. Spring
loaded tensioner should be inspected for damage.
Ensure all timing marks are aligned. Adjust belt tension
using manufacturer's recommendations. Belt tension may require
checking using tension gauge. See Fig. 26.
Fig. 26: Timing Belt Tension Adjustment - Typical

ENGINE OVERHAUL PROCEDURES - GENERAL
TIMING GEARS

TIMING GEAR BACKLASH & RUNOUT
On engines where camshaft gear operates directly on

crankshaft gear, gear backlash and runout must be checked. To check
backlash, install dial indicator with tip resting on tooth of camshaft
gear. Rotate camshaft gear as far as possible. Adjust indicator to
zero. Rotate camshaft gear in opposite direction as far as possible
and note reading.
To determine timing gear runout, mount dial indicator with
tip resting on face edge of camshaft gear. Adjust indicator to zero.
Rotate camshaft gear 360 degrees and note reading. If backlash or
runout exceed specifications, replace camshaft and/or crankshaft
gear.
REAR MAIN OIL SEAL

INSTALLATION
One-Piece Type Seal

For one-piece type oil seal installation, coat block contact
surface of seal with sealer if seal is not factory coated. Ensure seal
surface is free of burrs. Lubricate seal lip with engine oil and press
seal into place using proper oil seal installer. See Fig. 27.
Fig. 27: Installing Typical One-Piece Oil Seal

RopeOVERHAUL
ENGINE Type Seal PROCEDURES - GENERAL INFORMATION Article Text (p. 30)1998 Ford Econoline E250
For rope type rear main oil seal installation, press seal
lightly into its seat. Using seal installer, fully seat seal in
bearing cap or cylinder block.
Trim seal ends even with block parting surface. Some
applications require sealer to be applied on main bearing cap prior
to installation. See Fig. 28.
Fig. 28: Typical Rope Seal Installation

Split-Rubber Type Seal

Follow manufacturers procedures when installing split-rubber
type rear main oil seals. Installation procedures vary with engine
type. See appropriate ENGINE article in this section. See Fig. 29.
Fig. 29: Typical Split-Rubber Seal Installation

OIL PUMP

ROTOR-TYPE
Oil pump rotors must be marked for location prior to removal.

See Fig. 30. Remove outer rotor and measure thickness and diameter.
Measure inner rotor thickness. Inspect shaft for scoring or wear.
Inspect rotors for pitting or damage. Inspect cover for grooving or
wear. Replace components if worn or damaged.
Fig. 30: Typical Rotor Type Oil Pump

Measure outer rotor-to-body clearance. Replace pump assembly

if clearance exceeds specification. Measure clearance between rotors.
See Fig. 31. Replace shaft and both rotors if clearance exceeds
specifications.
Fig. 31: Measuring Rotor Clearance - Typical

Install rotors in pump body. Position straightedge across

pump body. Using feeler gauge, measure clearance between rotors and
straightedge. Pump cover wear is measured using a straightedge and
feeler gauge. Replace pump if clearance exceeds specification.
GEAR TYPE
Oil pump gears must be marked for location prior to removal.

See Fig. 32. Remove gears from pump body. Inspect gears for pitting
or damage. Inspect cover for grooving or wear.
ENGINE OVERHAUL PROCEDURES - GENERAL I

Fig. 32: Typical Gear Type Oil Pump
Measure gear diameter and length. Measure gear housing cavity

depth and diameter. See Fig. 33. Replace components if worn or
damaged.
Pump cover wear is measured using a straightedge and feeler
gauge. Pump is to be replaced if warpage or wear exceeds
specifications or mating surface of pump cover is scratched or
grooved.
Fig. 33: Measuring Oil Pump Gear Cavity - Typical

BREAK-IN-PROCEDURE

ENGINE PRE-OILING
Engine pre-oiling should be done prior to operation to

prevent engine damage. A lightly oiled pump will cavitate unless oil
pump cavities are filled with engine oil or petroleum jelly.
Engine pre-oiling can be done using pressure oiler (if
available). Connect pressure oiler to cylinder block oil passage
ENGINE
such as oilOVERHAUL PROCEDURES
pressure sending - GENERAL
unit. Operate pressure INFORMATION
oiler long enough Article Text (p. 33)1998 Ford Econoline E250
to ensure correct amount of oil has filled crankcase. Check oil level
while pre-oiling.
If pressure oiler is not available, disconnect ignition
system. Remove oil pressure sending unit and replace with oil pressure
test gauge. Using starter motor, rotate engine starter until gauge
shows normal oil pressure for several seconds. DO NOT crank engine
for more than 30 seconds to avoid starter motor damage.
Ensure oil pressure has reached the most distant point from
the oil pump. Reinstall oil pressure sending unit. Reconnect ignition
system.
INITIAL START-UP
Start the engine and operate engine at low speed while

checking for coolant, fuel and oil leaks. Stop engine. Recheck coolant
and oil level. Adjust if necessary.
CAMSHAFT
Break-in procedure is required when a new or reground

camshaft has been installed. Operate and maintain engine speed between
1500-2500 RPM for approximately 30 minutes. Procedure may vary due to
manufacturers recommendations.
PISTON RINGS
Piston rings require a break-in procedure to ensure seating

of rings to cylinder walls. Serious damage may occur to rings if
correct procedures are not followed.
Extremely high piston ring temperatures are produced obtained
during break-in process. If rings are exposed to excessively high RPM
or high cylinder pressures, ring damage can occur. Follow piston ring
manufacturer's recommended break-in procedure.
FINAL ADJUSTMENTS
Check or adjust ignition timing and dwell (if applicable).

Adjust valves (if necessary). Adjust carburetion or injection idle
speed and mixture. Retighten cylinder heads (if required). If
cylinder head or block is aluminum, retighten bolts when engine is
cold. Follow the engine manufacturer's recommended break-in procedure
and maintenance schedule for new engines.
NOTE: Some manufacturer's require that head bolts be retightened

after specified amount of operation. This must be done to
prevent head gasket failure.
END OF ARTICLE
ENGINE OVERHAUL PROCEDURES - GENERAL INFORMATION Article Text (p. 34)1998 Ford E
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Engine Performance and Maintenance - January 2002 Motorist
Assurance Program
OVERVIEW

their customers.
outlets.

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
January 2002

available.
documented.
* ENGINE SYSTEMS UNIFORM INSPECTION GU



future problem.

unsafe condition.

performance)
C - Part is missing

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDE
service to the system in question, if the repair creates or

soon, etc.)
informed experience

ENGINE ASSEMBLIES

OPERATION
CYLINDER HEAD ASSEMBLIES
NOTE: A Cylinder Head Assembly is a cylinder head fitted with

valves, associated springs, retainers, and on overhead
camshaft cylinder heads (OHC), camshaft, camshaft
bearings, lash adjusters, tappets and rockers.
CYLINDER HEAD ASSEMBLY INSPECTION
Adjustable valve lash is

out of specification ... B ................. Require repair.
Combustion efficiency is
reduced due to carbon
deposits in the
combustion chamber ... 2 ................. Suggest repair.
deposits on the
intake valve ......... 2 ................. Suggest repair.
Internal component failure
(any component) ........ A ........... (1) Require repair or
replacement of cylinder
head assembly.
(1) - It is Required that all other failure-related components * ENGINE SYSTEMS UNIFORM INSPECTION GUIDE
be inspected for cause and condition. Additional components
or assemblies may be Suggested for repair or replacement,
such as a water pump on a short block (reason code 4,
technician's recommendation based on substantial and
informed experience).
Example:
If there is a failed head gasket with an external coolant
leak, in addition to Requiring replacement of the head
gasket, inspection of the following for cause and condition
is Required: Block, Cooling System, Cylinder Head. It may
be Suggested that additional inspections be performed, such
as the other head gasket on a V-type engine.
LONG BLOCK ASSEMBLIES
NOTE: A Long Block Assembly is a short block assembly together

with a cylinder head assembly and all those components
fitted within the rocker or cam cover, and timing cover
(the whole presented as an assembly). A rebuilt or new
oil pump, or kit shall be supplied or fitted as
appropriate.
LONG BLOCK ASSEMBLY INSPECTION
deposits in the
Internal component failure
(any component) ........ A ........... (1) Require repair or
replacement of the long
block assembly.
(1) - It is Required that all other failure-related components

be inspected for cause and condition. Additional components
or assemblies may be Suggested for repair or replacement
such as a water pump on a short block (reason code 4,
technician's recommendation based on substantial and
informed experience).
Example:
gasket, inspection of the following for cause and
condition is Required: Block, Cooling System, Cylinder
Head. It may be Suggested that additional inspections be
performed, such as the other head gasket on a V-type
engine.
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
SHORT BLOCK ASSEMBLIES
NOTE: A Short Block Assembly is a cylinder block and all those

components contained within the limits of the block deck
or decks, the pan rail, the block rear face and the
timing cover (where fitted), including the crankshaft.
SHORT BLOCK ASSEMBLY INSPECTION
deposits in the
Internal component
failure (any
component) ............ A ........... (1) Require repair or
replacement of the short
block assembly.
(1) - It is Required that all other failure-related components

be inspected for cause and condition. Additional
components or assemblies may be Suggested for repair or
replacement, such as a water pump on a short block
(reason code 4, technician's recommendation based on
substantial and informed experience).
Example:
gasket, inspection of the following for cause and condition
is Required: Block, Cooling System, Cylinder Head. It may
be Suggested that additional inspections be performed,
such as the other head gasket on a V-type engine.
ENGINE COMPONENTS
ACCELERATOR PEDAL POSITION SENSORS
ACCELERATOR PEDAL POSITION SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
* ENGINE
threads damaged SYSTEMS
........ UNIFORM
A ... Require repair or INSPECTION
replacement GUIDELINES * Article Text (p. 6)
1998 Ford Econoline E
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

ACCESSORY BELTS
ACCESSORY BELT INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELIN
required.
required.
Tension out of
replacement.
Worn so it contacts
bottom of pulley ....... A ............ Require replacement.

ACCESSORY PULLEYS
ACCESSORY PULLEY INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
ACTUATORS
See SENSORS AND ACTUATORS.
AIR CONDITIONING CYCLING SWITCHES
AIR CONDITIONING CYCLING SWITCH INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 8)1998 Ford Econoline E250
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
specification ........... B .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
* ENGINE SYSTEMS UN
AIR CONDITIONING PRESSURE SENSORS
AIR CONDITIONING PRESSURE SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.

replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
*affecting
ENGINE performance
SYSTEMS..UNIFORM A .. Require repair or replacement.
INSPECTION GUIDELINES * Article Text (p. 10)1998 Ford Econoline E250
Terminal loose, not

OEM specification. Some components may be serviceable;
AIR DUCTS AND TUBES
AIR DUCT AND TUBE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
AIR FILTER ELEMENTS
AIR FILTER ELEMENT INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELI
Paper filter element
oil-soaked ............ A ........ (1) Require replacement.
Maintenance intervals ... 3 ... Suggest replacement to comply
with vehicle's OEM recommended
service intervals.
Melted .................. A ........... Required replacement.
Water-contaminated ...... A ........ (1) Require replacement.
AIR FILTER GASKETS
See AIR FILTER HOUSINGS AND GASKETS.
AIR FILTER HOUSINGS AND GASKETS
AIR FILTER HOUSING AND GASKET INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
AIR FUEL RATIO SENSORS
AIR FUEL RATIO SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
*threads
ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 12)1998 Ford Econoline E250
stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 13)1998 Ford Econ
AIR INJECTION CONTROL SOLENOIDS
AIR INJECTION CONTROL SOLENOID INSPECTION
Attaching hardware
hardware.
Attaching hardware
threads damaged ........ A .. Require repair or replacement
of hardware.
Attaching hardware
threads stripped
of hardware.
Connector broken ........ A . Require repair or replacement.
type) leaking .......... A . Require repair or replacement.
Connector melted ........ A .......... (1) Require repair or
replacement.
Connector missing ....... C ........... Require replacement.
Inoperative ............. B .......... (2) Require repair or
Resistance out of
specification .......... B . Require repair or replacement.
Terminal broken ......... A . Require repair or replacement.
performance ............ A .......... (1) Require repair or
replacement.
Terminal corroded,
performance ............ B . Require repair or replacement.
Terminal loose, not
Threads damaged ......... A . Require repair or replacement.
missing) ............... A ........... Require replacement.
exposed ................ B . Require repair or replacement.
Wire lead corroded ...... A . Require repair or replacement.
*Wire lead open
ENGINE SYSTEMS.......... AUNIFORM
. Require repair or replacement.
Wire lead shorted ....... A . Require repair or replacement.

AIR PLENUMS
AIR PLENUM INSPECTION
Integrated air or fuel

control components
replacement.
Internal air or fuel
components damaged,
of component.
components damaged, not
required.
components missing ..... C .......... Require replacement of
component.

OEM specification.
AIR PUMP BELTS
AIR PUMP BELT INSPECTION

required.
with vehicle OEM recommended * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
service intervals.
required.
Tension out of
replacement.
of pulley .............. A ............ Require replacement.

AIR PUMPS (ELECTRIC-DRIVEN)
AIR PUMP (ELECTRIC-DRIVEN) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Terminal corroded,
affecting performance .. 2 .. Suggest repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Terminal loose, not

AIR TUBES
See AIR DUCTS AND TUBES.
ASPIRATOR, CHECK AND DECEL VALVES
ASPIRATOR, CHECK AND DECEL VALVE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Melted, affecting
required.

BAFFLES
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDEL
See SHROUDS, BAFFLES AND DEFLECTORS.
BALLAST PRIMARY SUPPLY RESISTOR WIRES
See BALLAST RESISTORS AND PRIMARY SUPPLY RESISTOR WIRES.
BALLAST RESISTORS AND PRIMARY SUPPLY RESISTOR WIRES
BALLAST RESISTOR AND PRIMARY SUPPLY RESISTOR WIRE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Conductor exposed ....... A ............ Require replacement.
replacement.
Insulation overheated ... A ............ Require replacement.
replacement.
Terminal corroded,
Terminal loose, not

BAROMETRIC PRESSURE SENSORS
*BAROMETRIC
ENGINE SYSTEMS UNIFORM
PRESSURE SENSORINSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Connector broken ........ A ... Require repair or replacement.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not
Wire lead shorted ....... A .. Require repair or replacement.* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
replacement.
BATTERIES
Proper operation of any electrical system or component can be

affected by battery condition. The battery(ies) must meet or exceed
minimum specification for vehicle as equipped and test to that
specific battery's CCA.
Definition of Terms
* Battery Performance Testing

Testing that determines whether or not a battery meets both
vehicle OEM and battery manufacturer's specifications.
* Cold Cranking Amp (CCA) Rating

The number of amperes a new, fully charged battery at
0 F (-17.8 C) can deliver for 30 seconds and maintain at
12-volt battery).
* Cranking Amps (CA)

The number of amperes a new, fully charged battery, typically
at 32 F (0 C) can deliver for 30 seconds and maintain at
12-volt battery).
* OEM Cranking Amps

The minimum CCA required by the original vehicle manufacturer
for a specific vehicle.
BATTERY INSPECTION
Battery frozen .......... .. ......... (1) Further inspection

required.
Case leaking ............ A ............ Require replacement.
Casing swollen .......... A .......... (2) Further inspection
required.
Circuit open internally . A ............ Require replacement.
Electrolyte
contamination .......... A .......... (2) Further inspection * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELIN
required.
Electrolyte
discoloration .......... A .......... (2) Further inspection
required.
Fails to accept and
hold charge ............ A ........ (3) Require replacement.
Fluid level low ......... B .......... (4) Further inspection
required.
Out of performance
specification
for battery ............ B ........ (5) Require replacement.
Out of specification for
application ............ B ........ (5) Require replacement.
replacement.
not affecting
replacement.
Post (top or side)
corroded, affecting
Post (top or side)
corroded, not affecting
Post (top or side)
loose .................. A ............ Require replacement.
Post (top or side)
melted, affecting
replacement.
Post (top or side)
melted, not affecting
replacement.
Specific gravity low .... B .......... (7) Further inspection
required.
State of charge low ..... A .......... (7) Further inspection
required.
Top dirty ............... 2 ....... Suggest cleaning battery.
Top wet ................. A ... (8) Require cleaning battery.
Vent cap loose .......... A ... Require repair or replacement
of vent cap.
Vent cap missing ........ C ..... Require replacement of vent
cap.
(1) - DO NOT attempt to charge a frozen battery. Allow

battery to warm thoroughly and then performance-test.
If battery fails performance test, require replacement.
(2) - No service suggested or required unless the battery
fails performance test, in which case, require
replacement.
(3) - This phrase refers to a battery that fails to either
accept and/or retain a charge using appropriate times
listed in the Battery Charging Guide of the BCI Service
Manual, battery charger operating manual, or battery
(4) - Determine cause of low fluid level. Refill to proper
level(s) with water (distilled water preferred).
Recharge battery and performance-test.
(5) - The battery may meet battery manufacturer's
specifications but test below the minimum
specification defined by the vehicle's OEM for
that vehicle.
(7) - Recharge and test to manufacturer's specifications.
If battery fails performance test, require replacement.
(8) - Check fluid level and adjust to manufacturer's
specification. Suggest checking charging system
for proper operation.
BATTERY CABLES, WIRES AND CONNECTORS
BATTERY CABLE, WIRE AND CONNECTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
conductors exposed ..... A ........... (2) Require repair or
replacement.
Insulation damaged,
Protective shield
replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Protective shield
replacement.
Terminal corroded,
Terminal loose, not
Voltage drop out of

(2) - Exposed conductor at replacement (aftermarket) terminal
end does not require repair or replacement.
BATTERY CONNECTORS
BATTERY TRAYS AND HOLD DOWN HARDWARE
BATTERY TRAY AND HOLD DOWN HARDWARE INSPECTION
Battery improperly
secured ................ 2 ................. Suggest repair.
Bent, affecting
Bent, not affecting
required.
Broken, affecting
required. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
Corroded, affecting
Cracked, affecting
Water drain clogged ..... A ................. Require repair.
BATTERY WIRES
BELT-DRIVEN AIR PUMPS
BELT-DRIVEN AIR PUMP INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Pulley alignment
Pulley bent ............. A ............ Require replacement.
Pulley cracked .......... A ............ Require replacement.
Pulley loose ............ A .. Require repair or replacement.
Pulley missing .......... C ............ Require replacement.

OEM specification.
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article T

BELT IDLER ASSEMBLIES (ACCESSORY AND CAM BELTS)
BELT IDLER ASSEMBLY (ACCESSORY AND CAM BELT) INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
BELT TENSIONERS (ACCESSORY AND CAM BELTS)
BELT TENSIONER (ACCESSORY AND CAM BELT) INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
BOOST CONTROL MECHANISMS
* ENGINE SYSTEMS
See WASTE UNIFORM
GATES INSPECTION
AND BOOST GUIDELINES * Article Text (p. 25)1998 Ford Econoline E250
CONTROL MECHANISMS.
CAMSHAFT POSITION SENSORS
CAMSHAFT POSITION SENSOR INSPECTION
Attaching hardware
hardware.
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

replacement of part. * ENGINE SYSTEMS UNIFORM INSPECTION GU
CARBURETORS AND CHOKES
NOTE: Proper operation of a carburetor includes the ability to

control air/fuel mixtures during all phases or driving
operation to comply with all federal and local emissions
standards. Adjustments are to be considered repairs.
CARBURETOR AND CHOKE INSPECTION
Air/fuel control
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Components binding ...... A .. Require repair or replacement.
Components damaged,
affecting operation or
Components missing ...... C .......... Require replacement of
components.
Controlling linkages
binding ................ A ... Require repair or replacement
of linkage.
Mechanical operation
Operating incorrectly ... B .. Require repair or replacement.
(1) - Some components may be serviceable; check for accepted

cleaning procedure. Determine source of contamination,
such as engine coolant, fuel, metal particles, or water.
Require repair or replacement.
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 27)1998 For
CASTING CORE PLUGS AND EXPANSION PLUGS
CASTING CORE PLUG AND EXPANSION PLUG INSPECTION

Material type
incorrect .............. 2 ............ Suggest replacement.
CHARGE AIR COOLERS "INTERCOOLERS" (CAC)
CHARGE AIR COOLER "INTERCOOLER" (CAC) INSPECTION
Air-to-air intercooler
leaking, affecting boost
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Leaking coolant ......... A .. Require repair or replacement.
CHECK VALVES
See ASPIRATOR, CHECK AND DECEL VALVES.
CHOKES
See CARBURETORS AND CHOKES.
CLUTCH PEDAL POSITION SWITCHES
CLUTCH PEDAL POSITION SWITCH INSPECTION
Attaching hardware * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 2
hardware.
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

specification. Some components may be serviceable;
COLD START INJECTORS
* ENGINE
See FUEL AND SYSTEMS
COLD START UNIFORM INSPECTION GUIDELINES * Article Text (p. 29)1998 Ford Ec
INJECTORS.
CONNECTORS
COOLANT
COOLANT INSPECTION
Acidity (pH) incorrect .. 1 ........... Suggest correction or

replacement.
Contaminated ............ B ...... (1) Require replacement or
recycling. Further inspection
required.
Level low ............... B ... (2) Require filling to proper
level.
Maintenance intervals ... 3 ........ (3) Suggest replacement.
Mixture incorrect ....... B ........... Require correction or
replacement.
Type incorrect .......... B ............ Require replacement.
(1) - Determine source of contamination and require

correction prior to coolant replacement.
(2) - Determine source of incorrect level and suggest repair.
(3) - The system should be drained and/or flushed and
refilled with correct coolant according to OEM
recommended service interval and procedures.
COOLANT RECOVERY TANKS
COOLANT RECOVERY TANK INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Missing (if original
equipment) ............. C ........... Require replacement.
COOLING FAN MOTOR MODULES * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *

See COOLING FAN MOTOR RELAYS AND MODULES.
COOLING FAN MOTOR RELAYS AND MODULES
COOLING FAN MOTOR RELAY AND MODULE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Housing cracked ......... 2 .. Suggest repair or replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

to perform all functions, or out of OEM*specification.
ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Tex
COOLING FAN MOTOR RESISTORS
COOLING FAN MOTOR RESISTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Open .................... A ............ Require replacement.
Resistance out of
Shorted ................. A ............ Require replacement.
replacement.
affecting performance ... 2 . Suggest repair or replacement.
Terminal corroded,
affecting performance ... A . Require repair or replacement.
performance ............. B . Require repair or replacement.
Terminal loose, not

COOLING FAN MOTOR SENSORS AND SWITCHES
COOLING FAN MOTOR SENSOR AND SWITCH INSPECTION

Attaching hardware
hardware.
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

coolant, fuel, metal particles, or water. Require * ENGINE SYSTEMS UN
COOLING FAN MOTOR SWITCHES
See COOLING FAN MOTOR SENSORS AND SWITCHES.
COOLING FAN MOTORS
COOLING FAN MOTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Hydraulic fan motor
leaking ................ A . Require repair or replacement.
Inoperative ............. A ....... (2) Require replacement.
Noisy ................... 2 ........... Suggest replacement.
application ............ B . Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
Vibration ............... 1 ........... Suggest replacement.
Wire lead open .......... A . Require repair or replacement.

CRANKSHAFT POSITION SENSORS
CRANKSHAFT POSITION SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
Inoperative ............. B .. Require repair or replacement.
Resistance out of
replacement.
Terminal corroded,
affecting performance .. 2 .. Suggest repair or replacement.* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELI
Terminal loose, not

DECEL VALVES
See ASPIRATOR, CHECK AND DECEL VALVES.
DEFLECTORS
See SHROUDS, BAFFLES AND DEFLECTORS.
DIP STICKS AND TUBES
DIP STICK AND TUBE INSPECTION

Bent .................... 2 .. Suggest repair or replacement.
Broken, affecting
performance (for example,
fuel mixture) .......... A .. Require repair or replacement.
Leaking, affecting
performance (for example,
fuel mixture) .......... A .. Require repair or replacement.
Leaking, not affecting
Missing C Require replacement.

DIP STICK TUBES
See DIP STICKS AND TUBES.
DISTRIBUTOR ADVANCES AND RETARDERS (MECHANICAL AND VACUUM)
DISTRIBUTOR ADVANCE AND RETARDER (MECHANICAL AND VACUUM) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Out of specification .... B .. Require repair or replacement.
DISTRIBUTOR BOOTS AND SHIELDS
DISTRIBUTOR BOOT AND SHIELD INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Deteriorated ............ A ............ Require replacement.
Missing ................. A ............ Require replacement.
DISTRIBUTOR CAPS
*DISTRIBUTOR
CAP INSPECTION

Arcing .................. A ............ Require replacement.
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Burned .................. A ............ Require replacement.
Carbon button missing ... A ............ Require replacement.
Carbon button worn,
Carbon button worn, not
affecting performance .. 1 ............ Suggest replacement.
Carbon-tracked .......... A ............ Require replacement.
replacement.
Terminal corroded,
Terminal eroded, affecting
Terminal eroded, not
required.
Terminal loose, not

DISTRIBUTOR RETARDERS (MECHANICAL AND VACUUM)
See
DISTRIBUTOR ADVANCES AND RETARDERS (MECHANICAL AND VACUUM).
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 3
DISTRIBUTOR ROTORS
DISTRIBUTOR ROTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Contact burned .......... A ............ Require replacement.
Corroded ................ 1 ............ Suggest replacement.
Eroded .................. 1 ............ Suggest replacement.
Out of specification .... B ............ Require replacement.
DISTRIBUTOR SHIELDS
See DISTRIBUTOR BOOTS AND SHIELDS.
DISTRIBUTORS
DISTRIBUTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bushings worn, affecting
Bushings worn, not
Cam lobes worn, affecting
Cam lobes worn, not
*Gear
ENGINE
brokenSYSTEMS
............. A UNIFORM INSPECTION
.. Require repair GUIDELINES * Article Text (p. 39)1998 Ford Econoline E250
or replacement.
Gear worn, affecting
Gear worn, not affecting
required.
Integrated pickup
triggering device
Integrated pickup
triggering device
magnetism incorrect .... A .. Require repair or replacement.
Leaking oil internally .. A .. Require repair or replacement.
Pickup triggering device
(reluctor) broken ...... A .. Require repair or replacement.
(reluctor) loose ....... A .. Require repair or replacement.
(reluctor) weak ........ A .. Require repair or replacement.
Reluctor (pickup
triggering device)
Reluctor (pickup
triggering device)
Reluctor (pickup
triggering device)
weak ................... A .. Require repair or replacement.
Shaft bent .............. A ............ Require replacement.
Thrust washer broken .... A .. Require repair or replacement.
Thrust washer missing ... C .. Require repair or replacement.
Thrust washer worn,
Thrust washer worn, not
EARLY FUEL EVAPORATION VALVES (HEAT RISER ASSEMBLIES)
EARLY FUEL EVAPORATION VALVE (HEAT RISER ASSEMBLY) INSPECTION
Broken .................. A . Require replacement of affected

parts.
Diaphragm inoperative ... A .......... (1) Further inspection
required.
Seized .................. A . Require replacement of affected
parts.
Spring broken ........... B .......... Require replacement of * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
spring(s).
Spring inoperative ...... A ...... (2) Require replacement of
spring(s).

OEM specification. If the inoperative diaphragm is
separate from the heat riser, then require replacement
of the inoperative diaphragm. If the inoperative
diaphragm is part of the heat riser, then replace the
heat riser.
specification.
EGR COOLERS
See EGR PLATES AND COOLERS.
EGR EXHAUST MANIFOLD PASSAGES
See EGR INTAKE AND EXHAUST MANIFOLD PASSAGES.
EGR INTAKE AND EXHAUST MANIFOLD PASSAGES
EGR INTAKE AND EXHAUST MANIFOLD PASSAGE INSPECTION

EGR PLATES AND COOLERS
EGR PLATE AND COOLER INSPECTION

ELECTRONIC SPARK CONTROL MODULES
ELECTRONIC SPARK CONTROL MODULE INSPECTION
Application incorrect ... B ............ Require replacement.* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

replacement of source.
(3) - Includes inoperative, intermittent operation, failure to
perform all functions, or out of OEM specification. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
ELECTRONIC TRANSMISSION CONTROL DEVICES
ELECTRONIC TRANSMISSION CONTROL DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not
Wire lead conductors * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *

replacement.
to perform all functions, or out of OEM specification.
ELECTRONIC TRANSMISSION FEEDBACK DEVICES
ELECTRONIC TRANSMISSION FEEDBACK DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal burned, not * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 44)1998 Ford E
Terminal corroded,
Terminal loose, not

replacement.
ENGINE COOLANT TEMPERATURE SENSORS
ENGINE COOLANT TEMPERATURE SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
* ENGINE replacement.
SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 45)1998 Ford E
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

ENGINE COOLING SYSTEMS
NOTE: Overheating, poor engine performance, and insufficient

cabin heat can be affected by, but are not limited to,
all of the components in the engine cooling system.
ENGINE COVERS (OIL PAN, VALVE COVER, TIMING COVER)
ENGINE COVER (OIL PAN, VALVE COVER, TIMING COVER) INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
Attaching hardware
Attaching hardware
Attaching hardware
Baffle loose ............ 2 .. Suggest repair or replacement.
Baffle missing .......... C ............ Require replacement.
Bent, affecting
Bent, not affecting
required.
Cracked (not leaking) ... 2 .. Suggest repair or replacement.
Leaking internally,
causing fluid
contamination .......... A .. Require repair or replacement.
Restricted passage ...... A .. Require repair or replacement.
ENGINE OIL
ENGINE OIL INSPECTION
Contaminated ............ A .. (1) Require replacement of oil

and filter.
Level high .............. B ... Determine source of incorrect
level and require repair.
Level low ............... B ... Determine source of incorrect
level and require repair.
service intervals.

fuel, metal particles, or water when changing oil. Require
ENGINE OIL CANISTERS
See ENGINE OIL FILTERS AND CANISTERS.
ENGINE OIL COOLERS (EXTERNAL)

* ENGINE SYSTEMS UN
ENGINE OIL COOLER (EXTERNAL) INSPECTION
Air flow restriction .... A .. Require repair or replacement.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bypassed ................ A .. Require repair or replacement.
Fins damaged, not
Fluid flow restrictions . A .. Require repair or replacement.
Missing ................. A ............ Require replacement.
ENGINE OIL DRAIN PLUGS AND GASKETS
ENGINE OIL DRAIN PLUG AND GASKET INSPECTION

Threads damaged ......... A ........... (1) Require repair or
replacement.
(1) - Some OEMs require replacement of drain plug gasket when

removing drain plug. Inspect threads in oil pan for damage.
ENGINE OIL FILTERS AND CANISTERS
ENGINE OIL FILTER AND CANISTER INSPECTION

Bulged .................. A ........ (1) Require replacement.
Canister attaching
hardware broken ........ A ... Require repair or replacement
of hardware.
Canister attaching
hardware loose ......... A ................. Require repair.
Canister attaching
hardware missing ....... C ............ Require replacement.
Canister attaching
hardware not
of hardware.
Center tube collapsed ... A ........ (2) Require replacement.
Contaminated ............ A ...... (3) Require replacement of
oil and filter.
Dented .................. 2 ........ (4) Suggest replacement.
service intervals.
(1) - Inspect pressure relief valve.

(2) - Inspect bypass.
(3) - Determine cause of contamination, such as engine coolant,
fuel, metal particles, or water when changing oil. Require
(4) - Determine cause, such as broken motor mount.
ENGINE OIL GASKETS
See ENGINE OIL DRAIN PLUGS AND GASKETS.
ENGINE OIL PRESSURE GAUGES (MECHANICAL)
ENGINE OIL PRESSURE GAUGE (MECHANICAL) INSPECTION
Indicates out of range .. B .......... (1) Further inspection

required.
Inoperative ............. A .......... (2) Further inspection
required.
Reads inaccurately ...... 2 .. Suggest repair or replacement.
(1) - Gauge may indicate problem with contaminated oil, level,

pressure, or temperature, or problem with gauge.
*(2)ENGINE
- Gauge SYSTEMS
may indicate UNIFORM
problem withINSPECTION GUIDELINES
contaminated oil, level, * Article Text (p. 49)1998 Ford Econoline E250
pressure, or temperature, or problem with gauge.
Inoperative includes intermittent operation, out of OEM
specification, or out of range. Further inspection
required to determine cause.
EVAPORATIVE EMISSION (EVAP) CANISTER FILTERS
EVAPORATIVE EMISSION (EVAP) CANISTER FILTER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Maintenance interval .... 3 ... Suggest replacement to comply
with OEM recommended service
interval.
Water-contaminated ...... A ............ Require replacement.
EVAPORATIVE EMISSION (EVAP) CANISTER PURGE DEVICES
EVAPORATIVE EMISSION (EVAP) CANISTER PURGE DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Connector melted ........ A ........... (1) Require repair or * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELI
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
EVAPORATIVE EMISSION (EVAP) CANISTERS
EVAPORATIVE EMISSION (EVAP) CANISTER INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
replacement.
Saturated ............... A ............ Require replacement.

OEM specification.
EVAPORATIVE EMISSION (EVAP) FEEDBACK DEVICES
EVAPORATIVE EMISSION (EVAP) FEEDBACK DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
*Terminal
ENGINE corroded,
SYSTEMS not UNIFORM INSPECTION GUIDELINES * Article Text (p. 52)1998 Ford Econoline E250
Terminal loose, not

replacement.
EXHAUST GAS RECIRCULATION DEVICES
EXHAUST GAS RECIRCULATION DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Leaking ................. A *..ENGINE SYSTEMS
Require repair UNIFORM INSPECTION GUIDELINES * Article Text (p. 53)1998 Ford
or replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
EXHAUST GAS RECIRCULATION FEEDBACK DEVICES
EXHAUST GAS RECIRCULATION FEEDBACK DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
(3) - Inoperative includes intermittent operation or out of SYSTEMS UNIFORM INSPECTION GUIDELINES * Article T
* ENGINE
EXPANSION PLUGS
See CASTING CORE PLUGS AND EXPANSION PLUGS.
FAN CONTROL SENSORS
FAN CONTROL SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, affecting * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Terminal loose, not

FUEL
FUEL INSPECTION
Contaminated ............ B ........... (1) Require repair or

replacement.
Fuel incorrect .......... B ......... (2) Require flushing of
system.
(1) - Determine of source of contamination. Require repair or

replacement.
(2) - If a fuel other than specification fuel is present in the
system, the required service is to flush and fill with the
correct fuel.
FUEL ACCUMULATORS AND DAMPERS
FUEL ACCUMULATOR AND DAMPER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 57)
hardware.
of hardware.
Connections leaking ..... A .. Require repair or replacement.

OEM specification.
FUEL AND COLD START INJECTORS
NOTE: You are not required to replace injectors in sets. However,

you may suggest replacement of all injectors for
preventive maintenance.
FUEL AND COLD START INJECTOR INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Flow restricted ......... B .. Require repair or replacement.
Resistance out of
replacement.
Terminal corroded,
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article T
Terminal loose, not

(2) - Inoperative includes intermittent operation, out of
OEM specification. Some components may be serviceable.
FUEL DAMPERS
See FUEL ACCUMULATORS AND DAMPERS.
FUEL DELIVERY CHECK VALVES
FUEL DELIVERY CHECK VALVE INSPECTION

Pressure leaking (bleeds
down) .................. A .. Require repair or replacement.

specification.
FUEL DISTRIBUTORS (BOSCH CIS)
FUEL DISTRIBUTOR (BOSCH CIS) INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELI
cleaning procedure.
FUEL FILLER NECKS AND RESTRICTORS
FUEL FILLER NECK AND RESTRICTOR INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Restricted .............. 2 .. Suggest repair or replacement.
FUEL FILTERS
FUEL FILTER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
with OEM recommended service
interval.
Water-contaminated ...... 2 ............ Suggest replacement.
FUEL INJECTORS
FUEL INJECTOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
threads damaged ........ A .. Require repair or replacement
of hardware.
Attaching hardware
threads stripped
of hardware.

replacement.
Contaminated ............ A .......... (2) Require repair or
replacement.
Inoperative ............. B .......... (3) Require repair or
Resistance out of
specification .......... B . Require repair or replacement.
performance ............ 2 . Suggest repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not
*Threads
ENGINE stripped
SYSTEMS (threadsUNIFORM INSPECTION GUIDELINES * Article Text (p. 61)1998 Ford Econoline E250
Wire lead open .......... A . Require repair or replacement.

replacement.
FUEL LEVEL SENDERS
FUEL LEVEL SENDER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.
Terminal corroded,
Terminal loose, not
Wire lead corroded ...... A* ENGINE.. RequireSYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 62)

OEM specification.
FUEL PRESSURE REGULATORS
FUEL PRESSURE REGULATOR INSPECTION
Contaminated ............ 2 ........... (1) Suggest repair or

replacement.
Leaking (internally or
externally) ............ A .. Require repair or replacement.
Pressure out of
Vapor bypass restricted . A .. Require repair or replacement.

cleaning procedure. Determine source of contamination.
OEM specification.
FUEL PUMPS (IN-TANK AND EXTERNAL, ELECTRICAL OR MECHANICAL)
FUEL PUMP (IN-TANK AND EXTERNAL, ELECTRICAL OR MECHANICAL) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Connector melted ........ A ........... (1) Require repair or * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELIN
replacement.
replacement.
Leaking externally
(includes pulsator) .... A .. Require repair or replacement.
Leaking internally
(includes pulsator) .... A .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

replacement.
FUEL RAILS
FUEL RAIL INSPECTION
Attaching hardware
of hardware.
Attaching hardware
missing ................ C .......... Require replacement of * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
hardware.
of hardware.
Rust-pitted ............. 1 ............ Suggest replacement.

replacement.
FUEL RESTRICTORS
See FUEL FILLER NECKS AND RESTRICTORS.
FUEL TANKS
FUEL TANK INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Baffles loose ........... A .. Require repair or replacement.
Contaminated ............ A ............. (1) Require repair.
Corroded internally ..... A .. Require repair or replacement.
performance ............ B ............ Require replacement.
Distorted, not affecting
required.

replacement.
GAS CAPS
GAS CAP INSPECTION

Application incorrect ... B ........... Require replacement.
Fails to maintain proper
pressure ............... A ........... Require replacement.
Gaskets missing ......... C ........... Require replacement.
Leaking ................. A ........... Require replacement.
Plugged (vacuum and
pressure relief) ....... A ........... Require replacement.
Seals missing ........... C ........... Require replacement.
GASKETS
GASKET INSPECTION

replacement.

GROMMETS (VALVE COVER)
GROMMET (VALVE COVER) INSPECTION
Leaking ................. 2 ........... (1) Suggest repair or

replacement.

HARMONIC DAMPERS
HARMONIC DAMPER INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
*functioning
ENGINE SYSTEMS
............ A ..UNIFORM INSPECTION
Require repair GUIDELINES * Article Text (p. 66)1998 Ford Econoline E250
or replacement
of hardware.
Cracked ................. A ........... Require replacement.
Dented (fluid
type only) ............. A ........... Require replacement.
Keyway distorted ........ A . Require repair or replacement.
Leaking (Fluid damper
only) .................. A ........... Require replacement.
Loose ................... A ........... Require replacement.
Noisy ................... A ........... Require replacement.
Outer ring slipped out of
position ............... A ........... Require replacement.
Positioned incorrectly .. A . Require repair or replacement.
Rubber damping material
deteriorated ........... 1 ........... Suggest replacement.
Seal surface worn, causing
a leak ................. A . Require repair or replacement.
HEATER CONTROL VALVES
HEATER CONTROL VALVE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bypassed ................ A ............ Require replacement.
Coolant leak ............ A .. Require repair or replacement.
replacement.
Vacuum leak ............. A .. Require repair or replacement.

HEATER CORES
HEATER CORE INSPECTION

Air flow restriction .... A .. Require repair or replacement.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bypassed ................ A .. Require repair or replacement.
Fins damaged, not
HOSE AND TUBE COUPLERS, CONNECTORS AND CLAMPS
NOTE: When replacing fuel lines and hoses, replace with product
that meets or exceeds OEM design specifications.
HOSE AND TUBE COUPLER, CONNECTOR AND CLAMP INSPECTION

Safety clip missing (not
leaking) ............... C ... Require replacement of safety
clip.
HOSE CLAMPS
See HOSE AND TUBE COUPLERS, CONNECTORS AND CLAMPS. * ENGINE SYSTEMS UN
HOSE CONNECTORS
See HOSE AND TUBE COUPLERS, CONNECTORS AND CLAMPS.
HOSE COUPLERS
HOSES AND TUBES (FUEL LINES, RADIATOR, VACUUM, BY PASS,

HEATER, RECOVERY TANK AND OIL COOLERS)
HOSE AND TUBE (FUEL LINE, RADIATOR, VACUUM, BY PASS, HEATER,

RECOVERY TANK AND OIL COOLER) INSPECTION

Dry-rotted .............. 1 .. Suggest repair or replacement.
Hard .................... 1 .. Suggest repair or replacement.
Protective sleeves
Protective sleeves
Routed incorrectly ...... 2 .. Suggest repair or replacement.
missing) ............... A ............ Require replacement. * ENGINE SYSTEMS UNIFORM INSPECTIO
HOUSINGS
See THERMOSTATS AND HOUSINGS.
IDLE AIR CONTROLS
IDLE AIR CONTROL INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
performance ............ B .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Terminal loose, not

replacement.
IDLE SPEED CONTROL ACTUATORS
IDLE SPEED CONTROL ACTUATOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
specification .......... B .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
replacement.
Terminal corroded,
Terminal loose, not

replacement.
IGNITION BOOTS
See
IGNITION WIRES, BOOTS, COIL TOWERS AND TERMINALS (SECONDARY).
IGNITION COIL TOWERS
See
IGNITION COILS
IGNITION COIL INSPECTION
Arcing .................. A ............ Require replacement.

Attaching hardware
broken ................. A ... Require repair or replacement * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Corroded, affecting
Distorted ............... .. .... (2) No service suggested or
required.
Oil leaking ............. A ............ Require replacement.
replacement.
Terminal corroded,
Terminal loose, not

(2) - Distortion may be the result of overheating; coil should
be tested.
IGNITION CONTROL MODULES (ICM)
IGNITION CONTROL MODULE (ICM) INSPECTION * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES

Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Code set
required.
replacement.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

procedure and require repair or replacement of affected
component(s).
IGNITION SWITCHES
See SWITCHES.
IGNITION TERMINALS
See
IGNITION WIRES, BOOTS, COIL TOWERS AND TERMINALS (SECONDARY)
NOTE: You are not required to replace ignition wires in sets.

However, you may suggest replacement of the entire
secondary wire set for preventive maintenance.
IGNITION WIRE, BOOT, COIL TOWER AND TERMINAL (SECONDARY) INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Insulation leaking
(shorted) .............. A .. Require repair or replacement.
Metal heat shield bent .. 2 .. Suggest repair or replacement.
Resistance incorrect .... B ............ Require replacement.
Routed incorrectly ...... 2 ............. (1) Suggest repair.
replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
Terminal corroded,
Terminal loose, not
(1) - If improper routing affects the performance of other

systems, require repair. Proper routing, hardware,
heatshields, etc., are intended to prevent premature
failure of secondary ignition components.
IN-TANK FUEL STRAINERS
IN-TANK FUEL STRAINER INSPECTION

INERTIA FUEL SHUT-OFF SWITCHES
INERTIA FUEL SHUT-OFF SWITCH INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
replacement.* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
replacement.
Terminal corroded,
Terminal loose, not

replacement.
OEM specification.
INTAKE AIR TEMPERATURE SENSORS
INTAKE AIR TEMPERATURE SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
INTAKE MANIFOLDS
INTAKE MANIFOLD INSPECTION
Corroded, affecting
sealability ............ A .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
Integrated air or fuel
control components
replacement.
components damaged,
of component.
components damaged, not
required.
components missing ..... C .......... Require replacement of
component.
Warped .................. B .. Require repair or replacement.

OEM specification.
INTERCOOLERS
See CHARGE AIR COOLERS "INTERCOOLERS" (CAC).
KNOCK SENSORS
KNOCK SENSOR INSPECTION
Attaching hardware
hardware.
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

LIQUID VAPOR SEPARATORS
LIQUID VAPOR SEPARATOR INSPECTION

replacement.

specification. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSORS
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
performance ............ A ............ (1) Require repair or
replacement.
Terminal corroded,
Terminal loose, not
missing) ............... A ............
* ENGINE Require replacement.
SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 81)1998 Ford Econ

replacement.
MASS AIR FLOW (MAF) SENSORS
MASS AIR FLOW (MAF) SENSOR INSPECTION
Attaching hardware
hardware.
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
performance ............ A ........... (1) Require repair or* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
replacement.
Terminal corroded,
Terminal loose, not

METAL AIR MANIFOLDS AND PIPES
METAL AIR MANIFOLD AND PIPE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Broken .................. A ..... Require repair of injection
tube or replacement of
manifold.
Corroded, affecting
structural integrity ... 1 .......... Suggest replacement of
injection tube or manifold.
Leaking ................. A ..... Require repair of injection * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
tube or replacement of
manifold.
Loose ................... A ................ Require repair.
Restricted .............. A .......... Require replacement of
Threads damaged ......... A ................. Require repair.
METAL AIR PIPES
See METAL AIR MANIFOLDS AND PIPES.
MIX CONTROL SOLENOIDS
MIX CONTROL SOLENOID INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Terminal corroded,
Terminal loose, not

MOTOR MOUNTS
MOTOR MOUNT INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Leaking (hydraulic
mount) ................. A ............ Require replacement.
Mounting hole worn,
Mounting hole worn, not
required. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article
Rubber deteriorated, not
required.
O-RINGS, GASKETS, SEALS AND SPRING LOCKS
O-RING, GASKET, SEAL AND SPRING LOCK INSPECTION
Leaking ................. A ............ (1) Require repair or

replacement.

O2 SENSORS
O2 SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Maintenance intervals ... 3 ... Suggest replacement* ENGINEtoSYSTEMS
comply UNIFORM INSPECTION GUIDELINES * Article Te
service intervals.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

OIL PANS
See the following:
ENGINE COVERS
GASKETS
OIL PRESSURE SENDING UNITS
OIL PRESSURE SENDING UNIT INSPECTION


replacement.
replacement.
Output signal incorrect . B .. Require repair or replacement.
replacement.
Terminal corroded,
Terminal loose, not

OEM specification.
OIL PUMP PICK-UP SCREENS
OIL PUMP PICK-UP SCREEN INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bypass stuck ............ A .. Require repair or replacement. * ENGINE SYSTEMS UN
Positioned incorrectly .. A .. Require repair or replacement.
Screen torn ............. A ............ Require replacement.
OIL PUMPS
OIL PUMP INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Housing cracked ......... A .. Require repair or replacement.
Pressure relief valve
stuck .................. A .. Require repair or replacement.
Worn beyond
PARK NEUTRAL POSITION SWITCHES
PARK NEUTRAL POSITION SWITCH INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
type) leaking .......... A .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

PCV BREATHER ELEMENTS
PCV BREATHER ELEMENT INSPECTION
Attaching hardware * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES

broken................... A ... Require repair or replacement
of hardware.
Attaching hardware
hardware.
of hardware.
service intervals.
Melted .................. A ........... Required replacement.
Water-contaminated ...... A ............ Require replacement.
PCV ORIFICES
PCV ORIFICE INSPECTION

Maintenance interval .... 3 ... Suggest repair or replacement
to comply with OEM recommended
service intervals.
PCV VALVES
PCV VALVE INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
* ENGINE
Grommet broken .......... A ... SYSTEMS UNIFORM
Require repair INSPECTION GUIDELINES * Article Text (p. 91)1998 Ford Ec
or replacement
of grommet.
Grommet missing ......... C . Require replacement of grommet.
Grommet not
of grommet.
service intervals.

OEM specification.
PICK-UP ASSEMBLIES (INCLUDES MAGNETIC, HALL EFFECT AND

OPTICAL)
PICK-UP ASSEMBLY (MAGNETIC, HALL EFFECT AND OPTICAL) INSPECTION
Adjustment incorrect .... B ................. Require repair.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Inoperative ............. B ........ (2) Require replacement.
Oil-soaked .............. A ............ Require replacement.
replacement.
Terminal corroded,
affecting performance .. 2 .. Suggest repair or replacement.* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELI
Terminal loose, not

OEM specification. Refer to OEM recommended service'
procedures.
POWER STEERING PRESSURE SENSORS
POWER STEERING PRESSURE SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
Terminal burned, affecting * ENGINE SYSTEMS UNIFORM INSPECTION GUIDEL
replacement.
Terminal corroded,
Terminal loose, not

POWERTRAIN CONTROL MODULES (PCM) AND PROM
POWERTRAIN CONTROL MODULE (PCM) AND PROM INSPECTION

Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Code set
required.
Connector broken ........ A* ENGINE
.. RequireSYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 94)
replacement.
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

procedure and require repair or replacement of affected
component(s).
replacement.
(4) - Includes inoperative, intermittent operation, failure to
perform all functions, or out of OEM specification.
POWERTRAIN CONTROL PROM
See POWERTRAIN CONTROL MODULES (PCM) AND PROM.
PRESSURIZED EXPANSION TANK CAPS

* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELIN
See RADIATOR CAPS AND PRESSURIZED EXPANSION TANK CAPS.
RADIATOR CAPS AND PRESSURIZED EXPANSION TANK CAPS
RADIATOR CAP AND PRESSURIZED EXPANSION TANK CAP INSPECTION

Coolant recovery check
valve inoperative ...... A ....... (1) Require replacement.
Fails to maintain proper
pressure ............... B ........... Require replacement.
Gasket missing .......... C . Require replacement of gasket.
Seal missing ............ C ... Require replacement of seal.

OEM specification.
RADIATOR FAN BLADES
RADIATOR FAN BLADE INSPECTION

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent .................... A ........... Require replacement.
Cracked ................. A ........... Require replacement.
Loose ................... A . Require repair or replacement.
RADIATOR FAN CLUTCHES
NOTE: Some lateral movement, measured at the fan blade tip,

may be normal.
RADIATOR FAN CLUTCH INSPECTION
*Condition
ENGINE SYSTEMS
CodeUNIFORM INSPECTION
Procedure GUIDELINES * Article Text (p. 96)1998 Ford Econoline E250
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Fastener loose .......... A ... Require repair or replacement
of fastener.
Slips (insufficient fan
speed) ................. A ............ Require replacement.
Thermal control

OEM specification.
RADIATORS
RADIATOR INSPECTION
Air flow restriction .... A ................. Require repair.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Fins damaged, not
Internal oil cooler
Internal restrictions, * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
affecting performance .. B .. Require repair or replacement.
Internal restrictions, not
Tubes damaged, not
required.
ROLL OVER VALVES
ROLL OVER VALVE INSPECTION
Inoperative ............. A ....... (1) Require replacement.

Leaking ................. A ........... Require replacement.

OEM specification.
SEALING COMPOUNDS
SEALING COMPOUND INSPECTION

replacement.

SEALS
SEAL INSPECTION

replacement.

repair or replace* as
ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 98)1998 Ford Ec
necessary.
SECONDARY AIR INJECTION SYSTEM MANAGEMENT DEVICES
SECONDARY AIR INJECTION SYSTEM MANAGEMENT DEVICE INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not
* ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 9

replacement.
SENSORS AND ACTUATORS
NOTE: Conditions pertaining to the sensors and actuators listed

in this section may be found under the name of the sensor
or actuator.
SENSOR ABBREVIATION TABLE
Sensor Abbreviation
Accelerator Pedal Position Sensor ......................... APP

Air Conditioning Cycling Switch ............................ AC
Air Conditioning Pressure Sensor ........................... ..
Air Fuel Ratio Sensor ...................................... ..
Barometric Pressure Sensor ............................... BARO
Camshaft Position Sensor .................................. CMP
Clutch Pedal Position Switch .............................. CPP
Cooling Fan Motor Sensors and Switches ..................... ..
Crankshaft Position Sensor ................................ CKP
Electronic Transmission Feedback Devices ................... ..
Engine Coolant Temperature Sensor ......................... ECT
Evaporative Emission feedback devices ...................... ..
Exhaust Gas Recirculation feedback devices ................. ..
Fan Control Sensor ......................................... FC
Intake Air Temperature Sensor ............................. IAT
Knock Sensor ............................................... KS
Manifold Absolute Pressure Sensor ......................... MAP
Mass Air Flow Sensor ...................................... MAF
O2 Sensor ................................................. O2S
Park Neutral Position Switch .............................. PNP
Power Steering Pressure Sensor ............................ PSP
Thermal Vacuum Valve ...................................... TVV
Throttle Position Sensor ............................ TP Sensor
Throttle Position Switch ................................... ..
Transmission Range Switch ........................... TR Switch
Vehicle Speed Sensor ...................................... VSS * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Volume Air Flow Sensor .................................... VAF
ACTUATOR ABBREVIATION TABLE
Actuator Abbreviation
Air Injection Control Solenoid ............................. ..

Electronic Transmission control devices .................... ..
Evaporative Emission Canister ............................ EVAP
Purge Device ............................................... ..
Exhaust Gas Recirculation Device .......................... EGR
Fuel Injector .............................................. ..
Idle Air Control .......................................... IAC
Idle Speed Control Actuator ............................... ISC
Mix Control Solenoid .............................. MC Solenoid
Secondary Air Injection System Management Device .... AIR, PAIR
Vacuum Regulator Solenoid .................................. ..
Waste Gate Control Solenoid ................................ ..
SHROUDS, BAFFLES AND DEFLECTORS
SHROUD, BAFFLE AND DEFLECTOR INSPECTION
Application incorrect,
affecting cooling system
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bent, affecting cooling
system performance ..... A . Require repair or replacement.
Blocked, affecting cooling
Broken, affecting cooling
Cracked, affecting cooling
Loose, affecting cooling
system performance ..... A ................ Require repair.
Loose, not affecting
cooling system
performance ............ 2 ................ Suggest repair. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
Missing, affecting cooling
system performance ..... C ........... Require replacement.
SPARK PLUGS
NOTE: You are not required to replace spark plugs in sets.

However, you may suggest replacement of the other plugs
for preventive maintenance.
SPARK PLUG INSPECTION

Electrode eroded ........ 1 ............ Suggest replacement.
Fouled .................. A ........... (1) Require repair or
replacement.
Gap incorrect ........... B .. Require repair or replacement.
Insulation broken ....... A ............. Require replacement
Insulator cracked ....... A ............ Require replacement.
Leaking compression ..... A .. Require repair or replacement.
Maintenance interval .... 3 ............ Suggest replacement.
(1) - Determine cause of fouling and suggest repair.
SPRING LOCKS
SPRING LOCK INSPECTION

replacement.

SUPER CHARGERS
SUPER CHARGER INSPECTION
Attaching hardware
damaged, affecting
operation or * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
of hardware.
Attaching hardware
hardware.
Boost pressure
incorrect .............. A ........... (1) Require repair or
replacement.
Clearance out of
(1) - Boost pressure problems may be caused by other systems or

components.
SWITCHES
SWITCH INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Binding, affecting
Burned, affecting
replacement.
replacement.
Cracked, affecting
performance* ENGINE
............ 1 SYSTEMS UNIFORM
.. Suggest repair INSPECTION GUIDELINES * Article Text (p. 103)1998 Ford Econoli
or replacement.
replacement.
Melted, affecting
replacement.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

THERMAL VACUUM VALVES
THERMAL VACUUM VALVE INSPECTION

replacement.
replacement.
Leaking ................. A .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINE
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
THERMOSTATIC AIR DOOR ASSEMBLIES
THERMOSTATIC AIR DOOR ASSEMBLY INSPECTION
Attaching hardware
damaged, affecting
operation or
of hardware.
Attaching hardware
hardware. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
THERMOSTATS AND HOUSINGS
THERMOSTAT AND HOUSING INSPECTION

Attaching hardware
of hardware.
Attaching hardware
corroded ............... A ... Require repair or replacement
of hardware.
Attaching hardware
hardware.
of hardware.
Housing corroded ........ 1 .. Suggest replacement of housing.
Installation incorrect .. B .. Require repair or replacement.
Thermostat missing ...... C .......... Require replacement of
thermostat.

OEM specification.
THROTTLE BODIES
THROTTLE BODY INSPECTION

replacement.
* ENGINE
Contaminated ............ A ........... (2) Require repair or SYSTEMS UNIFORM INSPECTION GUIDELINES * Article T
replacement.
Deposits on throttle
body components ........ A ............. (3) Require repair.
performance ............ A ............. (4) Require repair.
performance ............. 2 ................. Suggest repair.
replacement.
Terminal corroded,
Terminal loose, not
Throttle shaft binding,
Throttle shaft worn,
Throttle shaft worn, not

replacement.
(3) - Some throttles are coated by manufacturer, follow
OEM-recommended procedures.
cleaning procedure.
THROTTLE CABLES
See THROTTLE LINKAGES AND CABLES.

THROTTLE LINKAGES AND CABLES
THROTTLE LINKAGE AND CABLE INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Bracket bent, not
required.
performance ............ A Require replacement.
Bracket broken, not
required.
Bracket corroded,
Bracket loose, not
Melted .................. A .. Require repair or replacement.
replacement.
THROTTLE POSITION SENSORS
THROTTLE POSITION SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
performance ............ A .. (1) Require repair or replacement.
Terminal corroded,
Terminal loose, not
*exposed
ENGINE................
SYSTEMS B ..UNIFORM

replacement.
THROTTLE POSITION SWITCHES
THROTTLE POSITION SWITCH INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
Resistance out of
replacement.
Terminal corroded,
affecting performance .. 2 .. Suggest repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Terminal loose, not

TIMING BELT SPROCKETS
TIMING BELT SPROCKET INSPECTION
Alignment incorrect ..... B ................. Require repair.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Key damaged ............. A ............ Require replacement.
Sprocket damaged,
affecting belt life .... A .. Require repair or replacement.
Sprocket loose .......... B .. Require repair or replacement.
Sprocket-to-shaft
alignment incorrect ..... B .. Require repair or replacement.
TIMING BELTS
TIMING BELT INSPECTION
Adjustment incorrect .... 2 ......... (1) Suggest adjustment.

Alignment incorrect ..... B ........... (2) Further inspection
required.
Cam timing out of
specification .......... B ................. Require repair.
Fluid-soaked ............ 1 ... Suggest replacement. Further
with vehicle OEM recommended
service intervals.
Missing ................. C ........ (3) Require replacement.
required.
See note below.
Tension out of
replacement.
Teeth missing ........... A ............ Require replacement.
(1) - Inspect belt tensioners, pulleys, and cover.

(3) - CAUTION: Internal engine damage may result from timing
belt damage/failure.
TIMING COVERS
See the following:
ENGINE COVERS
GASKETS
TORQUE STRUTS
TORQUE STRUT INSPECTION
Attaching hardware
of hardware.
*Attaching
hardware
hardware.
of hardware.
Binding ................. A ............ Require replacement.
Body dented ............. A .......... (1) Further inspection
required.
Body punctured .......... A ............ Require replacement.
Bushing deteriorated,
Bushing deteriorated, not
required.
Bushings missing ........ C ............ Require replacement.
Bushings separated from
mounting eye ........... 1 ............ Suggest replacement.
Damping (none) .......... A ............ Require replacement.
Leaking oil, enough for
fluid to be running down
the body ............... A ............ Require replacement.
required.
Piston rod bent ......... A ............ Require replacement.
Piston rod broken ....... A ............ Require replacement.
(1) - Require replacement of units where dents restrict strut

piston rod movement. If dents don't restrict movement, no
service is suggested or required.
(2) - If noise is isolated to shock or strut, suggest replacement.
TRANSMISSION RANGE SWITCHES
TRANSMISSION RANGE SWITCH INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
(threads missing) ......* ENGINE SYSTEMS
A ... Require repairUNIFORM INSPECTION GUIDELINES * Article Text (p. 113)1998 Ford E
or replacement
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
TUBE CLAMPS
* ENGINE
See HOSE AND TUBE COUPLERS, CONNECTORS AND SYSTEMS UNIFORM INSPECTION GUIDELIN
CLAMPS.
TUBE CONNECTORS
TUBE COUPLERS
TUBES
See HOSES AND TUBES (FUEL LINES, RADIATOR, BY PASS, HEATER,

RECOVERY TANK AND OIL COOLERS).
TURBO CHARGERS
TURBO CHARGER INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
Boost pressure
replacement.
Oil seal (internal)
Vibrates ................ A .. Require repair or replacement.
(1) - Boost pressure problems may be caused by other systems

or components.
VACUUM CONNECTIONS
See VACUUM HOSES, TUBES AND CONNECTIONS (NON-METALLIC).
VACUUM HOSES, TUBES AND CONNECTIONS (NON-METALLIC)
VACUUM HOSE, TUBE AND CONNECTION (NON-METALLIC) INSPECTION

* ENGINE SYSTEMS UNIFORM INSPECTIO
Melted .................. A ............ Require replacement.
VACUUM REGULATOR SOLENOIDS
VACUUM REGULATOR SOLENOID INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
*affecting
ENGINE performance
SYSTEMS..UNIFORM 2 .. Suggest repair or replacement.
Terminal loose, not

replacement.
VACUUM TUBES
See VACUUM HOSES, TUBES AND CONNECTIONS (NON-METALLIC).
VALVE COVERS
See the following:
ENGINE COVERS
GASKETS
VEHICLE SPEED SENSORS
VEHICLE SPEED SENSOR INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
Connector broken ........ A .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDEL
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
VOLUME AIR FLOW SENSORS
VOLUME AIR FLOW SENSOR INSPECTION
Condition Code Procedure * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELIN

Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not
(1) - Determine cause and correct prior to repair or * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES *
replacement.
WASTE GATE CONTROL SOLENOIDS
WASTE GATE CONTROL SOLENOID INSPECTION
Attaching hardware
hardware.
Attaching hardware
of hardware.
Attaching hardware
threads stripped
of hardware.
replacement.
replacement.
Resistance out of
replacement.
Terminal corroded,
Terminal loose, not

replacement.
WASTE GATES AND BOOST CONTROL MECHANISMS
WASTE GATE AND BOOST CONTROL MECHANISM INSPECTION
Boost pressure
(1) - Incorrect boost pressure includes intermittent operation

or out of OEM specification.
WATER PUMPS (ELECTRIC)
WATER PUMP (ELECTRIC) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
hardware.
Attaching hardware not * ENGINE SYSTEMS UNIFORM INSPECTION GUIDEL
of hardware.
replacement.
replacement.
Terminal corroded,
Terminal loose, not

WATER PUMPS (NON-ELECTRIC)
WATER PUMP (NON-ELECTRIC) INSPECTION
Attaching hardware
of hardware.
Attaching hardware
corroded ............... A *...ENGINE
Require SYSTEMS UNIFORM INSPECTION GUIDELINES * Article Text (p. 122)
repair or replacement
of hardware.
Attaching hardware
hardware.
of hardware.
Corrosion (internal) is
excessive, affecting
Corrosion (internal) is
excessive, not affecting
performance ............ 2 . Suggest cooling system service.

Noisy ................... A ............ Require replacement.
Shaft bent .............. A ............ Require replacement.

OEM specification.

Attaching hardware
of hardware.
Attaching hardware
hardware.
of hardware.
replacement.
Insulation damaged,
Insulation damaged,
Open .................... A .. Require repair or replacement. * ENGINE SYSTEMS UNIFORM INSPECTION GUIDELINES
Protective shield
replacement.
Protective shield
replacement.
Terminal corroded,
Terminal loose, not
Voltage drop out of

END OF ARTICLE

E - THEORY/OPERATION - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Theory & Operation - EEC-V
NOTE: PCM on EEC-V models has a 104-pin connector.
INTRODUCTION
This article covers basic description and operation of engine

performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.
COMPUTERIZED ENGINE CONTROLS
Powertrain Control Module (PCM)

PCM monitors engine operating conditions by input received
from engine sensors. Control of output actuators determines fuel
mixture and idle speed. For PCM location, see PCM LOCATIONS table.
The engine control system consists of the PCM, relays,
modules, sensors, switches and actuators. The PCM sends out electrical
reference signals to engine sensors and then analyzes the return
signals. The engine sensors supply the PCM with specific information,
in the form of electrical signals, to determine engine operating
conditions.
In the event of a sensor or actuator failure, the PCM
initiates an alternative strategy called Failure Mode Effects
Management (FMEM) to allow the vehicle to maintain driveability. In
the event of PCM failure, Hardware Limited Operation Strategy (HLOS)
will be activated. HLOS is a system of alternate circuitry that
provides minimal engine operation if the PCM fails. During HLOS, all
self-test function will stop and system will be controlled by
electronic hardware.
Malfunction Indicator Light (MIL) will remain on whenever
FMEM or HLOS is in operation. FMEM and HLOS substitute a fixed signal
and continue to monitor system failure. If signal(s) return to within
operating limits, PCM will resume normal operation.
PCM LOCATIONS TABLE
Application Location
Pickup .................. Right Side Of Engine Compartment

Van ................................. Near Master Cylinder
Fuel Pump Driver Module (FPDM)
FPDM receives a duty cycle signal from the PCM and controls
fuel pump operation. This results in variable speed fuel pump
operation. FPDM uses the fuel pump monitor circuit to send diagnostic
information to the PCM.
Natural Gas (NG) Vehicle Module

NG vehicle module has 2 functions. The first function is to
operate fuel injectors and is referred to as Injector Driver Module
(IDM). The second function is to control fuel gauge and is referred to
as Fuel Indicator Module (FIM).
NATURAL GAS VEHICLE MODULE LOCATIONS TABLE
Pickup 5.4L .............................. Front Of Engine

Van 5.4L .................. Mounted On Fenderwell, In Left
Side Of Engine Compartment
NOTE: Components are grouped into 2 categories. The first category

covers INPUT DEVICES, which control or produce voltage
signals monitored by the control unit. The second category
covers OUTPUT SIGNALS, covering components controlled by the
PCM.
INPUT DEVICES
Vehicles are equipped with different combinations of input

devices. Not all devices are used on all models. To determine the
input device used on a specific model, see appropriate wiring diagram
in appropriate article:
For Pickup, see L - WIRING DIAGRAMS - 5.4L CNG.

For Van, see L - WIRING DIAGRAMS - 5.4L CNG.
The available input signals include the following:
A/C Cycling Switch (ACCS)

The ACCS circuit provides a voltage signal to the PCM that
indicates when A/C is requested. When A/C demand switch is in the ON
position, and both the ACCS and the high pressure switch (if equipped)
contacts are closed, voltage is supplied to the ACCS circuit at the
PCM. If ACCS signal is not received by the PCM, the PCM will not allow
A/C to operate.
A/C Pressure Sensor

The A/C pressure sensor is located in the high pressure
(discharge) side of A/C system. A/C pressure sensor provides a voltage
signal to the PCM that is proportional to A/C pressure. PCM uses this
information for A/C clutch control, fan control and idle speed
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
control.
A/C High Pressure Switch

The A/C high pressure switch is used for additional A/C
system pressure control. Switch is either dual function for 2-speed
fan control applications or single function for all other
applications. For fan control, the normally open pressure contacts
close at a predetermined A/C pressure. This grounds the ACPSW circuit
input to the PCM. The PCM will then turn on the high speed fan to help
reduce A/C pressure.

BPP switch is wired to brakelight circuit. It signals the PCM
when the brake is applied. The BPP input is used to adjust engine idle
when A/C is in use and to control torque converter clutch lock/unlock
strategy.
Camshaft Position (CMP) Sensor

There are 2 types of CMP sensors used. A 3-pin Hall Effect
type sensor or a 2-pin variable reluctance sensor. CMP sensor is used
to determine camshaft position and to identify when piston No. 1 is at
TDC of compression stroke. CMP sensor signal is used by PCM for
synchronizing firing of sequential fuel injectors. Models with Coil On
Plug (COP) ignition also use CMP signal to select the proper ignition
coil to fire.
Clutch Pedal Position (CPP) Switch

CPP switch is mounted near clutch pedal. CPP indicates clutch
pedal position by means of an on/off switch signal. This signal is
used by PCM to determine clutch pedal position and on some models,
gear shift selector position.
Coolant Temperature Sensor

See ENGINE COOLANT TEMPERATURE (ECT) SENSOR.
Crankshaft Position (CKP) Sensor

CKP sensor is a magnetic transducer mounted on engine block,
next to crankshaft pulse wheel. By monitoring pulse wheel, the CKP
sensor indicates crankshaft position and speed information to PCM.
Cylinder Head Temperature (CHT) Sensor

CHT sensor is the input signal used for the cooling system
fail-safe strategy. CHT sensor signals PCM to activate fail-safe
strategy if cylinder head temperature exceeds pre-programmed
conditions.
Differential Pressure Feedback EGR (DPFE) Sensor

See EGR SYSTEM under EMISSION SYSTEMS.

ECT sensor is a thermistor device which changes resistance
proportionate to temperature changes. ECT sensor inputs coolant
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 3)
temperature to the PCM. ECT sensor is threaded into heater outlet
fitting or coolant passage.
Engine Fuel Temperature (EFT) Sensor

EFT sensor is a thermistor device which changes resistance
proportionate to temperature changes. The EFT sensor inputs fuel
temperature of fuel near fuel injectors to the PCM. Signal is used by
PCM to adjust fuel injector pulse width and meter fuel to each
cylinder.
Flexible Fuel (FF) Sensor

The FF sensor is a capacitive device with a signal processing
stage whose frequency varies with dielectric constant, conductivity
and temperature of the methanol gasoline fuel mixture in its measuring
cell.
As the percentage of methanol in fuel mixture increases, the
output frequency of the FF sensor signal will increase. A fuel mixture
with 30 percent methanol will have a FF sensor signal output frequency
of 60-100 Hz. A fuel mixture with 60 percent methanol will have a FF
sensor signal output frequency of 90-130 Hz. The PCM uses the data to
calculate correct air/fuel ratio and ignition spark advance.
Fuel Pump Monitor (Models Without Fuel Pump Driver Module)

The Fuel Pump Monitor (FPM) circuit is spliced into the Fuel
Pump Power (FP PWR) circuit and used by the PCM for diagnostic
purposes. The PCM sources a low current voltage down the FPM circuit.
With the fuel pump off, voltage is pulled low by the path to
ground through the fuel pump. With fuel pump off and the FPM circuit
low, the PCM can verify the FPM circuit and FP PWR circuit are
complete from the FPM splice through the fuel pump to ground.
With the fuel pump on, voltage is supplied from the fuel pump
relay to the FP PWR and FPM circuits. With the fuel pump on and FPM
circuit high, PCM can verify FP PWR circuit from fuel pump relay to
FPM splice is complete. It can also verify that fuel pump relay
contacts are closed and battery voltage is supplied to fuel pump
relay.
Fuel Pump Monitor (Models With Fuel Pump Driver Module)

The Fuel Pump Driver Module (FPDM) communicates diagnostic
information to the PCM through the Fuel Pump Monitor (FPM) circuit.
This information is sent to the PCM as a duty cycle signal. PCM uses
this signal to verify FPDM is powered and able to communicate on the
FPM circuit.
Fuel Rail Pressure (FRP) Sensor

FRP sensor is a diaphragm strain gauge which changes
resistance proportionate to pressure changes. The FRP sensor inputs
fuel pressure (near fuel injectors) to the PCM. Signal is used by PCM
to adjust fuel injector pulse width and meter fuel to each cylinder.

The heated oxygen sensors are mounted in the exhaust manifold
E - THEORY/OPERATION - 5.4L CNG Article Text (p
and pipe. See Fig. 1. HO2S sensor uses a built-in heating circuit. The
heating circuit is used to bring the HO2S sensor up to operating
temperature, enabling faster conversion to closed-loop operation.
HO2S monitors oxygen content of exhaust gases. When HO2S is
at operating temperature, a voltage signal is produced, which varies
according to oxygen content of exhaust gases. Signal is transmitted to
the PCM and is translated into a rich or lean mixture signal.
Fig. 1: Locating HO2S

Intake Air Temperature (IAT) Sensor

IAT sensor is a thermistor device which changes resistance
proportionate to temperature changes. IAT sensor inputs air
temperature to the PCM. The IAT sensor provides a quicker temperature
change response time than the ECT sensor.

MAF sensor uses a hot wire sensing element to measure amount
of air entering the engine. Air passing over the hot wire causes it to
cool. The hot wire is maintained at 392 F (200 C) greater than ambient
temperature, as measured by a constant cold wire. See Fig. 2.
The current required to maintain hot wire operating
temperature is proportional to the intake air mass. The PCM uses this
current requirement to calculate the fuel injector pulse width in
order to provide the desired air/fuel ratio.
Fig. 2: Cross-Sectional View Of MAF Sensor

Octane Adjust Shorting Bar E - THEORY/OPERATION - 5.4L CNG Article Te

The octane adjust shorting bar is used to retard spark.
Removing the shorting bar from the in-line connector will retard spark
about 3 degrees. A diagnostic trouble code will set if Octane Adjust
Shorting Bar is removed, or if an open circuit is present. DO NOT
remove shorting bar unless directed to by a technical service
bulletin.
Park/Neutral Position (PNP) Switch

PNP switch is mounted on transmission selector lever. PNP
switch indicates shift lever position by means of a variable
resistance signal. This signal is used by PCM to determine gear shift
selector position.
Power Steering Pressure (PSP) Sensor

The PSP sensor monitors power steering pressure. When power
steering fluid pressure exceeds the preset limit, the PSP sensor sends
an input signal to the PCM. The PCM then adjusts idle speed. PCM also
uses PSP signal to adjust transmission Electronic Pressure Control
(EPC) pressure during increased engine load.
Power Steering Pressure (PSP) Switch

The PSP switch monitors power steering pressure. PSP switch
is normally closed and opens as pressure increases. PCM uses input
signal from PSP switch to compensate for additional loads on engine by
adjusting idle speed. PCM also uses PSP signal to adjust transmission
Electronic Pressure Control (EPC) pressure during increased engine
load.
Power Take-Off (PTO) Switch

The PTO circuit is used to disable some of the OBD-II
monitors during PTO operation. The switch is normally open and circuit
voltage is normally low. When switch is closed, battery voltage is
supplied to the circuit, indicating to the PCM of an additional load
condition.

TP sensor is a rotary potentiometer that monitors throttle
plate opening. Its signal to the PCM is proportional to throttle plate
opening angle and rate of angle change. The TP sensor signal affects
air/fuel ratio, injector timing, idle speed, EGR flow and ignition
timing. The TP sensor is mounted on throttle body.

TCS position is controlled by vehicle operator. When
equipped, the Transmission Control Indicator Light (TCIL) will come on
when the TCS is cycled to disengage overdrive.

TFT sensor is a thermistor that changes resistance as
transmission fluid temperature changes. Sensor resistance decreases as
fluid temperature increases. Sensor resistance variation is converted
into a voltage signal and sent to the PCM. The PCM uses this input
signal to determine transmission fluid temperature.
VSS is a variable reluctance or Hall-Effect type sensor that
generates a waveform with a frequency that is proportional to vehicle
speed. When vehicle is moving slowly, sensor produces a low frequency
signal. As vehicle speed increases, sensor produces a higher frequency
signal. The PCM uses this signal to control fuel injection, ignition
timing and transmission shift points.
OUTPUT SIGNALS
NOTE: Vehicles are equipped with different combinations of

computer-controlled components. Not all components listed
are used on every vehicle. For theory and operation on each
output component, refer to system indicated after component.
Canister Purge (CANP) Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS.
EGR Vacuum Regulator Solenoid

EGR Valve
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Rail Shutoff Valve

See FUEL DELIVERY under FUEL SYSTEM (NATURAL GAS).
Fuel Valve Relay

See FUEL DELIVERY under FUEL SYSTEM (NATURAL GAS).
Idle Air Control (IAC) Valve

See IDLE SPEED under FUEL SYSTEM.
Malfunction Indicator Light (MIL)

See SELF-DIAGNOSTIC SYSTEM.
FUEL SYSTEM (NATURAL GAS)
FUEL DELIVERY
Fuel system consists of fuel tank(s), fuel shutoff valve

assemblies, fuel supply lines, fuel filter, manual shutoff valve(s),
fuel rail and fuel pressure regulator.
Fuel Tank Shutoff Valve

The fuel tank shutoff valve is located on end of fuel tank.
Fuel tank shutoff valve logic is defined in the fuel system control
strategy and is executed in the PCM. E - THEORY/OPERATION - 5.4L CNG Article Text (p. 7)1998 Ford
Fuel Valve Relay
The fuel valve relay has a primary and a secondary circuit.
The primary circuit is controlled by the PCM. The secondary circuit
provides battery power to the fuel shutoff valve circuit when relay is
energized.
Fuel Rail Shutoff Valve

The fuel rail shutoff valve is a normally closed valve that
opens when grounded by PCM. Fuel rail shutoff valve isolates fuel
injectors from fuel line pressure when engine is not running. The fuel
rail shutoff valve is wired in parallel with the fuel tank shutoff
valves.
Fuel Pressure Regulator

Fuel pressure regulator is a single staged pressure reducing
regulator that expands natural gas from stored pressures of 200-3000
psi (1379-20,685 kPa) to engine fuel injector pressures of 105-125 psi
(724-862 kPa). Regulator contains a 275 psi (1896 kPa) check valve
that protects the low pressure system. When natural gas expands, fuel
temperature decreases causing extreme cold temperatures. To prevent
damaging fuel system components, engine coolant is routed through the
pressure regulator to warm the fuel before it expands. The regulator
has an internal thermostat to control engine coolant flow through the
regulator. This prevents overheating and thinning of fuel which could
cause lean combustion. When coolant temperature increases to about
100 F (82 C), regulator thermostat closes and outlet coolant flow is
restricted.
Inertia Fuel Shutoff (IFS) Switch

In the event of a collision or vehicle rollover, electrical
contacts within the inertia switch trip open and voltage supply to the
electric fuel pump is shutoff. If the electrical circuit trips, it is
not possible to restart the vehicle until the switch is reset. A reset
button is located on top of IFS switch assembly. See Fig. 3. Some
models are equipped with a fuel reset indicator light located on the
instrument cluster.
WARNING: DO NOT reset IFS switch until complete fuel system has been
inspected for leaks.
Fig. 3: Identifying IFS Reset Button Switch Positions (Typical)

FUEL CONTROL
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 8)1998 Ford Econoline E2
Fuel Injectors
The PCM controls fuel injector pulse width ("on" time) to
meter fuel quantity into intake ports. The PCM receives inputs from
engine sensors to compute fuel flow necessary to maintain correct
air/fuel ratio throughout entire engine operating range. Injector on
time pulse width is the only controlled variable in fuel delivery
system.
Each cylinder has a solenoid-operated injector that sprays
fuel toward the back of each intake valve. Fuel injector nozzles are
solenoid-operated valves which meter and atomize fuel delivered to
engine. Each injector receives battery voltage through an ignition
switch circuit. The PCM-controlled ground circuit is used to complete
the circuit and energize the injector.
Flow capacity of natural gas fuel injectors is 6-12 times
greater than typical gasoline fuel injectors. Also, injector
resistance (4-6 ohms) is less than gasoline fuel injectors (11-18
ohms). To accommodate the lower resistance, a fuel injector driver
module (also referred to as natural gas vehicle module) is used to
convert the PCM fuel injector driver signal to a signal required by
fuel injector.
IDLE SPEED
Idle Air Control (IAC) Valve Assembly

IAC valve assembly is used to control idle speed and provide
a dashpot function. IAC valve assembly meters inlet air around the
throttle plate through a by-pass within the IAC valve assembly and
throttle body. See Fig. 4 or 5.
The PCM determines desired idle speed or air by-pass and
signals the IAC valve assembly through specified duty cycle. The IAC
solenoid is built into IAC valve assembly. IAC solenoid responds by
positioning the IAC valve to control amount of air by-passed. PCM
monitors engine speed and adjusts IAC duty cycle to achieve desired
RPM. IAC valve assembly is not adjustable and cannot be cleaned.
Fig. 4: Cross-Sectional View Of IAC Valve Assembly Components

(Hitachi)
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
(Nippondenso)
IGNITION SYSTEM
ELECTRONIC IGNITION (EI) SYSTEM
NOTE: Ignition timing is controlled by the PCM and is not

adjustable. DO NOT attempt to check base timing as false
readings will result.
Models Equipped With Coil On Plugs (COPs)

The EI system consists of a Crankshaft Position (CKP) sensor,
Camshaft Position (CMP) sensor, individual COPs mounted directly on
the spark plugs, related wiring and PCM. The CKP sensor is used by the
PCM to indicate crankshaft position and speed by sensing a missing
tooth on a pulse wheel mounted on front of crankshaft. The CMP sensor
is used by the PCM to identify when piston No. 1 is at Top Dead Center
(TDC) of compression stroke. This signal is used to synchronize firing
of individual coils.
The coils receive their signal from the PCM to fire at a
calculated spark target. Only one coil is fired at a time and only on
the compression stroke. The PCM acts as an electronic switch to ground
in the coil primary circuit. When the switch is closed, battery
voltage applied to the coil primary circuit builds a magnetic field
around the primary coil. When the switch opens, power is interrupted
and the primary field collapses, inducing high voltage in the
secondary coil winding and the spark plug is fired.
EMISSION SYSTEMS
SECONDARY AIR INJECTION SYSTEM
The air injection system reduces carbon monoxide (CO) and

hydrocarbon (HC) content of exhaust gases. It injects fresh air into
exhaust gas stream, which continues combustion of unburned gases.
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Electronic Secondary Air Injection (AIR) System
The air injection system operates during the first 20-120
seconds of engine operation. Electronic AIR system consists of an
electric air supply pump, single or dual Air Injection (AIR) diverter
valve(s), AIR by-pass solenoid, solid state relay, related wiring and
vacuum hoses. The electric air pump is controlled by signals from the
PCM.
When the engine is started, PCM strategy determines when to
enable the electronic air pump. The PCM signals the solid state relay
and the AIR by-pass solenoid after a 5-10 second delay to begin system
operation. Once the catalytic converter warms up, PCM then signals
solid state relay to stop air pump operation and signals AIR by-pass
solenoid to stop vacuum supply to AIR diverter valve(s).
Mechanical Air Injection System

The mechanical air pump is belt driven by engine RPM and is
operational any time engine is running. The PCM requires Engine
Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor
and Crankshaft Position (CKP) sensor inputs to initiate secondary air
injection operation. The system consists of an air pump, single or
dual air diverter valve(s), silencer/filter, by-pass solenoids,
related wiring and vacuum hoses. In the mechanical air injection
system, air can be by-passed to the atmosphere, directed to exhaust
manifold or catalytic converter.
If mechanical air injection system failure is detected in
self-test, a Diagnostic Trouble Code (DTC) should set in PCM memory.
Testing for secondary air injection system is located in CIRCUIT TEST
HM. See appropriate article:

EGR SYSTEM
NOTE: The self-diagnostic system monitors EGR system performance

and sets a Diagnostic Trouble Code (DTC) if self-test
requirements are not obtained.
System Description
The Differential Pressure Feedback Electronic (DPFE) EGR
system controls the oxides of nitrogen (NOx) emissions. Small amounts
of exhaust gases are recirculated back into the combustion chamber to
be reburned with the air/fuel charge. The DPFE EGR system consists of
a DPFE sensor, EGR valve, EGR vacuum regulator solenoid, orifice tube
assembly, related wiring, PCM and vacuum hoses.
EGR Valve
DPFE EGR valve is a conventional vacuum operated EGR valve.
Vacuum to the EGR valve is controlled by a vacuum signal from EGR
vacuum regulator solenoid. EGR valve should be closed at 1.6 in. Hg or
less and fully open at 4.5 in. Hg.
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 11)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Differential Pressure Feedback Electronic (DPFE) Sensor
DPFE sensor is a ceramic, capacitive type pressure transducer
that monitors the pressure difference across a metering orifice
located in the orifice tube assembly. The DPFE sensor outputs a
voltage signal to the PCM that is proportional to the pressure drop
across the metering orifice. The PCM uses the voltage as feedback
information on the rate of EGR flow. The PCM uses feedback to adjust
the EGR vacuum solenoid and achieve the desired EGR flow.

Vacuum regulator solenoid is an electromagnetic device used
to regulate vacuum supply to the EGR valve. Vacuum regulator solenoid
contains a coil which magnetically controls the position of a disk to
regulate the vacuum. As the duty cycle to coil increases, vacuum
signal passed through the vacuum regulator solenoid to the EGR valve
also increases. Vacuum not directed to the EGR is vented to
atmosphere.
Orifice Tube Assembly

The orifice tube assembly is the section of tubing connecting
the exhaust system to the intake manifold. The orifice tube provides
the flow path for the exhaust gas to the intake manifold. The orifice
tube contains a metering orifice and 2 pressure pick-up tubes. See
Fig. 6. The metering orifice creates a measurable pressure drop across
it as the EGR valve opens and closes. The pressure differential across
the orifice is picked up by the Differential Pressure Feedback
Electronic (DPFE) sensor which provides feedback to the PCM.
Fig. 6: Identifying EGR Orifice Tube Assembly

FUEL EVAPORATIVE SYSTEM
System Description - 5.4L CNG Article Text (p. 12)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
The Evaporative Emission (EVAP) system prevents fuel vapor
build-up in the fuel tank. Fuel vapor trapped in fuel tank is vented
through the vapor valve assembly on top of fuel tank. Fuel vapors
leave the valve assembly through a single vapor line and continue on
to the EVAP canister for storage until vapors are purged into the
engine for burning. EVAP canister is located in engine compartment, in
rear of vehicle near luggage compartment or underneath vehicle along
the frame rail. There are 4 different types of EVAP systems that may
be used:
* EVAP Purge Flow System

* Vapor Management Flow System
* EVAP Running Loss System
* On-Board Refueling Vapor Recovery EVAP System
EVAP Purge Flow System

The EVAP purge flow system components consist of a fuel tank,
fuel vapor vent valve, fuel filler cap, EVAP canister, EVAP purge
valve, purge flow sensor, related wiring and fuel vapor hoses. EVAP
purge flow system uses inputs from Engine Coolant Temperature (ECT)
sensor, Intake Air Temperature (IAT) sensor, Throttle Position (TP)
sensor, Mass Airflow (MAF) sensor and Vehicle Speed Sensor (VSS) to
provide information about engine operating conditions to PCM.
Conditions necessary to activate EVAP purge flow system are; engine
must be at normal operating temperature, engine must be operating
under a moderate load, and throttle must be open.
* EVAP Canister Purge Valve

The normally closed purge valve controls flow of fuel vapor
from EVAP canister to intake manifold during various engine
operating modes. When engine is shutoff, vapors from fuel
tank flow into canister. After engine is started, purge valve
regulates fuel vapor flow by means of manifold vacuum and
duty cycle signal from PCM.
* Purge Flow (PF) Sensor
The PF sensor is used to monitor fuel vapor flow to engine
during ODD-II Evaporative Emission Test.
* Fuel Vapor Vent Valve
Fuel vapor in the fuel tank is vented to EVAP canister
through the fuel vapor vent valve assembly. The fuel vapor
vent valve is mounted in a rubber grommet in top of fuel
tank. A vapor space between the fuel level and upper surface
of fuel tank is combined with a small orifice and float
shutoff (rollover) valve in the fuel vapor vent valve
assembly to prevent liquid fuel from passing into the EVAP
canister. See Fig. 7.
* EVAP Canister
Fuel vapors from fuel tank are stored in EVAP canister. With
engine running at a RPM higher than idle, vapors are purged
from EVAP canister back into the engine for combustion.
E - THEORY/OPERATION - 5.4L CNG Article Text (p. 13)1998 Ford Econoline E250
Fig. 7: Identifying Vapor Vent Valve
Vapor Management Flow System

The vapor management flow system components consist of fuel
tank, fuel filler cap, fuel vapor vent valve, EVAP canister, EVAP
purge valve, related wiring and fuel vapor hoses. Vapor management
flow system uses inputs from Engine Coolant Temperature (ECT) sensor,
Intake Air Temperature (IAT) sensor, Throttle Position (TP) sensor,
Mass Airflow (MAF) sensor and Vehicle Speed Sensor (VSS) to provide
information about engine operating conditions to PCM. Conditions
necessary to activate vapor management flow system are; engine must be
at normal operating temperature, engine must be operating under a
moderate load, throttle must be open, and in close loop fuel control.
The PCM deactivates vapor management flow system during idle or
whenever a failure is detected.

Normally closed purge valve controls the flow of fuel vapors
from canister to intake manifold during various engine
operating modes. When engine is shut off, vapors from fuel
shutoff (rollover) valve in -the
E - THEORY/OPERATION fuelCNG
5.4L vaporArticle
vent valve to (p. 14)1998 Ford Econoline E250For 1
Text Copyright © 1998 Mitchell Rep
prevent liquid fuel from passing into the EVAP canister.
See Fig. 7.
EVAP Running Loss System

The EVAP running loss system components consist of fuel tank,
fuel filler cap, fuel tank mounted or in-line fuel vapor control
valve, fuel vapor vent valve, EVAP canister, EVAP canister purge
valve, fuel tank pressure sensor, canister vent solenoid, related
wiring and fuel vapor hoses. EVAP running loss system uses inputs from
Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT)
sensor, Throttle Position (TP) sensor, Mass Airflow (MAF) sensor,
Vehicle Speed Sensor (VSS) and Fuel Tank Pressure (FTP) sensor to
provide information about engine operating conditions to PCM. The Fuel
Level Input (FLI) and FTP sensor signals are used by the PCM to
determine activation of EVAP Monitor based on presence of fuel vapor
or fuel sloshing.
* Canister Vent (CV) Solenoid

The CV solenoid seals the EVAP running loss system to
atmosphere during the EVAP Running Monitor test.
* Fuel Tank Pressure (FTP) Sensor
The FTP sensor is used to measure fuel tank pressure during
EVAP Monitor Running Monitor test. FTP sensor is also used to
control excessive fuel tank pressure by forcing the system to
purge.
* Fuel Vapor Control Valve
The fuel vapor control valve is used to close the flow of
liquid fuel to the EVAP canister purge valve or EVAP canister
during refueling. Fuel vapor control valve is also used to
prevent accumulation of liquid fuel in the fuel vapor hoses
caused by overfilling fuel tank.
Fuel vapor vent valve assembly is mounted on top of fuel tank
and is used to control flow of fuel vapor entering the fuel
tank vapor delivery line to the EVAP canister. The head valve
portion of the fuel vapor vent valve prevents fuel tank from
overfilling during refueling. The fuel vapor vent valve also
has a spring supported float that prevents liquid fuel from
entering fuel tank vapor delivery line under severe handling
or a vehicle rollover condition.
* EVAP Canister
engine running at RPM higher than idle, vapors are purged
On-Board Refueling Vapor Recovery EVAP System E - THEORY/OPERATION - 5.4L CNG Article Text (p. 15
The on-board refueling vapor recovery EVAP system components
consist of fuel tank, fuel filler cap, fuel filler pipe check
valve/flapper valve, fuel tank pressure sensor, fuel vapor vent
valve(s), EVAP canister(s), EVAP canister purge valve, canister vent
solenoid, related wiring and fuel vapor hoses. See Fig. 8.
* Fuel Filler Pipe Check Valve

The fuel filler pipe check valve is located inside fuel
filler pipe. See Fig. 8. Purpose of check valve is to
prevent liquid fuel from re-entering the fuel filler pipe
during refueling or during a vehicle rollover condition.
* Fuel Vapor Control Valve (Fuel Tank Mounted)
The fuel vapor control valve is used for preventing liquid
fuel from entering the EVAP canister and EVAP canister purge
valve.
* EVAP Canister
Fig. 8: Identifying EVAP System Components

PCV system uses intake manifold vacuum to recycle blow-by
vapors from the crankcase to the combustion chamber, where they are
burned. PCV valve meters flow of blow-by vapors, according to manifold
vacuum. When high amounts of blow-by gases are produced (such as worn
piston rings), excess gases flow back through crankcase vent hose into
the air inlet and are burned during normal combustion.
NOTE: All systems have self-diagnostic capabilities. For

information on procedures for entering self-test modes and
reading Diagnostic Trouble Codes (DTCs), see

The MIL is located on the instrument cluster and is labeled

CHECK ENGINE or SERVICE ENGINE SOON. MIL will illuminate when ignition
switch is turned to the ON position (bulb check), or when systems
related to the EEC-V system malfunction during normal engine
operation. For additional information, see appropriate article:

END OF ARTICLE
E - THEORY/OPERATION - 5.4L CNG Article Text

E - THEORY/OPERATION - GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Theory & Operation - EEC-V
Ford; Van E150/250/350 (Gasoline)
NOTE: PCM on EEC-V models has a 104-pin connector.
INTRODUCTION
This article covers basic description and operation of engine

performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.

PCM monitors engine operating conditions by input received
from engine sensors. Control of output actuators determines fuel
mixture and idle speed. For PCM location, see PCM LOCATIONS table.
The engine control system consists of the PCM, relays,
modules, sensors, switches and actuators. The PCM sends out electrical
reference signals to engine sensors and then analyzes the return
signals. The engine sensors supply the PCM with specific information,
in the form of electrical signals, to determine engine operating
conditions.
In the event of a sensor or actuator failure, the PCM
initiates an alternative strategy called Failure Mode Effects
Management (FMEM) to allow the vehicle to maintain driveability. In
the event of PCM failure, Hardware Limited Operation Strategy (HLOS)
will be activated. HLOS is a system of alternate circuitry that
provides minimal engine operation if the PCM fails. During HLOS, all
self-test function will stop and system will be controlled by
electronic hardware.
Malfunction Indicator Light (MIL) will remain on whenever
FMEM or HLOS is in operation. FMEM and HLOS substitute a fixed signal
and continue to monitor system failure. If signal(s) return to within
operating limits, PCM will resume normal operation.
PCM LOCATIONS TABLE
Fuel Pump Driver Module (FPDM)

FPDM receives a duty cycle signal from the PCM and controls
fuel pump operation. This results in variable speed fuel pump
operation. FPDM uses the fuel pump monitor circuit to send diagnostic
information to the PCM.
NOTE: Components are grouped into 2 categories. The first category

covers INPUT DEVICES, which control or produce voltage
signals monitored by the control unit. The second category
covers OUTPUT SIGNALS, covering components controlled by the
PCM.
INPUT DEVICES
Vehicles are equipped with different combinations of input

devices. Not all devices are used on all models. To determine the
input device used on a specific model, see appropriate wiring diagram
For 4.2L vehicles, see L - WIRING DIAGRAMS - 4.2L.

For 5.4L vehicles, see L - WIRING DIAGRAMS - 5.4L GASOLINE.
The available input signals include the following:
A/C Cycling Switch (ACCS)

The ACCS circuit provides a voltage signal to the PCM that
indicates when A/C is requested. When A/C demand switch is in the ON
position, and both the ACCS and the high pressure switch (if equipped)
contacts are closed, voltage is supplied to the ACCS circuit at the
PCM. If ACCS signal is not received by the PCM, the PCM will not allow
A/C to operate.
A/C Pressure Sensor

The A/C pressure sensor is located in the high pressure
(discharge) side of A/C system. A/C pressure sensor provides a voltage
signal to the PCM that is proportional to A/C pressure. PCM uses this
information for A/C clutch control, fan control and idle speed
control.
A/C High Pressure Switch

The A/C high pressure switch is used for additional A/C
system pressure control. Switch is either dual function for 2-speed
fan control applications or single function for all other
applications. For fan control, the normally open pressure contacts
close at a predetermined A/C pressure. This grounds the ACPSW circuit
input to the PCM. The PCM will then turn on the high speed fan to help
reduce A/C pressure.

BPP switch is wired to brakelight circuit. It signals the PCM
when the brake is applied. The BPP input is used to adjust engine idle
E - THEORY/OPERATION - GASOLINE Article Text (p. 2)1998 Ford Econolin
when A/C is in use and to control torque converter clutch lock/unlock
strategy.
Camshaft Position (CMP) Sensor

There are 2 types of CMP sensors used. A 3-pin Hall Effect
type sensor or a 2-pin variable reluctance sensor. CMP sensor is used
to determine camshaft position and to identify when piston No. 1 is at
TDC of compression stroke. CMP sensor signal is used by PCM for
synchronizing firing of sequential fuel injectors. Models with Coil On
Plug (COP) ignition also use CMP signal to select the proper ignition
coil to fire.

CPP switch is mounted near clutch pedal. CPP indicates clutch
pedal position by means of an on/off switch signal. This signal is
used by PCM to determine clutch pedal position and on some models,
gear shift selector position.
Coolant Temperature Sensor

See ENGINE COOLANT TEMPERATURE (ECT) SENSOR.
Crankshaft Position (CKP) Sensor

CKP sensor is a magnetic transducer mounted on engine block,
next to crankshaft pulse wheel. By monitoring pulse wheel, the CKP
sensor indicates crankshaft position and speed information to PCM.
Cylinder Head Temperature (CHT) Sensor

CHT sensor is the input signal used for the cooling system
fail-safe strategy. CHT sensor signals PCM to activate fail-safe
strategy if cylinder head temperature exceeds pre-programmed
conditions.
Differential Pressure Feedback EGR (DPFE) Sensor


ECT sensor is a thermistor device which changes resistance
proportionate to temperature changes. ECT sensor inputs coolant
temperature to the PCM. ECT sensor is threaded into heater outlet
fitting or coolant passage.
Engine Fuel Temperature (EFT) Sensor

EFT sensor is a thermistor device which changes resistance
proportionate to temperature changes. The EFT sensor inputs fuel
temperature of fuel near fuel injectors to the PCM. Signal is used by
PCM to adjust fuel injector pulse width and meter fuel to each
cylinder.
Fuel Pump Monitor (Models Without Fuel Pump Driver Module)

The Fuel Pump Monitor (FPM) circuit is spliced into the Fuel
Pump Power (FP PWR) circuit and used by the PCM for diagnostic
purposes. The PCM sources a low current voltage down the FPM circuit.
E - THEORY/OPERATION - GASOLINE Article T
With the fuel pump off, voltage is pulled low by the path to
ground through the fuel pump. With fuel pump off and the FPM circuit
low, the PCM can verify the FPM circuit and FP PWR circuit are
complete from the FPM splice through the fuel pump to ground.
With the fuel pump on, voltage is supplied from the fuel pump
relay to the FP PWR and FPM circuits. With the fuel pump on and FPM
circuit high, PCM can verify FP PWR circuit from fuel pump relay to
FPM splice is complete. It can also verify that fuel pump relay
contacts are closed and battery voltage is supplied to fuel pump
relay.
Fuel Pump Monitor (Models With Fuel Pump Driver Module)

The Fuel Pump Driver Module (FPDM) communicates diagnostic
information to the PCM through the Fuel Pump Monitor (FPM) circuit.
This information is sent to the PCM as a duty cycle signal. PCM uses
this signal to verify FPDM is powered and able to communicate on the
FPM circuit.
Fuel Rail Pressure (FRP) Sensor

FRP sensor is a diaphragm strain gauge which changes
resistance proportionate to pressure changes. The FRP sensor inputs
fuel pressure (near fuel injectors) to the PCM. Signal is used by PCM
to adjust fuel injector pulse width and meter fuel to each cylinder.

The heated oxygen sensors are mounted in the exhaust manifold
and pipe. See Fig. 1. HO2S sensor uses a built-in heating circuit. The
heating circuit is used to bring the HO2S sensor up to operating
temperature, enabling faster conversion to closed-loop operation.
HO2S monitors oxygen content of exhaust gases. When HO2S is
at operating temperature, a voltage signal is produced, which varies
according to oxygen content of exhaust gases. Signal is transmitted to
the PCM and is translated into a rich or lean mixture signal.
Fig. 1: Locating HO2S


IAT sensor is a thermistor device which changes resistance
proportionate to temperature changes. IAT sensor inputs air
temperature to the PCM. The IAT sensor provides a quicker temperature
change response time than the ECT sensor.
E - THEORY/OPERATION - GASOLINE
MAF sensor uses a hot wire sensing element to measure amount
of air entering the engine. Air passing over the hot wire causes it to
cool. The hot wire is maintained at 392 F (200 C) greater than ambient
temperature, as measured by a constant cold wire. See Fig. 2.
The current required to maintain hot wire operating
temperature is proportional to the intake air mass. The PCM uses this
current requirement to calculate the fuel injector pulse width in
order to provide the desired air/fuel ratio.
Fig. 2: Cross-Sectional View Of MAF Sensor

Octane Adjust Shorting Bar

The octane adjust shorting bar is used to retard spark.
Removing the shorting bar from the in-line connector will retard spark
about 3 degrees. A diagnostic trouble code will set if Octane Adjust
Shorting Bar is removed, or if an open circuit is present. DO NOT
remove shorting bar unless directed to by a technical service
bulletin.

PNP switch is mounted on transmission selector lever. PNP
switch indicates shift lever position by means of a variable
resistance signal. This signal is used by PCM to determine gear shift
selector position.
Power Steering Pressure (PSP) Sensor

The PSP sensor monitors power steering pressure. When power
steering fluid pressure exceeds the preset limit, the PSP sensor sends
an input signal to the PCM. The PCM then adjusts idle speed. PCM also
uses PSP signal to adjust transmission Electronic Pressure Control
(EPC) pressure during increased engine load.
Power Steering Pressure (PSP) Switch

The PSP switch monitors power steering pressure. PSP switch
is normally closed and opens as pressure increases. PCM uses input
signal from PSP switch to compensate for additional loads on engine by
adjusting idle speed. PCM also uses PSP signal to adjust transmission
Electronic - GASOLINE
Pressure Control (EPC) Article
pressure during Text (p.
increased 5)1998 Ford Econoline E250For 1
engine Copyright © 1998 Mitchell Rep
load.
Power Take-Off (PTO) Switch

The PTO circuit is used to disable some of the OBD-II
monitors during PTO operation. The switch is normally open and circuit
voltage is normally low. When switch is closed, battery voltage is
supplied to the circuit, indicating to the PCM of an additional load
condition.

TP sensor is a rotary potentiometer that monitors throttle
plate opening. Its signal to the PCM is proportional to throttle plate
opening angle and rate of angle change. The TP sensor signal affects
air/fuel ratio, injector timing, idle speed, EGR flow and ignition
timing. The TP sensor is mounted on throttle body.

TCS position is controlled by vehicle operator. When
equipped, the Transmission Control Indicator Light (TCIL) will come on
when the TCS is cycled to disengage overdrive.

TFT sensor is a thermistor that changes resistance as
transmission fluid temperature changes. Sensor resistance decreases as
fluid temperature increases. Sensor resistance variation is converted
into a voltage signal and sent to the PCM. The PCM uses this input
signal to determine transmission fluid temperature.

VSS is a variable reluctance or Hall-Effect type sensor that
generates a waveform with a frequency that is proportional to vehicle
speed. When vehicle is moving slowly, sensor produces a low frequency
signal. As vehicle speed increases, sensor produces a higher frequency
signal. The PCM uses this signal to control fuel injection, ignition
timing and transmission shift points.
OUTPUT SIGNALS
NOTE: Vehicles are equipped with different combinations of

computer-controlled components. Not all components listed
are used on every vehicle. For theory and operation on each
output component, refer to system indicated after component.
Canister Purge (CANP) Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS.

EGR Valve
E - THEORY/OPERATION - GASOLINE Article Te
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Pump (Gasoline Models Only)

See FUEL DELIVERY under FUEL SYSTEM (GASOLINE).
Idle Air Control (IAC) Valve

See IDLE SPEED under FUEL SYSTEM.
Malfunction Indicator Light (MIL)

See SELF-DIAGNOSTIC SYSTEM.
FUEL SYSTEM (GASOLINE)
FUEL DELIVERY
Three types of fuel systems are used: returnable, mechanical

returnless and electronic returnless.
FUEL SYSTEM IDENTIFICATION TABLE
Application Fuel System
Van ........................................... Returnable
Fuel Pump (Returnable Fuel System)

Fuel is supplied by an in-tank electric fuel pump. See Fig. 3
. Pump also has a discharge check valve to maintain system pressure
during shutdowns and to minimize starting problems. Pump delivers fuel
from fuel tank through fuel filter to fuel charging manifold assembly.
Fuel charging manifold assembly incorporates electrically actuated
fuel injectors directly above each intake port. Injectors spray
metered quantity of fuel into intake airstream. Constant fuel pressure
is maintained to injector nozzles by fuel pressure regulator located
on fuel supply manifold.
Fig. 3: Identifying Fuel Pump Assembly (Returnable System)

Fuel Pressure Regulator (Returnable

E - THEORY/OPERATION - GASOLINE FuelArticle
System)Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Fuel pressure regulator controls fuel pressure supplied to
injectors. Fuel pressure regulator is attached to fuel supply manifold
assembly, downstream of fuel injectors. Regulator is diaphragm
operated. One side of diaphragm senses fuel pressure, and other side
is subjected to intake manifold pressure. See Fig. 4.
Fuel pressure is controlled by spring preload applied to
diaphragm. Balancing one side of diaphragm with manifold pressure
maintains constant fuel pressure at injectors. Excess fuel supplied by
pump, but not consumed by engine, passes through regulator and returns
to fuel tank through fuel return line.
Fig. 4: Cross-Sectional View Of Pressure Regulator Components

(Returnable System)

In the event of a collision or vehicle rollover, electrical
contacts within the inertia switch trip open and voltage supply to the
electric fuel pump is shut off.
If the electrical circuit trips, it is not possible to
restart the vehicle until the switch is reset. A reset button is
located on top of IFS switch assembly. See Fig. 5.
WARNING: DO NOT reset IFS switch until complete fuel system has been
inspected for leaks.
Fig. 5: Identifying IFS Reset Button Switch Positions (Typical)

FUEL CONTROL
E - THEORY/OPERATION - GASOLINE Article Text (p
Fuel Injectors
The PCM controls fuel injector pulse width ("on" time) to
meter fuel quantity into intake ports. The PCM receives inputs from
engine sensors to compute fuel flow necessary to maintain correct
air/fuel ratio throughout entire engine operating range. Injector on
time (pulse width) is the only controlled variable in fuel delivery
system.
Each cylinder has a solenoid-operated injector that sprays
fuel toward the back of each intake valve. Fuel injector nozzles are
solenoid-operated valves, which meter and atomize fuel delivered to
engine. Each injector receives battery voltage through an ignition
switch circuit. The PCM-controlled ground circuit is used to complete
the circuit and energize the injector.
Injector bodies consist of solenoid-actuated pintle and
needle valve assembly. Injector flow orifice is fixed and fuel
pressure at injector tip is constant. Fuel flow to engine is regulated
according to length of time solenoid is energized. Atomized spray
pattern is obtained by shape of pintle.
IDLE SPEED
Idle Air Control (IAC) Valve Assembly

IAC valve assembly is used to control idle speed and provide
a dashpot function. IAC valve assembly meters inlet air around the
throttle plate through a by-pass within the IAC valve assembly and
throttle body. See Fig. 6 or 7.
The PCM determines desired idle speed or air by-pass and
signals the IAC valve assembly through specified duty cycle. The IAC
solenoid is built into IAC valve assembly. IAC solenoid responds by
positioning the IAC valve to control amount of air by-passed. PCM
monitors engine speed and adjusts IAC duty cycle to achieve desired
RPM. IAC valve assembly is not adjustable and cannot be cleaned.

(Hitachi)
E - THEORY/OPERATION - GASOLINE Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
(Nippondenso)
IGNITION SYSTEM
ELECTRONIC IGNITION (EI) SYSTEM
NOTE: Ignition timing is controlled by the PCM and is not

adjustable. DO NOT attempt to check base timing as false
readings will result.
Models Equipped With Coil Pack(s)

coil pack(s), related wiring and PCM. The CKP sensor is used by the
tooth on a pulse wheel mounted on front of crankshaft. The coil
pack(s) receives its signal from the PCM to fire at a calculated spark
target. Each coil within the pack fires 2 spark plugs at the same
time. The plugs are paired so one plug is fired on the compression
stroke, and the other plug fires the mating cylinder, which is on the
exhaust stroke. On the next cycle, firing strategy is reversed.
The PCM acts as an electronic switch to ground in the coil
primary circuit. When the switch is closed, positive battery voltage
applied to the coil primary circuit builds a magnetic field around the
primary coil. When the switch opens, power is interrupted and the
primary field collapses inducing high voltage in the secondary coil
winding and the spark plug is fired.
Models Equipped With Coil On Plugs (COPs)

Camshaft Position (CMP) sensor, individual COPs mounted directly on
the spark plugs, related wiring and PCM. The CKP sensor is used by the
tooth on a pulse wheel mounted on front of crankshaft. The CMP sensor
is used by the PCM to identify when piston No. 1 is at Top Dead Center
(TDC) of compression stroke. This signal is used to synchronize firing Copyright © 1998 Mitchell Re
E
of -individual
THEORY/OPERATION
coils. - GASOLINE Article Text (p. 10)1998 Ford Econoline E250For 1
The coils receive their signal from the PCM to fire at a
calculated spark target. Only one coil is fired at a time and only on
the compression stroke. The PCM acts as an electronic switch to ground
in the coil primary circuit. When the switch is closed, battery
voltage applied to the coil primary circuit builds a magnetic field
around the primary coil. When the switch opens, power is interrupted
and the primary field collapses, inducing high voltage in the
secondary coil winding and the spark plug is fired.
EMISSION SYSTEMS
SECONDARY AIR INJECTION SYSTEM
The air injection system reduces carbon monoxide (CO) and

hydrocarbon (HC) content of exhaust gases. It injects fresh air into
exhaust gas stream, which continues combustion of unburned gases.
Electronic Secondary Air Injection (AIR) System

The air injection system operates during the first 20-120
seconds of engine operation. Electronic AIR system consists of an
electric air supply pump, single or dual Air Injection (AIR) diverter
valve(s), AIR by-pass solenoid, solid state relay, related wiring and
vacuum hoses. The electric air pump is controlled by signals from the
PCM.
When the engine is started, PCM strategy determines when to
enable the electronic air pump. The PCM signals the solid state relay
and the AIR by-pass solenoid after a 5-10 second delay to begin system
operation. Once the catalytic converter warms up, PCM then signals
solid state relay to stop air pump operation and signals AIR by-pass
solenoid to stop vacuum supply to AIR diverter valve(s).
Mechanical Air Injection System

The mechanical air pump is belt driven by engine RPM and is
operational any time engine is running. The PCM requires Engine
Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor
and Crankshaft Position (CKP) sensor inputs to initiate secondary air
injection operation. The system consists of an air pump, single or
dual air diverter valve(s), silencer/filter, by-pass solenoids,
related wiring and vacuum hoses. In the mechanical air injection
system, air can be by-passed to the atmosphere, directed to exhaust
manifold or catalytic converter.
If mechanical air injection system failure is detected in
self-test, a Diagnostic Trouble Code (DTC) should set in PCM memory.
Testing for secondary air injection system is located in CIRCUIT TEST
HM. See appropriate article:
For 4.2L vehicles, see G - TESTS W/CODES - 4.2L.

For 5.4L vehicles, see G - TESTS W/CODES - 5.4L GASOLINE.
EGR SYSTEM
E - THEORY/OPERATION - GASOLINE Article Text (p. 11
NOTE: The self-diagnostic system monitors EGR system performance
and sets a Diagnostic Trouble Code (DTC) if self-test
requirements are not obtained.
System Description
The Differential Pressure Feedback Electronic (DPFE) EGR
system controls the oxides of nitrogen (NOx) emissions. Small amounts
of exhaust gases are recirculated back into the combustion chamber to
be reburned with the air/fuel charge. The DPFE EGR system consists of
a DPFE sensor, EGR valve, EGR vacuum regulator solenoid, orifice tube
assembly, related wiring, PCM and vacuum hoses.
EGR Valve
DPFE EGR valve is a conventional vacuum operated EGR valve.
Vacuum to the EGR valve is controlled by a vacuum signal from EGR
vacuum regulator solenoid. EGR valve should be closed at 1.6 in. Hg or
less and fully open at 4.5 in. Hg.
Differential Pressure Feedback Electronic (DPFE) Sensor

DPFE sensor is a ceramic, capacitive type pressure transducer
that monitors the pressure difference across a metering orifice
located in the orifice tube assembly. The DPFE sensor outputs a
voltage signal to the PCM that is proportional to the pressure drop
across the metering orifice. The PCM uses the voltage as feedback
information on the rate of EGR flow. The PCM uses feedback to adjust
the EGR vacuum solenoid and achieve the desired EGR flow.

Vacuum regulator solenoid is an electromagnetic device used
to regulate vacuum supply to the EGR valve. Vacuum regulator solenoid
contains a coil which magnetically controls the position of a disk to
regulate the vacuum. As the duty cycle to coil increases, vacuum
signal passed through the vacuum regulator solenoid to the EGR valve
also increases. Vacuum not directed to the EGR is vented to
atmosphere.
Orifice Tube Assembly

The orifice tube assembly is the section of tubing connecting
the exhaust system to the intake manifold. The orifice tube provides
the flow path for the exhaust gas to the intake manifold. The orifice
tube contains a metering orifice and 2 pressure pick-up tubes. See
Fig. 8. The metering orifice creates a measurable pressure drop across
it as the EGR valve opens and closes. The pressure differential across
the orifice is picked up by the Differential Pressure Feedback
Electronic (DPFE) sensor which provides feedback to the PCM.
E - THEORY/OPERATION - GASOLINE Article Text (p. 12)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
Fig. 8: Identifying EGR Orifice Tube Assembly
FUEL EVAPORATIVE SYSTEM
System Description
The Evaporative Emission (EVAP) system prevents fuel vapor
build-up in the fuel tank. Fuel vapor trapped in fuel tank is vented
through the vapor valve assembly on top of fuel tank. Fuel vapors
leave the valve assembly through a single vapor line and continue on
to the EVAP canister for storage until vapors are purged into the
engine for burning. EVAP canister is located in engine compartment, in
rear of vehicle near luggage compartment or underneath vehicle along
the frame rail. There are 4 different types of EVAP systems that may
be used:
* EVAP Purge Flow System

* Vapor Management Flow System
* EVAP Running Loss System
* On-Board Refueling Vapor Recovery EVAP System
EVAP Purge Flow System

The EVAP purge flow system components consist of a fuel tank,
fuel vapor vent valve, fuel filler cap, EVAP canister, EVAP purge
valve, purge flow sensor, related wiring and fuel vapor hoses. EVAP
purge flow system uses inputs from Engine Coolant Temperature (ECT)
sensor, Intake Air Temperature (IAT) sensor, Throttle Position (TP)
sensor, Mass Airflow (MAF) sensor - GASOLINE Article
and Vehicle Speed Text (p.(VSS)
Sensor 13)1998
to Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
provide information about engine operating conditions to PCM.
Conditions necessary to activate EVAP purge flow system are; engine
must be at normal operating temperature, engine must be operating
under a moderate load, and throttle must be open.

The normally closed purge valve controls flow of fuel vapor
from EVAP canister to intake manifold during various engine
operating modes. When engine is shutoff, vapors from fuel
* Purge Flow (PF) Sensor
The PF sensor is used to monitor fuel vapor flow to engine
during ODD-II Evaporative Emission Test.
shutoff (rollover) valve in the fuel vapor vent valve
assembly to prevent liquid fuel from passing into the EVAP
canister. See Fig. 9.
* EVAP Canister
Fig. 9: Identifying Vapor Vent Valve

Vapor Management Flow System

The vapor management flow system components consist of fuel
tank, fuel filler cap, fuel vapor vent valve, EVAP canister, EVAP
purge valve, related wiring and fuel vapor hoses. Vapor management
flow system uses inputs from Engine Coolant Temperature (ECT) sensor,
Intake Air Temperature (IAT) sensor, E - Throttle Position (TP) sensor,
THEORY/OPERATION - GASOLINE Article Text (p. 14)1998 Ford Econoline E2
Mass Airflow (MAF) sensor and Vehicle Speed Sensor (VSS) to provide
information about engine operating conditions to PCM. Conditions
necessary to activate vapor management flow system are; engine must be
at normal operating temperature, engine must be operating under a
moderate load, throttle must be open, and in close loop fuel control.
The PCM deactivates vapor management flow system during idle or
whenever a failure is detected.

shutoff (rollover) valve in the fuel vapor vent valve to
prevent liquid fuel from passing into the EVAP canister.
See Fig. 9.
EVAP Running Loss System

The EVAP running loss system components consist of fuel tank,
fuel filler cap, fuel tank mounted or in-line fuel vapor control
valve, fuel vapor vent valve, EVAP canister, EVAP canister purge
valve, fuel tank pressure sensor, canister vent solenoid, related
wiring and fuel vapor hoses. EVAP running loss system uses inputs from
Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT)
sensor, Throttle Position (TP) sensor, Mass Airflow (MAF) sensor,
Vehicle Speed Sensor (VSS) and Fuel Tank Pressure (FTP) sensor to
provide information about engine operating conditions to PCM. The Fuel
Level Input (FLI) and FTP sensor signals are used by the PCM to
determine activation of EVAP Monitor based on presence of fuel vapor
or fuel sloshing.
* Canister Vent (CV) Solenoid

The CV solenoid seals the EVAP running loss system to
atmosphere during the EVAP Running Monitor test.
* Fuel Tank Pressure (FTP) Sensor
The FTP sensor is used to measure fuel tank pressure during
EVAP Monitor Running Monitor test. FTP sensor is also used to
control excessive fuel tank pressure by forcing the system to
purge.
tank flow into canister. After engine is started, purge valve E - THEORY/OPERATION - GASOLINE Article Tex
* Fuel Vapor Control Valve
The fuel vapor control valve is used to close the flow of
liquid fuel to the EVAP canister purge valve or EVAP canister
during refueling. Fuel vapor control valve is also used to
prevent accumulation of liquid fuel in the fuel vapor hoses
caused by overfilling fuel tank.
* EVAP Canister
engine running at RPM higher than idle, vapors are purged
On-Board Refueling Vapor Recovery EVAP System

The on-board refueling vapor recovery EVAP system components
consist of fuel tank, fuel filler cap, fuel filler pipe check
valve/flapper valve, fuel tank pressure sensor, fuel vapor vent
valve(s), EVAP canister(s), EVAP canister purge valve, canister vent
solenoid, related wiring and fuel vapor hoses.

* EVAP Canister
PCV system uses intake manifold vacuum to recycle blow-by

vapors from the crankcase to the combustion chamber, where they are
burned. PCV valve meters flow of blow-by vapors, according to manifold
vacuum. When high amounts of blow-by gases are produced (such as worn
piston rings), excess gases flow back through crankcase vent hose into
the air inlet and are burned during normal combustion.
E - THEORY/OPERATION - GASOLINE Article Text (p
NOTE: All systems have self-diagnostic capabilities. For

information on procedures for entering self-test modes and
reading Diagnostic Trouble Codes (DTCs), see

The MIL is located on the instrument cluster and is labeled

CHECK ENGINE or SERVICE ENGINE SOON. MIL will illuminate when ignition
switch is turned to the ON position (bulb check), or when systems
related to the EEC-V system malfunction during normal engine
operation. For additional information, see appropriate article:

END OF ARTICLE
E - THEORY/OPERATION - GASOLINE Article Text (p. 17)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
* EXHAUST SYSTEM UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Exhaust Systems - January 2002 Motorist Assurance Program
OVERVIEW

their customers.
outlets.

Bethesda, MD 20814
Phone: (301) 634-4955

Fax: (202) 318-3078
January 2002

available.
documented.
* EXHAUST SYSTEM UNIFORM INSPECTION GUIDE



future problem.

unsafe condition.

performance)
C - Part is missing

* EXHAUST SYSTEM UNIFORM INSPECTION GUIDEL

soon, etc.)
informed experience

EXHAUST
SERVICE PROCEDURES REQUIRED AND SUGGESTED FOR PROPER

VEHICLE OPERATION
WARNING: Federal EPA rules prohibit altering an exhaust system in

any way that defeats the emission reduction components of a
vehicle. Be sure to review and adhere to EPA policy on
removing and replacing catalytic converters. Where state or
local laws are stricter, they take precedence over these
guidelines.
NOTE: Some exhaust systems are of a welded design. It is not

required that the entire system be replaced. Determine the
need to replace individual components based on conditions of
component.
CATALYTIC CONVERTERS
CAUTION: Before working on an exhaust system, review EPA

regulations on removing and replacing catalytic converters.
NOTE: Any time a converter has failed, further diagnosis is

required to determine the reason(s) for converter failure.
CATALYTIC CONVERTER INSPECTION
Air injection tube

of injection tube or
replacement of catalytic * EXHAUST SYSTEM UNIFORM INSPECTION GUIDEL
converter.
Air injection tube
burnt .................. A ... Require repair or replacement
replacement of catalytic
converter.
Air injection tube
leaking ................ A ... Require repair or replacement
converter.
Air injection tube
loose .................. A ... Require repair or replacement
converter.
Air injection tube
restricted ............. A ... Require repair or replacement
converter.
Air injection tube
converter.
Air injection tube
threads stripped
converter.
Body cracked ............ B .. Require repair or replacement.
Converter empty ......... A .. Require repair or replacement.
Converter fill plug
missing ................ C .. Require repair or replacement.
Converter missing ....... C ............ Require replacement.
Exhaust gases leaking ... A .. Require repair or replacement.
Flanges leaking ......... A ... Require repair or replacement
of flanges.
Inlet pipes cracked ..... B .. Require repair or replacement.
Internal rattle (except
pellet-type) ........... 2 .......... (1) Further inspection
required.
Mounting brackets that
are part of converter
Obvious overheating ..... .. ......... (2) Require testing of
converter.
Outlet pipes cracked .... B .. Require repair or replacement.
Pieces of catalyst
material found
* EXHAUST SYSTEM UNIFORM INSPECTION GUIDELINES *
downstream ............. 1 ............ Suggest replacement.
Plugged ................. A ........ (3) Require replacement.
Testing has determined
that existing converter
has been lead-poisoned,
contaminated, or failed
testing ................ A .. Require repair or replacement.
(1) - If the converter is breaking up, suggest converter

replacement. If an object has fallen into the converter,
remove the object.
(2) - Overheating is caused by something other than the
converter. Further diagnosis is required to determine
the cause of the overheating.
(3) - Determine cause and correct to ensure that new converter
will not become plugged.
EXHAUST AND TAIL PIPES
NOTE: For pipes with resonators, also see MUFFLERS AND RESONATORS.
EXHAUST AND TAIL PIPE INSPECTION
Bracket broken .......... A .. Require repair or replacement.

Pipe bent out of
position ............... B .. Require repair or replacement.
Pipe broken ............. A .. Require repair or replacement.
Pipe cracked ............ B .. Require repair or replacement.
Pipe leaking ............ A ............ Require replacement.
Pipe missing ............ C ............ Require replacement.
Pipe plugged ............ A ............ Require replacement.
Pipe weak due to
corrosion, but no leaks
present ................ 1 ............ Suggest replacement.
Weld broken ............. A .. Require repair or replacement.
EXHAUST CONNECTIONS
EXHAUST CONNECTION INSPECTION
Attaching hardware
incorrect .............. B ......... Require replacement of
hardware.
Clamp broken ............ A ........... Require replacement.
Clamp loose ............. A . Require repair or replacement.
Clamp missing* ...........
EXHAUST SYSTEM
C ........... UNIFORM
Require INSPECTION GUIDELINES * Article Text (p. 6)1998 Ford Econoli
replacement.
Corroded, affecting
structural integrity ... 1 ........... Suggest replacement.
Incorrect type (i.e.
flange, ball & socket
etc.) .................. B ........... Require replacement.
Leaking ................. A ................ Require repair.
Loose ................... A ................ Require repair.
HANGERS
HANGER INSPECTION

Corroded, affecting
structural integrity ... 1 ............ Suggest replacement.
Incorrect type .......... B ............ Require replacement.
Out of position ......... B .. Require repair or replacement.
Rubber deteriorated ..... 1 ............ Suggest replacement.
HEAT RISERS (MECHANICAL EFE DEVICES)
HEAT RISER (MECHANICAL EFE DEVICE) INSPECTION
Broken .................. A .......... Require replacement of

affected parts.
Diaphragm inoperative ... A ........ (1) Require replacement.
Noisy ................... 2 ... Suggest repair or replacement
of affected parts.
Seized .................. A ... Require repair or replacement
of affected parts.
Spring broken ........... B .......... Require replacement of
spring(s).
Spring inoperative ...... A .......... Require replacement of
spring(s).
(1) - If the inoperative diaphragm is separate from the heat

riser, then require replacement of the inoperative
diaphragm. If the inoperative diaphragm is part of the
heat riser, then replace the heat riser.
HEAT SHIELDS
* EXHAUST SYSTEM UNIFORM INSPECTION GUIDELINES
HEAT SHIELD INSPECTION
Bent .................... B .. Require repair or replacement.

Corroded, affecting
structural integrity ... 1 ............ Suggest replacement.
MANIFOLDS (CAST AND TUBE TYPE)
MANIFOLD (CAST AND TUBE TYPE) INSPECTION
Air injection tube in

manifold broken ........ A ... Require repair or replacement
replacement of manifold.
manifold corroded,
integrity .............. 1 ......... Suggest replacement of
manifold leaking ....... A ... Require repair or replacement
manifold loose ......... A ................. Require repair.
manifold restricted .... A .......... Require replacement of
manifold threads
damaged ................ A ..... Require repair of injection
tube or manifold.
manifold threads stripped
(threads missing) ...... A .......... Require replacement of
Bolt broken ............. A ... Require replacement of bolts.
Bolt loose .............. A ........... Require tightening or
replacement of bolts.
Bolt missing ............ C ... Require replacement of bolts.
Corroded, affecting
sealability ............ A .. Require repair or replacement.
Cylinder head threads
*stripped
EXHAUST ...............
SYSTEM A ... UNIFORM
Require repair or replacement
of cylinder head.
Gasket leaking .......... A ........... Require tightening or
replacement of gasket.
Heat stove bent ......... B ........... (1) Require repair or
replacement of stove.
Heat stove broken ....... A ......... (1) Require replacement
of stove.
Heat stove corroded,
integrity .............. 1 ......... (1) Suggest replacement
of stove.
Heat stove missing ...... C ......... (1) Require replacement
of stove.
Manifold broken ......... A .. Require repair or replacement.
Manifold cracked ........ B .. Require repair or replacement.
Manifold warped ......... A .. Require repair or replacement.
Stud broken ............. A .... Require replacement of stud.
Stud missing ............ C .... Require replacement of stud.
Stud threads damaged .... A ... Require repair or replacement
of stud.
Stud threads stripped
(threads missing) ...... A .... Require replacement of stud.
(1) - Stove may not be available separately; this may require

MECHANICAL EFE DEVICES
See HEAT RISERS (MECHANICAL EFE DEVICES).
MUFFLERS AND RESONATORS
MUFFLER AND RESONATOR INSPECTION
Body shell distorted,

affecting performance or
Corrosion hole .......... A ............ Require replacement.
Mounting bracket broken . A .. Require repair or replacement.
Mounting bracket
cracked ................ B .. Require repair or replacement.
Nipple cracked .......... A .. Require repair or replacement.
Nipple loose ............ B ............ Require replacement.
Outer wrap peeling
(exhaust not leaking) .. 1 ............ Suggest replacement.
Plugged ................. A ............ Require replacement.
Puncture (other than a * EXHAUST SYSTEM UNIFORM INSPECTION GUIDELINES
drain hole) ............ A ............ Require replacement.
Rattling or knocking noise
from inside muffler .... B ............ Require replacement.
Seam open (exhaust
leaking) ............... A ............ Require replacement.
Sound quality
unsatisfactory ......... 2 .. Suggest replacement to address
customer need and/or request.
Split (exhaust leaking) . A ............ Require replacement.
Weak due to corrosion, but
no leaks present ....... 1 ............ Suggest replacement.
END OF ARTICLE
* EXHAUST SYSTEM UNIFORM INSPECTION GUIDELINES * Article Text (p. 10)1998 Ford
00V284000: FAILS TO COMPLY WITH FMVSS NO. 303 -LABEL
Article Text
For 1
ARTICLE BEGINNING
NHTSA RECALL BULLETIN
Model(s): 1998-2000 Ford Econoline E150

1998-2000 Ford Econoline E250
1998-2000 Ford Pickup F150
1998-2000 Ford Pickup F250
Campaign No: 00V284000
Mfg. Campaign No: 00L07
Number of Affected Vehicles: 4500
Beginning Date of Manufacture: 1998 MAR
Ending Date of Manufacture: 2000 SEP
VEHICLE DESCRIPTION
Bi-Fuel CNG Pickup trucks and Bi-Fuel CNG vans, modified by CFI
Control Systems, Inc.
DESCRIPTION OF NON-COMPLIANCE
Bi-Fuel CNG Pickup trucks and Bi-Fuel CNG vans, modified by CFI
Control Systems, Inc., fail to conform to the requirements of FMVSS
No. 303, "Fuel System Integrity Of Compressed Natural Gas Vehicles."
The label affixed to the fuel filler door by the vehicle modifier
contains the inspection date and expiration date of the CNG tank.
However, it does not contain the statement "See instructions on the
fuel container for inspection and service life." These vehicles do not
comply with the requirements.
CORRECTIVE ACTION
Owners will be provided a label with the required statement, along

with instructions for affixing the label at the fuel filler door.
OWNER NOTIFICATION
Owner notification is expected to begin during October 2000. Owners

who take their vehicles to an authorized dealer on an agreed upon
service date and do not receive the free remedy within a reasonable
time should contact Ford at 1-800-392-3673. Also contact the National
Highway Traffic Safety Administration's Auto Safety Hotline at 1-888-
dash-2-dot (1-888-327-4236).
ADDITIONAL INFORMATION
The National Highway Traffic Safety Administration operates Monday

through Friday from 8:00 AM to 4:00 PM, Eastern Time. For more
information call (800) 424-9393 or (202) 366-0123. For the hearing
impaired, call (800) 424-9153.
END OF ARTICLE
00V284000: FAILS TO COMPLY WITH FMVSS NO

F - BASIC TESTING - 4.2L & 4.6L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Basic Diagnostic Procedures
Ford; Pickup F150/250 & Van E150/250 (4.2L & 4.6L)
INTRODUCTION
The following diagnostic steps will help prevent overlooking

a simple problem. This is also where to begin diagnosis for a no-start
condition.
verifying the symptom(s) with a test drive under the conditions the
problem reportedly occurred.
Before entering self-diagnostics, perform a careful and
complete visual inspection. Most engine control problems result from
mechanical breakdowns, poor electrical connections or
damaged/misrouted vacuum hoses. Before condemning the computerized
system, perform each test listed in this article.
PRELIMINARY INSPECTION & ADJUSTMENTS
VISUAL INSPECTION

vacuum leaks.
MECHANICAL INSPECTION
Compression
Check engine mechanical condition using a compression gauge,
vacuum gauge or engine analyzer. If using engine analyzer, see engine
analyzer manual for specific instructions. Compression pressures are
considered within specifications if lowest reading cylinder is within
75 percent of highest reading cylinder.
WARNING: Because fuel injectors on many models are triggered by the

ignition switch, DO NOT use ignition switch during
compression tests on fuel injected vehicles. Use a remote
starter to crank engine to prevent fire hazard or engine
oiling system contamination.
Exhaust System Backpressure

Using a vacuum or pressure gauge, check exhaust system.
Remove Heated Oxygen Sensor (HO2S) or air injection check valve (if
equipped). Connect a 0-5 psi pressure gauge, and run engine at 2500
RPM. If exhaust system backpressure is greater than 2 psi, exhaust
system or catalytic converter is plugged.
If using a vacuum gauge, connect vacuum gauge hose to intake
manifold vacuum port, and start engine. Observe vacuum gauge. Open
throttle part way and hold steady. If vacuum gauge reading slowly
drops after stabilizing, check exhaust system for restrictions.
FUEL SYSTEM
PRELIMINARY CHECKS
Ensure following systems and components are in good condition

and operating properly before diagnosing problems in fuel injection
system:
* Check battery and charging system condition.

* Check all wiring and vacuum connections.
* Check air cleaner and ducting.
* Check state of tune.
* Check fuel delivery system.
* Check cooling system.
* Check inertia fuel shutoff switch.
* Check for blown head gasket (liquid in cylinder).
* Check fuel tank contents and fuel gauge accuracy.
* Check for dirt, water or other contamination in fuel.
* Check fuel lines and fittings for leaks.
* Check fuel delivery system for proper pressure and volume.
* Check for inoperative fuel injectors.
* Check for improperly installed electronic equipment such as
anti-theft system, CB radio, cellular telephone or stereo.
Engine Does Not Crank

Check for enabled anti-theft system. Check starting and
charging system for correct operation. Check for hydrostatic lock
(liquid in cylinder). Repair as necessary.
Engine Cranks But Will Not Start

1) Check fuel tank contents and fuel gauge accuracy. Check
for dirt, water or contamination in fuel.
2) Check fuel lines and fittings for leaks. If no leaks are
found, check fuel delivery system for proper pressure and volumes.
Reset Inertia Fuel Shutoff (IFS) switch (if necessary).
3) Check for damaged or contaminated fuel injector wiring
harness and connector. Ensure fuel injectors pulse when engine is
cranked.
4) Check ignition system for strong spark at spark plugs. If
no spark exists or if spark is weak, proceed as follows:
* On all EEC-V models, go to step 1) of CIRCUIT TEST JE in


For 4.6L Pickup, see G - TESTS W/CODES - 4.6L. F - BASIC TESTING - 4.2L & 4.6L Article Text (p.
FUEL SYSTEM PRESSURE RELEASE
WARNING: Always relieve fuel pressure before disconnecting any

component under fuel pressure. DO NOT allow fuel to contact
engine or electrical components.
1) Remove fuel tank cap. Using Fuel Pressure Gauge (T80L-

9974-B), release pressure from system at pressure relief valve
(Schrader valve) located on fuel injection manifold rail. Place fuel
pressure gauge in a suitable container. Using gauge, release pressure
from system.
Inertia Fuel Shutoff (IFS) switch. See INERTIA FUEL SHUTOFF (IFS)
SWITCH LOCATION table. Remove fuel cap to release fuel tank pressure.
Crank engine for 15 seconds to release system pressure.
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION TABLE
Pickup & Van ..................... Behind Right Kick Panel
FUEL PRESSURE
WARNING: Inspect fuel system for leaks or damage before testing fuel
pump.
NOTE: EEC-V PCM has 104-pin connector.
1) Release fuel pressure. Install fuel pressure gauge. Turn

ignition on and read fuel pressure. Start engine and read fuel
pressure. Compare fuel pressure reading on fuel pressure gauge with
specifications in C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS
article.
2) If fuel pressure is not within specifications, check fuel
pressure regulator. With engine running, connect hand vacuum pump and
apply vacuum to regulator.
3) Ensure fuel pressure changes as vacuum at regulator is
increased and decreased. If no pressure change occurs, replace
regulator and recheck system. For additional testing information, go
to CIRCUIT TEST HC in appropriate article:

FUEL INJECTORS (GASOLINE)

F - BASIC TESTING - 4.2L & 4.6L Article Text (p. 3)1998 Ford
Fuel Injector Resistance
Disconnect injector harness connectors. Using digital
ohmmeter, measure resistance between injector terminals. See
INDIVIDUAL INJECTOR RESISTANCE table. Replace any injector not within
specification.
Fuel Injector Check

Start engine and allow to idle. If engine will not start,
crank engine for 10 seconds. Using a stethoscope, listen for clicking
sound at each injector. If clicking sound is heard, fuel injector is
operating. If clicking sound is not heard, proceed as follows:
* For all EEC-V models, go to step 8) of CIRCUIT TEST HD in


NOTE: For additional testing and information, see

I - SYSTEM/COMPONENT TESTS - GASOLINE article.
INDIVIDUAL INJECTOR RESISTANCE TABLE (1)
Engine Ohms
4.2L & 4.6L ........................................ 11-18
(1) - Resistance values are for a single injector.
INERTIA FUEL SHUTOFF (IFS) SWITCH
WARNING: DO NOT reset IFS switch until fuel system has been inspected
for leaks.
1) In event of a collision, electrical contacts in inertia

switch open, automatically shutting off fuel pump. Fuel pump shuts off
even if engine does not stop running. Engine will stop due to lack of
fuel.
2) Engine cannot be restarted until inertia switch is
manually reset. To reset inertia switch, depress button on switch. See
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table under FUEL SYSTEM
PRESSURE RELEASE.
NO-START DIAGNOSIS
Definition
No-start is defined as engine cranks okay, but does not
start. Engine may fire a few times. F - BASIC TESTING - 4.2L & 4.6L Article Text (p. 4)1998 Ford Econoline E250
PRELIMINARY CHECKS
Before diagnosing problems in ignition system, ensure

following systems and components are in good condition and operating
properly.
* Battery.
* Timing belt or chain.
* Fuel delivery and injection system.
* All wiring and vacuum connections.
* Air cleaner and ducts.
* Cooling system.
DISTRIBUTORLESS IGNITION SYSTEM
Spark Check
1) Perform self diagnostic QUICK TEST to check for ignition-
related fault codes, and repair as necessary. See QUICK TEST in

If no fault codes are retrieved, check ignition system wiring harness

connectors for corrosion and tight fit. See appropriate article:
For 4.2L Pickup, see L - WIRING DIAGRAMS - 4.2L.

For 4.2L Van, see L - WIRING DIAGRAMS - 4.2L.
Clean or repair connectors as necessary.

2) If wiring and connectors are okay, use Neon Bulb Spark
Tester (D8IP-6666-A) to check for spark at each spark plug wire while
cranking engine. If spark is strong and consistent at each spark plug
(one spark per crankshaft revolution), ignition system is okay. If
spark is not present, go to CIRCUIT TEST JD in appropriate article:

IGNITION COIL RESISTANCE
IGNITION COIL RESISTANCE TABLE - OHMS @ 75 F (24 C)
Application Primary Ohms Secondary Ohms

F - BASIC TESTING - 4.2L & 4.6L Article Text (p. 5)1998 Ford Econoline E250
Distributorless Ignition ...... .5 ................. (1)
(1) - Resistance values are not provided by manufacturer at

time of publication.
IDLE SPEED & IGNITION TIMING
IGNITION TIMING
EEC-V Models
4.2L & 4.6L ......................................... 8-10
IDLE SPEED
NOTE: On all EEC-V equipped models, idle speed is controlled by

Powertrain Control Module (PCM) and is not adjustable. Idle
speed specifications are for reference purposes only. If idle
concerns exist, see appropriate article:

If no DTCs exist, go to H - TESTS W/O CODES - GASOLINE

article.

IDLE RPM SPECIFICATION table.
A/T .............................................. 800-850

M/T .............................................. 725-775
F Copyright © 1998 Mitchell Repair Inform
(1)- -BASIC TESTING - 4.2L
with & 4.6L warm
Article
andText
all (p. 6)
Idle speed is checked engine
adjustable.
IDLE MIXTURE ADJUSTMENT


THROTTLE POSITION (TP) SENSOR ADJUSTMENT


SUMMARY
If no faults were found while performing BASIC DIAGNOSTIC

PROCEDURES, proceed to SELF-DIAGNOSTICS in appropriate article:

If no trouble codes are found in self-diagnostics, proceed to

H - TESTS W/O CODES - GASOLINE article for diagnosis by symptom (i.e.,
ROUGH IDLE, NO START, etc.) or intermittent diagnostic procedures.
END OF ARTICLE
F - BASIC TESTING - 4.2L & 4.6L Article Text (p. 7)1998 Ford Ec
F - BASIC TESTING - 5.4L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Basic Diagnostic Procedures
Ford; Van E150/250/350 (5.4L)
INTRODUCTION
The following diagnostic steps will help prevent overlooking

a simple problem. This is also where to begin diagnosis for a no-start
condition.
verifying the symptom(s) with a test drive under the conditions the
problem reportedly occurred.
Before entering self-diagnostics, perform a careful and
complete visual inspection. Most engine control problems result from
mechanical breakdowns, poor electrical connections or
damaged/misrouted vacuum hoses. Before condemning the computerized
system, perform each test listed in this article.
PRELIMINARY INSPECTION & ADJUSTMENTS
VISUAL INSPECTION

vacuum leaks.
MECHANICAL INSPECTION
Compression
Check engine mechanical condition using a compression gauge,
vacuum gauge or engine analyzer. If using engine analyzer, see engine
analyzer manual for specific instructions. Compression pressures are
considered within specifications if lowest reading cylinder is within
75 percent of highest reading cylinder.
WARNING: Because fuel injectors on many models are triggered by the

ignition switch, DO NOT use ignition switch during
compression tests on fuel injected vehicles. Use a remote
starter to crank engine to prevent fire hazard or engine
oiling system contamination.
Exhaust System Backpressure

Using a vacuum or pressure gauge, check exhaust system.
Remove Heated Oxygen Sensor (HO2S) or air injection check valve (if
equipped). Connect a 0-5 psi pressure gauge, and run engine at 2500
RPM. If exhaust system backpressure is greater than 2 psi, exhaust
system or catalytic converter is plugged.
If using a vacuum gauge, connect vacuum gauge hose to intake
manifold vacuum port, and start engine. Observe vacuum gauge. Open
throttle part way and hold steady. If vacuum gauge reading slowly
drops after stabilizing, check exhaust system for restrictions.
FUEL SYSTEM
PRELIMINARY CHECKS
Ensure following systems and components are in good condition

and operating properly before diagnosing problems in fuel injection
system:
* Check battery and charging system condition.

* Check all wiring and vacuum connections.
* Check air cleaner and ducting.
* Check state of tune.
* Check fuel delivery system.
* Check cooling system.
* Check inertia fuel shutoff switch.
* Check for blown head gasket (liquid in cylinder).
* Check fuel tank contents and fuel gauge accuracy.
* Check for dirt, water or other contamination in fuel.
* Check fuel lines and fittings for leaks.
* Check fuel delivery system for proper pressure and volume.
* Check for inoperative fuel injectors.
* Check for improperly installed electronic equipment such as
anti-theft system, CB radio, cellular telephone or stereo.
Engine Does Not Crank

Check for enabled anti-theft system. Check starting and
charging system for correct operation. Check for hydrostatic lock
(liquid in cylinder). Repair as necessary.
Engine Cranks But Will Not Start

1) Check fuel tank contents and fuel gauge accuracy. Check
for dirt, water or contamination in fuel.
2) Check fuel lines and fittings for leaks. If no leaks are
found, check fuel delivery system for proper pressure and volumes.
Reset Inertia Fuel Shutoff (IFS) switch (if necessary).
3) Check for damaged or contaminated fuel injector wiring
harness and connector. Ensure fuel injectors pulse when engine is
cranked.
4) Check ignition system for strong spark at spark plugs. If
no spark exists or if spark is weak, proceed as follows:
* On all EEC-V models, go to step 1) of CIRCUIT TEST JE in

For gasoline vehicles, see G - TESTS W/CODES - 5.4L GASOLINE.

For CNG vehicles, see G - TESTS W/CODES - 5.4L CNG. F - BASIC TESTING - 5.4L Article Text (p. 2)
WARNING: Always relieve fuel pressure before disconnecting any


(Schrader valve) located on fuel injection manifold rail. Place fuel
pressure gauge in a suitable container. Using gauge, release pressure
from system.
SWITCH LOCATION table. Remove fuel cap to release fuel tank pressure.
Crank engine for 15 seconds to release system pressure.
Van .............................. Behind Right Kick Panel
FUEL PRESSURE
WARNING: Inspect fuel system for leaks or damage before testing fuel
pump.
NOTE: EEC-V PCM has 104-pin connector.
1) Release fuel pressure. Install fuel pressure gauge. Turn

ignition on and read fuel pressure. Start engine and read fuel
pressure. Compare fuel pressure reading on fuel pressure gauge with
specifications in C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS
article.
2) If fuel pressure is not within specifications, check fuel
pressure regulator. With engine running, connect hand vacuum pump and
apply vacuum to regulator.
3) Ensure fuel pressure changes as vacuum at regulator is
increased and decreased. If no pressure change occurs, replace
regulator and recheck system. For additional testing information, go
to CIRCUIT TEST HC in appropriate article:

For CNG vehicles, see G - TESTS W/CODES - 5.4L CNG.
FUEL INJECTORS (GASOLINE)

F - BASIC TESTING - 5.4L Article Text (p. 3)1998 Ford
specification.
Fuel Injector Check

operating. If clicking sound is not heard, proceed as follows:
* For all EEC-V models, go to step 8) of CIRCUIT TEST HD in


NOTE: For additional testing and information, see appropriate

article:
For gasoline vehicles, see

I - SYSTEM/COMPONENT TESTS - GASOLINE.
For CNG vehicles, see I - SYSTEM/COMPONENT TESTS - 5.4L CNG.
Engine Ohms
5.4L ............................................... 11-18
INERTIA FUEL SHUTOFF (IFS) SWITCH
WARNING: DO NOT reset IFS switch until fuel system has been inspected
for leaks.
1) In event of a collision, electrical contacts in inertia

switch open, automatically shutting off fuel pump. Fuel pump shuts off
even if engine does not stop running. Engine will stop due to lack of
fuel.
2) Engine cannot be restarted until inertia switch is
manually reset. To reset inertia switch, depress button on switch. See
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table under FUEL SYSTEM
PRESSURE RELEASE.
NO-START DIAGNOSIS
Definition
No-start is defined as engine cranks okay, but does not
start. Engine may fire a few times.
PRELIMINARY CHECKS F - BASIC TESTING - 5.4L Article Text (p. 4)1998 Ford
Before diagnosing problems in ignition system, ensure
following systems and components are in good condition and operating
properly.
* Battery.
* Timing belt or chain.
* Fuel delivery and injection system.
* All wiring and vacuum connections.
* Air cleaner and ducts.
* Cooling system.
DISTRIBUTORLESS IGNITION SYSTEM
NOTE: Vehicles use Coil On Plug (COP). COP faults should set a DTC.
For additional testing, see CIRCUIT TEST JF in appropriate
article:

Spark Check
1) Perform self diagnostic QUICK TEST to check for ignition-
related fault codes, and repair as necessary. See QUICK TEST in

If no fault codes are retrieved, check ignition system wiring harness

connectors for corrosion and tight fit. See appropriate article:

L - WIRING DIAGRAMS - 5.4L GASOLINE.
For CNG vehicles, see L - WIRING DIAGRAMS - 5.4L CNG.
Clean or repair connectors as necessary.

2) If wiring and connectors are okay, use Neon Bulb Spark
Tester (D8IP-6666-A) to check for spark at each spark plug wire while
cranking engine. If spark is strong and consistent at each spark plug
(one spark per crankshaft revolution), ignition system is okay. If
spark is not present, go to CIRCUIT TEST JD in appropriate article:

IGNITION COIL RESISTANCE
IGNITION COIL RESISTANCE TABLE - OHMS @ 75 F (24 C)
Application Primary Ohms Secondary Ohms

F - BASIC TESTING - 5.4L Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright ©
Distributorless Ignition
Coil On Plug ................ (1) ................ (1)
(1) - Resistance values are not provided by manufacturer at

time of publication. For testing, refer to
CIRCUIT TEST JF in appropriate article:

G - TESTS W/CODES - 5.4L GASOLINE.
IDLE SPEED & IGNITION TIMING
IGNITION TIMING
EEC-V Models
5.4L ................................................ 8-10
IDLE SPEED
NOTE: On all EEC-V equipped models, idle speed is controlled by

Powertrain Control Module (PCM) and is not adjustable. Idle
speed specifications are for reference purposes only. If idle
concerns exist, see appropriate article:

If no DTCs exist, go to appropriate article:
For gasoline vehicles, see H - TESTS W/O CODES - GASOLINE.

For CNG vehicles, see H - TESTS W/O CODES - 5.4L CNG.

IDLE RPM SPECIFICATION table.
IDLE RPM SPECIFICATION TABLE Copyright © 1998 Mitchell Repair Information Co

F - BASIC TESTING - 5.4L Article Text (p. 6)1998 Ford Econoline E250For 1
A/T .............................................. 800-850

M/T .............................................. 725-775

adjustable.
IDLE MIXTURE ADJUSTMENT


THROTTLE POSITION (TP) SENSOR ADJUSTMENT


SUMMARY
If no faults were found while performing BASIC DIAGNOSTIC

PROCEDURES, proceed to SELF-DIAGNOSTICS in appropriate article:

If no trouble codes are found in self-diagnostics, proceed to

appropriate article for diagnosis by symptom (i.e., ROUGH IDLE, NO
START, etc.) or intermittent diagnostic procedures:
For gasoline vehicles, see H - TESTS W/O CODES - GASOLINE.

For CNG vehicles, see H - TESTS W/O CODES - 5.4L CNG.
END OF ARTICLE
F - BASIC TESTING - 5.4L

01V114000: FUEL TANK INSULATOR PADS
Article Text
For 1
ARTICLE BEGINNING
NHTSA RECALL BULLETIN
Model(s): 1997 Ford Econoline E250

Campaign No: 01V114000
Mfg. Campaign No: 01S14
Number of Affected Vehicles: 151000
Beginning Date of Manufacture: 1996 APR
Ending Date of Manufacture: 2000 NOV
VEHICLE DESCRIPTION
Wagons, and certain vans with Ambulance Prep Packages.
DESCRIPTION OF DEFECT
In certain severe-duty applications involving operation at or near

gross vehicle weight with frequent twisting of the vehicle body, such
as off-road, rough road or speed bump events, the 35 gallon mid-ship
fuel tank could develop a crack where it contacts the frame cross
member. If the fuel tank cracks, fuel leakage could occur.
CONSEQUENCE OF DEFECT
Fuel leakage in the presence of an ignition source could result in a

fire. Dealers will inspect the fuel tank and, if cracked, will replace
the tank.
CORRECTIVE ACTION
Insulator pads will be installed on all vehicles to reduce the

stress levers in the fuel tank.
OWNER NOTIFICATION
Owner notification began April 19, 2001. Owners who take their
vehicles to an authorized dealer on an agreed upon service date and do
not receive the free remedy within a reasonable time should contact
Ford at 1-800-392-3673. Also contact the National Highway Traffic
Safety Administration's Auto Safety Hotline at 1-888-dash-2-dot (1-
888-327-4236).
ADDITIONAL INFORMATION
The National Highway Traffic Safety Administration operates Monday
through Friday from 8:00 AM to 4:00 PM, Eastern Time. For more
information call (800) 424-9393 or (202) 366-0123. For the hearing
impaired, call (800) 424-9153.
END OF ARTICLE
01V114000: FUEL TANK INSULATOR PADS Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
FUSES & CIRCUIT BREAKERS
Article Text
For 1
ARTICLE BEGINNING
1998 ELECTRICAL
Fuses & Circuit Breakers
Econoline & Club Wagon

IDENTIFICATION
CENTRAL JUNCTION BOX
NOTE: Central junction box is located under driver's side of

instrument panel. See Fig. 1.
Fig. 1: Locating Instrument Panel Electrical Components

Fig. 2: Identifying Central Junction Box Fuses
FUSES & CIRCUIT BREAKERS Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informa
Fig. 3: Central Junction Box Legend (1 Of 2)

Fig. 4: Central Junction Box Legend (2 Of 2)
BATTERY JUNCTION BOX
NOTE: Battery junction box is located on driver's front corner of
engine compartment. See Fig. 5.
Fig. 5: Locating Engine Compartment Electrical Components

Fig. 6: Identifying Battery Junction Box Components

Fig. 7: Battery Junction Box Legend (1 Of 2)
Fig. 8: Battery Junction Box Legend (2 Of 2)
FUSIBLE LINKS
Fusible links A-G are located at the starter motor relay.
END OF ARTICLE
GEAR TOOTH CONTACT PATTERNS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Gear Tooth Contact Patterns
The following article is for GENERAL INFORMATION purposes

only. Information does not SPECIFICALLY apply to all years, makes and
models, but is to be used as a general reference guide.
INSPECTION
Wipe lubricant from internal parts. Rotate gears and inspect

for wear or damage. Mount dial indicator to housing, and check
backlash at several points around ring gear. Backlash must be within
specifications at all points. If no defects are found, check gear
tooth contact pattern.
GEAR TOOTH CONTACT PATTERN
NOTE: Drive pattern should be well centered on ring gear teeth.

Coast pattern should be centered, but may be slightly toward
toe of ring gear teeth.
1) Paint ring gear teeth with marking compound. Wrap cloth or

rope around drive pinion flange to act as brake. Rotate ring gear
until clear tooth contact pattern is obtained.
2) Contact pattern will indicate whether correct pinion
bearing mounting shim has been installed and if drive gear backlash
has been set properly. Backlash between drive gear and pinion must be
maintained within specified limits, until correct tooth pattern is
obtained.
Fig. 1: Drive Axle Gear Tooth Patterns
ADJUSTMENTS
GEAR BACKLASH & PINION SHIM CHANGES
NOTE: Backlash is adjusted by either moving shims from one side of

GEARdifferential
TOOTHcase to the other
CONTACT or by turning
PATTERNS adjusting
Article nuts
Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repa
on which side bearing races ride. Changing of pinion shims
alters the distance from face of pinion of centerline of
ring gear.
1) With no change in backlash, moving pinion further from

ring gear moves drive pattern toward heel and top of tooth, and moves
coast pattern toward toe and top of tooth.
2) With no change in backlash, moving pinion closer to ring
gear moves drive pattern toward toe and bottom of tooth, and moves
coast pattern toward heel and bottom of tooth.
3) With no change in pinion shim thickness, an increase in
backlash moves ring gear further from pinion. Drive pattern moves
toward heel and top of tooth, and coast pattern moves toward heel and
top of tooth.
4) With no change in pinion shim thickness, decrease in
backlash moves ring gear closer to pinion gear. Drive pattern moves
toward toe and bottom of tooth, and coast pattern moves toward toe and
bottom of tooth.
END OF ARTICLE
GEAR TOOTH CONTACT PATTERNS Article Text (p. 3

GENERAL COOLING SYSTEM SERVICING
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
General Cooling System Servicing
The following article is for general information only.

Information may not apply to all years, makes and models. See specific
article in the ENGINE COOLING section.
DESCRIPTION
The basic liquid cooling system consists of a radiator, water

pump, thermostat, electric or belt-driven cooling fan, pressure cap,
heater, and various connecting hoses and cooling passages in the block
and cylinder head.
MAINTENANCE
DRAINING
Remove radiator cap and open heater control valve to maximum

heat position. Open drain cocks or remove plugs in bottom of radiator
and engine block. In-line engines usually have one plug or drain cock,
while "V" type engines will have 2, one in each bank of cylinders.
CLEANING
A good cleaning compound removes most rust and scale. Follow

manufacturer's instructions in the use of cleaner. If considerable
rust and scale has to be removed, cooling system should be flushed.
Clean radiator air passages with compressed air.
FLUSHING
CAUTION: Some manufacturers use an aluminum and plastic radiator.

Flushing solution must be compatible with aluminum.
Back Flushing
Back flushing is an effective means of removing cooling
system rust and scale. The radiator, engine and heater core should be
flushed separately.
Radiator
To flush radiator, connect flushing gun to water outlet of
radiator and disconnect water inlet hose. To prevent flooding engine,
use a hose connected to radiator inlet. Use air in short bursts to
prevent damage to radiator. Continue flushing until water runs clear.
Engine
To flush engine, remove thermostat and replace housing.
Connect flushing gun to water outlet of engine. Flush using short air
bursts until water runs clean.
Heater Core
Flush heater core as described for radiator. Ensure heater
control valve is set to maximum heat position before flushing heater.
REFILLING
To prevent air from being trapped in engine block, engine

should be running when refilling cooling system. After system is full,
continue running engine until thermostat is open, then recheck fill
level. Do not overfill system.
TESTING
THERMOSTAT
1) Visually inspect thermostat for corrosion and proper

sealing of valve and seat. If okay, suspend thermostat and thermometer
in a 50/50 mixture of coolant and water. See Fig. 1. Do not allow
thermostat or thermometer to touch bottom of container. Heat water
until thermostat just begins to open.
2) Read temperature on thermometer. This is the initial
opening temperature and should be within specification. Continue
heating water until thermostat is fully open and note temperature.
This is the fully opened temperature. If either reading is not to
specification, replace thermostat.
Fig. 1: Testing Thermostat in Anti-Freeze/Water Solution
PRESSURE TESTING
A pressure tester is used to check both radiator cap and

GENERAL
complete cooling system. COOLING SYSTEM
Test components SERVICING
as follows, followingArticle
tool Text (p. 2)1998 Ford Econoline E250For 1
manufacturer's instructions.
Radiator Cap
Visually inspect radiator cap, then dip cap into water and
connect to tester. Pump tester to bring pressure to upper limit of cap
specification. If cap fails to hold pressure, replace cap.
Fig. 2: Testing Radiator Pressure Cap
Cooling System
1) With engine off, wipe radiator filler neck seat clean.
Fill radiator to correct level. Attach tester to radiator and pump
until pressure is at upper level of radiator rating.
2) If pressure drops, inspect for external leaks. If no leaks
are apparent, detach tester and run engine until normal operating
temperature is reached. Reattach tester and observe. If pressure
builds up immediately, a possible leak exists from a faulty head
gasket or crack in head or block.
NOTE: Pressure may build up quickly. Release any excess pressure

or cooling system damage may result.
3) If there is no immediate pressure build up, pump tester to

within system pressure range (on radiator cap). Vibration of gauge
pointer indicates compression or combustion leak into cooling system.
Isolate leak by shorting each spark plug wire to cylinder block. Gauge
pointer should stop or decrease vibration when leaking cylinder is
shorted.
END OF ARTICLE
GENERAL COOLING SYSTEM SERVICING

GENERATOR - MOTORCRAFT
Article Text
For 1
ARTICLE BEGINNING
1998 STARTING & CHARGING SYSTEMS

Ford Motor Co. - Motorcraft Generators
Ford; Van
DESCRIPTION
Major components of the Motorcraft integral generator-

regulator system with internal fan are: end frames, rotor, stator,
rectifier assembly and electronic voltage regulator mounted on the
rear of the generator. These generators are rated at 75, 95, 130 or
215 amps, depending on application. See Fig. 1.
NOTE: The terms generator and alternator are interchangeable.

Either may be found within illustrations.
ADJUSTMENTS
BELT TENSION
Inspect condition and tension of generator drive belt prior

to performing any on-vehicle charging system tests. Replace belt
and/or repair tensioner mechanism if necessary. Belt tension is okay
if belt length indicator is within limit marks on tensioner. Replace
belt and/or tensioner mechanism if necessary.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL

TROUBLE SHOOTING section.
ON-VEHICLE TESTING

GENERAL INSPECTION
Ensure battery posts and cables are clean and tight. Check
drive belt tension. Ensure connections at generator, regulator and
engine ground are clean and tight. Check fuses and fusible links,
replace as necessary.
Check condition of battery to see if battery has the ability
to accept and hold a charge. If battery capacity meets requirements,
charge battery before proceeding with testing to ensure battery is
fully charged.
NO-LOAD TEST
1) Connect voltmeter positive lead to B+ terminal on

generator and negative lead to ground. Start and run engine at 1500
RPM with no electrical load (foot off brake and doors closed). Read
voltmeter when voltage stabilizes. This may require waiting a few
minutes. Voltage should be 13-15 volts.
2) If voltage increases to proper level, proceed to LOAD
TEST. If voltage increases beyond proper level, proceed to OVERCHARGE
CONDITION. If there is no voltage increase, proceed to LOW OR NO
CHARGE CONDITION.
Fig. 1: Identifying Generator-Regulator Terminals

Courtesy of Ford Motor Company
LOAD TEST
1) Ensure drive belt is in good condition and properly

tightened. Connect charging system load tester in accordance with
manufacturer's instructions. Start and run engine at 2000 RPM and
apply load until generator output amperage levels off.
2) Record maximum generator amperage output. See GENERATOR
OUTPUT SPECIFICATIONS table for output values. If generator output is
within 20 percent of rated output amperage and voltage remains at 12.
5-14.5 volts, generator output is okay. If generator does not produce
rated output, proceed with appropriate testing.
GENERATOR OUTPUT SPECIFICATIONS TABLE

GENERATOR - MOTORCRAFT Article Text (p. 2)
Application Amps Rating
Standard .............................................. 95
Optional ........................................ 130, 215
OVERCHARGE CONDITION
1) If voltmeter indicates high voltage (more than 15.4

volts), turn ignition switch to ON position. Connect negative
voltmeter lead to ground. Connect positive voltmeter lead to generator
output connection at starter solenoid. Record voltage.
2) Connect positive voltmeter lead to regulator "A" terminal
screw on rear of generator. See Figs. 1 and 3. If voltage difference
between both locations exceeds 0.25 volt, repair high resistance
condition in "A" terminal circuit wiring.
3) If excessive voltage still exists, check ground
connections for both generator and regulator. Tighten regulator ground
screws to 16-24 INCH lbs. (1.8-2.7 N.m.), and recheck output voltage.
4) If excessive voltage still exists, connect voltmeter
negative lead to ground. Connect positive voltmeter lead first to
regulator "A" terminal screw, then to "F" terminal screw. Record
readings. Different voltages at each screw head indicates a short in
field circuit or a grounded rotor coil. To correct either condition,
replace generator.
5) If same voltage appears at both screw heads, no internal
short to ground is indicated. Replace voltage regulator.
LOW OR NO CHARGE CONDITION
1) Unplug harness connector from regulator at rear of

generator. Connect ohmmeter between regulator "A" and "F" terminal
screws. See Figs. 1 and 3. If resistance is not greater than 2.4 ohms,
a short in field circuit or a grounded rotor coil is indicated.
Replace generator. If resistance is greater than 2.4 ohms, go to next
step.
2) Reconnect regulator wiring plug. Connect negative
voltmeter lead to ground. Contact positive voltmeter lead to regulator
"A" terminal screw. If voltmeter does not indicate battery voltage,
repair open or high resistance in "A" circuit wiring. Perform load
test after repairs.
3) If battery voltage is indicated at "A" terminal screw,
ensure ignition switch is in OFF position. Connect positive voltmeter
lead to regulator "F" terminal screw. If battery voltage is present,
go to step 4). If battery voltage is not present, replace generator.
4) Turn ignition switch to ON position (engine off). With
voltmeter negative lead to ground, contact positive lead of voltmeter
to regulator "F" terminal screw. If voltmeter indicates 2 volts or
less, go to next step. If voltage is greater than 2 volts, check
circuit between "I" terminal and ignition switch. Repair if necessary.
See "S" & "I" CIRCUIT TEST. If "I" circuit is okay, replace regulator.
Perform LOAD TEST after repair. GENERATOR - MOTORCRAFT
5) Start engine and run at 2000 RPM with headlights on.
Measure voltage at "B+" terminal of generator and at generator feed
wire at starter relay. If voltage readings differ by more than 0.5
volt, repair high resistance or open in wire between "B+" terminal and
junction near starter relay.
6) If generator still does not charge sufficiently, connect a
jumper wire to regulator "F" terminal screw and ground it to rear
housing. If output voltage increases to 13-15 volts, replace
regulator. If output voltage does not increase to at least 13 volts,
replace generator.
"S" & "I" CIRCUIT TEST
1) Unplug regulator 3-wire harness connector. Connect jumper

wire from harness "A" terminal to regulator "A" terminal. See Figs. 1
and 2. Connect another jumper wire from regulator "F" terminal screw
to generator housing.
2) With engine idling, connect voltmeter negative lead to
battery ground terminal. Connect voltmeter positive lead first to "S"
terminal and then to "I" terminal of regulator harness connector. See
Fig. 2. Voltage at "S" terminal should be about 7 volts and about 14
volts at "I" terminal. If "S" terminal and "I" voltages are okay,
replace voltage regulator. Repeat LOAD TEST. If "S" and "I" circuit
voltages are not as specified, go to next step.
3) If voltage is present at "S" terminal, but not 6-8 volts,
replace generator. If no voltage is present at "S" terminal,
disconnect one-wire connector ("S" terminal) on back of generator.
Check voltage at single "S" terminal. If about 7 volts are present,
repair "S" circuit wiring. If no voltage is present at single "S"
terminal, replace generator.
4) If no voltage is present at "I" terminal, repair indicator
light wiring circuit. Restore wiring connections and repeat LOAD TEST.
Fig. 2: Identifying Regulator Harness Connector Terminals


GENERATOR - MOTORCRAFT Article Text (p. 4)1998 Ford Econoline E250For 1
GENERATOR

Disconnect negative battery cable. Disengage drive belt from
pulley. Disconnect wiring from generator. Remove generator mounting
bolts (and mounting bracket if necessary). Remove generator. To
REGULATOR & BRUSH HOLDER

1) Remove generator. Carefully pry off regulator cover (if
equipped), and remove Torx screws from regulator. Separate regulator
and brush holder from generator.
2) Holding regulator in one hand, pry off the cap covering
"A" terminal screw head with a screwdriver. Remove 2 screws attaching
regulator to brush holder ("A" and "F" terminal screws). See Fig. 3.
Separate regulator from brush holder. To install, reverse removal
procedure. Tighten screws to 25-35 INCH lbs. (2.8-4.0 N.m).
Fig. 3: Exploded View Of Voltage Regulator & Brush Holder

OVERHAUL
Overhaul information is not supplied by manufacturer. The

only serviceable parts are the voltage regulator and brush holder. See
Fig. 3.
WIRING DIAGRAMS
GENERATOR - MOTORCRAFT Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informat
Fig. 4: Charging System Wiring Diagram (Diesel)
Fig. 5: Charging System Wiring Diagram (Gasoline)
END OF ARTICLE
G - TESTS W/CODES - 4.2L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Self-Diagnostics - EEC-V
Ford; Van E150/250 (4.2L)
NOTE: Vehicles use EEC-V (104-pin PCM) system.
INTRODUCTION
Perform all BASIC DIAGNOSTIC PROCEDURES in

F - BASIC TESTING - 4.2L & 4.6L article. If no fault is found while
performing BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics.
If no diagnostic trouble codes or only pass codes are found during
self-diagnostics, proceed to H - TESTS W/O CODES - GASOLINE article
for diagnosis by symptom.
DIAGNOSTIC FORMATS
QUICK TEST and CIRCUIT TESTS are diagnostic formats used to

identify problems and retrieve diagnostic trouble codes. CIRCUIT TESTS
are used to check circuits, sensors and actuators.
Before starting any CIRCUIT TEST, follow all steps under
QUICK TEST to determine appropriate circuit test to perform. If
vehicle passes QUICK TEST and no driveability symptoms or intermittent
faults exist, EEC-V system is okay.
DIAGNOSTIC TROUBLE CODES
During QUICK TEST, 3 types of Diagnostic Trouble Codes (DTCs)

are retrieved: KOEO, KOER and Continuous Memory DTCs. See QUICK TEST
for self-test procedures. DTCs may be cleared from PCM memory after
DTCs have been recorded or fault has been repaired. See CLEARING CODES
. If fault is still present after clearing DTCs, fault will reset.
KOEO & KOER DTCs (Hard Faults)

These DTCs indicate faults are present at time of testing. A
to go on and remain on until fault is repaired. If KOEO or KOER DTCs
are retrieved during KOEO ON-DEMAND SELF-TEST or KOER ON-DEMAND SELF-
TEST, use DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART to find
appropriate circuit test to perform.
Continuous Memory DTCs (Intermittent Faults)

These DTCs are used to diagnose intermittent problems.
Continuous Memory DTCs are retrieved after KOEO ON-DEMAND SELF-TEST.
These DTCs indicate a fault that may or may not be present at time of
testing.
After noting and/or repairing fault, clear DTCs from memory.
connector or wiring-related problem. See INTERMITTENTS in
H - TESTS W/O CODES - GASOLINE article.
CAUTION: Continuous Memory DTCs should be recorded when retrieved.

These DTCs may be used to identify intermittent problems
that exist after all KOEO and KOER DTCs have been repaired.
Some Continuous Memory DTC faults may not be valid after
KOEO and KOER DTCs are serviced.
RETRIEVING CODES
Connector (DLC). See Fig. 1. Self-diagnostic test procedures are for
use with New Generation Star (NGS) scan tool. If a generic scan tool
is used, ensure scan tool is certified to OBD-II standard.
DATA LINK CONNECTOR (DLC) LOCATIONS TABLE
Van ................. Below Left Side Of Instrument Panel,

Right Of Steering Wheel
Fig. 1: Identifying Data Link Connector (DLC) Terminals

READING CODES
KOEO & KOER ON-DEMAND SELF-TEST DTCs

Record DTCs in order received. These DTCs indicate current
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART to identify appropriate
CIRCUIT TEST to perform.

is received, go to CIRCUIT TEST QA.
G - TESTS W/CODES - 4.2L Article Text (p. 2)1998 Ford
Pass Codes
SYSTEM PASS indicates no DTCs were recorded in that portion
of test. If SYSTEM PASS is not retrieved in KOEO ON-DEMAND SELF-TEST,
DTCs retrieved during KOER ON-DEMAND SELF-TEST may not be valid.
Continuous Memory DTCs

These DTCs result from information stored by PCM during
continuous self-test monitoring. Use these DTCs for diagnosis only
when KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-TEST result in
SYSTEM PASS and all steps under QUICK TEST are successfully completed.
These DTCs indicate faults previously recorded. Fault may or may not
be currently present. See
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART.
CLEARING CODES
CAUTION: DO NOT disconnect vehicle battery to clear DTCs. This will

5 minutes.
PCM Reset
After a PCM reset procedure has been performed, the following
conditions will be met:
* All DTCs will be cleared from PCM memory.

* All freeze frame data will be cleared from PCM memory.
* All oxygen sensor test data will be cleared from PCM memory.
* OBD-II system monitor status will reset.
* DTC P1000 will be set in PCM memory.
To perform PCM reset using scan tool, follow scan tool

manufacturer's operating instructions. If after clearing DTCs a
problem has not been corrected or fault is still present, hard code
will immediately be reset in PCM memory.

systems have completed a relearn cycle. See
COMPUTER RELEARN PROCEDURES article in the GENERAL
INFORMATION section before disconnecting battery.
POWERTRAIN CONTROL MODULE LOCATION
POWERTRAIN CONTROL MODULE LOCATION TABLE
Van ..................... Left Rear Of Engine Compartment,

Near Brake Master Cylinder
G - TESTS W/CODES - 4.2L Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information C
QUICK TEST
Description
Quick Test is divided into 3 specialized test procedures that
are functional tests of EEC-V system. All self-tests are completely
menu driven using the New Generation Star (NGS) scan tool. The
following procedures must be followed in sequence to avoid
misdiagnosis.
* VISUAL CHECK
* VEHICLE PREPARATION & EQUIPMENT HOOKUP
* KOEO (KEY ON ENGINE OFF) ON-DEMAND SELF-TEST
* KOER (KEY ON ENGINE RUNNING) ON-DEMAND SELF-TEST
* CONTINUOUS MEMORY ON-DEMAND SELF-TEST
Diagnostic Aids
always repeat QUICK TEST procedures to ensure all EEC-V systems are
working properly and DTCs are no longer present.
VISUAL CHECK
Perform the following, and make all necessary repairs before

continuing with QUICK TEST:
* Inspect air cleaner and inlet ducts.

* Inspect system wiring harness for proper connections, bent or
broken pins, corrosion, loose wires and proper routing.
* Check Powertrain Control Module (PCM), sensors and actuators
for physical damage.
* Check engine coolant for proper level and mixture.
* Check transmission fluid level and quality.
VEHICLE PREPARATION & EQUIPMENT HOOKUP
Apply parking brake, and place shift lever in Park (A/T) or

Neutral (M/T) position. Block drive wheels. Turn off all electrical
accessories. Ensure engine is at normal operating temperature. If
vehicle is equipped with an auxiliary powertrain control system (RPM
control), it must be turned off when performing any self-test
procedure. Connect appropriate test equipment to vehicle as follows.
Generic Scan Tool

scan tool manufacturer's operating instructions to hook up equipment
and record DTCs.
New Generation STAR (NGS) Scan Tool

Turn ignition off. Ensure proper memory (EPROM) card is
inserted into NGS scan tool. Connect service connectors of adapter
cable to vehicle Data Link Connector (DLC) and NGS scan tool. See Copyright © 1998 Mitchell Repair Information C
G
Fig.- TESTS W/CODES
2. Connect NGS scan-tool
4.2L Article
power Text
supply (p. to
cable 4)power
and go to
KOEO ON-DEMAND SELF-TEST.

KOEO ON-DEMAND SELF-TEST
Description
KOEO on-demand self-test is a functional test of PCM
performed with ignition key on, engine off. This test checks if PCM
inputs and outputs are functioning electronically without any faults.
A fault must be present at time of testing for KOEO on-demand self-
test to detect a fault.
Performing Self-Test
To perform self-test, turn ignition off. Ensure test
steps:
* Select VEHICLE & ENGINE SELECTION menu.

* Select NEW VEHICLE, YEAR & MODEL.
* Select PCM - POWERTRAIN CONTROL MODULE.
* Turn ignition on. G - TESTS W/CODES - 4.2L Article Text (p. 5)
* Record DTCs and perform appropriate circuit test. See
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART. After test is
completed, cycle ignition switch before performing other
self-tests or driving vehicle.
KOER ON-DEMAND SELF-TEST
Description
KOER ON-DEMAND SELF-TEST is a functional test of PCM
performed with ignition key on, engine running. A check of certain
inputs and outputs is made during operating conditions and normal
operating temperature. The brake pedal position, transmission control,
power steering and 4x4 low switch tests are part of KOER ON-DEMAND
SELF-TEST and must be performed during this operation (if applicable).
A fault must be present at time of testing for KOER ON-DEMAND SELF-
TEST to detect a fault.
steps:

CONTINUOUS MEMORY SELF-TEST
Description
Continuous memory self-test is a functional test of PCM
performed under any condition (engine running or off) with ignition
on. Unlike KOEO and KOER self-tests which can only be activated on
demand, continuous monitor is always active in monitoring the system.
When a fault is detected, DTC will be stored in memory. This makes it
possible to diagnose intermittent faults.
There are 2 types of Continuous Memory DTCs. Emission related
type DTCs will turn on the Malfunction Indicator Light (MIL) on
instrument cluster. Non-emission type DTCs will never turn on MIL.
equipment is properly attached. Program scan tool using the following Copyright © 1998 M
G - TESTS W/CODES - 4.2L Article Text (p. 6)1998 Ford Econoline E250For 1
steps:

* Turn ignition on.

PARAMETER IDENTIFICATION (PID)
Description
PID mode allows access to certain data values, analog and
digital inputs and outputs, calculated values, and system status
information. There are 2 types of PID lists available. The first is
Generic OBD-II PID list. This is a standard set of PIDs that all scan
tools can access. The second is a Ford specific PID list that can be
accessed by using New Generation Star (NGS) scan tool. When accessing
any PIDs from the specific PID list, the values are continuously
updated.
Accessing Generic OBD-II PIDs

Turn ignition off. Ensure test equipment is properly

are not complete.
* Select PIDs and press START to begin monitoring. If PID value
is not as specified, perform appropriate CIRCUIT TEST.
Accessing Ford Specific PIDs

G - TESTS W/CODES - 4.2L Article Text (p. 7)
* Select PID/DATA MONITOR & RECORD.
ON-BOARD SYSTEM READINESS (OSR) TEST MODE
All OBD-II scan tools should be able to display the OSR test.
The OSR will display monitors on the vehicle and status of all
monitors, complete or not complete. If not complete, the scan tool
will display which monitor has not completed.
To enter OSR, turn ignition off. Ensure test equipment is

FREEZE FRAME DATA MODE

To access FREEZE FRAME DATA MODE, turn ignition off. Ensure
following steps:

* Turn ignition on.
OUTPUT TEST MODE

separately. Copyright © 1998 Mitchell Repair Information C
To access OUTPUT TEST MODE, turn ignition off. Ensure test
steps:

* Turn ignition on.
to PIDs.
FAILURE MODE EFFECTS MANAGEMENT (FMEM)

HARDWARE LIMITED OPERATIONAL STRATEGY (HLOS)

Driveability concerns will be present. PCM will not output diagnostic
DRIVE CYCLES
OBD-II Drive Cycle Description

OBD-II drive cycle is a pattern of driving in which the PCM
will execute all OBD-II diagnostic monitors. Drive cycle can be used
to cause a DTC to set if fault is present or to verify a DTC will not
return after a repair has been completed. If drive cycle is completed
and P1000 is not cleared, repeat entire drive cycle.
NOTE: Rough road conditions may prevent certain steady state

conditions and steady accelerations from validating the
transmission and load related monitors. On models with Power
Take-Off (PTO), disengage PTO system before performing drive
cycle.
Vehicle
G Preparation For OBD-II -Or
- TESTS W/CODES Monitor
4.2L Repair
Article TextVerification
(p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Drive Cycle
Using scan tool, select ECT, FLI and IAT PIDs from PID/DATA
monitor menu. Ensure IAT PID value is 50-100 F (10-38 C) and FLI PID
is 15-85 percent (if applicable). Start and run engine until ECT PID
value is more than 130 F (54 C). Using scan tool, clear all DTCs (DTC
P1000 will remain). Leave ignition on and start engine. Using scan
tool, select ON-BOARD SYSTEM READINESS MENU to view status of OBD-II
monitors. Go to OBD-II DRIVE CYCLE or appropriate monitor repair
verification drive cycle. Once drive cycle is started, DO NOT turn
engine off.
OBD-II Drive Cycle

1) Perform VEHICLE PREPARATION. Drive vehicle in stop and go
traffic with a minimum of 4 idle periods (30 seconds each) while
observing OBD-II monitor status on scan tool. If Exhaust Gas
Recirculation (EGR), HEATED OXYGEN SENSOR (HO2S), Secondary Air (AIR)
or catalyst efficiency monitor is not completed, drive vehicle at a
constant speed more than 40 MPH, but less than 65 MPH for up to 15
minutes.
2) DO NOT open throttle wide open, use heavy accelerations or
use sudden accelerations. If scan tool sounds a 3 beep pulse at any
time, OBD-II drive cycle is complete. If EGR, HO2S, AIR or catalyst
efficiency monitor is not completed, perform appropriate monitor
verification drive cycle. Shut engine off. Retrieve Continuous Memory
DTCs to verify DTC P1000 has been cleared.
Comprehensive Component Monitor Repair Verification Drive

Cycle
Perform VEHICLE PREPARATION. Perform OBD-II DRIVE CYCLE until
the Comprehensive Component Monitor indicates completion status by
clearing DTC P1000 on scan tool. If OBD-II drive cycle has been
completed and comprehensive component monitor check has not completed,
perform QUICK TEST.
EGR Monitor Repair Verification Drive Cycle

Ambient air temperature or IAT PID must read a minimum of
32 F (0 C) to initiate EGR monitor. Perform VEHICLE PREPARATION. Drive
vehicle for 5 minutes in stop and go traffic with a minimum of 2 idle
periods (30 seconds each). Accelerate vehicle to 45 MPH. Maintain
speed for one minute. Stop vehicle and repeat QUICK TEST.
EVAP Running Loss System Repair Verification Drive Cycle

1) Perform VEHICLE PREPARATION. Using scan tool, ensure FTP
PID value is 2.4-2.8 volts with gas cap removed. Reinstall gas cap.
Using scan tool, select ON-BOARD SYSTEM READINESS MENU and observe
OBD-II monitors. Drive vehicle at a constant speed more than 40 MPH,
but less than 65 MPH with throttle as steady as possible.
2) Using scan tool, observe HO2S monitor until it completes.
Bring vehicle to a stop. Using scan tool, select IAT, FLI, FTP V,
EVAPPDC and EVAPCV PIDs. Ensure IAT PID value is 50-100 F (10-38 C).
3) Drive vehicle at a constant speed more than 40 MPH with
steady throttle. During this time, ensure FLI PID value is stable G - TESTS W/CODES - 4.2L Article Text (p. 10)
between 15-85 percent tank fill. Ensure FTP V PID value is stable
within one volt.
4) To initiate EVAP monitor, EVAPPDC PID value must increase
to a minimum of 75 percent (canister purge open). At this time, EVAPCV
PID will display 100 percent (canister vent solenoid closed to seal
system) and monitor will begin to run. Continue to drive vehicle at
steady throttle with light steering until EVAPCV PID value displays
zero percent (canister vent solenoid open, system unsealed).
5) Bring vehicle to a stop. Using scan tool, select ON-BOARD
SYSTEM READINESS MENU and check if EVAP monitor has completed. If EVAP
monitor is not complete, repeat step 3).
NOTE: During drive cycle or hot ambient temperatures, fuel vapor

(from canister and/or fuel tank) may keep EVAP monitor test
from initiating.
Catalyst Monitor Repair Verification Drive Cycle

32 F (0 C) to initiate catalyst monitor. Perform VEHICLE PREPARATION.
Drive vehicle in stop and go traffic for 20 minutes. Include 6
different constant speeds between 25-45 MPH. Drive on expressway or
freeway for an additional 5 minutes. Repeat QUICK TEST.
Fuel Monitor Or HO2S Monitor Repair Verification Drive Cycle

Perform VEHICLE PREPARATION. Drive vehicle in stop and go
traffic for 6 minutes. Include with an one idle period of 30 seconds.
Accelerate vehicle to 45 MPH. Maintain speed for one minute. Stop
vehicle and repeat QUICK TEST.
Misfire Monitor Repair Verification Drive Cycle

1) On models with Fuel Level Input (FLI) circuit to PCM
terminal No. 12, check fuel gauge and FLI PID value. Misfire monitor
can only be tested if fuel gauge reads more than 1/4 full or FLI PID
value is more than 15 percent.
2) On all models, start engine. Drive vehicle to a location
where vehicle speeds can reach 55-60 MPH and then coast down to 40 MPH
without traffic interference. Accelerate at wide open throttle to
allow vehicle to shift at red line (if equipped with a tachometer).
3) Immediately return to normal speed limits. Accelerate
vehicle speed to 60 MPH for 30 seconds. Take foot off accelerator and
coast down to 40 MPH. Stop vehicle and repeat QUICK TEST.
Secondary Air Monitor Repair Verification Drive Cycle

the Secondary Air Monitor indicates completion status by clearing DTC
P1000 on scan tool. If OBD-II drive cycle has been completed and
secondary air monitor check has not completed, perform QUICK TEST.
SUMMARY
If no diagnostic trouble code is present but driveability

problem still exists, proceed to H - TESTS W/O CODES - GASOLINEG - TESTS W/CODES - 4.2L Article Text (p. 11)1998 Fo
article for symptom diagnosis or intermittent diagnostic procedures.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART
Diagnostic
Trouble Code DTC Condition & Circuit Test/Step
(DTC) KOEO KOER Continuous
P0102 ................................ DC6 ......... DC6

P0103 .................. DC20 ...... DC20 ....... DC20
P0112 .................. DA20 ...... DA20 ....... DA90
P0113 .................. DA10 ...... DA10 ....... DA90
P0117 .................. DA20 ...... DA20 ....... DA90
P0118 .................. DA10 ...... DA10 ....... DA90
P0121 ................................ DH22 ....... DH22
P0122 .................. DH11 ...... DH11 ....... DH11
P0123 .................. DH8 ....... DH8 ......... DH8
P0125 .............................................. DA100
P0131 ................................................ H27
P0133 ................................................ H20
P0135 .................. H30 ....... H30 ......... H30
P0136 ................................................ H80
P0141 .................. H30 ....... H30 ......... H30
P0151 ................................................ H27
P0153 ................................................ H20
P0155 .................. H30 ....... H30 ......... H30
P0156 ................................................ H80
P0161 .................. H30 ....... H30 ......... H30
P0171 ................................................ H41
P0172 ................................................ H41
P0174 ................................................ H41
P0175 ................................................ H41
P0176 ................................ DE1 ........ DE20
P0180 .................. DB2 ....... DB2 ......... DB8
P0181 .................. DB1 ....... DB1 ..............
P0183 .................. DB2 ....... DB2 ......... DB7
P0190 .................. DD10 ...... DD10 ....... DD14
P0191 .................. DD15 ...... DD15 ....... DD15
P0192 .................. DD1 ....... DD1 ........ DD14
P0193 .................. DD7 ....... DD7 ........ DD14
P0230 .................. KA1 ....... KA1 ........ KA40
P0231 .................. KA20 ...... KA20 ....... KA35
P0232 .................. KA10 ...... KA10 ....... KA30
P0300 ................................ HD1 ......... HD1
P0301 ................................ HD1 ......... HD1
P0302 ................................ HD1 ......... HD1
P0303 ................................ HD1 ......... HD1
P0304 ................................ HD1 ......... HD1
P0305 ................................ HD1 ......... HD1
P0306 ................................ HD1 ......... HD1 G - TESTS W/CODES - 4.2L Article Text (p. 12)
P0307 ................................ HD1 ......... HD1
P0308 ................................ HD1 ......... HD1
P0309 ................................ HD1 ......... HD1
P0310 ................................ HD1 ......... HD1
P0320 .................. NC1 ....................... NC1
P0325 .................. DG1 ....... DG1 ......... DG1
P0326 .................. DG1 ....... DG1 ......... DG1
P0330 ................................ DG15 ....... DG15
P0331 ................................ DG15 ....... DG15
P0340 ................................ DR1 ......... DR1
P0350 ................................................ JB1
P0351 ................................................ JE2
P0352 ................................................ JE2
P0353 ................................................ JE3
P0354 ................................................ JE3
P0355 ................................................ JF2
P0356 ................................................ JF2
P0357 ................................................ JF2
P0358 ................................................ JF2
P0359 ................................................ JF2
P0360 ................................................ JF2
P0401 ............................................... HE70
P0402 ................................ HE20 ....... HE20
P0411
Electric Pump ........ HM7 ....... HM7 ......... HM7
Mechanical Pump ...... HM40 ...... HM40 ....... HM40
P0412 .................. HM1 ....... HM1 ......... HM1
P0413 .................. HM75 ...... HM75 ....... HM75
P0414 .................. HM75 ...... HM75 ....... HM75
P0416 .................. HM75 ...... HM75 ....... HM75
P0417 .................. HM75 ...... HM75 ....... HM75
P0420 ................................................ HF1
P0430 ................................................ HF1
P0442 ................................................ HX1
P0443 .................. HX11 ...... HX11 ....... HX10
P0452 .................. HX26 ...... HX26 ....... HX26
P0453 .................. HX33 ...... HX33 ....... HX33
P0455 ............................................... HX44
P0460 ................................ HX76 ....... HX76
P0500 ................................................ DP1
P0501 ................................................ DP1
P0503 ............................................... DP20
P0505 ................................ KE2 ..............
P0552 ................................ DT1 ......... DT1
P0553 ................................ DT1 ......... DT1
P0602 ................ Replace ..........................
PCM
P0603 .................. QB1 ............................
P0605 ................ Replace ... Replace ... Replace
PCM PCM PCM
P0703 .................. FD2 ....... FD1 ......... FD3
P0704 .................. TA1 ....................... TA1
G - TESTS W/CODES - 4.2L Article Text (p. 13)1998 Ford Econoline E25
P0705 .................. (2) ............................
P0707 ................................................ (2)
P0708 ................................................ (2)
P0712 .................. (2) ....... (2) ......... (2)
P0713 .................. (2) ....... (2) ......... (2)
P0715 ................................ (2) ......... (2)
P0720 ................................................ (2)
P0721 ................................................ (2)
P0731 ................................................ (2)
P0732 ................................................ (2)
P0733 ................................................ (2)
P0734 ................................................ (2)
P0735 ................................................ (2)
P0736 ................................................ (2)
P0741 ................................................ (2)
P0743 .................. (2) ....... (2) ......... (2)
P0746 ................................................ (2)
P0750 .................. (2) ....... (2) ......... (2)
P0751 ................................................ (2)
P0755 .................. (2) ....... (2) ......... (2)
P0756 ................................................ (2)
P0760 .................. (2) ....... (2) ......... (2)
P0761 ................................................ (2)
P0765 ................................................ (2)
P0781 ................................................ (2)
P0782 ................................................ (2)
P0783 ................................................ (2)
P0784 ................................................ (2)
P1000 .................. (3) ....... (3) ......... QC1
P1001 ................................ QA1 ..............
P1100 ................................................ DC3
P1101 .................. DC2 ....... DC1 ..............
P1112 ............................................... DA90
P1116 .................. DA1 ....... DA1 ..............
P1117 ............................................... DA90
P1120 .................. DH3 ....... DH3 ......... DH3
P1121 ............................................... DH15
P1124 .................. DH1 ....... DH1 ..............
P1125 ............................................... DH20
P1127 ................................ H100 .............
P1128 ................................ H110 .............
P1129 ................................ H110 .............
P1130 ................................................ H40
P1131 ................................ H40 ......... H40
P1132 ................................ H40 ......... H40
P1137 ................................ H80 ..............
P1138 ................................ H80 ..............
P1150 ................................................ H40
P1151 .................. H40 ....... H40 ......... H40
P1152 ................................ H40 ......... H40
P1157 ................................ H80 ..............
P1158 ................................ H80 .............. G - TESTS W/CODES - 4.2L Article Text (p. 14)1998 Ford Econoline E25
P1232 .................. KA45 ...... KA45 ....... KA60
P1233 .................. KB1 ....... KB1 ......... KB1
P1234 .................. KB1 ....... KB1 ......... KB1
P1235 .................. KB30 ...... KB30 ....... KB30
P1236 .................. KB30 ...... KB30 ....... KB30
P1237 .................. KB47 ...... KB47 ....... KB47
P1238 .................. KB47 ...... KB47 ....... KB47
P1260 ................................................ QD1
P1270 ................................................ ND1
P1285 ............................................... DL30
P1288 .................. DL1 ....... DL1 ..............
P1289 .................. DL5 ....... DL5 ........ DL90
P1290 .................. DL5 ....... DL5 ........ DL90
P1299 .............................................. DL100
P1309 ............................................... HD40
P1380 .................. HK1 ....... HK1 ........ HK15
P1381 .................. HK11 ...... HK11 ....... HK16
P1383 .................. HK11 ...... HK11 ....... HK17
P1390 .................. FG1 ............................
P1400 .................. HE1 ....... HE1 ......... HE1
P1401 .................. HE10 ...... HE10 ....... HE10
P1405 ............................................... HE50
P1406 ............................................... HE60
P1408 ................................ HE71 .............
P1409 .................. HE110 ..... HE110 ..... HE120
P1411 .................. HM40 ...... HM40 ....... HM40
P1413 .................. HM17 ...... HM17 ....... HM17
P1414 .................. HM25 ...... HM25 ....... HM25
P1444 ............................................... HW27
P1445 ............................................... HW33
P1450 ............................................... HX18
P1451 .................. HX65 ...... HX65 ....... HX65
P1460 .................. KM1 ....... KM1 ........ KM30
P1461 .................. DS1 ....... DS1 ......... DS1
P1462 .................. DS10 ...... DS10 ....... DS10
P1463 ............................................... DS20
P1464 .................. KM19 ...... KM19 .............
P1469 ............................................... X115
P1473 .................. XB20 ...........................
P1474 .................. KF1 ....... KF1 ........ KF10
P1479 .................. KF1 ....... KF1 ........ KF20
P1483 .................. XB10 ...... XB10 ....... XB10
P1484 .................. XB1 ....... XB1 ......... XB1
P1500 ............................................... DP25
P1501 ................................ DP15 .............
P1504 .................. KE2 ....... KE2 ......... KE2
P1505 .................. KE25 ...... KE25 ....... KE25
P1506 ................................ KE20 ....... KE20
P1507 ................................ KE2 ......... KE2
P1516 .................. HU15 ..................... HU15
P1517 .................. HU15 ..................... HU15
P1518 .................. HU15 ...... HU15 .......GHU15 - TESTS W/CODES - 4.2L Article Text (p. 15)1998 Ford Econoline E250
P1519 .................. HU15 ...... HU15 ....... HU15
P1530 .................. XB50 ...... XB50 ....... XB50
P1539 .................. XB40 ...... XB40 ....... XB40
P1549 .................. HU65 ..................... HU65
P1550 ................................ DT1 ......... DT1
P1605 .................. QB1 ............................
P1625 .................. XB60 ...... XB60 ....... XB65
P1626 .................. XB60 ...... XB60 ....... XB65
P1650 .................. FF1 ....... FF1 ..............
P1651 ................................ FF1 ......... FF1
P1700 ................................................ (2)
P1701 ................................................ (2)
P1702 .................. (2) ....... (2) ......... (2)
P1703 .................. FD2 ....... FD1 ..............
P1704 .................. (2) ....................... (2)
P1705
A.T. ................. (2) ....... (2) ..............
P1709
M.T. ................. TA1 ....................... TA1
P1709
A.T. ................. (2) ....................... (2)
P1710 ................................................ (2)
P1711 .................. (2) ....... (2) ..............
P1713 ................................................ (2)
P1714 ................................................ (2)
P1715 ................................................ (2)
P1716 ................................................ (2)
P1717 ................................................ (2)
P1718 ................................................ (2)
P1719 ................................................ (2)
P1728 ................................................ (2)
P1729 ................................................ TG1
P1740 ................................................ (2)
P1741 ................................................ (2)
P1742 ................................................ (2)
P1743 ................................................ (2)
P1744 ................................................ (2)
P1745 .................. (2) ....................... (2)
P1746 .................. (2) ....................... (2)
P1747 .................. (2) ....................... (2)
P1749 ................................................ (2)
P1751 ................................................ (2)
P1754 .................. (2) ....................... (2)
P1756 ................................................ (2)
P1760 .................. (2) ....... (2) ......... (2)
P1761 ................................................ (2)
P1762 ................................................ (2)
P1767 .................. (2) ....................... (2)
P1780 ................................ TB1 ..............
P1781 .................. TG1 ............................
P1783 ................................................ (2)
P1784 ................................................ (2) G - TESTS W/CODES - 4.2L Article Text (p. 16)1998 Ford Econoline
P1785 ................................................ (2)
P1786 ................................................ (2)
P1787 ................................................ (2)
P1788 .................. (2) ....................... (2)
P1789 .................. (2) ....................... (2)
P1900 ................................................ (2)
P1901 ................................ (2) ......... (2)
U1020 ................................................ (4)
U1021 .................. XB80 ...... XB80 ....... XB80
U1039 ................................................ (1)
U1051 ................................................ (1)
U1073 .................. XB80 ...... XB80 ....... XB80
U1135 ................................................ (5)
U1451 ................................................ (6)
U1850 ................................................ (7)
UXXXX ................................................ (8)
(1) - Diagnose DTC U1041, SCP invalid or missing vehicle

speed message or DTC U1051, SCP invalid or missing
data for brakes. See MODULE COMMUNICATIONS NETWORK
article in the ACCESSORIES & EQUIPMENT section for
test procedures.
(2) - See TRANSMISSION SERVICE & REPAIR article.
(3) - DTC P1000 is ignored in KOEO ON-DEMAND SELF-TEST and
KOER ON-DEMAND SELF-TEST. Disregard DTC P1000 and
continue as directed.
(4) - Diagnose DTC U1020, SCP invalid or missing data for
A/C clutch. See MODULE COMMUNICATIONS NETWORK
test procedures.
(5) - Diagnose DTC U1135, SCP invalid or missing data from
ignition switch/starter steering column ignition
lighting control module. See
MODULE COMMUNICATIONS NETWORK article in the
ACCESSORIES & EQUIPMENT section for test procedures.
anti-theft module. See MODULE COMMUNICATIONS NETWORK
test procedures.
fuel system. See MODULE COMMUNICATIONS NETWORK
test procedures.
(8) - For "U" DTCs received during self-test of another
module, go to MULTIPLEX COMMUNICATION NETWORK CONCERN
under SYMPTOMS in H - TESTS W/O CODES - GASOLINE
article.
CIRCUIT TESTS
* PLEASE READ THIS FIRST * G - TESTS W/CODES - 4.2L Article Text (p. 17)1998 Ford Econoline E250
NOTE: A breakout box, connected to vehicle harness at PCM, is
necessary to perform most circuit tests. References to test
pin No. found in CIRCUIT TEST steps refer to test terminals
on manufacturer's breakout box. Circuit diagrams at
beginning of each test identify connector terminals and
circuits.
HOW TO USE CIRCUIT TESTS

BASIC DIAGNOSTIC PROCEDURES in F - BASIC TESTING - 4.2L & 4.6L article
have been corrected. Follow each test step in order until fault is
found. DO NOT replace any part unless directed to do so. When more
than one code is retrieved, start with first code displayed.
2) CIRCUIT TESTS ensure electrical circuits are okay before
specified in CIRCUIT TESTS.
5) An open circuit is defined as a resistance reading of 5
ohms or more. This specification tolerance may be too high for some
items in EEC-V system. If resistance approaches 5 ohms, always clean
suspect connector and coat it with protective dielectric silicone
grease. A short is defined as a resistance reading of 10,000 ohms or
less to ground, unless stated otherwise in CIRCUIT TEST.
NOTE: In following tests, circuit diagrams and illustrations are

courtesy of Ford Motor Co.
CIRCUIT TEST A - NO START/VEHICLE WILL NOT START
NOTE: After each service or repair procedure has been completed,

reconnect all components. Clear DTCs and repeat QUICK TEST
procedures to ensure all EEC-V systems are working properly
and DTCs are no longer present.
CAUTION: Stop this test at first sign of a fuel leak. Do not allow
smoking or an open flame in vicinity of vehicle during these
tests.
Diagnostic Aids
Enter this CIRCUIT TEST only when all steps under QUICK TEST
have been successfully completed and engine still does not start or if
directed here from another test or chart. This test is only intended
to diagnose:
* Powertrain Control Module (PCM).

* Spark (PCM-controlled).
To prevent replacement of good components, be aware the

following non-EEC related areas and components may be cause of
problem:
* Fuel quality and quantity.

* Ignition (general condition).
* Engine mechanical components.
* Starter and battery circuits.
Fig. 3: Identifying Crankshaft Position Sensor Circuits
1) Check Anti-Theft System

If vehicle does not have a anti-theft system, go to next
step. If vehicle has an anti-theft system, it may be activated causing G - TESTS W/CODES - 4.2L Article Text (p. 19
the no-start condition. Verify be observing anti-theft indicator light
on instrument panel or a DTC P1260 may be present. If anti-theft
system is not activated, go to next step. If anti-theft system is
activated, see ANTI-THEFT SYSTEMS article in the ACCESSORIES &
EQUIPMENT section for diagnosis and testing.
2) Attempt To Crank Engine
Ensure Inertia Fuel Shutoff (IFS) switch is closed (button
pushed in). Try to start engine. If engine does not crank, check
vehicle starting and charging systems. Repair as necessary and retest.
If engine cranks, go to next step.
3) Check For Intermittent
Attempt to start engine. If engine now starts, fault is
intermittent. Go to CIRCUIT TEST Z, step 50). If engine does not
start, go to next step.
4) Check VREF At TP Sensor
Turn ignition off. Disconnect TP sensor. Turn ignition on.
Measure voltage between circuits VREF and SIG RTN at TP sensor wiring
harness connector. See Fig. 5. If voltage is 4-6 volts, go to next
step. If voltage is not 4-6 volts, go to CIRCUIT TEST C.
5) Check Flash EPROM (FEPS) Circuit For Short To Power
Measure voltage between ground and DLC terminal No. 13. See
Fig. 1. If voltage is less than 9 volts, go to next step (models with
coil pack). If voltage is 9 volts or more, repair circuit for a short
to power.
6) Check PIP Parameter Identifications (PID)
Using scan tool, select PIP PID from PID/DATA monitor menu.
While observing scan tool, crank engine. If PIP value is switching on
and off, check secondary ignition components (ignition coils, spark
plugs and wires). See CIRCUIT TEST JB. Repair as necessary. If
secondary ignition is okay, go to next step.
7) Check Fuel Pressure
Turn ignition off. Release fuel pressure. See
N - REMOVE/INSTALL/OVERHAUL - 4.2L article. With scan tool connected,
turn ignition on. Using scan tool, access OUTPUT TEST MODE. See
ADDITIONAL SYSTEM FUNCTIONS. Command fuel pump on. If fuel pressure is
as specified, go to next step. See
C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article. If fuel
pressure is not as specified, go to CIRCUIT TEST HC.
8) Check Fuel Pressure Leakdown
Leave fuel pressure gauge installed and ignition on. Using
scan tool, access OUTPUT TEST MODE. Command fuel pump on to obtain
maximum fuel pressure. Exit OUTPUT TEST MODE and turn ignition off. If
fuel pressure remains within 2.3 psi (16 kPa) of maximum pressure for
one minute after turning ignition off, replace PCM. If fuel pressure
does not remain within 2.3 psi (16 kPa), go to CIRCUIT TEST HC.
NOTE: A break in step numbering sequence occurs at this point.

Procedure skips from step 8) to step 17). No test procedures
have been omitted.
17) Check PCM Driver To Coils

Turn ignition off. Connect 12-volt test light between B+ and G - TESTS W/CODES - 4.2L Article Text (p. 20)
coil driver circuit. Crank engine while observing test light. Repeat
procedure for each coil driver. Test light should blink brightly, once
for each engine revolution. If test light blinks as specified, replace
PCM. If test light does not blink as specified, go to CIRCUIT TEST JD,
step 1).
CIRCUIT TEST B - EEC-V POWER RELAY

This circuit test is only intended to diagnose the following

components and circuits:
* Vehicle wiring harness circuits (VPWR, IGNITION START/RUN, B+

and Ground).
* Power relay.
Fig. 4: Identifying Power Relay Circuits
1) Check VPWR Circuit Resistance

Turn ignition off. Disconnect Idle Air Control (IAC) solenoid
and power relay wiring harness connectors. Disconnect scan tool (if
applicable). Measure resistance of VPWR circuit between IAC solenoid
wiring harness connector and power relay. See Fig. 4. If resistance is
less than 5 ohms, reconnect IAC solenoid and go to next step. If
resistance is 5 ohms more, repair open in VPWR circuit between power
relay and IAC solenoid.
2) Check Voltage To Power Relay
Ensure ignition is off and power relay is disconnected.
Measure voltage between ground and B+ terminal at power relay wiring
harness connector. Note voltage reading. Turn ignition on. Measure
voltage between ground and IGN START/RUN terminal at powerGrelay - TESTS W/CODES - 4.2L Article Text (p. 21)
wiring harness connector. If any voltage reading is less than 10.5
volts, repair open circuit. If both voltage readings are more than 10.
5 volts, replace power relay.
3) Check Ground Circuit To Power Relay
Measure voltage between ground terminal and B+ terminal at
power relay wiring harness connector. If voltage is more than 10.5
volts, replace power relay. If voltage is 10.5 volts or less, repair
open in ground circuit.
CIRCUIT TEST C - REFERENCE VOLTAGE

Diagnostic Aids
SIG RTN is a dedicated ground used by most EEC-V system
sensors. VREF is a 5-volt reference voltage that is continuously
output by PCM. This consistent voltage signal is used on all 3-wire
sensors.
* A/C Pressure (ACP) sensor, Differential Pressure Feedback EGR

(DPFE) sensor and Throttle Position (TP) sensor.
* Vehicle wiring harness circuits (SIG RTN and VREF).
Fig. 5: Identifying TP Sensor Circuits
1) Check VREF Circuit Voltage

Disconnect TP sensor connector. Turn ignition on. Measure
voltage between SIG RTN and VREF circuit terminals at TP sensor wiring
harness connector. If voltage is more than 6 volts, go to step 35). If
voltage is 6 volts or less, go to next step.
2) Check Battery Voltage
Measure voltage between battery terminals. If battery voltage
is more than 10.5 volts, go to next step. If voltage is 10.5 volts or
less, recharge or replace battery as necessary. Check charging system
and repair as necessary.
3) Check SIG RTN Circuit
Disconnect suspect sensor wiring harness connector. Measure
voltage between SIG RTN terminal at suspect sensor wiring harness
connector and positive battery terminal. If voltage reading is more
than 10.5 volts and within one volt of battery voltage, go to next
step. If voltage is 10.5 volts or less, go to step 25).
4) Check Scan Tool Ability To Access Parameter Identification
(PID)
PID is area of PCM Random Access Memory (RAM) that holds
operating information for input and output data. Using scan tool,
attempt to select TP PID from PID/DATA monitor menu. If scan tool is
able to access TP PID, go to step 20). If scan tool is unable to
access TP PID, go to next step.
5) Check VPWR To Idle Air Control (IAC) Solenoid
Turn ignition off. Ensure TP sensor is disconnected.
Disconnect IAC solenoid connector. Turn ignition on. Measure voltage
between VPWR terminal (Red wire) at IAC wiring harness connector and
negative battery terminal. If voltage is 10.5 volts or more, go to
next step. If voltage is less than 10.5 volts, reconnect connectors
and go to CIRCUIT TEST B.
Fig. 6: Identifying IAC Wiring Harness Connector Terminals
6) Check For Shorted DPFE Or EGR Valve Position (EVP) Sensor

Ensure TP sensor is disconnected. Disconnect Fuel Tank
Pressure (FTP) sensor/transducer. See FUEL TANK PRESSURE (FTP)
SENSOR/TRANSDUCER LOCATION table. Turn ignition on. Measure voltage
between SIG RTN terminal and VREF terminal at TP sensor wiring harness
connector. If voltage is 4-6 volts, replace DPFE sensor or EGR valve
position sensor. If voltage is not 4-6 volts, go to next step.
FUEL TANK PRESSURE (FTP) SENSOR/TRANSDUCER LOCATION TABLE
Van ............................. Under Center Of Vehicle,

Near Fuel Tank
7) Check For Shorted FTP Sensor/Transducer

Ensure TP sensor and FTP sensor/transducer are disconnected.
Disconnect DPFE sensor. Turn ignition on. Measure voltage between SIG
RTN terminal and VREF terminal at TP sensor wiring harness connector.
If voltage is 4-6 volts, replace FTP sensor. If voltage is not 4-6
volts, proceed as follows:
* On models with A/C Pressure (ACP) sensor, go to next step.

* On models with Power Steering Pressure (PSP) sensor, go to
step 9).
* On models with Fuel Rail Pressure (FRP) sensor, go to
step 10).
* On all other models, go to step 11).
8) Check For Shorted AC Pressure (ACP) Sensor

Ensure DPFE, TP sensor and FTP sensor/transducer (if
applicable) are disconnected. Disconnect ACP sensor. Turn ignition on.
Measure voltage between SIG RTN terminal and VREF terminal at TP
sensor wiring harness connector. If voltage is 4-6 volts, replace ACP
sensor. If voltage is not 4-6 volts, proceed as follows:
* On models with PSP sensor, go to next step.

* On models with FRP sensor, go to step 10).
9) Check For Shorted Power Steering Pressure (PSP) Sensor

Ensure DPFE, TP sensor and ACP sensor (if applicable) are
disconnected. Disconnect PSP sensor. Turn ignition on. Measure voltage
connector. If voltage is 4-6 volts, replace PSP sensor. If voltage is
not 4-6 volts, go to next step (models with FRP sensor) or step 11)
(all other models).
NOTE: Fuel Rail Pressure (FRP) sensor may also be known as

Injection Pressure (IP) sensor.
10) Check For Shorted Fuel Rail Pressure (FRP) Sensor

Ensure DPFE and TP sensors are disconnected. Disconnect FRP
sensor. Turn ignition on. Measure voltage between SIG RTN terminal and
VREF terminal at TP sensor wiring harness connector. If voltage is 4-6
volts, replace FRP sensor. If voltage is not 4-6 volts, go to next
step.
11) Check VPWR To PCM
Turn ignition off. Leave all previously disconnected sensors
disconnected. Disconnect PCM 104-pin connector. Inspect connector for
damage and repair as necessary. Install Breakout Box (014-00950)
leaving PCM disconnected. Turn ignition on. Measure voltage between
test pins No. 71 (VPWR) and 77 (PWR GND) at breakout box. If voltage
less, repair open in VPWR circuit between IAC splice and PCM.
12) Check VREF Circuit For Short To Ground Or SIG RTN
disconnected. Disconnect scan tool Data Link Connector (DLC). Measure
resistance between test pin No. 90 (VREF) and test pins No. 51 and 103
(PWR GND), and 91 (SIG RTN). If any resistance reading is 10,000 ohms
or less, repair VREF short to ground. If all resistance readings are
more than 10,000 ohms, replace PCM.

Procedure skips from step 12) to step 20). No test G - TESTS W/CODES - 4.2L Article Text (p. 24)
procedures have been omitted.
20) Check VREF Resistance To PCM

Turn ignition off. Ensure sensor with failed VREF circuit is
loose, damaged or corroded terminals. Repair as necessary. Install
Breakout Box (014-00950) leaving PCM disconnected. Measure resistance
between test pin No. 90 (VREF) and VREF terminal at suspect sensor
wiring harness connector. If resistance is less than 5 ohms, replace
PCM. If resistance is 5 ohms or more, repair open in VREF circuit.

Procedure skips from step 20) to step 25). No test
25) Check Scan Tool Ability To Access Parameter

Identification (PID)
Using scan tool, select TP PID from PID/DATA monitor menu. If
scan tool is able to access TP PID, go to next step. If scan tool is
unable to access TP PID, go to step 28).
26) Check KOEO DTCs
If KOEO DTCs are present for 2 or more sensors connected to
SIG RTN circuit, go to next step. If KOEO DTCs are not as specified,
repair open in SIG RTN circuit to sensor where VREF circuit failed.
27) Check SIG RTN Circuit Resistance To PCM
Turn ignition off. Disconnect scan tool Data Link Connector
(DLC). Disconnect sensor where VREF circuit failed. Disconnect PCM
104-pin connector. Inspect connector for damage and repair as
necessary. Install Breakout Box (014-00950) leaving PCM disconnected.
Measure resistance between test pin No. 91 (SIG RTN) and SIG RTN
terminal of suspect sensor wiring harness connector. If resistance is
less than 5 ohms, reconnect sensor and go to next step. If resistance
is 5 ohms or more, repair open in SIG RTN circuit.
28) Check PCM PWR GND Circuits
Turn ignition off. Leave scan tool disconnected. Measure
resistance between negative battery terminal and test pins No. 51, 77
and 103 (PWR GND) at breakout box. If all resistance readings are less
than 5 ohms, go to next step. If any resistance reading is 5 ohms or
more, repair open circuit.
29) Check Ground Circuits In PCM
Leave ignition off and scan tool disconnected. Connect PCM to
breakout box. Measure resistance between test pin No. 91 (SIG RTN) and
test pins No. 51, 77 and 103 (PWR GND) at breakout box. If all
resistance readings are less than 5 ohms, PWR GND and SIG RTN circuits
are okay. Repeat QUICK TEST. If any resistance reading is 5 ohms or
more, replace PCM.

35) Check VREF Circuit For Short To Power G - TESTS W/CODES - 4.2L Article Text (p. 25)1998 Ford Econ
disconnected. Disconnect all other sensors connected to VREF circuit.
See Fig. 7. Disconnect PCM. Turn ignition on. Measure voltage between
negative battery terminal and VREF terminal at TP sensor wiring
harness connector. If voltage is less than .5 volt, replace PCM. If
voltage is .5 volt or more, repair VREF circuit for a short to power.
Fig. 7: Identifying Sensors Connected To VREF Circuit
CIRCUIT TEST DA - TEMPERATURE SENSOR TEST (IAT & ECT)

Diagnostic Aids
Perform this test only when directed by QUICK TEST. Ambient
air temperature must be at least 50 F (10 C) to receive valid input
from Intake Air Temperature (IAT) sensor. Engine coolant temperature
must be more than 50 F (10 C) to pass KOEO SELF-TEST and more than
180 F (82 C) to pass KOER SELF-TEST. Voltage values in this test are
based on a 5-volt VREF signal. Values may vary up to 15 percent due to
sensor and VREF variations.
This circuit test is intended to diagnose the following
* Intake Air Temperature (IAT) sensor.

* Engine Coolant Temperature (ECT) sensor.
* Wiring harness circuits (IAT, ECT and SIG RTN).
To prevent replacing good components, ensure the following

G - TESTS W/CODES - 4.2L Article Text (p. 26)1998 Ford Econoline
non-EEC areas or components are not cause of problem:
* Coolant level low.
* Cooling system, water pump or fan.
* Engine operating temperature.
* Engine oil level low.
* Thermostat.
* Air cleaner duct.
* Ambient temperature.
Fig. 8: Throttle Position (TP) Sensor Connector Terminals
Fig. 9: Temperature Sensor Circuits & Connector Terminals
1) DTC P1116
This DTC indicates sensor is out of self-test range. Correct
range for measurement is .3-3.7 volts. Check for following possible
causes:
* Low coolant level.

* Faulty harness connector.
* Faulty sensor.
Start engine and run until engine is at normal operating

temperature. If vehicle cannot be started, go to step 3). Ensure upper
radiator hose is hot and pressurized. Repeat KOER ON-DEMAND SELF-TEST.
If DTC P1116 is present, go to next step. If DTC P1116 is not present,
fault is intermittent and cannot be identified at this time. Testing
is complete.
2) Check VREF Circuit Voltage At TP Sensor
Turn ignition off. Disconnect Throttle Position (TP) sensor.
Turn ignition on. Measure voltage between VREF and SIGGRTN - TESTS W/CODES - 4.2L Article Text (p. 27)1998 Ford Ec
terminals
at TP sensor wiring harness connector. See Fig. 5. If voltage is 4-6
volts, reconnect TP sensor and go to step 3). If voltage is not 4-6
volts, go to CIRCUIT TEST C.
3) Check Temperature Sensor Resistance (KOEO)
Turn ignition off. Disconnect suspect sensor. Measure
resistance between signal circuit (ECT or IAT) terminal and SIG RTN
terminal at suspect sensor wiring harness connector. See
IAT & ECT SENSOR SPECIFICATIONS table. If resistance is not as
specified, replace suspect sensor. If resistance is as specified,
perform following step as applicable:
* For diagnosing vehicles with ECT sensor related fault and a

no-start condition, DO NOT service DTC P1116 at this time.
Repair no-start condition. See H - TESTS W/O CODES - GASOLINE
article.
* For diagnosing vehicles with cooling fan concerns or engine
cooling concerns, DO NOT service DTC P1116 at this time.
Service next DTC. If no other DTCs are present, identify
symptom and repair as necessary. See
* For diagnosing vehicles without a no-start condition, cooling
fan concern or engine cooling concern, go to next step.
4) Check Temperature Sensor Resistance (KOER)

Warm engine to normal operating temperature. Turn ignition
off. Disconnect suspect sensor. Start engine and operate at 2000 RPM
for 2 minutes. Measure resistance between signal circuit (ECT or IAT)
terminal and SIG RTN terminal at suspect sensor wiring harness
connector. See IAT & ECT SENSOR SPECIFICATIONS table. If resistance is
as specified, replace PCM. If resistance is not as specification,
replace sensor.
IAT & ECT SENSOR SPECIFICATIONS TABLE
Temperature F ( C) (1) Volts (1) Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
(1) - Values may vary by 15 percent.

G - TESTS W/CODES - 4.2L Article Text (p. 2
have been omitted.
10) DTC P0118 Or P0113: Induce Opposite DTC (117 Or 112)

DTC P0118 (ECT) or P0113 (IAT) indicate corresponding sensor
signal is more than self-test maximum. Maximum signal voltage for ECT
and IAT sensor is 4.6 volts. Possible causes for excess voltage
signals are:
* Open circuit in wiring harness (IAT or ECT).

* Faulty connection.
* Faulty sensor.
* Faulty PCM.
Turn ignition off. Disconnect suspect temperature sensor.

Connect a jumper wire between signal circuit (ECT or IAT) terminal and
SIG RTN terminal at suspect sensor wiring harness connector. With scan
tool installed, turn ignition on.
NOTE: If communication link error is displayed, remove jumper wire

and go to step 12).
Using scan tool, select ECT V or IAT V PID from PID/DATA

monitor. If PID value is less than .2 volt, replace sensor. If PID
value is .2 volt or more, remove jumper wire and go to next step.
11) Check Resistance Of Sensor Signal & SIG RTN Circuits
Turn ignition off. Ensure suspect temperature sensor is
Breakout Box (014-00950), leaving PCM disconnected. Measure resistance
between test pin No. 38 (ECT sensor) or test pin No. 39 (IAT sensor)
at breakout box and SIG RTN terminal at suspect sensor wiring harness
connector. Also, measure resistance between test pin No. 91 (SIG RTN)
connector. If both resistance readings are less than 5 ohms, replace
PCM. If any resistance reading is 5 ohms or more, repair open circuit.
12) Check For Sensor Signal Short To VREF
disconnected. Measure resistance between test pin No. 90 (VREF) and
test pin No. 38 (ECT sensor) or test pin No. 39 (IAT sensor) at
breakout box. If resistance is 10,000 ohms or more, replace PCM. If
resistance is less than 10,000 ohms, repair short circuit to VREF.

20) DTC P0117 Or P0112

DTC P0117 (ECT) or P0112 (IAT) indicates sensor signal is
less than self-test minimum. Minimum signal for IAT and ECT sensor is
.2 volt. Possible causes for these faults are:
* Circuit grounded in wiring harness. G - TESTS W/CODES - 4.2L Article Text (p. 29)
* Faulty sensor.
* Faulty PCM.
Turn ignition off. Disconnect suspect temperature sensor

connector. Inspect connector for loose, damaged or corroded terminals.
Repair as necessary. Turn ignition on. Using scan tool, select ECT V
of IAT V PID from PID/DATA monitor menu. If PID value is less than 4.2
volts, go to next step. If PID value is 4.2 volts or more, replace
sensor.
Turn ignition off. Disconnect TP sensor connector. Turn
ignition on. Measure voltage between VREF and SIG RTN at TP sensor
wiring harness connector. If voltage is 4-6 volts, connect TP sensor
and go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C
.
22) Check Signal Circuit For Short To Ground
Turn ignition off. Disconnect suspect sensor. Disconnect PCM
104-pin connector. Inspect connector for loose, damaged or corroded
terminals. Repair as necessary. Install Breakout Box (014-00950),
leaving PCM disconnected. Measure resistance between test pin No. 38
(ECT) or No. 39 (IAT) and test pins No. 24, 51 and 91. If any
resistance reading is less than 10,000 ohms, repair short to ground.
If all resistance readings are 10,000 ohms or more, replace PCM.

90) Continuous Memory DTC P0112, P1112, P0113, P0117, P1117

Or P0118: Check Sensor
These DTCs indicate possible intermittent fault. Possible
causes for these faults are:
* Faulty sensor.
* Faulty sensor connector.
* Open or grounded circuit in harness.
* Faulty PCM.
Turn ignition on. Using scan tool, select ECT or IAT PID from
PID/DATA monitor menu. While observing PID, tap on sensor to simulate
road shock. Wiggle sensor connector. If no change in temperature
reading occurs, go to next step. If any change in temperature occurs,
turn ignition off. Inspect connectors for loose, damaged or corroded
terminals. Repair as necessary. If connectors are okay, replace
sensor.
91) Check EEC-V Wiring Harness
While still observing PID, wiggle and bend small sections of
wiring harness working toward PCM. If fault is indicated, isolate
fault and repair as necessary. If no fault is found, go to next step.
92) Inspect PCM & Wiring Harness Connectors
Turn ignition off. Disconnect PCM 104-pin connector.
G - TESTS Inspect - 4.2L Article Text (p. 30)1998 Ford Econoline E250
W/CODES
connector for damaged pins, corrosion and loose terminals. If
connectors and terminals are damaged, repair as necessary. Clear DTCs
and repeat QUICK TEST. If connectors and terminals are okay, fault
cannot be identified at this time. Testing is complete.

100) DTC P0125

These DTCs indicate ECT sensor has not reached normal
operating temperature. Possible causes for this fault are:
* Insufficient engine warm-up time.

* Thermostat leaking or stuck open.
* Low coolant.
Check and repair cooling system as necessary. Clear DTCs and

repeat QUICK TEST.
CIRCUIT TEST DB - ENGINE FUEL TEMPERATURE (EFT) SENSOR

Diagnostic Aids
Perform this test only when directed by QUICK TEST. EFT
sensor will operate within the range of -40-275 F (-40-135 C). This
circuit test is intended to diagnose the following components and
circuits:
* EFT sensor.
* Wiring harness circuits (EFT and SIG RTN).
Fig. 10: Engine Fuel Temperature (EFT) Sensor Connector Terminals

Fig. 11: Fuel Rail Pressure (FRP) Sensor Connector Terminals
EFT SENSOR SPECIFICATIONS TABLE
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
248 (120) ............... 0.27 .................... 1180

Injection Pressure (IP) sensor. Engine Fuel Temperature
(EFT) sensor may also be known as Fuel Rail Temperature
(FRT) sensor.
1) DTC P0181: Check For KOER DTCs

This DTC indicates sensor signal is greater than self-test
maximum. Check for following possible causes:
* Open circuit in wiring harness.

* Faulty wiring harness connector.
* Faulty EFT sensor.
* Faulty PCM.
Start engine. Ensure engine is at normal operating

temperature. Perform KOER ON-DEMAND SELF-TEST. If DTC P0182 or P0183
is present with DTC P0181, go to next step. If only DTC P0181 is Copyright © 1998 Mitchell Repair Information
G - TESTS
present, clearW/CODES - 4.2L
DTCs. Perform Article
OBD-II DRIVEText (p. 32)
CYCLE.
See DRIVE CYCLES
under ADDITIONAL SYSTEM FUNCTIONS. Repeat QUICK TEST.
2) DTC P0180, P0181, P0182 Or P0183
These DTCs indicate sensor signal is greater or less than
self-test maximum. Check for following possible causes:
* Open or short circuit in wiring harness.

* Faulty PCM.
Turn ignition off. Disconnect EFT sensor connector. With scan

tool connected, turn ignition on.
NOTE: If scan tool communication link error is displayed, remove

jumper wire and go to step 5).
Using scan tool, select EFTA V PID from PID/DATA monitor

menu. Note PID value. Connect a jumper wire between signal circuit
(EFT A) terminal and SIG RTN terminal at EFT sensor wiring harness
connector. If PID value is more than 4.5 volts with sensor
disconnected and less than .2 volt with jumper wire connected, replace
EFT sensor. If PID value is not as specified, proceed as follows.
* For DTC P0182, go to next step.

* For DTC P0183, go to step 5).
* If PID value is less than 4.5 volts with EFT sensor
disconnected, go to next step.
* If PID value is more than .2 volt with jumper wire connected,
go to step 5).
3) Check VREF Circuit Voltage At Fuel Rail Pressure (FRP)

Sensor
Turn ignition off. Disconnect FRP sensor connector. Turn
ignition on. Measure voltage between ground and VREF terminal at FRP
sensor wiring harness connector. See Fig. 11. If voltage is 4-6 volts,
connect FRP sensor and go to step 7). If voltage is not 4-6 volts, go
to CIRCUIT TEST C.
Turn ignition off. Ensure EFT sensor is disconnected.
Disconnect PCM 104-pin connector. Inspect connector for loose, damaged
or corroded terminals. Repair as necessary. Install Breakout Box (014-
00950), leaving PCM disconnected. Measure resistance between test pin
for EFT circuit and test pin No. 91 at breakout box. Also, measure
resistance between test pin for EFT A circuit and ground. If both
resistance readings are more than 10,000 ohms, replace PCM. If any
resistance reading is 10,000 ohms or less, repair short to ground.
5) Check EFT Signal For Short To VREF
Measure resistance between test pin for EFT A circuit and
test pin No. 90 at breakout box. If resistance is more than 10,000
ohms, go to next step. If resistance is 10,000 ohms or less, repair
short to VREF circuit.
6) Check For Open Circuit
Measure resistance of EFT A circuit between test pin for EFT
A circuit at breakout box and EFT sensor wiring harness connector. See
Fig. 10. Also, measure resistance of SIG RTN circuit between EFT
sensor wiring harness connector and test pin No. 91 at breakout box.
If both resistance readings are less than 5 ohms, replace PCM. If any
resistance reading is 5 ohms or more, repair open circuit.
7) Continuous Memory DTC P0180, P0181, P0182 Or P0183
* Faulty sensor.
* Faulty wiring harness.
* Faulty PCM.
Turn ignition on. Using scan tool, select EFTA PID from
inspect connectors for loose, damaged or corroded terminals. Repair as
necessary. If connectors are okay, replace PCM.
8) Check Sensor Wiring Harness
While observing EFTA PID, wiggle and bend small sections of
connector for loose, damaged or corroded terminals. If connectors and
terminals are damaged, repair as necessary and repeat QUICK TEST. If
connectors and terminals are okay, fault cannot be identified at this
time. Testing is complete.
CIRCUIT TEST DC - MASS AIRFLOW (MAF) SENSOR

Diagnostic Aids
Perform this test when directed by QUICK TEST. This CIRCUIT
TEST is intended to diagnose the following:
* MAF sensor.
* Wiring harness circuits (VPWR, PWR GND, MAF SIG and MAF RTN).

following non-EEC related areas may be cause of problem:
* Air cleaner element.

* Inlet air duct.
* Throttle body.
Fig. 12: Identifying MAF Sensor Circuits & Connector Terminals
1) KOER DTC P1101: Check MAF Sensor Continuous Memory DTCs

DTC P1101, retrieved during KOER ON-DEMAND SELF-TEST,
indicates MAF signal was not 0.34-1.96 volts during self-test. Drive
vehicle for 10 minutes and repeat KOEO ON-DEMAND SELF-TEST and
CONTINUOUS MEMORY SELF-TEST. If any Continuous Memory DTCs are present
with KOER P1101, proceed as follows:
* Continuous Memory DTC P0102, go to step 6).

* All other Continuous Memory DTCs, service DTCs as necessary.
If no Continuous Memory DTCs are present with KOER P1101, go

to next step.
NOTE: DTC P1101 may be caused by low battery or by use of a garage

exhaust ventilation system. Ensure vehicle is vented to
outside atmosphere before repeating QUICK TEST.
2) KOEO/KOER DTC P1101: MAF Output Voltage

DTC P1101, retrieved during KOEO or KOER ON-DEMAND SELF-TEST,
indicates voltage exceeded .2-volt test range. Possible causes for
this fault are:
* Air leak before or after MAF sensor.

* Faulty or contaminated MAF sensor.
* Faulty MAF sensor wiring harness connector.
* Open PWR GND or MAF RTN circuit.
* Faulty PCM.
Turn ignition off. Ensure MAF sensor is connected properly.

If MAF sensor is not connected properly, repair as necessary and
retest. Disconnect PCM 104-pin connector. Inspect connector for loose,
damaged or corroded terminals. Repair as necessary. Install Breakout
Box (014-00950) and connect PCM to breakout box. Turn ignition on.
Measure voltage between test pin No. 88 (MAF SIG) and test pins No.
G
103- TESTS
(PWR GND)W/CODES - 4.2L
at breakout box.Article Text
If voltage (p. 35)
is more 1998
than FordgoEconoline
.2 volt, to E250For 1 Copyright © 1998 Mitchell Repair Information
step 12). If voltage is .2 volt or less, go to step 8).
3) Continuous Memory DTC P1100: Check MAF Circuit
Intermittent Voltage Input
DTC P1100, retrieved from continuous memory indicates voltage
went out of range (.39-3.90 volts) sometime during previous 40 warm-up
cycles. Possible causes for this fault are:
* Faulty MAF sensor.

* Faulty MAF sensor wiring harness circuit or connector.
Start engine and allow to idle. If engine does not idle

smoothly, repair cause of rough idle condition before continuing.
Raise engine speed to 1500 RPM for 5 seconds, and return to idle.
Using scan tool, select MAF PID from PID/DATA monitor menu. While
observing PID, tap on sensor to simulate road shock. Wiggle sensor
connector. If MAF PID voltage stays within .39-3.90 volts range, go to
next step. If MAF PID voltage does not stay within .39-3.90 volts
range, check MAF sensor connector for loose, damaged or corroded
terminals. Repair as necessary. If connector is okay, replace MAF
sensor.
4) Check MAF Sensor Circuit Integrity
connector for loose, damaged or corroded terminals. Repair as
necessary. Install Breakout Box (014-00950) and connect PCM to
breakout box. Turn ignition on. Connect voltmeter between test pin No.
36 (MAF RTN) and No. 88 (MAF SIG). While observing voltmeter, wiggle
and bend wiring harness between sensor and dash panel. Wiggle and bend
wiring harness between dash panel and PCM. If voltage reading goes out
of normal range (.39-3.90 volts), isolate fault and repair as
necessary. Reset Keep-Alive Memory (KAM). To clear KAM, disconnect
negative battery terminal for at least 5 minutes. If voltage does not
go out of normal range, fault cannot be duplicated or identified at
this time. Go to CIRCUIT TEST Z.

have been omitted.
6) Continuous Memory & KOER DTC P0102: Check MAF Low Input
Signal To PCM
DTC P0102 indicates MAF signal was less than .39 volt
sometime during normal engine operation. Possible causes for this
fault are:
* Open or closed MAF circuit.

* Open circuit (MAF, MAF RTN, PWR GND, or VPWR).
* MAF circuit shorted to ground.
* Faulty MAF sensor or connector.
* Faulty TP system.
* Faulty PCM.
Ensure air induction system is okay. Repair if necessary.
Start engine and allow to idle. If engine does not idle smoothly,
repair cause of rough idle condition before continuing. If KOER DTC
P0505 is present, go to CIRCUIT TEST KE, step 2). On A/T models, if
vehicle cannot maintain an idle and engine stalls, go to step 9). If
engine idles smoothly, raise engine speed to 1500 RPM for 5 seconds
then return to idle. Using scan tool, select MAF V PID from PID/DATA
monitor menu. If PID value is less than .39 volt, go to next step. If
PID value is .6-1.0 volt, go to step 15). For all other PID values, go
to step 2).
7) Check VPWR Circuit Voltage
Turn ignition off. Disconnect MAF sensor. Turn ignition on.
Measure voltage between VPWR terminal of MAF sensor wiring harness
connector and negative battery terminal. If voltage is more than 10.5
volts, go to next step. If voltage is 10.5 volts or less, repair open
in VPWR circuit. Reset Keep-Alive Memory (KAM). To clear KAM,
disconnect negative battery terminal for at least 5 minutes.
8) Check Resistance Of VPWR Circuit
Turn ignition off. Leave MAF sensor disconnected. Disconnect
PCM 104-pin connector. Inspect connector for loose, damaged or
corroded terminals. Repair as necessary. Install Breakout Box (014-
00950), leaving PCM disconnected. Measure resistance between VPWR
terminal of MAF sensor wiring harness connector and test pin No. 71 at
breakout box. If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, repair open in VPWR circuit.
9) Check MAF Circuit For Short To Ground Or MAF RTN Circuit
Disconnect scan tool Data Link Connector (DLC). Measure
resistance between test pin No. 88 (MAF SIG) and test pins No. 36 (MAF
RTN), 51 and 103 (PWR GND) at breakout box. If all resistance readings
are more than 10,000 ohms, go to next step. If resistance is 10,000
ohms or less, repair short to ground and reset Keep-Alive Memory
(KAM). To clear KAM, disconnect negative battery terminal for at least
5 minutes.
10) Check MAF RTN Circuit For Short To PWR GND Circuit
Measure resistance between test pin No. 36 (MAF RTN) and test
pins No. 51 and 103 (PWR GND) at breakout box. If both resistance
readings are more than 10,000 ohms, reconnect scan tool and go to next
step. If resistance is 10,000 ohms or less, repair short to ground and
reset Keep-Alive Memory (KAM). To clear KAM, disconnect negative
battery terminal for at least 5 minutes.
11) Check Resistance Of MAF Signal Circuit
Measure resistance between MAF terminal at MAF sensor wiring
harness connector and test pin No. 88 (MAF) at breakout box. If
ohms or more, repair open in MAF circuit and reset Keep-Alive Memory
5 minutes.
12) Check PWR GND Circuit To MAF Sensor
Connect PCM to breakout box. Turn ignition on. Measure
voltage between VPWR and PWR GND terminals at MAF sensor wiring
harness connector. If voltage is 10.5 volts or less, go to next step.
If voltage
G - TESTSis more than 10.5
W/CODES volts, Article
- 4.2L go to step 14).(p. 37)1998 Ford Econoline E250For 1
Text Copyright © 1998 Mitchell Repair Information
13) Check PWR GND Circuit Resistance
Disconnect PCM from breakout box. Disconnect scan tool Data
Link Connector (DLC). Measure resistance between PWR GND terminal at
MAF sensor wiring harness connector and negative battery terminal. If
ohms or more, repair open in PWR GND circuit and reset Keep-Alive
Memory (KAM). To clear KAM, disconnect negative battery terminal for
at least 5 minutes.
14) Check MAF RTN Circuit Resistance
Measure resistance between MAF RTN terminal at MAF sensor
wiring harness connector and test pin No. 36 (MAF RTN) at breakout
box. If resistance is less than 5 ohms, go to next step. If resistance
is 5 ohms or more, repair open in MAF RTN and reset Keep-Alive Memory
5 minutes.
15) Check MAF Circuit For Short To Ground In PCM
Connect PCM to breakout box. Disconnect scan tool Data Link
Connector (DLC). Measure resistance between test pin No. 88 (MAF) and
test pins No. 36 (MAF RTN), 51 and 103 (PWR GND) at breakout box. If
all resistance readings are more than 10,000 ohms, go to next step. If
any resistance reading is 10,000 ohms or less, replace PCM.
16) Check MAF RTN Circuit For Short To Ground
pins No. 51 and 103 (PWR GND) at breakout box. If resistance is more
than 10,000 ohms, go to next step. If resistance is 10,000 ohms or
less, replace PCM.
17) Check MAF Circuit Output
Ensure ignition is off. Reconnect MAF sensor. Ensure PCM is
connected to breakout box. Start engine and allow to idle. If engine
does not idle smoothly, repair cause of rough idle condition before
continuing. Measure voltage between test pin No. 88 (MAF) and negative
battery terminal. If voltage is .34-1.96 volts, go to next step. If
voltage is not .34-1.96 volts, replace MAF sensor and reset Keep-Alive
at least 5 minutes.
18) Measure Voltage Between MAF & MAF RTN Circuits
With engine idling, measure voltage between test pin No. 36
(MAF RTN) and 88 (MAF) at breakout box. If voltage is .34-1.96 volts,
go to next step. If voltage is not .34-1.96 volts, replace MAF sensor
and reset Keep-Alive Memory (KAM). To clear KAM, disconnect negative
19) Check MAF Circuit Output With Scan Tool
Start engine and allow to idle. Using scan tool, select MAF V
PID from PID/DATA monitor menu. If PID value is .34-1.96 volts, fault
is intermittent and cannot be identified at this time. Go to
CIRCUIT TEST Z. If voltage is not .34-1.96 volts, replace PCM.
20) DTC P0103: Check MAF High Input Signal To PCM
DTC P0103 indicates MAF signal was more than 3.9 volts
fault are:
* Restricted MAF sensor screen. G - TESTS W/CODES - 4.2L Article Text (p. 38)1998 Ford Econoline E
* MAF SIG circuit shorted to VPWR.
* Faulty PCM.

P0505 is present, go to CIRCUIT TEST KE, step 2) If engine idles
smoothly, raise engine speed to 1500 RPM for 5 seconds then return to
idle. Using scan tool, select MAF V PID from PID/DATA monitor menu.
PID value should be more than 3.90 volts. Turn ignition off.
Disconnect MAF sensor connector. Connect a jumper wire between PWR GND
and MAF RTN terminals at MAF sensor wiring harness connector. Start
engine and allow to idle. Using scan tool, select MAF V PID from
PID/DATA monitor menu. If PID value does not change to less than .39
volt, go to next step. If PID value changes to less than .39 volt,
replace MAF sensor and reset Keep-Alive Memory (KAM). To clear KAM,
21) Check MAF Circuit For Short To Power
Leave ignition off and MAF sensor disconnected. Disconnect
00950), leaving PCM disconnected. Turn ignition on. Measure voltage
between test pin No. 88 (MAF) and test pin No. 24 or 103 at breakout
box. If voltage is less than one volt, go to next step. If voltage is
one volt or more, repair MAF circuit short to power.
22) Check MAF Circuit For Short To VREF
Turn ignition off. Measure resistance between test pin No. 88
(MAF) and test pin No. 90 (VPWR) at breakout box. If resistance is
more than 10,000 ohms, replace PCM. If resistance is 10,000 ohms or
less, repair short between MAF and VREF circuit and reset Keep-Alive
at least 5 minutes.
CIRCUIT TEST DD - FUEL RAIL PRESSURE (FRP) SENSOR

Diagnostic Aids
* FRP sensor.
* Wiring harness circuits (FRP Signal and SIG RTN).
Fig. 13: Identifying Fuel Rail Pressure (FRP) Sensor Circuits &
Connector Terminals
FRP SENSOR VOLTAGE-TO-FUEL PRESSURE CONVERSION CHART
Volts Pressure (psi)
4.5 ................................................... 70
3.9 ................................................... 60
3.4 ................................................... 50
2.8 ................................................... 40
2.2 ................................................... 30
1.6 ................................................... 20
1.1 ................................................... 10
.5 ..................................................... 0
1) DTC P0192
This DTC indicates FRP voltage signal is less than self-test
minimum. Possible causes for this fault are:
* FRP signal is shorted to SIG RTN or PWR GND.

* FRP circuit is open.
* Low fuel pressure.
* Faulty FRP sensor.
* Faulty PCM.
Ensure vehicle has fuel. Turn ignition on. Using scan tool,
access FRP PID from PID/DATA monitor menu. If PID voltage is less than
.2 volt, go to step 3). If PID voltage is .2 volt or more, go to step
12).

have been omitted.

G - TESTS Copyright © 1998 Mitchell Repair Information
InjectionW/CODES - 4.2L
Pressure (IP) Article Text (p. 40)1998 Ford Econoline E250For 1
sensor.
3) Generate Opposite Signal

Turn ignition off. Disconnect FRP sensor connector. Connect a
jumper wire between FRP terminal and VREF terminal at FRP sensor
wiring harness connector. If scan tool communication problem is
present, disconnect jumper wire and go to step 23). Using scan tool,
select FRP V PID from PID/DATA monitor menu. If PID voltage is 4.6
volts or less, disconnect jumper wire and go to next step. If PID
voltage is more than 4.6 volts, replace FRP sensor.
4) Measure VREF Voltage
With FRP sensor disconnected, turn ignition on. Measure
voltage between VREF terminal and SIG RTN terminal at FRP sensor
wiring harness connector. If voltage is 4-6 volts, go to next step. If
voltage is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C.
5) Check FRP Circuit Resistance
Turn ignition off. Leave FRP sensor disconnected. Disconnect
00950), leaving PCM disconnected. Measure resistance between FRP
terminal at FRP sensor wiring harness connector and test pin No. 63 at
6) Check FRP Circuit For Short To PWR GND Or SIG RTN
Measure resistance between test pin No. 63 and test pins No.
91 (SIG RTN), 24 and 103 (PWR GND) at breakout box. If any resistance
reading is less 10,000 ohms or less, repair short circuit. If all
resistance readings are more than 10,000 ohms, replace PCM.
7) DTC P0193
This DTC indicates FRP voltage signal is more than self-test
maximum. Possible causes for this fault are:
* FRP signal is shorted to VREF or PWR.

* High fuel pressure.
* Faulty PCM.
Turn ignition on. Using scan tool, select FRP V sensor from
PID/DATA monitor menu. If PID voltage is more than 4.8 volts, go to
step 9). If PID voltage is not as specified, fault may be
intermittent. Go to step 14).

have been omitted.
9) DTC P0193: Generate Opposite Signal

ignition on. Using scan tool, select FRP V PID from PID/DATA monitor
menu. If scan tool communication problem is present, disconnect jumper
wire and go to step 23). If PID voltage is less than .2 volt, replace
FRP sensor. If PID voltage is .2 volt or more, go to step 11).
10) DTC P0190
Possible causes for this fault are:
* VREF open circuit.

* VREF open is sensor.
Disconnect FRP sensor connector. Turn ignition on. Measure

voltage between VREF and SIG RTN terminals at FRP sensor wiring
harness connector. If voltage is 4-6 volts, go to step 12). If voltage
is 4-6 volts, go to next step.
necessary. Install Breakout Box (014-00950), leaving PCM disconnected.
Measure resistance between test pin No. 63 and test pins No. 90 (VREF)
and 91 (SIG RTN) at breakout box. If both resistance readings are less
12) Measure FRP Sensor Resistance
Measure resistance between FRP and SIG RTN sensor terminals.
If resistance is not 30-40 k/ohms, replace FRP sensor. If resistance
is 30-40 k/ohms, proceed as follows:
* If Continuous Memory DTC P0190 is present, go to step 14).

* If DTC P0192 is present, replace PCM.
* If DTC P0193 is present, go to next step.
13) Check FRP Circuit For Short To VREF Or VPWR

Disconnect PCM 104-pin connector. Inspect connector for
between test pin No. 63 and test pins No. 90 (VREF) and 71 (VPWR) at
breakout box. If both resistance readings are more than 10,000 ohms,
replace PCM. If any resistance reading is 10,000 ohms or less, repair
short circuit.
Reconnect FRP sensor connector. Turn ignition on. Using scan
tool, select FRP V PID from PID/DATA monitor menu. Observe PID voltage
for fault while tapping on FRP sensor. Wiggle and bend wiring harness
and connector between sensor and PCM. Fault will be indicated by a
sudden change in PID voltage. If fault is indicated, isolate and
repair as necessary. If fault is not indicated, symptom is
intermittent and cannot be located at this time. Go to CIRCUIT TEST Z
for additional test procedures.

have been omitted.
16) Check FRP PID Fuel Pressure

Turn ignition on. Using scan tool, select FRP PID from
PID/DATA monitor menu. If PID psi reading is within 10 psi of fuel
pressure gauge psi reading in step 15), go to step 18). If PID psi
reading is not within 10 psi, repeat QUICK TEST.
17) Check Fuel Rail Solenoid
Using scan tool, access OUTPUT
G - TESTS TEST MODE.
W/CODES While
- 4.2L observing
fuel rail solenoid, cycle output on and off several times. If solenoid
clicking can be heard or felt, exit output test mode and go to next
step. If no solenoid clicking can be heard or felt, go to step 21).
19) Check FRP Circuit For Excessive Resistance
Measure resistance between FRP terminal at FRP sensor wiring harness
connector and test pin No. 63 at breakout box. Measure resistance
between SIG RTN terminal at FRP sensor wiring harness connector and
test pin No. 91 (SIG RTN) at breakout box. Also, measure resistance
between VREF terminal at FRP sensor wiring harness connector and test
pin No. 90 at breakout box. If all resistance readings are less than 5
ohms, go to next step. If any resistance reading is 5 ohms or more,
repair circuit.
20) Monitor FRP Circuit With Scan Tool
Turn ignition on. Using scan tool, select FRP V PID from
PID/DATA monitor menu. If PID voltage is less than .2 volt, replace
FRP sensor. If PID voltage is not as specified, replace PCM.
21) Check Voltage At Fuel Rail Solenoid
Using scan tool, access OUTPUT TEST MODE and select ALL ON.
Disconnect fuel rail solenoid connector. Measure voltage between VPWR
circuit terminal at fuel rail solenoid wiring harness connector and
negative terminal. If voltage is more than 10.5 volts, go to next
step. If voltage is 10.5 volts or less, repair open in VPWR circuit.
NOTE: When in output test mode, voltage measurement must be made

within 7 seconds of activating test mode.
22) Check Ground Circuit

Measure voltage between VPWR and ground circuit terminals at fuel rail
solenoid wiring harness connector and negative terminal. If voltage is
more than 10.5 volts, replace fuel rail solenoid. If voltage is 10.5
volts or less, repair open circuit.
23) Check VREF Voltage To FRP Sensor
voltage between VREF and SIG RTN circuit terminals at FRP sensor
voltage is not 4-6 volts, VREF is out of range. Go to CIRCUIT TEST C.
24) Check For Shorted FRP Signal
(DLC). Disconnect PCM 104-pin connector. Inspect connector for loose,
Box (014-00950), leaving PCM disconnected. Measure resistance between
test pin No. 63 and test pins No. 90, 91, 24 and 103 at breakout box.
If all resistance readings are more than 10,000 ohms, replace PCM. If G - TESTS W/CODES - 4.2L Article Text (p. 43)
any resistance reading is 10,000 ohms or less, repair short circuit.
CIRCUIT TEST DG - KNOCK SENSOR (KS)

reconnect all components. Clear DTCs and perform
COMPREHENSIVE COMPONENT MONITOR REPAIR VERIFICATION DRIVE
CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS.
After drive cycle is completed, repeat QUICK TEST procedures
to ensure all EEC-V systems are working properly and DTCs
are no longer present.
Diagnostic Aids
Perform this test only when directed by QUICK TEST. This test
is intended to diagnose the following:
* Knock Sensor (KS).

* Wiring harness circuits (KS and SIG RTN).

following non-EEC related areas may be at fault:
* Poor fuel quality.

* Ignition system.
* Ignition or valve timing.
* Engine mechanical condition.
Fig. 14: Knock Sensor Test Circuits & Connector Terminals
1) Check Knock Sensor Voltage

DTC P0325 & P0326 indicate spark knock system failed.
Possible causes for these faults are:
* Open or short in harness.

* Faulty knock sensor.
* Faulty Powertrain Control Module (PCM).
Turn ignition off. Ensure knock sensor is connected. Perform

COMPREHENSIVE COMPONENT MONITOR REPAIR VERIFICATION DRIVE CYCLE. See
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. Disconnect PCM 104-pin
Install Breakout Box (014-00950). Connect PCM to breakout box. TurnG - TESTS W/CODES - 4.2L Article Text (p. 44)
ignition on. Measure voltage between test pins No. 57 and No. 91 (SIG
RTN). If voltage is less than .5 volt, go to next step. If voltage is
.5 volt or more, go to step 6).
2) Check For Intermittent Circuit Fault
Measure voltage test pins No. 57 and 91 at breakout box.
While observing voltmeter, wiggle small sections of wiring harness
starting at knock sensor working toward PCM. Lightly tap on knock
sensor and PCM. If fault is indicated (voltage changes), isolate fault
and repair as necessary. If no fault is indicated, go to next step.
3) Check Knock Sensor Resistance
Turn ignition off. Disconnect PCM from breakout box. Measure
resistance between test pins No. 57 (KS) and 91 (SIG RTN) at breakout
box. If resistance is 4.39-5.35 megohms, go to step 8) (models without
shielded knock sensor). See Fig. 14. If resistance is more than 5.35
megohms, go to next step. If resistance is less than 4.39 megohms, go
to step 5).
Disconnect knock sensor connector. Measure resistance between
test pin No. 57 and KS terminal at knock sensor wiring harness
connector. Note resistance reading. Measure resistance between test
pin 91 at breakout box and SIG RTN terminal at knock sensor wiring
harness connector. If both resistance readings are less than 5 ohms,
replace knock sensor. If any resistance reading is 5 ohms or more,
repair open circuit.
Leave knock sensor disconnected. Measure resistance between
test pin No. 57 and test pins No. 91, 77 and 103 at breakout box. If
resistance is more than 10,000 ohms, replace knock sensor. If
resistance 10,000 ohms or less, repair short to ground.
Turn ignition on. Measure voltage between test pin No. 57 and
test pin No. 77 or 103 at breakout box. If voltage is less than .5
volt, replace PCM. If voltage is .5 volt or more, repair short to
power.

have been omitted.
8) Check PCM For Short To Ground

Turn ignition off. Connect PCM to breakout box. Measure
resistance between test pins No. 57 and 91 (SIG RTN) at breakout box.
If resistance is more than 10,000 ohms, replace knock sensor.
Reconnect all components and repeat QUICK TEST. If fault is still
present, replace PCM. If resistance is 10,000 ohms or less, replace
PCM.

have been omitted.

DTCs P0326 (KS1) and P0331 (KS2) indicate spark knock has not
been sensed. DTCs P0325 (KS1) and P0330 (KS2) indicate spark knock
system failed. Possible causes for these faults are:


connector for loose, damaged or corroded terminals. Install Breakout
Box (014-00950). Connect PCM to breakout box. Turn ignition on.
Measure voltage between test pin No. 32 (KS2) or No. 57 (KS1) and test
pin No. 91 (SIG RTN). If voltage is 2.2-2.6 volts, go to next step. If
voltage is less than 2.2 volts, go to step 18). If voltage is more
than 2.6 volts, go to step 20).
Measure voltage test pin No. 32 (KS2) or No. 57 (KS1) and
test pin No. 91 at breakout box. While observing voltmeter, wiggle
small sections of wiring harness starting at knock sensor(s) working
toward PCM. Lightly tap on knock sensor and PCM. If fault is indicated
(voltage changes), isolate fault and repair as necessary. If no fault
is indicated, go to next step.
17) Check For Voltage Increase
(DLC). Set voltmeter on AC scale. Start engine and allow to idle.
Measure voltage between suspect sensor test pin No. 32 (KS2) or 57
(KS1) and test pin No. 91 at breakout box. Raise engine speed to 3000
RPM. If AC voltage increases, replace PCM. If AC voltage does not
increase, go to next step.
18) Check Circuit Resistance
Turn ignition off. Disconnect PCM from breakout box.
Disconnect suspect knock sensor. Measure resistance of KS circuit (KS1
or KS2) between suspect sensor wiring harness connector and test pin
No. 32 (KS2) or 57 (KS1) at breakout box. Measure resistance of SIG
RTN circuit between suspect sensor wiring harness connector and test
pin No. 91 at breakout box. If both resistance readings are less than
5 ohms, go to next step. If any resistance reading is 5 ohms or more,
Measure resistance between test pin No. 32 (KS2) or 57 (KS1)
and test pins No. 91, 77 and 103 at breakout box. Also, measure
resistance between test pin No. 32 (KS2) or 57 (KS1) and ground. If
both resistance readings are more than 10,000 ohms, replace knock
sensor. If any resistance reading is 10,000 ohms or less, repair short
circuit.
Disconnect PCM from breakout box. Turn ignition on. Measure
voltage between test pin No. 32 (KS2) or 57 (KS1) and test pin No. 77
or 103. If voltage is less than .5 volt, replace PCM. If voltage .5
volt or more, repair short to power.
CIRCUIT TEST DH - THROTTLEG

POSITION
- TESTS(TP) SENSOR- 4.2L Article Text (p. 46)1998 Ford Econoline E250
W/CODES
Diagnostic Aids
* TP sensor.
* Wiring harness circuits (PWR GND, SIG RTN, TP, VPWR and
VREF).
Normal range of throttle angle measurement for TP sensor is

0-85 degrees. To pass QUICK TEST procedure, range of throttle rotation
(in degrees) must be within 3 percent of specification.
* Idle speed.
* Binding throttle shaft or linkage.
* TP sensor not seated.
Fig. 15: TP Sensor Schematic
Fig. 16: Identifying TP Sensor Circuit & Connector Terminals
1) KOEO/KOER DTC P1124: Check For Other DTCs

DTC P1124 indicates TP sensor rotational setting may be out
of self-test range. Possible causes for this fault are: G - TESTS W/CODES - 4.2L Article Text (p. 47)
* Faulty TP sensor.
Perform KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-

TEST. Check for DTC P1400. If DTC P1400 is present, go to
CIRCUIT TEST HE. If DTC P1400 is not present with DTC P1124, go to
next step.
2) Check For Binding Throttle Plate
Inspect throttle body for binding. If throttle body is
binding, check for binding throttle or cruise control linkage, vacuum
line or harness interference. Repair as necessary. If no mechanical
problem is found, go to step 8).
3) DTC P1120: Check Connector Terminals
DTC P1120 indicates TP sensor closed throttle position is
below range of 3.4 percent (.17 volt) Possible causes for this fault
are:
* Damaged wiring harness or connectors.

* Open in VREF circuit.
* Faulty TP sensor.
Inspect TP sensor connector for loose, damaged or corroded

terminals. Inspect wiring harness between TP sensor and PCM for damage
or corrosion. Repair as necessary. If no mechanical problem is found,
go to next step.
4) Check For Stuck TP Sensor
Turn ignition off. Using scan tool, select TP V PID from
PID/DATA monitor menu. While observing TP V PID, slowly move throttle
through range from closed to wide open throttle. If PID value
indicates any sudden drop to less than .49 volt, go to next step. If
PID value increases and decreased gradually and smooth, go to step
20).
voltage between VREF and SIG RTN terminals at TP sensor wiring harness
connector. If voltage is 4-6 volts, go to next step. If voltage is not
4-6 volts, reconnect sensor and go to CIRCUIT TEST C.
6) Check TP Circuit Resistance
test pin No. 89 (TP) and TP terminal of TP sensor wiring harness
resistance is 5 ohms or more, repair open in TP circuit.
7) Check TP Sensor Signal To PCM
Connect PCM to breakout box. Start engine and idle for 2
minutes. While slowly opening throttle, measure voltage between test
pin No. 89 (TP) and 91 (SIG RTN) at breakout box. If at any time
voltage enters .17-.40 volt range, replace TP sensor. If voltage does
not enter .17-.40 volt range, repeat QUICK TEST. If DTC P1120 is still
G - TESTS W/CODES - 4.2L Article Text (p. 48)1998 Ford Econolin
present, go to step 20).
8) DTC P0123 Or P0124
These DTCs indicate TP signal is more than self-test maximum.
* TP sensor not seated correctly.

* Faulty TP sensor.
* TP circuit shorted to VREF or VPWR.
* VREF circuit shorted to VPWR.
* Open in SIG RTN circuit.
* Faulty PCM.
Turn ignition off. Disconnect TP sensor connector. Inspect

connector for loose, damaged or corroded terminals. Turn ignition on.
Using scan tool, select TP V PID for PID/DATA monitor menu. If PID
voltage is .17 volt or more, go to step 10). If PID voltage is less
than .17 volt, go to next step.
Measure voltage between VREF and SIG RTN terminals at TP
sensor wiring harness connector. If voltage is 4-6 volts, go to next
step. If voltage is not 4-6 volts, reconnect components and go to
CIRCUIT TEST C.
10) Check TP Circuit For Short To Power
Turn ignition off. Leave TP sensor disconnected. Disconnect
corroded terminals. Install Breakout Box (014-00950), leaving PCM
disconnected. Measure resistance between test pin No. 89 (TP) and test
pins No. 71 (VPWR) and 90 (VREF) at breakout box. If any resistance
reading is 10,000 ohms or less, repair short circuit. If both
11) DTC P0122
This DTC indicates TP signal is less than self-test minimum
of .17 volt. Possible causes for this fault are:

* Faulty TP sensor.
* Open TP or VREF circuit.
* TP circuit shorted to SIG RTN or PWR GND.
* Faulty PCM.
NOTE: An intermittent fault can cause a Continuous Memory DTC

P0122. If a Continuous Memory DTC P0122 is still present
after performing steps 11-14, go to step 20).

connector for loose, damaged or corroded terminals. Connect a jumper
wire between VREF and TP terminals at TP wiring harness connector.
Turn ignition on.

and go to step 14).
Using scan tool, select TP V PID from PID/DATA monitor menu.
If PID voltage is more than 4.60 volts, replace TP sensor. If PID
voltage is 4.60 volts or less, remove jumper wire and go to next step.
Turn ignition on. Measure voltage between VREF and SIG RTN
terminals at TP sensor wiring harness connector. If voltage is 4-6
volts, go to next step. If voltage is not 4-6 volts, reconnect sensor
and go to CIRCUIT TEST C.
disconnected. Measure resistance between test pin No. 89 (TP) and TP
terminal at TP sensor wiring harness connector. If resistance is less
open in TP circuit.
14) Check TP Circuit For Short To SIG RTN Or PWR GND
resistance between test pin No. 89 (TP) and test pins No. 91 (SIG
RTN), 24 or 103 (PWR GND) at breakout box. If any resistance reading
is 10,000 ohms or less, repair TP circuit short to SIG RTN or PWR GND.
If both resistance readings are more than 10,000 ohms, replace PCM.
15) Continuous Memory DTC P1121
This DTC indicates TP signal is inconsistent with MAF sensor
signal. Possible causes for this fault are:

* Faulty TP sensor.
* Air leak between MAF sensor and throttle body.
If engine will start, go to next step. If engine is a no-

start, check for cracks or openings in air induction system between
MAF sensor and throttle body. If air induction system is okay, go to
CIRCUIT TEST A.
16) Check Operation Of TP Sensor
Turn ignition on. Using scan tool, select TP V PID from
PID/DATA monitor menu. While observing PID V, slowly move throttle
through range from closed position to wide open throttle. If PID
voltage changes from .53-4.66 volts, go to next step. If PID voltage
does not change from .53-4.66 volts, replace TP sensor.
17) Check Operation Of TP Sensor While Driving Vehicle
Drive vehicle (vary throttle position) while accessing TP V
PID and LOAD PID. If TP V PID voltage is 2.44 volts or less and LOAD
PID value is more than 25 percent, go to next step. If TP PID voltage
is more than 2.44 volts and LOAD PID value is less than 25 percent,
check for cracks or openings in air induction system between MAF
sensor and throttle body. If air induction system is okay, replace TP
sensor.
18) Check TP Sensor Low With Engine Under Load
Start engine and allow to idle. If engine does not start, go
to CIRCUIT TEST A. Drive vehicle (vary throttle position) near higher
gears
G (preferably
- TESTS overdrive)
W/CODES whileArticle
- 4.2L accessing TP(p.
Text V PID
50)and
1998LOAD PID. If
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
TP V PID is .24 volt or more and LOAD PID is less than 60 percent,
fault is intermittent and cannot be duplicated at this time. Testing
is complete. If TP V PID is less than .24 volt and LOAD PID is 60
percent or more, tighten TP sensor (if necessary). Clear DTCs. Perform
test drive utilizing all phases of vehicle operation. Perform
QUICK TEST. If DTC Continuous Memory P1121 is still present, replace
MAF sensor.

20) Continuous Memory DTC P1120 Or P1125

These DTCs indicate TP signal went to less than .49 volt or
more than 4.60 volts sometime during the last 80 drive cycles.
* Faulty TP sensor wiring harness or connector.

* Faulty TP sensor.
With scan tool connected, start engine and allow to idle.

Raise engine speed to 1500 RPM for 5 seconds and return to idle. Using
scan tool, select TP V PID from PID/DATA monitor menu. While observing
PID, lightly tap on TP sensor to simulate road shock. Wiggle sensor
connector and wiring harness. If TP PID voltage stays within normal
operating range (.49-4.60 volts), go to next step. If TP PID voltage
goes out of range, inspect TP sensor installation. Repair as necessary
and retest. If TP sensor installation is okay, replace TP sensor.
21) Check Wiring Harness Between TP Sensor & PCM
Box (014-00950). Connect PCM to breakout box. Connect DVOM between
test pin No. 89 (TP) and 91 (SIG RTN). While observing DVOM, wiggle
small sections of wiring harness starting at the TP sensor working
toward PCM. If DVOM reading stays within normal operating range (.49-
4.60 volts), problem is intermittent and cannot be identified at this
time. Go to CIRCUIT TEST Z. If DVOM reading goes out of range, isolate
fault and repair as necessary.
22) DTC P0121: Verify KOER ON-DEMAND SELF-TEST Completion
Start engine and allow to idle. Using scan tool, enter
KOER ON-DEMAND SELF-TEST. If DTC P0121 is present or KOER ON-DEMAND
SELF-TEST cannot be completed, go to next step. If KOER ON-DEMAND
SELF-TEST is completed and DTC P0121 is not present, problem is
intermittent and cannot be identified at this time.
23) Attempt To Recreate DTC
With engine idling, place gear selector in Drive or Reverse.
If KOER ON-DEMAND SELF-TEST completes, go to next step. If KOER ON-
DEMAND SELF-TEST does not complete, turn ignition off and wait for 15
seconds. Start engine and allow to idle. Enter
SELF-TEST does not complete, go to next step. If KOER ON-DEMAND SELF-
TEST completes and DTC P0121 is not present, problem is intermittent G - TESTS W/CODES - 4.2L Article Text (p. 5
and cannot be identified at this time.
Turn ignition off. Disconnect TP sensor connector. Disconnect
disconnected. Measure resistance of TP circuit between TP sensor
wiring harness connector and test pin No. 89 at breakout box. Also,
measure resistance of SIG RTN circuit between TP sensor wiring harness
connector and test pin No. 91 at breakout box. If both resistance
readings are less than 5 ohms, replace TP sensor. If any resistance
reading is 5 ohms or more, repair open circuit.
CIRCUIT TEST DL - CYLINDER HEAD TEMPERATURE (CHT) SENSOR

Diagnostic Aids
* Wiring harness circuits (CHT and SIG RTN).

* Faulty CHT sensor.
Fig. 17: Identifying CHT Circuits & Connector Terminals
CHT SENSOR SPECIFICATIONS TABLE (1)
32 (0) .................... 4.14 ................ 96,255

68 (20) ................... 3.26 ................ 37,387
104 (40) .................. 2.23 ................ 16,043
158 (70) .................. 1.04 .................. 5268
185 (85) (2) ........... .69 Or 3.86 .............. 3215
194 (90) (2) ........... .60 Or 3.71 .............. 2750
212 (100) (2) .......... .46 Or 3.41 .............. 2034
248 (120) ................. 2.74 .................. 1155
284 (140) ................. 2.10 ................... 689
302 (150) ................. 1.81 ................... 542
320 (160) ................. 1.55 ................... 430
(1) - Value may vary by 15 percent.
(2) - At this temperature, there is a voltage overlap zone
where it is possible to have either a cold end (low
voltage) or hot end (high voltage) reading at the same
temperature. Either voltage specification listed is
correct.
1) DTC P1116 Or P1288

DTC P1116 or P1228 indicates CHT sensor is out of self-test
range. Possible causes for these faults are:
* Engine overheating.
* Faulty sensor.
* Poor thermostat operation.
Start engine and raise speed to 2000 RPM. Ensure upper

radiator hose is warm and pressurized. Perform
KOER ON-DEMAND SELF-TEST. Check for DTC P1116 or P1288. If DTC P1116
or P1288 is not present, service remaining faults and repeat
QUICK TEST. If DTC P1116 or P1288 is present, go to next step.
ignition on. Measure voltage between VREF and SIG RTN terminals at TP
go to next step. If voltage is not 4-6 volts, reconnect sensor and go
to CIRCUIT TEST C.
3) Check CHT Sensor Circuit Resistance
Turn ignition off. Disconnect CHT sensor. Measure resistance
between CHT sensor terminals. See CHT SENSOR SPECIFICATIONS table. If
resistance is as specified, go to next step. If resistance is not as
specified, replace CHT sensor.
4) Start engine. Ensure engine is at normal operating
temperature. Raise engine speed to 2000 RPM for 2 minutes. Measure
resistance between CHT sensor terminals. See CHT SENSOR SPECIFICATIONS
table. If resistance is as specified, replace PCM. If resistance is
not as specified, replace CHT sensor.
5) DTC P1289 Or P1290
These DTCs indicate CHT sensor circuit fault. Possible causes
for these faults are:
* Open or grounded circuit.

* Faulty sensor.
Turn ignition on. Using scan tool, select CHT V PID from
PID/DATA monitor menu. If PID voltage is less than .2 volt, go to next
step. If PID voltage is .2 volt or more, go to step 7).
6) Check For Grounded Circuit
G - TESTS W/CODES - 4.2L Article Text (p. 53)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
Disconnect CHT sensor connector. Using scan tool, select CHT
V PID from PID/DATA monitor menu. If PID voltage is more than 4.6
volts, replace CHT sensor. If PID voltage is 4.6 volts or less, go to
step 21).
Connect a jumper wire between CHT sensor wiring harness
connector terminals. Using scan tool, select CHT V PID from PID/DATA
monitor menu.

and go to step 12).
If PID voltage is less than .2 volt, replace CHT sensor. If

PID voltage is .2 volt or more, remove jumper wire and go to step 11).

have been omitted.
10) DTC P1118

This DTC indicates CHP sensor signal is more than self-test
* Open circuit.
* Faulty PCM.
Turn ignition off. Disconnect CHT sensor connector. Inspect

necessary. Connect a jumper wire between CHT sensor wiring harness
connector terminals. Turn ignition on.

and go to step 12).
Using scan tool, select CHT V PID from PID/DATA monitor menu.
If PID voltage is less than .2 volt, replace CHT sensor. If PID
voltage is .2 volt or more, remove jumper wire and go to next step.
Measure resistance of CHT circuit between CHT sensor wiring harness
connector and test pin No. 66 at breakout box. Also, measure
resistance of SIG RTN circuit between CHT sensor wiring harness
readings are less than 5 ohms, replace PCM. If any resistance reading
is 5 ohms or more, repair open circuit.
12) Check CHT Signal For Short To VREF
Turn ignition off. Disconnect CHT sensor connector.
or corroded terminals. Repair as necessary. InstallW/CODES
G - TESTS Breakout Box (014-Article Text (p. 54)1998 Ford Econoline E250
- 4.2L
00950), leaving PCM disconnected. Measure resistance between test pins
No. 66 and 90 at breakout box. If resistance is more than 10,000 ohms,
replace PCM. If resistance is 10,000 ohms or less, repair circuit
short to VREF.

20) DTC P0117

This DTC indicates CHP sensor signal is less than self-test

* Faulty PCM.
Turn ignition off. Disconnect CHT sensor wiring harness

Repair as necessary. Turn ignition on. Using scan tool, select CHT V
PID from PID/DATA monitor menu. If PID voltage is more than 4.6 volts,
replace CHT sensor. If PID voltage is 4.6 volts or less, remove jumper
wire and go to next step.
sensor wiring harness connector. If voltage is 4-6 volts, reconnect TP
sensor and go to next step. If voltage is not 4-6 volts, reconnect
sensor and go to CIRCUIT TEST C.
Measure resistance between test pin No. 66 (CHT) and test pins No. 24,
51 (PWR GND) and 91 (SIG RTN) at breakout box. If all resistance
readings are more than 10,000 ohms, replace PCM. If any resistance
reading is 10,000 ohms or less, repair circuit short.

30) DTC P1285

This DTC indicates that PCM has sensed an engine overheat
condition from CHT sensor. Check cooling system for leaks and
restrictions. Check for cause of overheat condition. Repair as
necessary.

40) Engine Temperature Warning Light Always On, Engine Is NotG - TESTS W/CODES - 4.2L Article Text (p. 55)
Overheating
If QUICK TEST was performed and no DTCs are present, go to
next step. If QUICK TEST was not performed, perform QUICK TEST and
service any DTCs that are present.
41) Engine Temperature Warning Light Always On (No DTCs)
This DTC indicates that PCM has sensed a engine warning light
circuit fault. Possible causes for this fault are:
* Faulty instrument cluster.

* Faulty PCM.
Disconnect PCM 104-pin connector. Turn ignition on. If engine

temperature warning light is off and temperature gauge is reading in
the normal zone, replace PCM. If engine temperature warning light is
still on, check instrument cluster and temperature warning light
circuits. See INSTRUMENT PANELS article in the ACCESSORIES & EQUIPMENT
section for diagnosis and testing.

90) Continuous Memory DTC P0117, P0118, P1117, P1289 Or P1290

These DTCs indicate intermittent CHT sensor failure. Possible

* Faulty PCM.
Turn ignition on. Using scan tool, select CHT PID from
PID/DATA monitor menu. While observing CHT PID, lightly tap on CHT
sensor to simulate road shock. Wiggle sensor connector. A fault is
indicated by a sudden change of CHT PID temperature. If no fault is
indicated, go to next step. If fault is indicated, turn ignition off.
Disconnect and inspect connectors. If connectors are okay, replace CHT
sensor. Clear DTCs and perform COMPREHENSIVE COMPONENT MONITOR REPAIR
VERIFICATION DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM
FUNCTIONS. Repeat QUICK TEST.
91) Check Wiring Harness
With CHT PID still selected, wiggle and shake small sections
of wiring harness. A fault is indicated by a sudden change of CHT PID
temperature. If no fault is indicated, go to next step. If fault is
indicated, isolate and repair as necessary. Clear DTCs and perform
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. Repeat
QUICK TEST.
92) Check PCM Wiring Harness
Turn ignition off. Disconnect CHT and PCM connectors. Inspect
connectors for loose, damaged or corroded terminals. Repair as G - TESTS W/CODES - 4.2L Article Text (p. 56)
necessary. Clear DTCs and perform COMPREHENSIVE COMPONENT MONITOR
REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL
SYSTEM FUNCTIONS. Repeat QUICK TEST. If connectors are okay, problem
cannot be located at this time. Clear DTCs and perform COMPREHENSIVE
COMPONENT MONITOR REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES

100) DTC P1299

This DTC indicates an engine overheat condition was detected
by CHT sensor and fail-safe cooling strategy was activated by FMEM.
* Cooling system fault.

* Engine mechanical fault.
Locate cooling system fault and repair as necessary.
CIRCUIT TEST DP - VEHICLE SPEED SENSOR (VSS)

reconnect all components. Clear DTCs and perform OBD-II
Drive Cycle. See DRIVE CYCLES under ADDITIONAL SYSTEM
FUNCTIONS. After drive cycle is completed, repeat QUICK TEST
Diagnostic Aids
Delayed engagement of transmission may be caused by
mechanical malfunction. Harsh shifts and/or erratic speedometer
reading may be caused by a failed speedometer or an open or
intermittent ground within the instrument panel (electronic instrument
cluster).
TEST is intended to diagnose:
* Vehicle Speed Sensor (VSS).

* VSS wiring harness circuits. (VSS+ and VSS-).
Fig. 18: Identifying VSS Circuits & Connector Terminals
1) DTC P0500 Or P0501

These DTCs indicate PCM detected incorrect output from VSS
sometime during vehicle operation. Possible causes for these faults
are:
* Faulty VSS.
* Open or shorted circuit.
* Faulty PCM.
Turn ignition off. Disconnect VSS sensor. Disconnect PCM 104-

pin connector. Inspect connector for loose, damaged or corroded
and VSS(+) terminal at VSS wiring harness connector. Measure
resistance between test pin No. 33 and VSS(-) terminal at VSS wiring
go to next step. If any resistance reading is 5 ohms or more, repair
open in VSS circuit.
2) Check VSS Circuits For Shorts To Power Or Ground
Turn ignition off. Ensure PCM and VSS are disconnected.
Measure resistance at breakout box terminals as follows:
* Measure resistance between test pins No. 58 and 33.

* Measure resistance between test pin No. 58 and test pins
No. 51 or 103 (PWR GND).
* Measure resistance between test pins No. 58 and 71 (VPWR).
If all resistance readings are more than 500 ohms, go to next

step. If any resistance reading is 500 ohms or less, go to step 12).
3) Check VSS Resistance
Measure resistance between VSS terminals. If resistance is
not 190-250 ohms, replace VSS. If resistance is 190-250 ohms, replace
PCM.

have been omitted.
5) DTC P0500
This DTC indicates PCM detected incorrect output from VSS
sometime during vehicle operation. Possible causes for this fault are:
* Faulty VSS.
* Faulty PCM.

necessary. Install Breakout Box (014-000950), leaving PCM
disconnected. Measure voltage between test pins No. 58 and 103 at
breakout box while slowly rotating drive wheel. Voltage should
fluctuate from less than one volt to more than 5 volts as wheels are
rotated. If voltage is as specified, replace PCM. If voltage is not as G - TESTS W/CODES - 4.2L Article Text (p. 58)
6) Check VPWR To VSS
Turn ignition off. Disconnect VSS connector. Turn ignition
on. Measure voltage between VPWR and PWR GND terminals at VSS wiring
harness connector. If voltage is more than 10.5 volts, go to next
7) Check VSS Circuits For Short To Power
Turn ignition on. Measure voltage between test pins No. 58
and 103 at breakout box. If voltage is one volt or more, go to step
12). If voltage is less than one volt, go to next step.
8) Check VSS Circuits For Short To Ground
and 103 at breakout box. If resistance is more than 3000 ohms, go to
next step. If resistance is 3000 ohms or less, go to step 12).
9) Check VSS Circuit Resistance
Measure resistance between test pin No. 58 and VSS terminal
at VSS wiring harness connector. If resistance is less than 5 ohms,
replace VSS. If resistance is 5 ohms or more, repair open VSS circuit.
10) Check VSS Ground Circuit Resistance
Measure resistance between chassis ground and PWR GND terminal at VSS
wiring harness connector. If resistance is less than 5 ohms, repair
open in VPWR circuit to VSS. If resistance is 5 ohms or more, repair

12) Verify If Short Is In Wiring Harness Or Another Module

Determine if any other modules are connected to VSS circuit.
See appropriate wiring diagram in L - WIRING DIAGRAMS - 4.2L article.
If no other modules are connected to vehicle speed circuit, repair
short circuit. If other modules are connected to vehicle speed
circuit, disconnect module(s) (one at a time) that are associated with
VSS circuit. After disconnecting each module, check again for short
circuit. Refer to test step that sent you to this step. Repeat until
each associated module has been disconnected or short circuit has been
eliminated. If short circuit no longer exists with associated
module(s) disconnected, diagnose appropriate module and/or related
system. See appropriate article in the ACCESSORIES & EQUIPMENT
section. If short circuit still exists with all associated modules
disconnected, repair short in VSS circuit.

15) KOER DTC P1501: Check PCM VSS PID For Input Signal
This DTC indicates VSS input signal is out of range. A DTC
1501 will be set and self-test will abort whenever PCM detects VSS
input signal during KOER ON-DEMAND SELF-TEST. Possible causes for this W/CODES - 4.2L Article Text (p. 59)
G - TESTS
fault are:
* Noisy VSS input signal from RFI/EMI external source (ignition

wires, charging circuits etc.).
Start engine and allow to idle. Using scan tool, select VSS
PID from PID/DATA monitor menu and observe vehicle speed input to PCM.
While observing VSS PID, increase engine speed to 2000 RPM and
decrease to idle several times. If VSS PID reading is 3 MPH or more,
go to step 22). If VSS PID value is less than 3 MPH, fault cannot be
duplicated at this time. Clear DTCs and repeat QUICK TEST. If DTC
P1501 is still present, go to CIRCUIT TEST Z.

20) Continuous Memory DTC P0503: Check For Intermittent

Fault
This DTC indicates poor VSS performance. Possible causes for
this fault are:

* Damaged circuit.
* Faulty VSS.
* Faulty VSS gear(s).
Turn ignition off. Disconnect VSS sensor. Visually inspect

VSS and VSS circuits for potential faults as follows:
* Loose VSS circuit connectors.

* Loose VSS circuit connector pins.
* Damaged VSS wiring harness insulation.
* Incorrect VSS circuit routing.
* Incorrect VSS installation.
If no faults are found, go to next step. If faults are found,

21) Check PCM VSS PID For Input Signal
Using scan tool, select VSS PID. Test drive vehicle at
several steady speeds at more and less than 30 MPH.
NOTE: On scan tools with Data Record feature, record data for
playback to help identify variations.
During each steady speed, check for VSS PID variations of

plus (+) or minus (-) 5 MPH for 10 seconds or more. If any variations
occur, go to next step. If variations do not occur, fault cannot be
duplicated at this time. Testing is complete.
22) Check VSS Wiring Harness Routing
Visually inspect VSS wiring harness. Ensure wiring is not G - TESTS W/CODES - 4.2L Article Text
routed near ignition wires or alternator wires. Verify VSS wiring
harness is shielded and grounded (if applicable). Repeat step 1) to
check VSS circuits. If faults are found, repair as necessary. If no
faults are found, fault cannot be duplicated at this time. Go to
CIRCUIT TEST Z.

25) DTC P1500

This DTC indicates PCM detected intermittent input from VSS.
* Intermittent open or shorted circuit.

* Faulty VSS.
* Faulty PCM.


If no faults are found, go to CIRCUIT TEST Z. If faults are

CIRCUIT TEST DR - CAMSHAFT POSITION (CMP) SENSOR

Diagnostic Aids
CMP signal provides PCM information for fuel injector
synchronization. The CMP signal originates from Camshaft Position
(CMP) sensor.
Enter this CIRCUIT TEST only when instructed during QUICK
TEST. This test is only intended to diagnose the following:
* CMP, PWR GND, SIG RTN and VPWR wiring harness circuits.
* Faulty Camshaft Position (CMP) sensor.

Fig. 19: Identifying CMP Circuits
1) DTC P0340
This DTC indicates PCM has detected a CMP sensor circuit
fault. Possible causes for this fault are:
* CMP circuit open or shorted wiring harness.

* PWR GND or VPWR circuit open (Hall Effect type CMP sensor).
* SIG RTN circuit open (Variable Reluctance type CMP sensor).
* Faulty CMP sensor.
* Faulty PCM.
Attempt to start engine. If engine starts, go to next step.

If engine does not start, go to CIRCUIT TEST A.
2) Attempt To Generate DTC P0340
Clear PCM memory. Start engine. Raise engine speed to 1500
RPM for 10 seconds. Return to idle speed. Raise engine speed to 1500
RPM for 10 seconds again. Turn ignition off. Perform QUICK TEST to
retrieve Continuous Memory DTCs. If DTC P0340 is not present, fault is
intermittent. Go to CIRCUIT TEST Z. If DTC P0340 is present, go to
next step (Hall Effect type CMP sensor) or step 5) (Variable
Reluctance type CMP sensor).
Turn ignition off. Disconnect CMP sensor connector. Turn
ignition on. Measure voltage between VPWR terminal at CMP sensor
wiring harness connector and negative battery terminal. If voltage is
more than 10.5 volts, go to next step. If voltage is 10.5 volts or
less, repair open in VREF circuit.
4) Check PWR GND To CMP Sensor
Turn ignition off. Measure resistance between PWR GND circuit
at CMP sensor wiring harness connector and negative battery terminal.
ohms or more, repair open in PWR GND circuit.
Disconnect PCM 104-pin connector. Inspect connector for Copyright © 1998 Mitchell Repair Information
loose, damaged or corroded terminals. Install Breakout Box (014-
No. 85 (CID) at breakout box and CMP terminal at CMP sensor wiring
harness connector. Also measure resistance as follows:
* On all models with variable reluctance type CMP sensor,
measure resistance between test pin No. 91 (SIG RTN) and
SIG RTN terminal at CMP sensor wiring harness connector.
On all models, if both resistance readings are less than 5

6) Check CMP Circuit For Short To Power
Ensure CMP sensor is disconnected. Turn ignition on. Measure
voltage between test pin No. 85 and test pins No. 51 and 103 (PWR GND)
at breakout box. If voltage is less one volt, go to next step. If
voltage is one volt or more, repair CMP circuit short to power.
7) Check CMP Circuit For Short To Ground
(DLC). Measure resistance between test pin No. 85 and test pins No.
51, 103 (PWR GND) and 91 (SIG RTN) at breakout box. If all resistance
readings are more than 10,000 ohms, go to next step. If any resistance
reading is 10,000 ohms or less, repair short to ground or SIG RTN in
CMP circuit.
8) Check For Short In PCM
Connect PCM to breakout box. Measure resistance between test
pin No. 85 and test pins No. 23, 51, 71, 91, 97 and 103 at breakout
box. If all resistance readings are more than 500 ohms, go to next
step (Variable Reluctance type CMP sensor) or step 10) (Hall Effect
type CMP sensor). If any resistance reading is 500 ohms or less,
replace PCM.
9) Check CMP Sensor Output
Turn ignition off. Reconnect CMP sensor connector. Set DVOM
on AC scale to monitor less than 5 volts. Start engine. Measure
voltage between test pins No. 85 and 51 while varying engine speed. If
voltage varies more than one volt, replace PCM. If voltage does not
vary more than one volt, replace CMP sensor.
10) Check CMP Sensor Voltage Output
Turn ignition off. Disconnect PCM connector. Ensure CMP
sensor is installed properly. Connect DVOM between test pins No. 85
and 51. Using starter, bump engine (do not allow engine to start) for
at least 10 engine revolutions. If voltage switches from less than 2
volts to more than 8 volts, replace PCM. If voltage does not switch
from less than 2 volts to more than 8 volts, replace CMP sensor.
CIRCUIT TEST DS - AIR CONDITIONING PRESSURE (ACP) SENSOR

Diagnostic Aids
* ACP sensor. Copyright © 1998 Mitchell Repair Information

* ACP wiring harness circuits (ACP, VREF and SIG RTN).
Fig. 20: Identifying ACP Sensor Test Circuit & Connector Terminals
1) DTC P1461
This DTC indicates PCM has detected high voltage in ACP
circuit. Possible causes for this fault are:
* Faulty ACP sensor.

Turn ignition on. Using scan tool, select ACP V PID from
PID/DATA monitor menu. If PID voltage is 4.9 volts or more, go to next
step. If PID voltage is less than 4.9 volts, fault is intermittent. Go
to step 18).
2) Check VREF & SIG RTN Circuit
Turn ignition off. Disconnect ACP sensor connector. Turn
ignition on. Measure voltage between SIG RTN and VREF terminals at ACP
step. If voltage is not 4-6 volts, VREF is out of range or SIG RTN
circuit is open. Go to CIRCUIT TEST C.
3) Induce Opposite Signal
step. If PID voltage is less than 4.9 volts, replace ACP sensor. Start
engine and turn A/C on for 15 seconds. Turn A/C off and repeat
QUICK TEST.
4) Check ACP Circuit For Short To VREF
(DLC). Disconnect PCM 104-pin connector. Measure resistance between
ACP and VREF terminals at ACP sensor wiring harness connector. If
resistance is more than 10,000 ohms, go to next step. If resistance is
10,000 ohms or less, repair ACP circuit short to VREF. Start engine
and turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST.
5) Check ACP Circuit For Short To Power
Turn ignition on. Measure voltage between ACP terminal at ACP
sensor wiring harness connector and chassis ground. If voltage is less
than one volt, replace PCM. If voltage is one volt or more, repair ACP
circuit short to power. Start engine and turn A/C on for 15 seconds.
Turn A/C off and repeat QUICK TEST.
Turn ignition off. Leave ACP sensor disconnected. Disconnect
Copyright © 1998 Mitc
corroded terminals.GRepair
- TESTS W/CODES
as necessary. - 4.2L
Install Article
Breakout BoxText (p. 64)1998 Ford Econoline E250For 1
(014-
No. 86 (ACP) and ACP terminal at ACP sensor wiring harness connector.
ohms or more, repair open circuit. Start engine and turn A/C on for 15
seconds. Turn A/C off and repeat QUICK TEST.
7) Check PCM
Connect PCM to breakout box. Leave ACP sensor disconnected.
Connect a jumper wire between test pins No. 86 and 91 (SIG RTN) at
breakout box. Turn ignition on. Using scan tool, select ACP V PID from
PID/DATA monitor menu. If PID voltage is less than 4.9 volts, replace
ACP sensor. Start engine and turn A/C on for 15 seconds. Turn A/C off
and repeat QUICK TEST. If PID voltage is 4.9 volts or more or if scan
tool is now unable to communicate, replace PCM. Start engine and turn
A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST.

have been omitted.
10) DTC P1462

This DTC indicates PCM has detected low voltage in ACP

Turn ignition on. Using scan tool select ACP V PID. If PID
voltage is .15 volt or less, go to next step. If PID voltage is more
than .15 volt, fault is intermittent. Go to step 18).
11) Check VREF Circuit At ACP Sensor
step. If voltage is not 4-6 volts, VREF is out of range. Go to
CIRCUIT TEST C.
Turn ignition off. Connect a jumper wire between ACP and VREF
terminals at ACP sensor wiring harness connector. Turn ignition on.
Using scan tool, select ACP V PID from PID/DATA monitor menu.

and go to next step.
If PID voltage is 4 volts or less, go to next step. If PID

voltage is more than 4 volts, replace ACP sensor. Start engine and
turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST.
13) Check ACP Circuit For Short To Ground Or SIG RTN
ACP and SIG RTN terminals at ACP sensor wiring harness connector.
Also, measure resistance between ACP terminal at ACP sensor wiring
harness connector and negative battery terminal. If both resistance
reading is 10,000 ohms or less, repair short circuit. Start engine and
14) Check ACP Circuit Resistance
Install Breakout Box (014-00950), leaving PCM disconnected.
Measure resistance between test pin No. 86 (ACP) at breakout box and
ACP terminal at ACP sensor wiring harness connector. If resistance is
less than 5 ohms, go to next step. If resistance is 5 ohms or more,
repair open in ACP circuit. Start engine and turn A/C on for 15
15) Check A/C Clutch Engagement
Turn ignition on. Reconnect ACP sensor. Turn A/C switch on
while listening for A/C clutch engagement. If A/C clutch engages when
A/C switch is turned on, replace PCM. Start engine and turn A/C on for
15 seconds. Turn A/C off and repeat QUICK TEST. If A/C clutch does not
engage when ignition is turned on, go to next step.
16) Check Refrigerant Charge
Reconnect all components. Connect A/C manifold gauge set and
check if A/C system has correct refrigerant charge. Service A/C system
if necessary. Start engine and turn A/C on for 15 seconds. Turn A/C
off and repeat QUICK TEST. If A/C system has correct refrigerant
charge, replace PCM. Start engine and turn A/C on for 15 seconds. Turn
A/C off and repeat QUICK TEST.

18) Check Wiring Harness & Sensor

PID/DATA monitor menu. While observing ACP V PID, lightly tap on ACP
sensor to simulate road shock. Wiggle sensor connector and wiring
harness. A fault is indicated by a sudden change of PID voltage. If
fault is indicated, isolate and repair as necessary. Start engine and
turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST. If no
faults are indicated, unable to duplicate fault at this time. Go to
CIRCUIT TEST Z.

20) DTC P1463

This DTC indicates PCM has detected that ACP sensor did not
detect sufficient change in A/C system pressure when A/C switch was
turned on. Possible causes for this fault are:
* A/C system mechanical malfunction.

* A/C system electrical malfunction (non-EEC related).
* A/C clutch continuous engagement.
* ACP or VREF open circuit. G - TESTS W/CODES - 4.2L Article Text (p. 66)
Turn A/C and defroster off. Start engine and allow to idle.
Verify A/C clutch disengages. If A/C clutch disengaged, go to next
step. If A/C clutch did not disengage, check A/C clutch circuit. See
CLIMATE CONTROL (A/C ALWAYS ON) in H - TESTS W/O CODES - GASOLINE
article. Repair as necessary.
21) Check Power & Ground To A/C Clutch
Turn ignition off. Disconnect A/C cycling switch. Connect a
jumper wire between A/C cycling switch connector terminals. Disconnect
A/C clutch. Connect non-powered test light between power and ground
terminals at A/C clutch wiring harness connector. Start engine and
allow to idle. Turn A/C switch on. Monitor test light for 15 seconds.
If test light comes on or A/C clutch can be heard clicking,
go to next step.
22) Check ACP V PID
Start engine. Ensure A/C is off. Using scan tool, access ACP
V PID from PID/DATA monitor menu. Note A/C V PID voltage reading.
Monitor PID value and turn A/C on. Note PID voltage reading within 5
seconds of A/C clutch engagement and compare reading with PID reading
noted previously. If PID voltage change is more than .3 volt, no
problem is indicated at this time. If PID voltage change is not more
than .3 volt, check A/C system for proper operation. Repair as
necessary.
Reconnect all components. Connect A/C manifold gauge set.
With A/C off, note high pressure reading. Turn A/C on and within 5
seconds, note high pressure reading. If high pressure reading changes
more than 30 psi (207 kPa), go to next step. If high pressure reading
does not change more than 30 psi (207 kPa), service A/C system if
necessary. Start engine and turn A/C on for 15 seconds. Turn A/C off
and repeat QUICK TEST.
CIRCUIT TEST C.
Turn ignition off. Install Breakout Box (014-00950), leaving
PCM disconnected. Measure resistance between test pin No. 86 (ACP) at
breakout box and ACP terminal at ACP sensor wiring harness connector.
If resistance is less than 5 ohms, replace ACP sensor. Start engine
and turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST. If
resistance is 5 ohms or more, repair open in ACP circuit. Start engine
CIRCUIT TEST FB - POWER TAKE OFF (PTO)

procedures to ensure all EEC-V systemsW/CODES
G - TESTS are working-properly
4.2L Article Text (p. 67)1998 Ford Econoline E250For 1
Diagnostic Aids
Perform this test only when directed here. This CIRCUIT TEST
is intended to diagnose:
* PTO wiring harness circuit.

Fig. 21: Identifying PT0 Test Circuit & Switch Schematic
1) Check PTO Switch

PTO signals PCM that additional load is being applied to
engine. If PTO circuit failure occurs, a DTC may be set. Possible
causes for this fault are:
* PTO circuit shorted to power.

Turn ignition off. Disconnect PTO switch connector. Measure

resistance between PTO switch terminals. With switch off, resistance
should be more than 10,000 ohms. With switch on, resistance should be
less than 5 ohms. If resistance is as specified, go to next step. If
resistance is not as specified, replace PTO switch. Perform OBD-II
DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS.
2) Check For Short To Power
loose, damaged or corroded terminals. Repair as necessary. Turn
ignition on. Measure voltage between test pin No. 4 and test pin No.
51 or 103 at breakout box. If voltage is less than one volt, reconnect
PCM and PTO switch connectors and go to next step. If voltage is one
volt or more, repair circuit short to power.
3) MIL On: Check PTO PID
Turn ignition off. Connect scan tool to DLC. Turn ignition
on. Using scan tool, select PTO PID from PID/DATA monitor.
NOTE: Some vehicles do not support a PTO PID.
If PTO PID is available and displaying ON or OFF, go to next

step. If PTO PID is not as specified, go to step 9).
NOTE: The following step requires operating PTO. Refer to PTO

manufacturer of PTO for operating instructions. G - TESTS W/CODES - 4.2L Article Text (p. 68)
4) Check PTO Circuit With Scan Tool
Turn ignition on. Engine may need to be started to engage
PTO. Cycle PTO switch/handle while observing PTO PID. If PID cycled
ON, delay, then turned ON, PTO input is okay. Check for additional
symptoms and repair as necessary. If PID value is not as specified, go
to next step.
5) Check PTO Circuit For Short To Ground
Turn ignition off. Disconnect PTO switch connector.
Disconnect scan tool from Data Link Connector (DLC). Measure
resistance between test pin No. 4 and test pin No. 77 or 103 at
breakout box. If resistance is 10,000 ohms or less, repair short
circuit. If resistance is more than 10,000 ohms, go to step 7).

have been omitted.
7) Reconnect PCM to breakout box. Connect scan tool to DLC.

Connect a jumper wire between positive battery terminal and PTO
terminal at PTO switch wiring harness connector. Turn ignition on.
Using scan tool, select PTO PID. PID value should be ON with jumper
wire and OFF with jumper wire disconnected. If PID value is as
specified, PTO circuit from PTO switch to PCM is okay. Refer to PTO
manufacturer for service information of PTO. If PID value is not as
resistance between test pin No. 4 and PTO terminal at PTO switch
PCM. If resistance is 5 ohms or more, repair open in PTO circuit.
9) Perform KOEO & KOER Self-Test
TEST. If any DTCs are present, service DTC as necessary. If no DTCs
are present, go to next step.
10) Perform Drive Cycle
Ensure PTO is disengaged. Perform OBD-II DRIVE CYCLE. See
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. Retrieve Continuous
Memory DTCs. If any DTCs are present, service DTCs as necessary. If no
DTCs are present, fault cannot be duplicated at this time. MIL on can
be caused by engaging PTO, creating an engine load while OBD-II
monitors were running. If symptom is still present, go to
CIRCUIT TEST Z.
CIRCUIT TEST FD - BRAKE PEDAL POSITION (BPP) SWITCH

Diagnostic Aids G - TESTS W/CODES - 4.2L Article Text (p. 69)1998 Ford Econol
Perform this test when directed by QUICK TEST. This test is
intended to diagnose a faulty BPP switch, circuit or PCM. To prevent
replacement of good components, be aware following non-EEC related
areas may be at fault:
* Brakelight bulb.
* Brakelight switch or brakelight fuse.
NOTE: Brake Pedal Position (BPP) switch is also referred to as a

Brake On/Off (BOO) switch.
Fig. 22: BPP Switch Circuit
1) KOER DTC P0703 Or P1703: Verify Brake Pedal Was Depressed

These DTCs indicate that when brake pedal was applied during
KOER ON-DEMAND SELF-TEST, BPP signal did not cycle high and low.
* Brake pedal not applied during self-test.

* Brake pedal applied during entire self-test.
* Open or short brakelight circuit.
* Open or short BPP circuit.
* Faulty BPP switch.
If brake was not applied and released during

KOER ON-DEMAND SELF-TEST, repeat test. Depress and release brake pedal
only once during test. If pedal was applied and released, go to step
3).
2) KOEO DTC P0703 Or P1703
These DTCs indicate that BPP signal voltage was high during
KOEO ON-DEMAND SELF-TEST. Possible causes for these faults are:
* Brake pedal applied during self-test.

* All brakelights open.
* Faulty brakelight ground.
G - TESTS W/CODES - 4.2L Article Text (p. 70)1998 Ford Econoline E250For 1 Copyright © 1998
If brake was applied during KOEO ON-DEMAND SELF-TEST, repeat
test. DO NOT apply brake during self-test. If pedal was not applied,
go to next step.
3) Continuous Memory DTC P0703: Check Operation Of
Brakelights
This DTC indicates a BPP switch input fault. Possible causes
for this fault are:

Check operation of brakelights. If brakelights operate

normally, go to next step. If brakelights do not operate properly, go
to step 5) (brakelights never on) or step 7) (brakelights always on).
4) Check For BPP PID Cycling
Turn ignition on. Using scan tool, select BPP PID from
PID/DATA monitor menu. While observing PID, apply and release brake
several times.
NOTE: If BPP PID is not available, go to step 10).
If PID does not cycle ON and OFF, go to step 10). If PID

cycles ON and OFF, go to CIRCUIT TEST Z, step 10).
5) Check For Power To BBP Switch
Ensure related fuses and brakelight bulbs are good.
Disconnect BPP switch (located on brake pedal). Measure B+ input
voltage between BPP switch wiring harness connector and chassis
is 10 volts or less, repair open in B+ circuit to BPP switch.
6) Check BPP Switch
Depress brake pedal. Measure resistance between BPP switch
terminals. If resistance is 5 ohms or more, replace BPP switch. If
resistance is less than 5 ohms, repair open circuit between BPP switch
and brakelight ground.
7) Verify BPP Switch Is Not Always Closed
Ensure ignition is off. Disconnect BPP switch (located on
brake pedal). Turn ignition on. If brakelights are still on, go to
next step. If brakelights are off, verify correct installation of BPP
switch. If installation is okay, replace BPP switch.
8) Check For Short To Power In PCM
Turn ignition off. Disconnect PCM 104-pin connector. Turn
ignition on. Check brakelights. If brakelights are still on, go to
next step. If brakelights are off, replace PCM.
Turn ignition off. Ensure PCM and BPP switch are
disconnected. One at a time, disconnect all modules associated with
brakelight circuit. See appropriate wiring diagram in
L - WIRING DIAGRAMS - 4.2L article. After disconnecting each module,
turn ignition on and check brakelights. Turn ignition off. Repeat
until each associated module has been disconnected or brakelights turn
off. If brakelights are still on after disconnecting all associated
modules, repair short to power in BPP circuit. If brakelights are off
G - TESTS W/CODES - 4.2L Article Text (p.
with associated module(s) disconnected, diagnose appropriate module
and/or related system. See DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS
in MODULE COMMUNICATIONS NETWORK article in the ACCESSORIES &
EQUIPMENT section to determine articles that are associated with
module that was disconnected to eliminate short to power. Repair
system or replace module as necessary.
10) Check For BPP Circuit Cycling
Measure voltage between test pin No. 92 and chassis ground while
applying and releasing brake. If voltage cycles on and off, replace
PCM. If voltage does not cycle, repair open in BPP circuit between PCM
and BPP circuit connection to brakelight B+ circuit.
CIRCUIT TEST FF - POWER STEERING PRESSURE (PSP) SWITCH

Diagnostic Aids
Perform this test when instructed during QUICK TEST or if
directed by other test procedures. Some vehicles may not have power
steering, but PCM may be equipped with PSP switch software strategy.
If a KOEO DTC P1650 or P1651 is displayed, check if vehicle is
equipped with power steering. If vehicle is not equipped with power
steering, disregard DTC P1650 or P1651.
This test is only intended to diagnose:
* Wiring harness circuits (SIG RTN and PSP).

* PSP switch.
Fig. 23: Identifying PSP Circuits & Connector Terminals
1) DTC P1650 Or P1651

DTC P1650 indicates PSP signal is out of self-test range. DTC
P1651 indicates PSP signal malfunction. Possible causes for these
faults are:
* Open or short in wiring harness.

* Faulty PSP switch.
* Faulty PSP switch/shorting bar damage.
* Faulty Powertrain Control Module (PCM). G - TESTS W/CODES - 4.2L Article Text (p. 72)
Start engine and allow to idle. Using scan tool, select PSP
PID from PID/DATA monitor menu. Observe PID and turn steering wheel
left, then right. If PID value does not indicate a change, go to next
step. If PID value indicates a change, unable to duplicate or identify
fault. Go to CIRCUIT TEST Z.
2) Check PSP Switch Operation
Turn ignition off. Disconnect PSP switch connector. Install a
jumper wire between PSP switch wiring harness connector. Start engine
and allow to idle. Record PID reading. Disconnect jumper wire and
record PID reading. If PSP PID changed from high to low, replace PSP
switch. If PID value did not change as specified, go to next step.
3) Check PSP Circuit Resistance
Measure resistance of PSP circuit between test pin No. 31 at breakout
box and PSP terminal at PSP switch wiring harness connector. Also,
measure resistance of SIG RTN circuit between test pin No. 91 at
breakout box and SIG RTN terminal at PSP switch wiring harness
connector. If both resistance readings are less than 5 ohms, go to
next step. If any resistance reading is 5 ohms or more, repair open in
PSP or SIG RTN circuit.
4) Check For Short In PSP Circuit
Measure resistance between test pins No. 31 and 91 at
breakout box. Also, measure resistance between test pin No. 31 and
chassis ground. If both resistance readings are 10,000 ohms or more,
replace PCM. If any resistance reading is less than 10,000 ohms,
repair short circuit.
CIRCUIT TEST FG - OCTANE ADJUST

Diagnostic Aids
Enter this test when directed by QUICK TEST. This test is
only intended to diagnose:
* Harness circuits (SIG RTN and OCT ADJ).

* Octane adjust shorting bar connector.
Purpose of Octane Adjust Shorting Bar is to provide optimum

spark advance for fuel used. If engine detonates (spark knock), remove
Octane Shorting Bar. This retards spark advance about 3-4 degrees. If
engine continues to detonate, use fuel with a higher octane rating.

Fig. 24: Identifying Octane Adjust Shorting Bar Connector
Fig. 25: Identifying Octane Adjust Circuits
1) DTC P1390
This DTC indicates Octane Adjust (OCT ADJ) shorting bar is
not in place or OCT ADJ circuit is open. Turn ignition off. Inspect
octane adjust shorting bar connector. If shorting bar has been
removed, go to next step. If shorting bar is in place, go to step 4).
2) Check For Modification Decal
If vehicle has modification decal indicating OCT ADJ shorting
bar was removed as a factory authorized procedure, testing is
complete. If engine has spark knock, check for additional symptoms and
repair as necessary. See H - TESTS W/O CODES - GASOLINE article. If
vehicle does not have modification decal, go to next step.
Replace OCT ADJ shorting bar. Perform
KOEO ON-DEMAND SELF-TEST. If DTC P1390 is present, go to next step. If
DTC P1390 is not present, testing is complete.
4) Check Octane Adjust Circuit Resistance
Continuity should exist from OCT ADJ circuit, through octane
adjust shorting bar connector and shorting bar to SIG RTN circuit.
Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector
for loose, damaged or corroded terminals. Repair as necessary. Install
between test pins No. 30 and 91 at breakout box. If resistance is less
than 5 ohms, replace PCM. If resistance is 5 ohms or more, repair open
OCT ADJ circuit, shorting bar or SIG RTN circuit.
5) Check For DTC P1390 Copyright © 1998 Mitchell Repair Information
G - TESTS W/CODES
Start engine. - 4.2LtoArticle
Allow engine Text (p.
reach normal 74)1998 Ford Econoline E250For 1
operating
temperature. Turn ignition off. Perform KOEO ON-DEMAND SELF-TEST. If
DTC P1390 is not present, go to next step. If DTC P1390 is present,
return to step 1).
6) Verify Shorting Bar Is Installed
Turn ignition off. Inspect octane adjust shorting bar
connector. If shorting bar is in place, go to step 8). If shorting bar
has been removed, go to next step.
bar was removed as a factory authorized procedure, go to step 10). If
vehicle does not have a modification decal, replace shorting bar. If
engine has spark knock, check for additional symptoms and repair as
necessary. See H - TESTS W/O CODES - GASOLINE article.
8) Check For Technical Service Bulletin (TSB)
If a TSB authorizing removal of OCT ADJ shorting bar exists,
go to next step. If authorizing TSB does not exist, testing is
repair as necessary. Go to H - TESTS W/O CODES - GASOLINE article.
9) Remove OCT ADJ Shorting Bar
Turn ignition off. Remove OCT ADJ shorting bar. Test drive
vehicle to verify complaint. If spark knock is present, go to next
step. If spark knock is not present, testing is complete.
10) Check Octane Adjust Circuit For Short To Ground
Turn ignition off. Disconnect 104-pin PCM connector. Inspect
necessary. Install EEC-V Breakout Box (014-00950), leaving PCM
disconnected. Measure resistance between OCT ADJ terminal at octane
adjust shorting bar connector and test pins No. 51, 91 and 103 at
breakout box. If all resistance readings are more than 10,000 ohms, go
to next step. If any resistance reading is 10,000 ohms or less, repair
short to ground. If engine still has spark knock, check for additional
symptoms and repair as necessary. Go to H - TESTS W/O CODES - GASOLINE
article.
11) Check PCM
voltage between test pin No. 30 and test pins No. 51 and 103 at
breakout box. If voltage is 4 volts or less, replace PCM. If engine
still has spark knock, check for additional symptoms and repair as
necessary. Go to H - TESTS W/O CODES - GASOLINE article. If voltage is
more than 4 volts, remove breakout box. If engine still has spark
knock, check for additional symptoms and repair as necessary. Go to
CIRCUIT TEST H - FUEL CONTROL

Diagnostic Aids
directed by other test procedures. Only use this test to diagnose the
following:
G - TESTS W/CODES - 4.2L Article Text (p. 75)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
* HO2S and sensor connection.
* Vacuum systems.
* Fuel injector and/or fuel injector circuitry.
* Electrical circuits (HO2S, HO2S GND, INJ 1-8, VPWR and
SIG RTN).
NOTE: HO2S may be displayed on scan tool as 02S.

following non-EEC areas may be cause of driveability concerns:
* Ignition system.
* Faulty evaporative emission system.
* EGR and/or PCV system.
* Air intake system.
* Engine oil contamination.
* Fuel system.
* Exhaust system leaks or restriction.
* Engine cooling system.
Fig. 26: Identifying HO2S Connector Terminal
Fig. 27: Identifying Fuel Injector Connector Terminals
G - TESTS W/CODES - 4.2L Article Text (p. 76)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
Fig. 28: Locating HO2S (With Dual Exhaust)
Fig. 29: Locating HO2S (With Single Exhaust)
NOTE: Test procedure begins with step 20). No test procedures have
been omitted.
20) Perform KOER Self-Test

Perform KOER ON-DEMAND SELF-TEST. If DTC P1127, P1128 or
P1129 is present, go to appropriate circuit test. See
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART. If DTC P1127, P1128 or
P1129 is not present, go to next step.
21) DTC P0133 & P0153
This DTC indicates that response rate is below calibration in
HO2S as follows:
* DTC P0133 for right front (or front) HO2S.

G - *TESTS W/CODES
DTC P0153 - 4.2L
for left front (or Article Text (p. 77)1998 Ford Econoline E250For 1
rear) HO2S. Copyright © 1998 Mitchell Repair Information
Possible causes are:

* Exhaust leak.
* Excessive fueling.
* HO2S coated with contaminants.
* Leak in air induction system.
Turn ignition on. Using scan tool, access GENERIC OBD-II

FUNCTIONS and enter. Select DIAGNOSTIC MONITORING TEST RESULTS and
enter. Scroll to TEST ID: 01 and enter. Press START. If measured value
is 614 or less, go to next step. If measured value is more than 614,
fault cannot be duplicated or identified at this time and testing is
complete. Perform HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE. See
FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE under
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. Repeat step 20). If
DTC P1127, P1128 or P1129 is not present, testing is complete.
22) Check For HO2S Contamination
Check following possibilities as potential source of
contamination:
* Use of unapproved silicon sealers.

* Use of unapproved cleaners.
* Fuel contaminated by silicon additives.
* Fuel contaminated by lead.
* Excessive oil burning.
* Antifreeze leaking internally.
If none of these conditions are present, go to next step. If

any of these conditions are present, repair source of contamination as
necessary. Replace HO2S. Change oil, filter. Perform HO2S MONITOR
REPAIR VERIFICATION DRIVE CYCLE. See FUEL MONITOR OR HO2S MONITOR
REPAIR VERIFICATION DRIVE CYCLE under DRIVE CYCLES under ADDITIONAL
SYSTEM FUNCTIONS.
23) Check For Unmetered Air Leaks
Vacuum or air leaks in non-EEC-V areas could cause fault code
to set. Check the following as potential source of air leak:
* Leaking vacuum hoses.

* Leaking intake manifold gasket.
* EGR system.
* PCV system.
* Poorly seated oil dip stick and/or dipstick tube.

any of these conditions are present, repair source of air leak as
necessary. Perform HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE. See
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS.
24) Check HO2S Circuits
Turn ignition off. Disconnect suspect HO2S wiring harness
connector. Connect a jumper wire between HO2S SIG and VPWR terminals
at suspect HO2S wiring harness connector. Turn ignition on. Using scan
tool, select appropriate HO2S PID from PID/DATA monitor menu. If PID
voltage is 1.5 volts or less, remove jumper wire and go to next step. Copyright © 1998 Mi
G - TESTS W/CODES - 4.2L Article Text (p. 78) 1998 Ford Econoline E250For 1
If PID voltage is more than 1.5 volts, replace HO2S and change engine
oil. Perform HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE. See FUEL
MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE under
25) Check HO2S Signal Circuit Resistance
Measure resistance of HO2S SIG circuit between suspect HO2S test pin
at breakout box and HO2S SIG terminal at HO2S wiring harness
connector. See HO2S TEST PIN IDENTIFICATION table. Also, measure
resistance between test pin No. 91 at breakout box and SIG RTN
terminal at suspect HO2S wiring harness connector. If both resistance
readings are less than 5 ohms, go to next step. If any resistance
reading is 5 ohms or more, repair open circuit. Perform HO2S MONITOR
SYSTEM FUNCTIONS.
HO2S TEST PIN IDENTIFICATION TABLE (1)
HO2S SIG HO2S HTR

Application Test Pin No. Test Pin No.
HO2S-11 .................. 60 ....................... 93

HO2S-12 .................. 35 ....................... 95
HO2S-21 .................. 87 ....................... 94
HO2S-22 .................. 61 ....................... 96
(1) - SIG RTN circuit is test pin No. 91. VPWR circuit is
test pin No. 71 and 97.
26) Check HO2S For Short Circuit

resistance between test pin No. 71 (VPWR) and appropriate HO2S SIG
test pin at breakout box as follows:
* HO2S 11, HO2S SIG test pin No. 60.

Refer to illustrations for HO2S identification. See Fig. 28

or 29. Also, measure resistance between appropriate HO2S SIG test pin
and test pin No. 91 (SIG RTN) at breakout box. If all resistance
readings are more than 10,000 ohms, replace PCM. Perform HO2S MONITOR
SYSTEM FUNCTIONS. If any resistance reading is 10,000 ohms or less,
repair short circuit. Perform HO2S MONITOR REPAIR VERIFICATION DRIVE
CYCLE. See FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE
CYCLE under DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS.
27) DTC P0131 & P0151: Contaminated HO2S/Voltage Shift G - TESTS W/CODES - 4.2L Article Text (p. 79)
These DTCs are set when HO2S generates negative voltage.
* Crossed HO2S SIG / SIG RTN circuit wiring.

* HO2S contaminated with water, fuel, etc.
Check for moisture in HO2S connector and repair as necessary.

If connector is dry, go to next step.
Ensure ignition is off. Disconnect suspect HO2S. Disconnect
PCM 104-pin connector. Inspect connectors for loose, damaged or
No. 60 (DTC P0131) or No. 87 (DTC P0151) at breakout box and HO2S SIG
and SIG RTN terminals at suspect HO2S wiring harness connector. If
both resistance readings are less than 5 ohms, replace HO2S. If any

30) DTC P0135, P0141, P0155 Or P0161

DTCs received separately indicate a short to ground or open
circuit in HO2S heater circuit. DTCs received in pairs, such as P0135
and P0155 or P0141 and P0161, indicate HO2S heater circuit is shorted
to a power source of more than 2 volts.
* DTC P0135 is for HO2S 11.

* DTC P0155 for HO2S 12.

or 29. Possible causes are:
* Signal shorted in wiring harness or HO2S.

* Water in connectors.
* Cut or pulled wires.
* Open in GND or VPWR circuit.
* Corroded terminals.
* Faulty HO2S heater.
Inspect HO2S connectors for loose, damaged or corroded

terminals. Repair as necessary. If HO2S connectors are okay, go to
next step.
31) Perform KOEO Self-Test
Start engine and operate at 2000 RPM for one minute. Turn
ignition off. Perform KOEO ON-DEMAND SELF-TEST. If DTC P0135, P0141,
P0155 or P0161 is present, go to next step. If specified DTCs are not
present, fault is intermittent. Go to CIRCUIT TEST Z.
32) Check For Voltage At HO2S Heater Wiring Harness Connector
Turn ignition off. Disconnect suspect HO2S. Inspect wiring
harness for damage and repair as necessary. Turn ignition on. Measure
voltage between SIG RTN and VPWR terminals at suspect HO2S wiring
If voltage is more than 10.5 volts, go to step 34).
33) Check For Open VPWR Circuit
Measure resistance of VPWR circuit between VPWR terminal at suspect
HO2S wiring harness connector and test pin No. 71 at breakout box. If
ohms or more, check circuit fuse. If fuse is okay, repair open
circuit.
34) Check HO2S Heater Resistance
Turn ignition off. With suspect sensor disconnected, measure
resistance between HO2S HTR terminal and VPWR terminal at suspect
HO2S. If resistance is 3-30 ohms, go to next step. If resistance is
not 3-30 ohms, replace HO2S.
35) Check For Short Circuit
Measure resistance between HO2S HTR terminal at HO2S and HO2S
case. Measure resistance between HO2S HTR terminal and SIG RTN
terminal at HO2S. Also, measure resistance between VPWR terminal at
HO2S and HO2S case. If all resistance readings are more than 10,000
ohms, go to next step. If any resistance reading is 10,000 ohms or
less, replace HO2S.
Disconnect scan tool from DLC. Disconnect PCM 104-pin
Repair as necessary. Install Breakout Box (014-00950), leaving PCM
disconnected. Measure resistance between test pins at breakout box as
indicated:
* DTC P0135, test pin No. 93 and test pins No. 24, 91, 97
and 103.
and 103.
and 103.
and 103.
If all resistance readings are more than 10,000 ohms, go to

next step. If any resistance reading is 10,000 ohms or less, repair
short circuit.
37) Leave ignition off and sensor disconnected. Measure
resistance between HO2S HTR terminal at suspect HO2S wiring harness
connector and appropriate HO2S HTR test pin at breakout box as
follows:
* HO2S HTR 11, test pin No. 93.

* HO2S HTR 12, test pin No. 95. G - TESTS W/CODES - 4.2L Article Text (p. 81

or 29. If resistance is 4 ohms or more, repair open circuit or
excessive resistance in wiring harness. If resistance is less than 4
ohms, replace PCM.

40) DTC P1130, P1150, P1131, P1151, P1132 Or P1152: HO2S Not
Switching
DTCs P1131 and P1151 indicate air/fuel ratio is correcting
rich for an overly lean condition. DTCs P1132 and P1152 indicate
air/fuel ratio is correcting lean for an overly rich condition.
DTCs P1130 and P1150 indicate fuel system has reached maximum
compensation and HO2S is not switching at the adaptive limits.
* Fuel system malfunction.

* EGR system malfunction.
* Air intake or vacuum system leak.
* Engine oil level too high.
* Incorrect cam timing.
* Restricted air cleaner.
* Faulty PCV system.
* Excessive internal engine wear.
Inspect engine for obvious defects in specified systems.

Repair as necessary. If no faults are found, go to next step.
41) DTC P0171, P0172, P0174 Or P0175: HO2S Not Switching


Turn ignition off. Connect scan tool to DLC. Disconnect fuel
vapor hose from intake manifold andG plug fitting atW/CODES
- TESTS intake manifold.
- 4.2L Article Text (p. 82)1998 Ford Econoline E250
Start engine, and operate at 2000 RPM for 5 minutes. Perform
KOER ON-DEMAND SELF-TEST and proceed as follows:
* If DTCs P1127, P1128 or P1129 are present, go to appropriate

CIRCUIT TEST. See
* If DTC P0131 or P0151 is present in continuous memory, go to
step 27).
* If DTC P1130, P1131, P1150 or P1151 is present, go to
step 43).
step 49).
If none of these DTCs are present, proceed as follows:
* If Continuous Memory DTC P1130, P1150, P0171, P0172, P0174 or

P0175 is present, go to step 52).
* If DTC P1132 or P1152 is no longer present, go to
CIRCUIT TEST HX, step 22).
* On all others without reoccurring DTCs, fault is
intermittent. Go to CIRCUIT TEST Z.
43) HO2S Circuit Test (With Lean DTCs)

Disconnect suspect HO2S. Turn ignition on. Using scan tool,
select appropriate HO2S PID from PID/DATA monitor menu. Connect a
jumper wire between HO2S SIG and VPWR terminals at suspect HO2S wiring
harness connector. If spark occurs, remove jumper wire and go to step
47). If HO2S voltage is more than 1.3 volts, go to next step. If
voltage is 1.3 volts or less, go to step 46).
necessary. Install Breakout Box (014-00950). Connect PCM to breakout
box. Measure resistance between negative battery terminal and SIG RTN
terminal at suspect HO2S wiring harness connector. If resistance is
less than 5 ohms, go to step 52). If resistance is 5 ohms or more, go
to next step.
resistance between test pin No. 91 (SIG RTN) at breakout box and SIG
RTN terminal at suspect HO2S wiring harness connector. If resistance
is less than 5 ohms, replace PCM. If resistance is 5 ohms or more,
46) Check Resistance Of HO2S SIG & Ground Circuits
Turn ignition off. Install breakout box, leaving PCM
disconnected. Disconnect suspect HO2S connector. Inspect connectors
for loose, damaged or corroded terminals. Repair as necessary. Measure
resistance of HO2S SIG circuit between HO2S SIG terminal at suspect
HO2S wiring harness connector and appropriate HO2S SIG test pin at
breakout box as follows: G - TESTS W/CODES - 4.2L Article Text (p. 83)
* HO2S 11, test pin No. 60.

or 29. Also, measure resistance between SIG RTN terminal at suspect
all resistance readings are less than 5 ohms, go to next step. If any
47) Check HO2S Circuit For Short To Ground
Measure resistance between test pins No. 24, 51, 77, 91 and
103 and appropriate HO2S SIG test pin at breakout box as follows:


short circuit.
48) Check HO2S For Short To Ground
Reconnect HO2S connector. Measure resistance between test
pins No. 91 and 103 and appropriate HO2S SIG test pin at breakout box
as follows:

If any resistance reading is 10,000 ohms or less, replace

HO2S. If all resistance readings are more than 10,000 ohms, replace
PCM.
49) Check HO2S PID
Ensure ignition is off. Disconnect suspect HO2S connector.
Turn ignition on. Using scan tool, select appropriate HO2S PID from
PID/DATA monitor menu. If PID voltage is more than .2 volt, go to next
step. If PID voltage is .2 volt or less, go to step 51).
Turn ignition off. Disconnect scan tool from DLC. Disconnect
00950), leaving PCM disconnected. Measure resistance between the
following test pins at breakout box:
* DTC P01130 and P01132 - Measure resistance between test pin

No. 60 and test pins No. 71 and 93.
If all resistance readings are more than 10,000 ohms, replace

PCM. If any resistance reading is 10,000 ohms or less, repair short to
power.
51) Check For Shorted HO2S
Ensure suspect HO2S G - is disconnected.
TESTS W/CODES Turn -ignition on. Using
4.2L Article Text (p. 84)1998 Ford Econoline E250For 1 Copyright © 19
scan tool, select appropriate HO2S PID from PID/DATA monitor menu. If
PID voltage is more than .45 volt, replace HO2S. If PID voltage is .45
volt or less, reconnect all connectors and go to next step.
Release fuel system pressure. See
N - REMOVE/INSTALL/OVERHAUL - 4.2L article. With ignition off, install
fuel pressure gauge. Verify vacuum source to fuel pressure regulator
(returnable fuel system only). Using scan tool, access OUTPUT TEST
MODE. Command fuel pump on. Note fuel pressure. See
system pressure is not as specified, go to CIRCUIT TEST HC. If fuel
system pressure is as specified, go to next step (vehicles with
returnable fuel system). See FUEL SYSTEM IDENTIFICATION table.
Van ....................................... (1) Returnable
(1) - Fuel is returned to fuel tank by means of return line

from fuel rail.
53) Check System Ability To Hold Fuel Pressure

With fuel pressure gauge installed, cycle ignition from OFF
to ON position 3-4 times to pressurize fuel system (DO NOT start
engine). If fuel pressure does not remain within 5 psi (34 kPa) of
maximum pressure after one minute, go to CIRCUIT TEST HC, step 5). If
fuel pressure remains within 5 psi (34 kPa) of maximum pressure
reading for one minute, proceed as follows:
* For no-start vehicles, go to step 55).

* For DTCs P1130, P01150, P0171, P0172, P0174 and P0175, go to
next step.
* For HO2S DTCs displayed with misfire DTCs, go to step 56).
* For all other DTCs, go to step 60).
54) Check Ability To Hold Fuel Pressure

engine). Note fuel pressure. If fuel pressure remains within 5 psi (34
kPa) of maximum pressure for at least 10 seconds, go to step 56). If
fuel pressure drops more than 5 psi, go to step 58).
55) Check Ability Of Injectors To Deliver Fuel
engine). Note fuel pressure. Disconnect Inertia Fuel Shutoff (IFS)
switch. Crank engine for 5 seconds. If fuel pressure remains within 5
psi (34 kPa) of maximum pressure, reconnect IFS switch and go to next
step. If fuel pressure drops more than 5 psi (34 kPa), electronic
engine control system is not cause of no-start. Reconnect all G - TESTS W/CODES - 4.2L Article Text (p. 85)
components. See H - TESTS W/O CODES - GASOLINE article for further
diagnosis of no-start.
56) Check Fuel Injector & Circuit Resistance
Measure and record resistance between suspect fuel injector circuit
test pin and test pin No. 71 at breakout box. Refer to FUEL INJECTOR
INJ CIRCUIT IDENTIFICATION table. Resistance should be 11-18 ohms. If
resistance is not as specified, go to next step. If resistance is as
specified, go to step 59).
NOTE: If misfire DTCs are present with fuel control DTCs, use
misfire DTCs to determine which fuel injector circuits
require testing.
FUEL INJECTOR INJ CIRCUIT IDENTIFICATION TABLE
Injector No. Test Pin No.
1 ..................................................... 75
2 .................................................... 101
3 ..................................................... 74
4 .................................................... 100
5 (1) ................................................. 73
6 (1) ................................................. 99
7 (1) ................................................. 72
8 (1) ................................................. 98
9 (1) ................................................. 68
10 (1) ................................................ 42
(1) - If applicable.
57) Check Resistance Of Fuel Injector Circuit

Turn ignition off. Disconnect suspect fuel injector
connector. Measure resistance between test pin No. 71 at breakout box
and VPWR terminal at suspect fuel injector wiring harness connector.
Also, measure resistance between fuel injector signal test pin(s) at
breakout box and same fuel injector circuit terminal at suspect fuel
injector wiring harness connector. If all resistance readings are less
58) Check Fuel Injector Circuit For Short To Power Or Ground
Measure resistance between fuel injector test pin(s) and test
pins No. 24, 71 and 103 at breakout box. Also, measure resistance
between fuel injector test pin(s) at breakout box and chassis ground.
If all resistance readings are more than 10,000 ohms, go to next step.
If any resistance reading is less than 10,000 ohms, repair short
circuit.
59) Check Fuel Injector Drive Signal
With ignition off, connect PCM to breakout box. ConnectG non-
- TESTS W/CODES - 4.2L Article Text (p. 86)1998 Ford
powered 12-volt test light between suspect fuel injector test pin and
test pin No. 71. Crank or start engine. If test light glows dimly,
system is functioning properly. Reconnect all components and go to
next step. If test light does not glow dimly (no light/bright light),
replace PCM.
60) Check Fuel Injector Flow & Leakage
Turn ignition off. Remove breakout box. Reconnect PCM and
fuel injector connector(s). Use Rotunda fuel injector tester from Fuel
Tester Kit (113-00114) to flow test fuel injectors. Follow injector
tester instructions. If fuel injector flow or leakage rate is not
okay, replace defective fuel injector(s). If flow rate for each fuel
injector is okay, proceed as follows:
* For DTCs P1131 and P1151, go to next step.

* For DTCs P0171, P0174, P1130, and P1150, go to step 62).
* For DTCs P1132 and P1152, go to step 65).
* For DTCs P1172 and P1175, fault is intermittent. Go to
CIRCUIT TEST Z.
61) Check Secondary Air Injection

If vehicle is not equipped with secondary air injection, go
to next step. Turn ignition off. Disconnect secondary air injection
hoses from engine and plug air injection ports (engine side). With
engine at operating temperature, perform KOER ON-DEMAND SELF-TEST. If
DTC P1131 or P1151 is present, reconnect air injection hoses and go to
next step. If DTC P1131 or P1151 is not present, go to CIRCUIT TEST HM
, step 7).
62) Check Air Induction System
Check air induction system for leaks. Check PCV system for
leaks. Check vacuum hoses for damage and tight connections. Check
intake manifold gaskets. If any faults are found, repair as necessary.
If no faults are found, proceed as follows:
* For Continuous Memory DTCs P0171, P0174, P1130 or P1150,

fault is intermittent. Go to CIRCUIT TEST Z.
* For DTCs P1131 and P1130, or P1151 and P1150, go to next
step.
63) Check Cylinder Compression

Using compression gauge, check cylinder compression. If
cylinder compression is not okay, repair engine as necessary. If
compression is okay, go to next step (DTCs P1130, P1131, P1150 and
P1151) or step 65) (DTCs P1132 and P1152). If misfire DTCs are
displayed with fuel control DTCs, go to CIRCUIT TEST HD, step 20).
64) Check HO2S Integrity
Any vacuum or air leaks can cause DTCs P1130, P1131, P1150,
and P1151. Possible causes are:
* Leaking vacuum actuators.

* HO2S coated with contaminates.
* Faulty EGR valve.
* Faulty PCV system G - TESTS W/CODES - 4.2L Article Text (p. 87)
* Unmetered air leaks between throttle body and MAF sensor.
* Engine sealing problems (intake and IAC valve)
Turn ignition off. Inspect HO2S wiring harness for chafing,

burned wires or other damage. Repair as necessary. Disconnect suspect
HO2S connector. Connect DVOM between SIG RTN terminal and HO2S SIG
terminal at suspect HO2S. Start engine and operate at 2000 RPM for 3
minutes. Perform KOER ON-DEMAND SELF-TEST while monitoring HO2S
voltage. If HO2S voltage is more than .5 volt during or at end of
test, go to step 70). If voltage is .5 volt or less, replace HO2S
sensor.
Start engine, and warm it to normal operating temperature.
Turn ignition off. Disconnect suspect HO2S. Connect a jumper wire
between HO2S SIG terminal at suspect HO2S wiring harness connector and
negative battery terminal. Perform KOER ON-DEMAND SELF-TEST. If DTC
P1131 or P1151 is present, remove jumper wire and go to next step. If
DTC P1131 or P1151 is not present, check PCM connector and repair as
necessary. If connector is okay, replace PCM.
66) HO2S Check
Leave HO2S disconnected. Connect DVOM between HO2S SIG
terminal and SIG RTN terminal at suspect HO2S wiring harness
connector. Disconnect any vacuum hose from vacuum tree. Start engine
and operate at 2000 RPM. If DVOM reads less than .4 volt within 30
seconds, go to step 70). If DVOM does not read .4 volt within 30
seconds, replace HO2S.

70) Monitor HO2S PID

Start engine and allow to idle. Ensure engine is at normal
operating temperature. Using scan tool, select HO2S PID from PID/DATA
monitor menu. Observe PID value while wiggling and bending wiring
harness between HO2S and PCM. If PID voltage stays high (more than .45
volt) or stays low (less than .45 volt), isolate fault and repair as
necessary. If PID voltage switches, go to next step.
71) Monitor HO2S PID During Test Drive
Using an assistant, test drive vehicle under various
conditions while observing HO2S PID. If PID voltage switches from
about .4 to .6 volt, system is okay and testing is complete. If
voltage does not switch from about .4 to .6 volt, replace HO2S.

80) DTC P0136, P0156, P1137, P1138, P1157 & P1158

DTCs P0136 and P0156 indicate that output voltage of
downstream HO2S is not within set limits. KOER DTCs P1137, P1138,
P1157 and P1158 indicate
Glack of HO2S
- TESTS switching. -Possible
W/CODES causesText
4.2L Article are: (p. 88)1998 Ford Econoline E250For 1 Copyright © 1
* Damaged wiring harness or connector.
* Exhaust system leaks.
* Contaminated or defective HO2S.
Inspect for faults. Repair as necessary. If no faults are

found, go to next step (for DTCs P0136 and P0156) or step 82) (for
DTCs P1137, P1138, P1157 and P1158).
KOER ON-DEMAND SELF-TEST. If DTC P1137, P1138, P1157 or P1158 is
present, go to next step. If specified DTCs are not present, fault is
82) Check Exhaust System
Leaks in exhaust system between engine and end of catalytic
converter can cause DTCs P0136 and P0156. Possible causes are:
* Incorrect HO2S torque.

Inspect exhaust system including catalytic converter and

HO2S. Repair as necessary. If exhaust system is okay, go to next step.
83) Check HO2S SIG Circuit For Short Circuit
Turn ignition off. Ensure suspect HO2S is disconnected.
Disconnect scan tool from DLC. Disconnect PCM 104-pin connector.
Inspect connector for loose, damaged or corroded terminals. Repair as
Measure resistance between test pin No. 91 (SIG RTN) and appropriate
HO2S SIG test pin and at breakout box as follows:

Also, measure resistance between appropriate HO2S SIG test

pin and test pins No. 24 (PWR GND), 71 (VPWR), 90 (VREF) and 103 (PWR
GND) at breakout box. If all resistance readings are more than 10,000
less, repair short circuit.
84) Check Ground Circuit Resistance
Measure resistance between HO2S SIG terminal at suspect HO2S
wiring harness connector and appropriate HO2S SIG test pin at breakout
box as follows:

Also, measure resistance between test pin No. 91 (SIG RTN) at

breakout box and SIG RTN terminal at suspect HO2S wiring harness
connector. If any resistance reading is 5 ohms or more, repair open
circuit. If all resistance readings are less than 5 ohms, go to next
step.
85) Check HO2S Circuit G - TESTS W/CODES - 4.2L Article Text (p. 89
Turn ignition off. Connect scan tool to DLC. Reconnect
suspect HO2S and PCM connectors. Turn ignition on. Using scan tool,
select appropriate HO2S PID from PID/DATA monitor menu.
* DTCs P0136, P1137 and P1138 are for HO2S 12.


or 29. If PID voltage is more than 1.5 volts, go to step 88). If PID
voltage is 1.5 volts or less, go to next step.
86) Check Ground Circuit In PCM
Turn ignition off. Disconnect PCM wiring harness from
breakout box. Measure resistance between test pins No. 103 (PWR GND)
and No. 91 (SIG RTN) at breakout box. If resistance is less than 5
ohms, remove breakout box. Reconnect PCM wiring harness to PCM and go
to next step. If resistance is 5 ohms or more, replace PCM.
87) Check HO2S PID
Connect a jumper wire between VPWR and HO2S SIG terminals at
suspect HO2S wiring harness connector. Turn ignition on. Using scan
voltage is more than 1.5 volts, replace HO2S. Perform HO2S MONITOR
SYSTEM FUNCTIONS. If PID voltage is 1.5 volts or less, replace PCM.
Perform HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE. See FUEL MONITOR
OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE under DRIVE CYCLES
under ADDITIONAL SYSTEM FUNCTIONS.
88) Check For HO2S Voltage
Turn ignition on. Measure voltage between SIG RTN terminal at
suspect HO2S wiring harness connector and negative battery terminal.
Also, measure voltage between HO2S SIG terminal at suspect HO2S wiring
harness connector and negative battery terminal. If any voltage
reading is more than 1.5 volts, replace PCM. If both voltage readings
are 1.5 volts or less, replace HO2S.

100) KOER DTC P0127

DTC P0127 indicates that HO2S heater was not on during KOER
self-test and testing of HO2S did not occur. Possible cause is cool
exhaust system. Connect scan tool to DLC. Using scan tool, access all
HO2S heater PIDs. If all PIDs indicate ON, repeat QUICK TEST. If any
PIDs indicate OFF, operate engine until all PIDs are on. Repeat QUICK
TEST.

110) KOER P1128 & P1129

These DTCs indicate that during KOER self-test, one or both
HO2S signals were crossed from bank to bank. DTC P1128 refers to HO2S
in front of converter. DTC P1129 refers to HO2S behind converter.
* Crossed HO2S connectors.

* Crossed HO2S wiring at HO2S connector.
* Crossed HO2S wiring at PCM connector.
Turn ignition off. Disconnect suspect HO2S. Inspect connector

for indication of crossed wires or incorrect installation. Repair as
necessary. If no faults are found, go to next step.
111) Verify Proper HO2S SIG Pin Location
Breakout Box (014-00950), leaving PCM disconnected. Disconnect both
suspect HO2S connectors.
* DTC P1128 is for HO2S 11 and 21.


or 29. Measure resistance between HO2S SIG terminal at suspect HO2S
box as follows:

If resistance is less than 5 ohms, fault is intermittent and

cannot be duplicated at this time. If resistance is 5 ohms or more,
HO2S wiring is crossed. Recheck all HO2S wiring pin locations at PCM
and HO2S connectors. Repair as necessary.
CIRCUIT TEST HC - GASOLINE FUEL DELIVERY SYSTEM

Diagnostic Aids
Perform this test when directed by QUICK TEST or if directed
by other test procedures. This test is used to diagnose:
* Fuel pressure.
* Fuel filter.
* Fuel return.
* Fuel supply.
* Fuel injector. G - TESTS W/CODES - 4.2L Article Text (p. 91)1998 Ford Econoline E250For 1
* Engine vacuum systems.
* Chassis components.
WARNING: Fuel system remains under high pressure even when engine is
not running. To avoid injury, release fuel pressure before
disconnecting any fuel system hose or component. See
N - REMOVE/INSTALL/OVERHAUL - 4.2L article.
1) Check System Integrity

Turn ignition off. Inspect fuel system for leaks, damage or
kinked hoses. Inspect fuel system related wiring harness connectors
for loose, damaged or corroded terminals. Repair as necessary. Ensure
battery is fully charged and fuses are okay. Repair as necessary. If
no faults are found, go to next step.
2) Check Voltage At Fuel Pump Connector
Connect battery charger to battery. Ensure vehicle has fuel
in tank and inertia switch is set correctly. Disconnect fuel pump
connector. Turn ignition on. Connect DVOM between fuel pump power
circuit terminal and ground terminal at fuel pump wiring harness
connector. See appropriate wiring diagram in
L - WIRING DIAGRAMS - 4.2L article. Using scan tool, access OUTPUT
TEST MODE. Command fuel pump on and observe DVOM voltage reading. If
voltage is more than 12.5 volts, exit output test mode. Reconnect fuel
pump connector and go to next step. If voltage is 12.5 volts or less,
check for open or short circuits in fuel pump power circuit (vehicles
with returnable fuel system). See FUEL SYSTEM IDENTIFICATION table.
3) Check For Proper Fuel Filter Maintenance
Check last time fuel filter was replaced. If fuel filter has
been serviced regularly, go to next step. See FUEL FILTER REPLACEMENT
INTERVALS table. If fuel filter has not been serviced regularly,
replace fuel filter and go to next step.
FUEL FILTER REPLACEMENT INTERVALS TABLE
Application Interval (Miles)
2 Inch Diameter Filter ............................ 30,000


Release fuel system pressure. Turn ignition off. Install fuel
pressure gauge. Turn ignition on. Using scan tool, access OUTPUT TEST
C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article. On models
with returnable fuel system, if fuel pressure is as specified, go to
next step. See FUEL SYSTEM IDENTIFICATION table. If fuel pressure is
not as specified, go to step 10).
With fuel pressure gauge installed, turn ignition off. Exit
OUTPUT TEST MODE. If fuel pressure remains within 5 psi (34 kPa) of
specification for 60G - TESTS
seconds, go W/CODES
to step 7). If -fuel
4.2L Article
pressure Text
does not(p. 92)1998 Ford Econoline E250For 1 Copyright © 1998 Mit
remain within 5 psi (34 kPa) of specification for 60 seconds, go to
next step.
6) Check Pressure Regulator Diaphragm
With fuel pressure gauge installed, start engine and operate
for 10 seconds. Turn ignition off and wait 10 seconds. Start engine
again and allow to idle for 10 seconds. Turn ignition off. Disconnect
and inspect hose from fuel pressure regulator. If hose is wet with
fuel, replace fuel pressure regulator. If hose is dry, go to step 12).
7) Check Fuel Pressure; Test Drive Vehicle
With fuel pressure gauge installed, disconnect and plug fuel
pressure regulator hose. Ensure fuel pressure gauge can be seen by
vehicle operator. Drive vehicle while noting gauge reading during
heavy acceleration. If fuel pressure reading stays within 3 psi (21
kPa) of original pressure reading, go to next step. If fuel gauge
reading does not stay within 3 psi (21 kPa) of original pressure
reading, go to step 13).
8) Check Fuel Pressure Regulator; Test Drive Vehicle
With fuel pressure gauge installed, reconnect fuel pressure
regulator hose. Install vacuum gauge to intake manifold. Ensure both
gauges can be seen by vehicle operator. Drive vehicle while noting
gauges during heavy acceleration. Gauge readings should be as follows:
* Fuel pressure gauge reading increases and vacuum gauge

reading decreases.
* Fuel pressure gauge reading decreases and vacuum gauge
reading increases.
If gauge readings are as specified, fuel system is

functioning properly and testing is complete. If gauge readings are
not as specified, go to next step.
9) Check Vacuum Supply
Turn ignition off. Disconnect and plug fuel pressure
regulator hose. Install vacuum pump to fuel pressure regulator. Start
engine and operate at idle. Observe fuel pressure gauge while applying
vacuum to regulator. If fuel pressure changes as vacuum changes,
repair restricted vacuum source. If fuel pressure does not change as
vacuum changes, replace fuel pressure regulator.
10) Check Fuel Pressure Regulator
Leave ignition off and scan tool connected to DLC. Release
fuel system pressure. Disconnect fuel return hose at fuel rail.
Connect a separate hose to fuel rail and put opposite end of hose in
clean, one quart container. Turn ignition on. Enter OUTPUT TEST MODE.
Command fuel pump on. Note fuel pressure and fuel returning to
container. Exit OUTPUT TEST MODE. Command fuel pump off. If fuel
pressure is 35-40 psi (240-280 kPa) 35-40 psi with fuel returning to
container, go to next step. If fuel pressure is not 35-40 psi (240-280
kPa) or fuel is not returning to container, replace fuel pressure
regulator.
11) Check Fuel Return
Ensure fuel return line is disconnected at fuel rail.
Disconnect fuel return hose at fuel pump. Check return hose for
restrictions. Apply 3-5 psi (21-34 kPa) compressed air to return hose. G - TESTS W/CODES - 4.2L Article Text (p. 93)
If air flows freely, replace fuel pump. If air does not flow freely,
repair or replace fuel return hose.
Turn ignition off. Use Rotunda fuel injector tester from Fuel
Tester Kit (113-00114) to flow test fuel injectors. If flow rate for
each fuel injector is within specification, system is okay and testing
is complete. Check for additional symptoms and repair as necessary.
See H - TESTS W/O CODES - GASOLINE article. If flow rate for any fuel
injector is not within specification, replace defective fuel injector.
13) Check Fuel Supply System
Turn ignition off. Release fuel system pressure. Disconnect
fuel supply hose at fuel rail and at the fuel pump. Check supply hose
for restrictions. Apply 3-5 psi (21-34 kPa) compressed air to supply
hose. If air flows freely, replace fuel pump. If air does not flow
freely, repair or replace fuel supply hose.
CIRCUIT TEST HD - MISFIRE DETECTION MONITOR

Diagnostic Aids
directed by other test procedures. Only use this test to diagnose:
* Ignition system.
* Fuel pressure.
* Fuel injectors.
* Engine vacuum system.
* Evaporative system.
* Canister purge solenoid.
* Internal engine wear.
Fig. 30: Identifying CKP Sensor & Crankshaft Wheel
MISFIRE TROUBLE CODES TABLE

Service DTC Application
P0301 ................... Cylinder No. 1 (Test Pin No. 75)
P0302 .................. Cylinder No. 2 (Test Pin No. 101)
P0300 .......................... Multiple Cylinder Misfire
Or Defective CKP Sensor
1) Check Possible Cause Of Misfire

If vehicle runs out of fuel, a trouble code may be stored in
PCM memory. Ensure vehicle has not recently run out of fuel. Clear PCM
memory and repeat QUICK TEST if necessary. If vehicle has not recently
run out of fuel, go to next step.
2) Check Crankshaft Pulley
On models equipped with crankshaft pulley-mounted pulse ring,
check crank pulley and pulse ring for damage or looseness. On models
not equipped with crankshaft pulley-mounted pulse ring, remove front
cover if necessary. Check crank pulley and pulse ring for damage or
looseness. On all models, repair or replace as necessary. If no faults
Check for other non-misfire Continuous Memory DTCs which
could cause the misfire DTC. If any other Continuous Memory DTCs are
present, service as necessary. Disregard misfire DTCs at this time. If
no other Continuous Memory DTCs are present, go to next step.
4) Check For KOEO DTCs
If any KOEO DTCs are present, service as necessary. Disregard
misfire DTCs at this time. If any other DTCs are present, perform
appropriate CIRCUIT TEST. If no KOEO DTCs are present, check spark
plugs and spark plug wires. If spark plugs and spark plug wires are
5) Check For KOER DTCs
If any KOER DTCs except P1131, P1137, P1151 or P1157 are
KOER DTCs P1131, P1137, P1151 or P1157 are present, go to step 8). If
no KOER DTCs are present, go to next step (models equipped with
Differential Pressure Feedback (DPF) EGR system) or go to step 8)
(models not equipped with DPF EGR system).
6) Check/Compare PID Values
Turn ignition and all accessories off. Ensure engine is
warmed to normal operating temperature. Turn ignition on. Using scan
tester, select and record DPFEGR PID voltage. Start engine and allow
to idle. Record DPFEGR PID voltage. If both DPFEGR PID voltage values
are within .15 volt of each other, go to step 8). If DPFEGR PID
voltages are not within .15 volt of each other, go to CIRCUIT TEST HE,
G - TESTS W/CODES - 4.2L Article Text (p. 95)1998 Ford Econoline E
step 100).

have been omitted.

Measure and record resistance between suspected fuel injector test pin
and test pin No. 71 and 97 at breakout box. See MISFIRE TROUBLE CODES
table for injector test pin identification. If resistance is 11-18
ohms, go to step 9). If resistance is not 11-18 ohms, go to
CIRCUIT TEST H, step 56).
With ignition off, connect PCM to breakout box. Connect a
non-powered 12-volt test light between test pin No. 71 or 97 and
suspect fuel injector test pin at breakout box. Crank or start engine.
If test light glows dimly, system is operating properly. Go to next
step. If test light does not glow dimly (no light/bright light),
replace PCM.
N - REMOVE/INSTALL/OVERHAUL - 4.2L article. Install fuel pressure
gauge. Start engine and allow to idle. Note fuel pressure gauge
reading. Increase engine speed to 2500 RPM and maintain for one
minute. Note fuel pressure. If fuel pressure is 20-60 psi (138-413
kPa), go to next step. If fuel pressure is not as specified, check and
repair fuel system as necessary.
Start engine and allow to idle. Note fuel pressure gauge
minute. Check for fuel leaking from around fuel injectors, fuel
pressure regulator and fuel hoses. Repair as necessary. Turn ignition
off and note fuel pressure gauge reading. If fuel pressure remains
within 5 psi (35 kPa) of specification for one minute, go to next
step. If fuel pressure does not remain within 5 psi (35 kPa) of
specification for one minute, check fuel system and repair as
necessary.
Turn ignition off. Use Rotunda injector tester from Fuel
tester instructions. If flow rate for each fuel injector is okay, go
to step 20). If flow rate for any fuel injector is not okay, clean or
replace defective fuel injector. Perform MISFIRE MONITOR REPAIR
FUNCTIONS.

procedures have been omitted. G - TESTS W/CODES - 4.2L Article Text (p. 96)
20) Check Vacuum System
Inspect all vacuum hoses for kinks or damage. Ensure all
vacuum connections are clean and tight. Repair as necessary. Perform
MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES
under ADDITIONAL SYSTEM FUNCTIONS. If vacuum system is okay, go to
next step.
NOTE: The misfire monitor can be affected by the evaporative

emission system.
21) Check Evaporative Emission System

Inspect carbon canister for fuel saturation. Replace carbon
canister if canister contains liquid fuel. If carbon canister is okay,
go to next step.
22) Pressure Test Evaporative System
Using Rotunda Evaporative Emission System Tester (134-00056),
pressure test evaporative system starting at EVAP service port (if
equipped) then at fuel filler cap. Follow evaporative emission system
tester instructions. If evaporative emission system holds pressure, go
to next step. If system does not hold pressure, isolate fault and
repair as necessary. Perform MISFIRE MONITOR REPAIR VERIFICATION DRIVE
23) Check Vacuum In Evaporative System
Inspect vacuum hoses between engine and carbon canister for
restrictions or damage. Ensure all vacuum connections are clean and
tight. Check fuel tank vent system blockage. Repair as necessary.
Perform MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE. See
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If no faults are
found, go to step 26).
24) Check EVAP Canister Purge Valve
Turn ignition off. Disconnect EVAP Canister Purge Control
Valve (CPCV). EVAP CANP is located in right side of engine
compartment, next to A/C accumulator. Inspect connector for loose,
damaged or corroded terminals. Repair as necessary. Connect a jumper
wire between positive battery terminal and VPWR (Red wire) terminal at
EVAP CANP wiring harness connector. Connect another jumper wire
between ground and EVAP CPCV (Gray/Yellow wire) terminal at EVAP CPCV
wiring harness connector. Connect a vacuum pump to manifold side of
EVAP CPCV and apply 16 in. Hg. With battery voltage applied, EVAP CPCV
should open and pass air freely. If EVAP CPCV functions as specified,
go to next step. If EVAP CPCV does not function as specified, replace
EVAP CPCV. Perform MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE.
See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS.
25) Check Engine Condition
Inspect engine for obvious faults. Ensure compression is
okay. Check PCV system for restrictions or leaks. Repair as necessary.
If no faults can be found, misfire trouble code is intermittent. Go to
CIRCUIT TEST Z, step 50).
26) Check EVAP Canister Purge Control Valve (CPCV) Housing
Turn ignition off. Ensure vehicle is at room temperature.
Connect vacuum pump to fuel vapor G port at EVAPW/CODES
- TESTS CPCV and apply 16Article
- 4.2L in. Text (p. 97)1998 Ford Econoline E250
Hg. If vacuum holds, go to next step. If vacuum releases, replace EVAP
CPCV.
27) Check For Filter Contamination
Disconnect hose from vacuum input port of EVAP CPCV. Connect
vacuum pump to EVAP CPCV vacuum input port and apply 10-15 in. Hg. If
little or no vacuum is lost, service EVAP CPCV filter. If filter is
okay, replace EVAP CPCV. Perform MISFIRE MONITOR REPAIR VERIFICATION
DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If
vacuum is not as specified, go to step 25).

30) Check For Additional Misfire DTCs

If any DTCs except P0300 are present, go to step 1). If no
other DTCs are present, go to next step.
If Continuous Memory DTCs are present, service DTCs as
necessary. If no other misfire DTCs are present, go to next step.
tool, select DPFEGR PID from PID/DATA monitor menu. Record PID
voltage. Start engine and allow to idle. Again, record DPFEGR PID
voltage. If both PID voltage values are within .15 volt of each other,
go to step 40) (models with Hall Effect type camshaft position sensor)
or go to step 41) (models with variable reluctance type camshaft
position sensor). If DPFEGR PID voltage is not as specified, go to
CIRCUIT TEST HE, step 100).
NOTE: Hall Effect type camshaft position sensor has a 3-pin

connector. Variable reluctance type camshaft position sensor
has a 2-pin connector.

40) DTC P1309

This fault indicates misfire detection monitor malfunction.
Turn ignition and all accessories off. Disconnect PCM 104-pin
disconnected. Connect DVOM between test pin No. 85 and test pin No. 51
or 103 at breakout box. Using starter, bump engine in short bursts for
at least 10 revolutions. DO NOT allow engine to start. If voltage
switches from less than 2 volts to more than 8 volts, check CMP sensor
for correct installation. If sensor is correctly installed, replace
PCM. If voltage does not switch from less than 2 volts to more than 8
volts, replace CMP sensor. Perform MISFIRE MONITOR REPAIR VERIFICATION
DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. G - TESTS W/CODES - 4.2L Article Text (p. 9
Repair as necessary. Install Breakout Box (014-00959). Connect PCM to
breakout box. Connect DVOM between test pin No. 85 and test pin No. 51
or 103 at breakout box. Start engine and vary engine speed. If A/C
voltage varies more than .1 volt, check CMP sensor for correct
installation. If sensor is correctly installed, replace PCM. If
voltage does not vary more than .1 volt, replace CMP sensor. Perform
CIRCUIT TEST HE - EGR SYSTEM

Diagnostic Aids
Perform this test when instructed by QUICK TEST. This test is
* Differential Pressure Feedback (DPF) EGR sensor.

* DPFE sensor hoses.
* EGR Vacuum Regulator (VR) solenoid.
* Orifice tube assembly.
* Faulty EGR valve.
* Wiring harness circuits (DPFEGR, EVR, EVR PWR, SIG RTN and
VREF).
Fig. 31: DPFEGR Sensor Wiring Harness Connector Terminals
Fig. 32: EGR VR Solenoid Wiring Harness Connector Terminals
G - TESTS W/CODES - 4.2L Article T

Fig. 33: Identifying DPFEGR System Components
1) DTC P1400: Check DPFEGR Sensor Voltage

This DTC indicates DPFEGR circuit input fault. Possible
* Leaking upstream pressure hose.

* DPFEGR circuit shorted to GND or SIG RTN circuit.
* VREF shorted to GND or SIG RTN circuit.
* Faulty DPFEGR sensor.
* Faulty PCM.
Turn ignition on. Using scan tool, select DPFEGR PID from
PID/DATA monitor menu. If PID voltage is less than .2 volt, DPFEGR
sensor voltage is less than minimum. Go to next step. If voltage is .2
volt or more, inspect DPFEGR sensor vacuum hoses. Repair as necessary
and retest. If vacuum hoses are okay, fault is intermittent. Go to
step 6).
2) Generate Opposite DPFEGR Sensor Signal
Turn ignition off. Disconnect DPFEGR sensor connector.
Connect a jumper wire between DPFEGR and VREF terminals at DPFEGR
sensor wiring harness connector. Turn ignition on. Using scan tool,
select
G DPFEGR
- TESTS PID. If scan
W/CODES tool error
- 4.2L occurs,
Article Textdisconnect jumper
(p. 100)1998 wire
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
and go to next step. If PID voltage is not 4-6 volts, remove jumper
wire and go to next step. If PID voltage is 4-6 volts, replace DPFEGR
sensor.
3) Measure VREF Voltage At DPFEGR Sensor
Measure voltage between SIG RTN terminal and VREF terminal at
DPFEGR sensor wiring harness connector. If voltage is 4-6 volts, go to
step 4). If voltage is not 4-6 volts, go to CIRCUIT TEST C.
4) Check DPFEGR Circuit For Short To Ground
necessary. Connect Breakout Box (014-00950), leaving PCM disconnected.
Measure resistance between test pin No. 65 and test pins No. 51, 91
and 103. If all resistance readings are more than 10,000 ohms, replace
ground.

have been omitted.
6) Wiggle Test Sensor & Harness

Turn ignition on. Using scan tool, select DPFEGR PID. Observe
DPFE PID voltage for indication of fault while shaking and bending
DPFEGR sensor wiring harness and connector. Tap lightly on DPFEGR
sensor to simulate road shock. An indication of fault is a sudden
change in DPFEGR PID voltage. If fault is indicated, isolate and
repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z.

have been omitted.

This DTC indicates PCM has detected DPFEGR circuit input
above maximum. Possible causes for this fault are:
* Open in DPFEGR circuit or SIG RTN circuit.

* DPFEGR circuit shorted to VREF or PWR circuit.
* VREF circuit shorted to PWR circuit.
* Faulty PCM.
Turn ignition on. Using scan tool, select DPFEGR PID. If PID
voltage is more than 4 volts, go to next step. If PID voltage is 4
volts or less, go to step 19).
11) Check DPFEGR Circuit For Short To Power
Turn ignition off. Disconnect DPFEGR sensor connector. Turn
ignition on. Measure voltage between DPFEGR terminal at DPFEGR sensor
less, go to step 13).
loose, damaged or corroded terminals. Repair as necessary. Connect
BreakoutG Box (014-00950),
- TESTS W/CODES leaving PCM Article
- 4.2L disconnected. Turn
Text (p. ignition
101) 1998on.
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Measure voltage between test pin No. 65 and test pins No. 51 and 103
at breakout box. If voltage is more than 10.5 volts, repair short to
power between DPFEGR and PWR circuits. If voltage is 10.5 volts or
less, replace PCM.
13) Generate Opposite DPFEGR Signal
Turn ignition off. Connect a jumper wire between DPFEGR and
SIG RTN terminals at DPFEGR sensor wiring harness connector. Turn
ignition on. Using scan tool, select DPFEGR PID. If scan tool error
occurs, disconnect jumper wire and go to step 18). If PID voltage is .
05 volt or more, go to step 16). If PID voltage is less than .05 volt,
disconnect jumper wire and go to next step.
14) Verify VREF Is Within Range
Turn ignition on. Measure voltage between SIG RTN terminal
and VREF terminal at DPFEGR sensor wiring harness connector. If
voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go
to CIRCUIT TEST C.
15) Check DPFEGR Circuit For Short To VREF
Measure voltage between test pins No. 65 and 90 at breakout box. If
voltage is less than one volt, replace DPFEGR sensor. If voltage is
one volt or more, repair short circuit.
16) Check DPFEGR For Open Circuit
Ensure DPFEGR sensor is disconnected. Measure resistance between test
pin No. 65 and DPFEGR terminal at DPFEGR sensor wiring harness
resistance is 5 ohms or more, repair open in DPFEGR circuit.
17) Check SIG RTN For Open Circuit
Measure resistance between test pin No. 91 and SIG RTN
terminal at DPFEGR sensor wiring harness connector. If resistance is
less than 5 ohms, replace PCM. If resistance is 5 ohms or more, repair
open in SIG RTN circuit.
18) Check DPFEGR For Short To VREF
voltage is less than one volt, replace PCM. If voltage is one volt or
more, repair short between DPFEGR and VREF circuits.
PID voltage for indication of fault while shaking and bending DPFEGR
sensor wiring harness and connector. An indication of fault is a
sudden change in DPFEGR PID voltage. Tap lightly on DPFEGR sensor to
simulate road shock. If fault is indicated, isolate and repair as
necessary. If no fault is indicated, go to CIRCUIT TEST Z.
20) DTC P0402: Check EGR Flow At Idle
This DTC indicates PCM has detected EGR flow at idle. G - TESTS W/CODES - 4.2L Article Text (p. 10
* EGR valve stuck open.

* EGR Vacuum Regulator (VR) solenoid vent plugged.
* EGRVR circuit shorted to ground.
* EGRVR circuit shorted to VREF circuit.
* Pinched, plugged or damaged vacuum hose.
* Faulty EGR VR solenoid.
* Faulty PCM.
NOTE: If Continuous Memory DTC P1405 is present, go to step 50).
Disconnect and plug EGR vacuum hose. Perform

KOER ON-DEMAND SELF-TEST. If DTC P0402 is present, engine stalls or
will not start, check EGR tube, EGR valve and hoses. Repair as
necessary and retest. If DTC P0402 is not present, engine starts and
does not stall, go to next step.
21) Check EGR Flow
Turn ignition off. Reconnect EGR vacuum hose. Perform
will not start, go to next step. If DTC P0402 is not present, engine
starts and does not stall, fault is intermittent. Check for pinched
vacuum hoses. Repair as necessary and retest. If vacuum hoses are
okay, go to step 30).
22) Check EGR System
Using vehicle's vacuum diagram label, check EGR system vacuum
hoses for damage, tight connections and correct routing. If hoses are
okay, go to next step. If hoses are not okay, repair as necessary.
23) Check DPFEGR Sensor Output
Turn ignition off. Disconnect pressure hoses at DPFEGR
sensor. Connect vacuum pump to DPFEGR sensor downstream port marked
REF. Turn ignition on. Using scan tool, select DPFEGR PID from
PID/DATA monitor menu.
PID voltage should be .75-1.25 volts with ignition on and no
vacuum applied. Using vacuum pump, apply 8-9 in. Hg. PID voltage
should be more than 4 volts. When vacuum is quickly released, PID
voltage should drop to less than 1.5 volts within 3 seconds. If PID
voltage is not as specified, replace DPFEGR sensor. If PID voltage is
24) Check EGR Flow At Idle With EGR VR Solenoid Disconnected
Turn ignition off. Disconnect EGR valve vacuum hose. Connect
vacuum gauge to hose. Start engine and allow to idle. While observing
vacuum gauge, disconnect EGR VR solenoid connector. If vacuum gauge
reading is more than 1.6 in. Hg, go to next step. If vacuum gauge
reading is 1.6 in. Hg or less, go to step 26).
25) Check EGR VR Solenoid Vent
Turn ignition off. Disconnect EGR VR solenoid vacuum hoses.
Remove EGR VR solenoid vent cap (if removable). Remove EVR filter and
inspect for restriction. Plug EGR VR solenoid vacuum supply port. See
Fig. 34. Using a vacuum pump, apply 15 in. Hg to EGR VR solenoid
source port. If vacuum holds or is slow to release, EGR VR solenoid is
plugged or restricted. Repair or replace EGR VR solenoid as necessary.
If vacuum releases (solenoid not plugged or restricted), replace EGR
VR solenoid.
Fig. 34: Testing EGR VR Solenoid
26) Check EGR VR Solenoid Coil Resistance

Turn ignition off. Disconnect EGR VR solenoid connector.
Measure resistance between EGR VR solenoid terminals. If resistance is
26-40 ohms, go to next step. If resistance is not 26-40 ohms, replace
EGR VR solenoid.
27) Check EGRVR Circuit For Short To Ground
between test pin No. 47 (EVR) and test pins No. 51 and 103 (PWR GND)
at breakout box. If resistance is more than 10,000 ohms, go to next
step. If resistance is 10,000 ohms or less, repair short to ground in
EGRVR circuit.
28) Check EGRVR Circuit For Short To VREF
breakout box. If resistance is more than 10,000 ohms, replace PCM. If
resistance is 10,000 ohms or less, repair short between EGRVR circuit
and VREF circuit.


sensor. Connect vacuum pump to DPFEGR sensor port marked REF. Turn
ignition on. Using scan tool, select DPFEGR PID and note voltage
reading.
31) Check DPFEGR Sensor Voltage G - TESTS W/CODES - 4.2L Article Text (p. 10
Reconnect DPFEGR sensor connector. Turn ignition on. Using
scan tool, select DPFEGR PID and note voltage reading. PID voltage
should be .75-1.25 volts. Disconnect vacuum hose at EGR valve and plug
hose. Connect a vacuum pump to EGR valve. Start engine and allow to
idle. Observe DPFEGR PID voltage at idle and compare to PID voltage
reading taken with ignition on. Apply only enough vacuum (2-3 in. Hg)
to open EGR valve without stalling engine and release vacuum. Repeat
several times while observing DPFEGR PID voltage on scan tool. DPFEGR
PID voltage should increase as EGR valve begins to open and return to
initial voltage value as vacuum is released. A slow return to voltage
is an indication of a slow closing EGR valve. If DPFEGR PID voltage
does not indicate fault, go to next step. If DPFEGR PID voltage
indicates a fault (an open, binding or slow closing EGR valve),
service or replace EGR valve.
32) Check EGR Valve Vacuum While Wiggling EGR VR Solenoid
Circuit
Turn ignition off. Remove vacuum pump from EGR valve vacuum
hose and connect a vacuum gauge to hose. Turn ignition on. Observe
vacuum gauge for indication of fault while wiggling EGR VR solenoid
wiring harness and connector. Fault is indicated by a sudden jump in
vacuum reading. Tap lightly on EGR VR solenoid to simulate road shock.
If no faults are indicated, go to next step. If fault is indicated,
isolate and repair fault as necessary.
33) Check EGR VR Solenoid For Restriction
Turn ignition off. Remove EGR VR solenoid vent filter.
Inspect for contamination or water. Remove EGR vacuum hose and inspect
for restriction. Repair or replace as necessary. If no faults can be
found, problem is intermittent and cannot be identified at this time.
Go to CIRCUIT TEST Z.

50) DTC P1405: Check For Upstream Pressure Hose Connection

Check upstream hose for clean, tight connection. See Fig. 35.
Repair as necessary. Perform EGR MONITOR REPAIR VERIFICATION DRIVE
CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If hose is
Fig. 35: Identifying DPFEGR Sensor Vacuum Circuits
51) Inspect Upstream Pressure Hose

Check upstream hose for clean, tightGconnection.
- TESTS Ensure hose - 4.2L Article Text (p. 105)1998 Ford Econoline E250
W/CODES
is not plugged, pinched, wet or contaminated. Repair as necessary.
Perform EGR MONITOR REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES
under ADDITIONAL SYSTEM FUNCTIONS. If hose is okay, go to next step.
52) Inspect Orifice Tube Assembly & DPFEGR Sensor
Check DPFEGR sensor port marked HI for restriction or damage.
Inspect exhaust manifold side pressure pick-up tube at orifice tube
assembly for restriction or damage. Repair as necessary. Perform EGR
MONITOR REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES under
ADDITIONAL SYSTEM FUNCTIONS. If no faults are found, go to next step.
Disconnect pressure hoses at DPFEGR sensor. Connect vacuum
pump to DPFEGR sensor port marked REF. Turn ignition on. Using scan
tool, select DPFEGR PID and note voltage reading.
as specified, fault cannot be duplicated at this time. Testing is
complete.

60) DTC P1406: Check For Downstream Pressure Hose Connection

Check downstream hose for clean, tight connection. See
Fig. 33. Repair as necessary. If hose is okay, go to next step.
61) Inspect Downstream Pressure Hose
Check downstream hose for clean, tight connection. Ensure
hose is original equipment. Ensure hose is not pinched, wet or
contaminated. Repair as necessary. If hose is okay, go to next step.
Check DPFEGR sensor ports for restriction or damage. Inspect
intake manifold side pressure pick-up tube at orifice tube assembly
for restriction or damage. Repair as necessary. If no faults are
complete.


70) DTC P0401
This DTC indicates self-test has detected insufficient EGR
flow. Possible causes are:
* EGR valve stuck closed.

* EGR valve diaphragm leak.
* EGR flow plugged or restricted.
* Faulty EGR hose.
* EVR VPWR circuit open.
* EVR VPWR circuit to PCM open or shorted to PWR.
* DPFEGR sensor VPWR circuit open.
* Faulty DPFEGR sensor hoses.
* Faulty PCM.
If fault is currently present, KOER DTC P1408 should be

present. Perform KOER ON-DEMAND SELF-TEST. If DTC P1408 is present, go
to next step. If DTC P1408 is not present, go to step 90).
71) DTC P1408
This DTC indicates KOER self-test has detected EGR flow out
of range. Possible causes are:

* Faulty EGR hose.
* EGRVR circuit to PCM open.
* EGRVR circuit to PCM open or shorted to PWR.
* DPFEGR sensor hoses faulty or reversed.
* Downstream pressure hoses plugged or removed.
* Faulty orifice tube assembly.
* Faulty PCM.
Retrieve Continuous Memory DTCs. If any DTCs except DTCs

P1403 or P1406 are present, service DTCs as necessary before
continuing with this test. If DTC P1406 is present, go to step 60). If
no DTCs are present, go to next step.
72) Perform KOER SELF-TEST While Monitoring EGR Vacuum
Disconnect vacuum hose from EGR valve and connect hose to
vacuum gauge. Perform KOER ON-DEMAND SELF-TEST while monitoring gauge.
Disregard DTCs set during this test. During test, if EGR vacuum
increased to 3 in. Hg or more, go to next step. If vacuum stays below
3 in. Hg, vacuum is insufficient to open EGR valve. Go to step 80).
73) Inspect DPFEGR Pressure Hoses
Check both DPFEGR sensor hoses for correct routing. See
Fig. 35. Ensure hoses are not restricted or plugged or leaking.
Inspect DPFE sensor and orifice tube assembly for restriction or
damage
G - TESTSat pick-up tube. If-no
W/CODES faults
4.2L are found,
Article Textgo
(p.to107)
next1998
step. Ford
If Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
faults are found, repair as necessary.
74) Check VREF Voltage At DPFEGR Sensor
voltage is not as specified, go to next step. If PID voltage is as
specified, reconnect hoses and go to step 76).
75) Measure Voltage At DPFEGR Sensor Connector
Disconnect DPFEGR sensor connector. Turn ignition on. Measure
voltage between VREF terminal and SIG RTN terminal at DPFEGR sensor
wiring harness connector. If voltage is 4-6 volts, replace DPFEGR
sensor. If voltage is not 4-6 volts, voltage is out of range. Go to
CIRCUIT TEST C.
76) Check EGR Valve Function
Turn ignition off. Disconnect and plug hose at EGR valve.
Connect vacuum pump to EGR valve. Start engine and allow to idle.
Using scan tool, select DPFEGR and RPM PIDs. Slowly apply 5-10 in. Hg
to EGR valve and hold for 10 seconds. It may be necessary to increase
engine speed to obtain 1000 RPM. As vacuum increases, PID voltage
should rise (up to 2.5 volts). When vacuum is held steady, PID voltage
should hold steady. If PID voltage is as specified, reconnect all
components and go to step 85). If PID voltage is not as specified,

80) Check EGR VR Solenoid Vacuum

Inspect vacuum hoses between EGR VR solenoid and EGR valve
for leaks, restrictions, damage or incorrect routing. Repair as
necessary. If hoses are okay, disconnect vacuum hoses at EGR VR
solenoid. Connect vacuum pump to EGR VR solenoid vacuum supply hose.
Start engine and allow to idle. If vacuum gauge reading is 15 in. Hg
or more, go to next step. If vacuum gauge reading is less than 15 in.
Hg, isolate fault and repair as necessary.
81) Check VPWR To EGR VR Solenoid
Turn ignition off. Disconnect EGR VR solenoid connector. Turn
ignition on. Measure voltage between ground and VPWR terminal at EGR
VR solenoid wiring harness connector. If voltage is more than 10.5
in VPWR circuit.
82) Check Resistance At EGR VR Solenoid
Turn ignition off. Measure resistance between EGR VR solenoid
terminals. If resistance is 26-40 ohms, go to next step. If resistance
is not 26-40 ohms, replace EGR VR solenoid.
83) Check EGRVR Circuit For Short To PWR
Disconnect PCM 104-pin connector. Inspect connector for G - TESTS W/CODES - 4.2L Article Text (p. 108)
Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on.
Measure voltage between test pin No. 47 (EGRVR) at breakout box and
chassis ground. If voltage is less than one volt, go to next step. If
voltage is more than one volt, repair short to power in EGRVR circuit.
84) Check EGRVR Circuit For Open In Harness
and EGRVR terminal at EGR VR solenoid wiring harness connector. If
ohms or more, repair open in EGRVR circuit.
85) Check EGR VR Solenoid Vacuum Output Capability
Reconnect EGR VR solenoid connector. Reconnect PCM to
breakout box. Disconnect hose from EGR valve. Connect EGR vacuum hose
to vacuum gauge. Start engine and allow to idle. Connect a jumper wire
between test pin No. 47 at breakout box and chassis ground. If vacuum
gauge reading is 4 in. Hg or more, replace PCM. If vacuum gauge is
less than 4 in. Hg, replace EGR VR solenoid.


Turn ignition off. Check entire EGR system for deterioration
or signs of intermittent failure. Repair as necessary. If no faults
91) Check EGR Valve Operation
Disconnect and plug hose at EGR valve. Connect vacuum pump to
EGR valve. Start engine and allow to idle. Using scan tool, select
DPFEGR and RPM PIDs. Slowly apply 5-10 in. Hg to EGR valve and hold
for 10 seconds. It may be necessary to increase engine speed to avoid
stalling. When vacuum increases, PID voltage should increase as EGR
valve opens. EGR operation should be smooth with no binding. If EGR
valve opens smoothly and holds vacuum, go to next step. If EGR valve
is not as specified, service or replace EGR valve as necessary.
NOTE: In cold climate, EGR valve may freeze shut and thaw when
engine warms, causing intermittent DTC to be set in PCM
memory.
92) Check EVR For Short To PWR

necessary. Connect Breakout Box (014-00950) to PCM connector. Connect
PCM to breakout box. Start engine and allow to idle. Connect a jumper
wire between test pin No. 47 at breakout box and chassis ground to
turn EGR VR solenoid on. Vacuum gauge reading should be more than 4
in. Hg. Observe vacuum gauge for fault while tapping lightly on EGR VR
solenoid. Fault will be indicated by a sudden drop of vacuum. Wiggle
EGR VR solenoid vacuum hoses, wiring harness and connector. If fault
is indicated, isolate and repair as necessary. If no faults are
indicated, symptom cannot be identified at this time. Go to G - TESTS W/CODES - 4.2L Article Text (p. 109)
CIRCUIT TEST Z.

100) Check For EGR Flow

Perform KOER ON-DEMAND SELF-TEST and service any other DTCs
that are present. If no other DTCs are present, disconnect and plug
EGR vacuum supply hose. Turn ignition on. Using scan tool, select
DPFEGR PID and note voltage reading. Start engine and allow to idle.
Again, note PID voltage reading. Compare PID voltage readings. An
increase in PID voltage at idle indicates DPFEGR sensor is sensing EGR
flow. If PID voltage increased about .15 volt or more at idle, service
or replace EGR valve. If PID voltage did not increase, inspect EGR VR
solenoid vent and vent filter. If no faults are found, replace EGR VR
solenoid.

110) DTC P1409

This DTC indicates self-test has detected electrical
malfunction in EGRVR circuit. Possible causes are:
* EGRVR circuit open or shorted.

* Faulty PCM.

EGR VR solenoid.
Turn ignition on. Measure voltage between VPWR terminal at
EGR VR solenoid wiring harness connector and chassis ground. If
voltage is more than 10.5 volts, go to next step. If voltage is 10.5
volts or less, repair open in VPWR circuit.
112) Check EGRVR Circuit Continuity
Measure resistance between test pin No. 47 and EGRVR terminal at EGR
VR solenoid wiring harness connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, repair open in
EGRVR circuit.
113) Check EGRVR For Short To PWR
Turn ignition on. Measure voltage between test pin No. 47 at
breakout box and chassis ground. If voltage is less than one volt, go
to next step. If voltage is one volt or more, repair short to power in
EGRVR circuit. G - TESTS W/CODES - 4.2L Article Text (p. 110)1998 Ford E


* Faulty PCM.

Turn ignition on. Measure voltage between test pins No. 47 and 24 (PWR
GND) at breakout box. Voltage should be more than 10.5 volts. Observe
DVOM for indication of fault while wiggling EGR VR wiring harness and
connector. Fault is indicated by a sudden drop in voltage reading. Tap
lightly on EGR VR solenoid to simulate road shock. If fault is
indicated, isolate and repair as necessary. If no faults are
indicated, unable to duplicate or identify fault at this time. Go to
CIRCUIT TEST Z.
CIRCUIT TEST HF - CATALYST EFFICIENCY MONITOR & EXHAUST

SYSTEMS

Diagnostic Aids
directed by other test procedures. This test is used to diagnose the
exhaust system and downstream HO2S.
Internal damage of a catalytic converter is usually caused by
abnormal engine operation upstream of catalyst. Conditions that
produce higher than normal temperatures in the catalytic converter,
such as cylinder misfire, are likely suspects.
MISFIRE DIAGNOSTIC TROUBLE CODES (DTC) TABLE
DTC Application
P0300 ................................................ (1)

P0305 G - TESTS
................... CylinderW/CODES
No. 5 (Test -Pin 4.2L
No.Article
73) Text (p. 111)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
(1) - Multiple cylinder misfire or faulty CKP sensor.
1) DTC P0420 Or P0430: Check Possible Cause Of Misfire

DTC P0420 indicates bank one catalyst system efficiency is
below minimum requirement. DTC P0430 indicates bank 2 catalyst system
efficiency is below minimum requirement. Possible causes are:
* Use of leaded fuel.

* Oil contamination.
* Cylinder misfire.
* Fuel pressure too high.
* HO2S sensor improperly connected.
* Damaged exhaust system component.
* Faulty ECT sensor.
* Faulty HO2S.
Retrieve all Continuous Memory DTCs. If misfire codes are not

present, go to next step. See MISFIRE DIAGNOSTIC TROUBLE CODES (DTC)
table. If any misfire codes are present, isolate cylinder and repair
as necessary.
NOTE: Non-California applications do not have an HO2S monitor. A

Catalyst Efficiency Monitor DTC can be generated for a rear
HO2S concern. To check for a rear HO2S concern, go to
CIRCUIT TEST H, step 81). If any repairs are made, perform
KOER ON-DEMAND SELF-TEST. If no repairs were necessary, go
to step 3).
2) Check HO2S Monitor DTCs

If DTCs P0136, P0138, P0141, P0156, P0158 or P0161 were
present in step 1), perform appropriate circuit test. See
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART. If none of these DTCs
are present in step 1), go to next step.
3) Check ECT Sensor DTCs
If DTCs P0117, P0118, P0125 or P1117 were present in step 1),
perform appropriate circuit test. If none of these codes are present
in step 1), go to next step.
4) Check For Other DTCs
If any DTCs except P0420 and P0430 are present in step 1),
perform appropriate circuit test. If no DTCs except P0420 and/or P0430
5) Check Rear HO2S Wiring Harness
Turn ignition off. Ensure HO2S wiring harness is correctly
routed and connectors are tight. Repair as necessary. Disconnect PCM
G - TESTS W/CODES - 4.2L Article Text (p. 112)1998 Ford Econo
terminals. Also check PCM pins. If PCM pins are damaged, replace PCM.
If wiring harness and connectors are okay, go to next step.
N - REMOVE/INSTALL/OVERHAUL - 4.2L article. Install fuel pressure
minute. If fuel pressure is as specified, go to next step. See
7) Check For Exhaust System Leaks
If exhaust system leaks, it may cause catalyst monitor
efficiency test to fail. Inspect exhaust system for cracks, loose
connections or punctures. Repair as necessary. If exhaust system is
8) Check For Exhaust System Restrictions
Inspect exhaust system for collapsed areas, dents or
excessive bending. Repair or replace as necessary. If exhaust system
is okay, go to next step.
9) Check Manifold Vacuum
Install tachometer. Connect vacuum gauge to intake manifold
vacuum source. Start engine and raise engine speed to 2000 RPM.
Manifold vacuum should rise to more than 16 in. Hg. If manifold vacuum
is okay, go to next step. If manifold vacuum is low, go to step 11).
10) Check Manifold Vacuum For Exhaust Restriction
Leave tachometer and vacuum gauge connected. Start engine and
raise engine speed to 2000 RPM. On a non-restricted system, manifold
vacuum increases quickly to normal range as increased RPM is
maintained. On a restricted system, manifold vacuum increases slowly
to normal range as increased RPM is maintained. If manifold vacuum is
okay, no indication of exhaust leak or restriction has been detected
and testing is complete. If manifold vacuum is low or slow to respond,
go to next step.
Leave tachometer and vacuum gauge connected. Disconnect
exhaust pipe from exhaust manifold. Start engine and raise engine
speed to 2000 RPM. If manifold vacuum is now okay, fault is downstream
from exhaust manifold. Reconnect exhaust pipe to exhaust manifold and
go to next step. If manifold vacuum is still low or slow to respond,
fault is in exhaust manifold or intake manifold gasket. Repair as
necessary.
muffler/tailpipe assembly from rear of catalytic converter. Start
engine and raise engine speed to 2000 RPM. If manifold vacuum is now
okay, fault is in muffler/tailpipe assembly. Repair as necessary. If
manifold vacuum is still not okay, fault is in catalytic converter.
Repair as necessary. Check tailpipe/muffler assembly for debris from
catalytic converter.
CIRCUIT TEST HG - PCV SYSTEM

Diagnostic Aids
directed by other test procedures. Use this test to diagnose Positive
Crankcase Ventilation (PCV) valve and related vacuum hoses.
Fig. 36: PCV System Schematic
1) Check PCV Valve

Remove PCV valve. Shake valve and listen for rattle. If PCV
valve rattles when shaken, install PCM valve and go to next step.
Replace PCV valve if it does not rattle when shaken.
2) Check PCV System
Start engine and warm to normal operating temperature.
Disconnect hose from remote air cleaner or outlet tube. Place a stiff
piece of paper over end of hose. If vacuum from hose does not hold
paper in place for one minute, go to next step. If vacuum from hose
holds paper in place for one minute, PCV system is okay and testing is
complete.
Disconnect evaporative emission hose from PCV system and plug
connector. Again, place a stiff piece of paper over end of hose. If
vacuum from hose does not hold paper in place for one minute, isolate
vacuum leak or restriction and repair as necessary. If vacuum from
hose holds paper in place for one minute, proceed as follows:
* On models equipped with Fuel Tank Pressure (FTP) sensor, go

to CIRCUIT TEST HX, step 47).
CIRCUIT TEST HK - VARIABLE CAM TIMING (VCT)

G - TESTS W/CODES
and DTCs - 4.2L
are no longer Article Text (p. 114)1998 Ford Econoline E250For 1
present. Copyright © 1998 Mitchell Repair Informatio
Diagnostic Aids
* Wiring harness circuits (VCT and VPWR).

* VCT solenoid.
Fig. 37: Identifying Variable Cam Timing (VCT) Solenoid Wiring

Harness Connector Terminals
1) KOEO Or KOER DTC P1380

This DTC indicates a short or open exists in VCT solenoid
valve circuit. Possible causes for this fault are:
* Open or short circuit.

* Faulty VCT solenoid.
* Faulty PCM.

temperature. Perform KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-
TEST. If KOEO or KOER DTC P1380 is present, go to next step. If KOEO
or KOER DTC P1380 is not present, fault may be intermittent.
Disconnect PCM 104-pin connector and VCT connector. Inspect connectors
for loose, damaged or corroded terminals. Repair as necessary and
retest. If no faults are found, go to CIRCUIT TEST Z.
2) Check VPWR Voltage
Disconnect VCT solenoid connector. Turn ignition on. Measure
voltage between chassis ground and VCT terminal at VCT solenoid wiring
step. If voltage is 10.5 volts or less, repair VPWR circuit.
3) Check For Open VCT Circuit
necessary. Measure resistance between G test
- TESTS
pin No.W/CODES - 4.2L
44 at breakout box Article Text (p. 115)1998 Ford Econoline E250
and VCT terminal at VCT solenoid wiring harness connector. If
ohms or more, repair open VCT circuit.
4) Check VCT Circuit For Short To Ground
71, 91 and 103 at breakout box. If resistance is more than 10,000
open VCT circuit.
5) Check VCT Solenoid
Measure resistance between VCT solenoid terminals. If
resistance is 3-6 ohms, go to next step. If resistance is not 3-6
ohms, replace VCT solenoid.
6) Check VCT Solenoid For Short To Case
Measure resistance between each VCT solenoid terminal and VCT
solenoid case. If both resistance readings are more than 10,000 ohms,
replace PCM. If any resistance reading is 10,000 ohms or less, replace
VCT solenoid.

have been omitted.
11) DTC P1381 & P1383

DTC P1381 is set when overadvanced timing is detected.
* Camshaft timing improperly set.

* No oil flow to piston chamber.
* Low oil pressure.
* VCT solenoid stuck closed.
* Camshaft advance mechanism binding (VCT unit).
DTC P1383 is set when overretarded timing is detected.


* Continuous oil flow to piston chamber.
* VCT solenoid stuck open.
Start engine. Perform KOER ON-DEMAND SELF-TEST. If KOER DTC

P1381 or P1383 is present, go to next step. If KOER DTC P1381 or P1383
is not present, fault may be intermittent. Go to CIRCUIT TEST Z.
12) Check Camshaft Timing
Check camshaft timing. See appropriate article in the ENGINES
section. Repair as necessary. If camshaft timing is okay, camshaft
advance mechanism is unable to move. Repair or replace VCT unit.


* Faulty PCM.

temperature. Using scan tool, select RCAM PID from PID/DATA monitor
menu. Start engine. Increase engine speed to 1500 RPM. While observing
PID value, wiggle small sections of wiring harness starting at VCT
solenoid working toward PCM. If a momentary open or short circuit is
indicated, PID value will change from positive to negative. If engine
starts to run rough, VCT circuit may be intermittently shorted to
ground causing camshaft to fully retard. If fault is indicated,
isolate fault and repair as necessary. If no fault is indicated,
unable to duplicate or identify fault at this time. Service any other
DTCs that are present. If no other DTCs are present, go to
CIRCUIT TEST Z.
This fault is set when overadvanced timing is detected.

* Low oil pressure.
NOTE: Testing is performed with cooling fan off.

temperature. Using scan tool, select CAMERR PID from PID/DATA monitor
menu. Start engine. Observe PID value and increase and decrease engine
speed from 1500 RPM to idle several times. If PID value does not
change from negative to positive, repair or replace VCT unit. If PID
value changes from negative to positive, unable to duplicate or
identify fault at this time. Go to CIRCUIT TEST Z.
This fault is set when overretarded timing is detected.

* Low oil pressure.
Start engine.
G - TESTS Ensure-engine
W/CODES is at normal
4.2L Article Textoperating
(p. 117)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
speed from 1500 RPM to idle several times. If engine runs rough and
PID value indicates more than 50 percent error, repair or replace VCT
unit. If engine does not run rough and PID value indicates 50 percent
error or less, unable to duplicate or identify fault at this time. Go
to CIRCUIT TEST Z.
CIRCUIT TEST HM - SECONDARY AIR INJECTION (AIR) SYSTEM

Diagnostic Aids
following:
* Wiring harness circuits (BATT+, EAIR, EAIR MONITOR and

Ground).
* Solid State Relay (SSR).
* Electric Air Pump (EAP).
* Air injection by-pass solenoid.
* Air injection diverter solenoid.
* Air injection diverter valve.
Fig. 38: Identifying Electric AIR Test Circuit & Connector Terminals
Fig. 39: Mechanical AIR Test Circuit & Connector Terminals

G - TESTS W/CODES - 4.2L Article Text (p. 118)1998 Ford Ec
Fig. 40: Identifying Electric AIR Pump Components
1) DTC P0412: Check BATT+ At SSR

This DTC indicates EAIR primary circuit failure. Possible
causes are:
* EAIR circuit open or short to power.

* AIR by-pass solenoid failure.
* Faulty Solid State Relay (SSR).
* Faulty PCM.
Turn ignition off. Disconnect SSR. Turn ignition on. Measure

voltage between BATT+ terminal at SSR wiring harness connector and
negative battery terminal. If voltage is more 10.5 volts, go to next
2) Check EAIR Circuit Resistance
Turn ignition off. Disconnect AIR by-pass solenoid.
Temporarily remove secondary air system dedicated fuse. Disconnect PCM
terminals. Repair as necessary. Connect Breakout Box (014-00950),
(EAIR) at breakout box and EAIR terminal at SSR wiring harness
connector. If resistance is 5 ohms or more, repair open circuit. If
resistance is less than 5 ohms, go to next step.
3) Check EAIR Circuit Short To Power
51, 71, 90, 97 and 103 at breakout box. If all resistance readings are
more than 10,000 ohms, go to next step. If any resistance reading is
10,000 ohms or less, repair short circuit.
Reconnect AIR by-pass solenoid connector. Measure resistance
between test pin No. 70 and test pins No. 51, 71, 90, 97 and 103 at
to next step. If any resistance reading is 10,000 ohms or less,
replace AIR by-pass solenoid.
5) Check For Short Circuit Copyright © 1998 Mitchell Repair Informatio
Reconnect SSR connector. Measure resistance between test pin
No. 70 and test pins No. 51, 71, 90, 97 and 103 at breakout box. If
resistance is more than 10,000 ohms, go to step 14). If DTC P0411 or
P1411 is present, remove breakout box. Reconnect PCM to PCM wiring
harness connector and go step 9). If specified DTCs are not present,
go to next step. If resistance is 10,000 ohms or less, replace SSR.
6) Check BATT+ Circuit Resistance
Disconnect SSR connector. Measure resistance between terminal
"A" at SSR wiring harness connector and AIR system dedicated fuse
holder. If resistance is less than 5 ohms, replace dedicated fuse and
go to step 8). If resistance is 5 ohms or more, repair open in BATT+
circuit.
7) DTC P0411 Or P1411
Check secondary air hoses for damage, wear or poor
connections. Repair as necessary. If all hoses are okay, go to next
step.
8) Check Electric Pump Operation
Disconnect air hose from AIR diverter valve(s). Start engine
and allow to idle. After a 5 second delay, airflow should be present
at disconnected air hose for 30-90 seconds. If airflow is present, go
to step 15). If airflow is not present, go to step 11).
9) Check For Vacuum At Diverter Valve
Turn ignition off. Remove breakout box and reconnect PCM.
Disconnect vacuum hose from diverter valve(s). Start engine and allow
to idle. After a 5 second delay, vacuum should be present at
disconnected vacuum hose(s) for 30-90 seconds. If vacuum is present,
go to next step. If vacuum is not present, go to step 30).
10) Check Diverter Valve
Turn ignition off. Reconnect vacuum hose at diverter
valve(s). Disconnect and plug air tube from diverter valve(s) outlet
side. Check diverter valve for damage and repair if necessary. Start
engine and allow to idle. After a 5 second delay, vacuum should be
present at disconnected air tube(s) for 30-90 seconds. If vacuum is
present, repair exhaust tube(s) from diverter valve to exhaust
manifold(s). If vacuum is not present, replace hose from electric AIR
pump to diverter valve(s).
11) Check EAIR MONITOR Circuit Voltage
Turn ignition off. Disconnect electric AIR pump. Turn
ignition on. Measure voltage between EAIR MONITOR circuit at electric
AIR pump wiring harness connector and chassis ground. If voltage is
more than 10.5 volts for 20-30 seconds after a 5-10 second delay, go
to step 13). If voltage is not as specified, go to next step.
Measure resistance between ground terminal at electric AIR
pump wiring harness connector and chassis ground. If resistance is
less than 5 ohms, go to step 19). If resistance is 5 ohms or more,
repair open in ground circuit.
13) Check Air Pump Hoses
Disconnect electric AIR pump air inlet hose. Check hose for
water, restriction and binding. Replace hose as necessary. If hose is
okay, replace electric AIR pump.
14) Check For Voltage At SSR
Turn ignition off. Reconnect AIR by-pass solenoid and SSR.
With breakout box installed and PCM connected, turn ignition on.
Measure voltage between chassis ground and test pins No. 5 and 70 at
breakout box. If any voltage reading is 10.5 volts or less, replace
PCM. If both voltage reading are more than 10.5 volts, replace SSR.
15) Check Air Pump For Water
Turn ignition off. Disconnect electric pump air hoses and
wiring harness connector. Check AIR pump for water. If water is
present, replace electric pump. If water is not present, testing is
complete (for DTC P0412) or go to step 9) (for DTCs P0411 or P1411).


This DTC indicates EAIR monitor circuit is low when electric
AIR pump is commanded on. Possible causes are:

* Faulty electric AIR pump.
* Faulty PCM.

negative battery terminal. If voltage is more 10.5 volts, go to step
19). If voltage is 10.5 volts or less, go to step 24).


Turn ignition off. Reconnect SSR. Disconnect electric AIR
pump wiring harness connector. Turn ignition on. Measure voltage
between EAIR MONITOR terminal at electric AIR pump wiring harness
connector and chassis ground. If voltage is 10.5 volts or less and DTC
P0411 is present, replace AIR pump. If voltage is 10.5 volts or less
and DTC P0411 is not present, go to next step. If voltage is more than
10.5 volts, go to step 23).
20) Check EAIR MONITOR Circuit For Short To Power
necessary. Connect EEC-V Breakout Box (014-00950), leaving PCM
disconnected. Turn ignition on. Measure voltage between test pin No. 5
at breakout box and chassis ground. If voltage is 10.5 volts or less,
go to next step. If voltage is more than 10.5 volts, replace PCM.
21) Check EAIR MONITOR Circuit Continuity
Turn ignition off. Disconnect SSR and electric AIR pump
and EAIR MONITOR terminal at SSR Gwiring harness
- TESTS connector.
W/CODES Also, Article Text (p. 121)1998 Ford Econoline E250
- 4.2L
measure resistance between EAIR MONITOR terminal at SSR wiring harness
connector and EAIR MONITOR terminal at AIR pump wiring harness
connector. If any resistance reading is 5 ohms or more, repair open in
EAIR MONITOR circuit. If both resistance readings are less than 5
22) Check EAIR MONITOR Circuit For Short To Ground
51, 76 and 91 at breakout box. If all resistance readings are more
than 10,000 ohms, replace SSR. If any resistance reading is 10,000
ohms or less, repair short to ground in EAIR MONITOR circuit.
Reconnect air pump. Disconnect PCM 104-pin connector. Inspect
Start engine and allow to idle. Measure voltage between test pin No. 5
at breakout box and chassis ground. After about 5 seconds, if voltage
is more than 10.5 volts, replace PCM. If voltage is 10.5 volts or
less, repair open in EAIR MONITOR circuit.
24) Check BATT+ Circuit Continuity
Measure resistance between BATT+ terminal at SSR wiring
harness connector and terminal "A" at SSR wiring harness connector and
AIR system dedicated fuse. If resistance is less than 5 ohms, replace
dedicated fuse. If resistance is 5 ohms or more, repair open in BATT+
circuit.
25) DTC P1414: Check EAIR MONITOR Circuit Continuity
This DTC indicates electric AIR pump is commanded off, but
PCM indicates AIR pump is one. Possible causes are:

* Faulty PCM.
Turn ignition off. Disconnect air pump and SSR wiring harness
connectors. Disconnect PCM 104-pin connector. Inspect connector for
between test pin No. 5 at breakout box and EAIR MONITOR terminal at
electric AIR pump wiring harness connector. If resistance is 5 ohms or
more, repair open in EAIR MONITOR circuit. If resistance is less than
5 ohms, go to next step.
26) Check AIR Pump Resistance
Measure resistance between electric AIR pump terminals. If
resistance is .5-5.0 ohms, go to next step. If resistance is not .5-5.
0 ohms, replace AIR pump.
breakout box and chassis ground. If voltage is 10.5 volts or less, go
to next step. If voltage is more than 10.5 volts, repair short to
power.
28) Check For Voltage
Reconnect SSR and electric AIR pump connectors. Connect PCM G - TESTS W/CODES - 4.2L Article Text (p. 122)
to breakout box. Turn ignition on. Measure voltage between test pin
No. 5 at breakout box and chassis ground. Also, measure voltage
between test pin No. 70 at breakout box and chassis ground. If any
voltage reading is 10.5 volts or less, replace PCM. If both voltage
readings are more than 10.5 volts, replace SSR.


Turn ignition off. Remove air hose between AIR by-pass
solenoid and AIR diverter valve. Check hose for restrictions, leaks
and cracks. Replace hose as necessary. If hose is okay, go to next
step.
31) Check AIR By-Pass Solenoid
Disconnect air by-pass solenoid connector. Turn ignition on.
Using scan tool, select OUTPUT TEST MODE. Connect voltmeter to AIR by-
pass solenoid wiring harness connector. Observe voltmeter while
cycling outputs on and off. If voltage cycles more than .5 volt, go to
next step. If voltage does not cycle more than .5 volt, go to step
33).
32) Check AIR By-Pass Solenoid Mechanical Operation
Remain in OUTPUT TEST MODE. Reconnect AIR by-pass solenoid
connector. Disconnect vacuum hose from AIR by-pass solenoid. Connect
vacuum hose to vacuum pump. Apply 16 in. Hg to AIR by-pass solenoid.
Observe voltmeter while cycling outputs on and off. If vacuum releases
as outputs cycle, repair vacuum hose between solenoid and manifold
vacuum tree. If vacuum does not release, replace AIR by-pass solenoid.
33) Check Air By-Pass Solenoid Resistance
Turn ignition off. Disconnect AIR by-pass solenoid connector.
Measure resistance between AIR by-pass solenoid terminals. If
resistance is 50-100 ohms, go to next step. If resistance is not 50-
100 ohms, replace AIR by-pass solenoid.
34) Check BATT+ Circuit Voltage
Turn ignition on. Measure voltage between BATT+ terminal at
AIR by-pass solenoid wiring harness connector and negative battery
terminal. If voltage is more than 10.5 volts, go to next step. If
voltage is 10.5 volts or less, repair open in BATT+ circuit.
35) Check EAIR Circuit Continuity
Turn ignition off. Disconnect SSR connector. Disconnect PCM
at breakout box and EAIR terminal at SSR wiring harness connector.
Also, measure resistance between test pin No. 70 at breakout box and
AIR by-pass solenoid wiring harness connector. If any resistance
reading is 5 ohms or more, repair open in EAIR circuit. If both
resistance readings are less than 5 ohms, go to next step.
36) Check EAIR Circuit For Short To Ground
and test pins No. 51, 76 and 91 at breakout box. If all resistance G - TESTS W/CODES - 4.2L Article Text (p. 12
reading is 10,000 ohms or less, repair short to ground in EAIR
circuit.
37) Check EAIR Circuit For Short To Power
71 and 97 at breakout box. If both resistance readings are more than
10,000 ohms, replace PCM. If any resistance reading is 10,000 ohms or
less, repair short to power in EAIR circuit.

40) DTC P0411

This DTC indicates secondary air is not being diverted when
requested. Possible causes are:
* Damaged vacuum hoses.

* Faulty AIR diverter valve.
* Faulty AIR pump.
* Faulty AIR diverter solenoids.
Check vacuum hoses for restrictions, damage or improper

routing. Check AIR pump for broken or loose belt. If belt is broken or
loose, go to step 81). If any other faults are found, repair as
Turn ignition off. Check all AIR vacuum hoses for
restrictions, cracks and kinks. Replace vacuum hoses as necessary. If
vacuum hoses are okay, go to next step
42) Check For Vacuum At AIR Diverter Valves
Disconnect control vacuum hose from AIR diverter valves.
Start engine. Ensure engine is at normal operating temperature. Check
for vacuum at disconnected control vacuum hose. If vacuum is present,
43) Check AIR Diverter Valves
Disconnect air hose from AIR diverter valve outlet. Check
diverter valve outlet for heat damage. Replace diverter valve(s) as
necessary and go to step 60). If AIR diverter valves are okay, go to
next step.
44) Check AIR Diverter Valve Diaphragm
Connect vacuum pump to AIR diverter valve. Apply 10 in. Hg.
Repeat vacuum test for remaining AIR diverter valve. If vacuum holds,
go to next step. If vacuum releases, replace AIR diverter valve(s).
45) Check AIR Diverter Valve Flow
Start engine and allow to idle. Increase engine speed to 1500
RPM. If airflow is present at AIR diverter valve outlet, go to next
step. If airflow is not present, go to step 71).
46) Check AIR Diverter Valve Operation
Vent auxiliary vacuum source. Ensure airflow switches from
valve outlet to dump port or silencer port. If airflow does not
switch, replace AIR diverter valve(s). If airflow switches, go to next
step.
47) Visually Inspect AIR By-Pass Valve
Turn ignition off. Disconnect vacuum hose from AIR by-pass
valve outlet. Check by-pass valve outlet for heat damage. Replace
diverter valve(s) as necessary and go to step 60). If AIR diverter
valves are okay, go to next step.
48) Check For Vacuum
Remove vacuum supply hose from AIR by-pass valve. While
checking vacuum, start engine and allow to idle. Vacuum should be
present after a 10 second delay. If vacuum is as specified, go to next
step. If vacuum is not as specified, go to step 63).
49) Check AIR By-Pass Valve Diaphragm
Connect vacuum pump to AIR by-pass valve. Apply 10 in. Hg. If
vacuum holds, go to next step. If vacuum releases, replace AIR by-pass
valve. Verify symptom is no longer present.
50) Check For Air Supply
operating temperature. Check for vacuum at AIR by-pass valve supply
hose. If airflow is present, go to next step. If airflow is not
51) Check For Air At AIR By-Pass Outlet
Connect vacuum pump to AIR by-pass valve. Start engine and
allow to idle. Apply 10 in. Hg. to valve. Increase engine speed to
1500 RPM. If airflow is present at AIR by-pass valve outlet, go to
next step. If airflow is not present, replace AIR diverter valve.
Verify symptom is no longer present.
52) Check For Air At Other AIR By-Pass Outlet
Allow engine to idle. Vent auxiliary vacuum source. Air flow
should switch from AIR diverter valve outlet to other outlet. If
airflow does not switch, replace AIR diverter by-pass valve. If
airflow switches, go to step 63).

60) Visually Inspect Check Valve System

Turn ignition off. Check all AIR hoses, tubes, control valve
and check valves for leaks or external signs of damage. Repair as
61) Inspect Hoses At Valves
Disconnect hose from check valve inlet. Inspect inside of
hose for damage from hot exhaust gas. If hose is damaged, replace hose
and check valve. If hose is okay, go to next step.
62) Inspect Check Valve Operation
temperature. Listen or feel for escaping exhaust gas from check valve.
If exhaust gas is escaping, replace check valve. Verify symptom is no
longer present. If exhaust gas is not escaping, check for additional
symptoms and repair as necessary. See H - TESTS W/O CODES - GASOLINE
article.
63) Check AIR By-Pass & AIR Diverter Solenoid G - TESTS W/CODES - 4.2L Article Text (p. 125)
Turn ignition off. Disconnect suspect AIR by-pass solenoid
connector. Using scan tool, access OUTPUT TEST MODE. Connect DVOM
positive lead to VPWR circuit terminal at suspect solenoid wiring
harness connector. Connect negative lead to signal circuit terminal at
suspect solenoid wiring harness connector. Observe voltmeter while
cycling outputs on and off. If voltage cycles, go to next step. If
voltage does not cycle, remove DVOM and go to step 76).
64) Check Vacuum To AIR Diverter Or AIR Bypass Solenoid
Remove vacuum hose from suspect solenoid. Start engine and
allow to idle. Check for vacuum. If vacuum is present, replace
solenoid. If vacuum is not present, go to next step.

66) Check Vacuum Supply To Reservoir

Turn ignition off. Remove vacuum inlet hose at reservoir
marked MAN or VAC. Start engine and allow to idle. If vacuum is
present at hose, go to next step. If vacuum is not present, go to step
69) (if vehicle has check valve) or repair vacuum hose (if vehicle
does not have check valve).

68) Check Reservoir

Turn ignition off. Connect vacuum gauge to outlet hose at
reservoir (not marked MAN or VAC). Start engine and allow to idle for
30 seconds. If vacuum increases 15-20 in. Hg., replace reservoir
outlet hose. If vacuum is not as specified, replace reservoir.
69) Check Air Flow At Check Valve
Turn ignition off. Mark check valve for installation
reference. Remove check valve. Connect vacuum pump to Black side of
check valve. Connect vacuum gauge to opposite end of valve. Apply 16
in. Hg. If vacuum holds, go to next step. If vacuum releases, replace
check valve.
70) Inspect Check Valves Ability To Hold Vacuum
Remove vacuum pump from check valve. If vacuum holds, no
fault is indicated at this time. Check for additional symptoms and
vacuum releases, replace check valve. Verify symptom is no longer
present.
71) Check Belt Tension
Ensure belt tension is correct. If belt tension is correct,
go to next step. If belt tension is not correct, go to step 81).
72) Check Air Pump Operation
Leave ignition off. Disconnect air supply hose from AIR
diverter valve. Start engine and allow to idle. Check airflow at pump
outlet while varying engine speed. If airflow does not increase as
engine speed increases, go to next step. If airflow increases as
G - TESTS W/CODES - 4.2L Article Text (p. 126)1998 Ford Econ
engine speed increases, no fault is indicated at this time. Check for
additional symptoms and repair as necessary. See
73) Check Silencer & Filter
Remove inlet hose (if equipped). Inspect inlet port for
restriction or blockage and repair as necessary. If no faults are
found, replace AIR pump. Verify symptom is no longer present.

75) DTC P0413, DTC P0414, P0416 Or P0417: Voltage For AIR
Solenoid Does Not Change
Turn ignition off. Disconnect AIR by-pass/diverter solenoid
connector. Turn ignition on. Measure voltage between VPWR terminal at
AIR by-pass wiring harness connector and negative battery terminal.
Repeat for AIR diverter solenoid (if equipped). If both voltage
readings are more than 10.5 volts, go to next step. If any voltage
reading is 10.5 volts or less, repair open in VPWR circuit.
76) Check AIR By-Pass & Diverter Solenoid Resistance
Turn ignition off. Measure resistance between AIR by-pass
solenoid terminals. Also, measure resistance between AIR diverter
solenoid terminals. If both resistance readings are 50-100 ohms, go to
next step. If any resistance reading is not 50-100 ohms, replace
solenoid assembly.
77) Check AIRB & AIRD Circuit Resistance
between test pin No. 11 at breakout box and AIRD terminal at solenoid
and AIRB terminal at solenoid connector. If either resistance
measurement is 5 ohms or more, repair open circuit and repeat
QUICK TEST. If both resistance measurements are less than 5 ohms, go
to next step.
78) Check AIRB & AIRD Circuit For Short To Ground
Leave ignition off and solenoids disconnected. Measure
resistance between test pin No. 11 (AIRD) and test pins No. 51, 91 and
103 at breakout box. Also, measure resistance between test pin No. 51
(AIRB) and test pins No. 51, 91 and 103 at breakout box. If both
resistance readings are more than 10,000 ohms, go to next step. If any
resistance reading is 10,000 ohms or less, repair circuit short to
ground.
79) Check AIRB & AIRD Circuit For Short To Power
71 and 97 at breakout box. Also, measure resistance between test pin
No. 51 and test pins No. 71 and 97 at breakout box. If any resistance
reading is 10,000 ohms or less, repair short to power. If both

81) Excessive Belt Noise

Check belt tension. If belt is loose, adjust as necessary.
Verify symptom is no longer present. If belt tension is okay, go to
next step.
82) Check For Loose Pulley
Check for loose AIR pump pulley. Check for loose AIR pump
mounting brackets. Check for seized AIR pump. Check for broken
mounting bolts. Repair as necessary. If no faults are present, testing
See H - TESTS W/O CODES - GASOLINE article.
83) Check for Excessive Air Noise
Start engine and allow to idle. Listen and note engine
noises. Turn engine off. Verify AIR pump belt tension is correct
before continuing with this test. Go to step 81). Disconnect AIR pump
belt. Start engine and allow to idle. If engine noises are still
present, return to test that sent you here. If engine noises are no
longer present, check AIR pump mounting brackets. Check AIR pump
fittings. Repair as necessary. Install AIR pump belt and adjust belt
as necessary. Verify symptom is no longer present.
CIRCUIT TEST HU - AIR INTAKE SYSTEM

Diagnostic Aids
following:
* Accelerator linkage.
* Air cleaner assembly.
* Air inlet tube.
* Clean air tube and resonator.
* Throttle body assembly.
* IMRC actuator assembly.
* Intake Manifold Runner Control (IMRC) assembly.
* Wiring harness circuits (IMRC, IMRC MONITOR, SIG RTN, PWR GND
and VPWR).

Fig. 41: Air Intake Circuit & Components Schematic
Fig. 42: Identifying IMRC Wiring Harness Connector Terminals
Fig. 43: Identifying Intake Manifold Tuning (IMT) Valve Vacuum

Solenoid Wiring Harness Connector Terminals
G - TESTS W/CODES - 4.2L Article Text (p. 129)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
HOT IDLE PID VALUES TABLE
Application RPM PID (1) IAC
A/T .......................... 800-850 ........... 20-44

M/T .......................... 725-775 ........... 20-44
(1) - Idle air percent duty cycle.
1) Confirm Drive Symptom

Test drive vehicle. Check for any of the following symptoms:
* Accelerator pedal sticking or binding.

* Hard start/long cranking.
* Hesitation or stalls at idle.
* Rough idle.
* Lack of power.
If symptom is present, go to next step. If symptom is not

present, fault cannot be duplicated or identified at this time. Check
for additional symptoms and repair as necessary. See
2) Check Accelerator Linkage
If linkage sticks, binds or grabs, go to next step. If
linkage operation is okay, go to step 6).
3) Inspect Accelerator/Speed Control Cables
Turn ignition off. Disconnect accelerator and speed control
cables from throttle body. Inspect cables for freedom of travel from
accelerator pedal/speed control device to throttle body linkage cable
connector. If cables move freely, go to next step. If cables do not
move freely, repair as necessary.
4) Check Throttle Return Screw
Remove clean air tube from throttle body. Ensure no foreign
material or debris is preventing throttle plate from rotating in fully
closed position. Check throttle return screw. If throttle return screw
is in contact with throttle linkage lever arm when throttle is fully
closed, go to next step. If throttle screw is not as specified,
replace throttle body.
5) Check Throttle Body
Snap throttle from wide open to closed position several
times. Slowly cycle throttle from closed to wide open position. Check
for freedom of travel especially during initial throttle opening. If
throttle does not rotate freely, replace throttle body assembly. If
throttle moves freely, fault cannot be duplicated or identified at
this time. Check for additional symptoms and repair as necessary. See
6) Check Air Filter
Check air filter. Clean or replace as necessary. If air
filter is okay, go to step 8).

have been omitted.
8) Check Related Engine Systems

If sent here from CIRCUIT TEST QA, go to next step. If not
sent here from CIRCUIT TEST QA, ensure following engine systems are in
good operating condition:
* Positive Crankcase Ventilation (PCV) system.
* Ignition system.
* Exhaust system.
* Engine cooling system. Ensure engine coolant temperature is
more than 180 F (82 C).
* Fuel pressure. Fuel quality.
If systems are operating correctly, go to next step. If

systems are not operating correctly, go to CIRCUIT TEST as indicated:
* Exhaust system: repair as necessary.

* Fuel pressure: CIRCUIT TEST HC.
* PCV system: CIRCUIT TEST HG.
* Engine cooling system: repair as necessary.
9) Check For Vacuum Leaks

Start engine and allow to idle. Inspect inlet air system from
MAF sensor to intake manifold for cracks, loose connections or faulty
gaskets. Inspect intake manifold, EGR diaphragm and vacuum hoses for
leaks. Repair as necessary. If no faults are found, go to next step.
10) Check Idle Speed
Turn all accessories off. Start engine and warm to normal
operating temperature. Using scan tool, select RPM PID and IAC PID,
idle air percent duty cycle. See HOT IDLE PID VALUES table. If RPM and
IAC PIDs are as specified, go to next step. If RPM AND IAC PIDS are
11) Check Idle Control Response
Ensure engine is at normal operating temperature. Ensure
electric cooling fan (if equipped) is off, but connector is not
disconnected. With engine operating at idle, snap throttle wide open
and return to idle position. If engine stalls or engine speed
fluctuates excessively before returning to idle, go to next step. If
engine does not stall or engine speed does not fluctuate, air intake
system is okay and testing is complete. Check for additional symptoms
and repair as necessary. See H - TESTS W/O CODES - GASOLINE article.
12) Check IAC Solenoid Function
Leave accessories off. With engine operating at idle,
disconnect IAC solenoid connector. If engine speed does not change,
replace IAC solenoid and clear Keep Alive Memory (KAM). To clear KAM,
disconnect negative battery terminal for at least 5 minutes. If engine
speed changes, proceed as follows:
* For vehicles without fast idle symptom, go to next step.

* For vehicles with fast idle symptom, go to step 14).

Turn ignition off. Remove throttle body. With throttle fully
closed, ensure light cannot be seen between throttle bore and plate.
Snap throttle from wide open to closed position several times. Slowly
cycle throttle from closed to wide open position. Check for freedom of
travel especially during initial
G - throttle
TESTSopening.
W/CODES If faults are Article Text (p. 131)1998 Ford Econoline E250For 1
- 4.2L Copyright ©
present, replace throttle body and clear Keep Alive Memory (KAM). To
clear KAM, disconnect negative battery terminal for at least 5
minutes. If throttle body is okay, fault cannot be duplicated or
identified at this time. Reinstall throttle body and check for
14) Check IAC Circuit For Short To Ground
Leave accessories off and IAC solenoid disconnected. Turn
ignition off. Disconnect PCM 104-pin connector. Inspect connector for
between test pin No. 83 (IAC) and test pin No. 51 or 103 (PWR GND) at
the breakout box. If resistance is more than 10,000 ohms, replace PCM.
If resistance is 10,000 ohms or less, repair short to ground.
15) DTC P1516, P1517, P1518 & P1519
DTCs P1516 and P1517 indicate control circuit failure. DTCs
P1518 indicates IMRC stuck open. DTC P1519 indicates IMRC stuck
closed. Possible causes are:
* Faulty vacuum hoses.

* Faulty vacuum solenoid.
* Faulty vacuum actuator.
* Cables improperly routed, binding or seized.
* Damaged or disconnected IMRC housing return springs.
* Lever return stop obstructed or bent.
* Lever wide open stop obstructed or bent.
* IMRC actuator cable or gears seized.
On models with electric IMRC system, visually inspect IMRC

cables for correct routing. Ensure cable core wire has slack at IMRC
housing and stop screw contacts lever. On models with vacuum operated
IMRC system, ensure sensor linkage is attached and secure. With engine
running, lever must contact closed plate stop screw. On all models,
operate IMRC plates while checking for binding and sticking. If any
faults are found, repair as necessary. If no faults are found, go to
next step.
16) Check IMRC Function
If IMRC is vacuum controlled, start engine and allow to idle
for 20 seconds. Turn ignition off. Turn ignition on. Using scan tool,
access OUTPUT TEST MODE. Turn all outputs on. When IMRC is commanded
on, lever(s) should rotate to full open position. One or both levers
should contact wide open stop (one lever being slightly off is
acceptable). IRMC levers should cycle fully from closed to open
position. If faults are present, go to next step. If no faults are
present proceed as follows:
* With DTC P1516 and/or P1517, go to step 64).

* With DTC P1518, go to step 26).
17) Check IMRC Operation

Start engine and allow to idle. Apply parking brake. Raise
G - TESTS W/CODES - 4.2L Article Text (p. 132)1998 Ford E
engine speed to more than 3500 RPM. When engine speed exceeds 3500
RPM, one or both levers should contact wide open stop (one lever being
slightly off is acceptable). When engine speed drops to less than 3000
RPM, one or both levers should contact closed plate stop screw. If
levers do not cycle, go to next step. If levers cycle as specified,
proceed as follows:

18) Perform IMRC Mechanical Test

Turn ignition off. Disconnect cables from both left and right
intake runners. Operate both levers while checking for binding or
sticking. Feel for return spring tension. If any faults are found,
repair as necessary. If no faults are found, proceed as follows:

19) Verify IMRC Circuit Fault

* IMRC control circuit open or shorted to PWR GND or SIG RTN.

* VREF circuit open or shorted to IMRC control circuit.
* Faulty IMRC actuator.

(DLC). Turn ignition on. Using scan tool, select IMRCF PID. If PID
value indicates YES, go to next step. If PID value indicates NO, fault
is intermittent. Go to step 36).
20) Check IMRC Voltage
Turn ignition off. Disconnect IMRC actuator connector. Turn
ignition on. Measure voltage between VPWR terminal at IMRC actuator
less, repair open in VPWR circuit.
Measure voltage between SIG RTN terminal and VPWR terminal at
IMRC actuator wiring harness connector. If voltage is more than 10.5
in SIG RTN circuit.
22) Check IMRC Circuit Driver For Short To Ground
Turn ignition off. Disconnect scan tool from DLC. Measure
resistance between IMRC SIGNAL terminal at IMRC actuator wiring
harness connector and negative battery terminal. If resistance is more
Disconnect PCM 104-pin connector. Inspect connector forG - TESTS W/CODES - 4.2L Article Text (p. 133)
Breakout Box (014-00950), leaving PCM disconnected. Measure voltage
between test pin No. 42 and test pin No. 51 or 103 (PWR GND) at
breakout box. If voltage is less than one volt, go to next step. If
voltage is one volt or more, repair short circuit.
24) Check IMRC Circuit Driver For Open Circuit
Measure resistance between test pin No. 42 at breakout box
and IMRC SIGNAL terminal at IMRC actuator wiring harness connector. If
ohms or more, repair open in IMRC SIGNAL circuit.
25) Verify PCM IMRC Driver
Reconnect IMRC actuator connector. Turn ignition on. Connect
jumper wire between test pin No. 42 and test pin No. 51 or 103 at
breakout box. If IMRC plates open, replace PCM. If IMRC plates do not
open, replace IMRC actuator.
26) DTC P1518: Check IMRC MONITOR Circuit
DTC P1518 indicates low circuit voltage. Possible causes are:
* IMRC control circuit shorted.

Connect scan tool to DLC. Ensure IMRC plates are closed. If

IMRC plates are open, go to step 20). Turn ignition off. Connect scan
tool to Data Link Connector (DLC). Turn ignition on. Using scan tool,
select IMRCM PID from PID/DATA monitor menu. If PID voltage is more
than 1.6 volts, go to step 34). If PID voltage is 1.6 volts or less,
go to next step.
27) Check IMRC Monitor Circuit
ignition on. Using scan tool, select IMRCM PID. If PID voltage changed
to more than 1.6 volts when IMRC actuator was disconnected, replace
IMRC actuator. If PID voltage stayed at less than 1.6 volts, go to
next step.
28) Check For Short To Ground
Disconnect scan tool from DLC. Measure resistance between IMRCM
terminal at IMRC actuator wiring harness connector and negative
battery terminal. Also, measure resistance between IMRCM terminal and
SIG RTN terminal at IMRC actuator wiring harness connector. If both
resistance reading is 10,000 ohms or less, repair short to ground in
IMRCM circuit.
29) DTC P1519
DTC P1519 indicates IMRC input is greater than expected.
* IMRC circuit open.

* IMRC circuit shorted to ground or VREF.
* SIG RTN circuit open.
* Faulty Powertrain Control Module (PCM). G - TESTS W/CODES - 4.2L Article Text (p. 134)
ignition on. Connect jumper wire between IMRCM terminal and SIG RTN
terminal at IMRC actuator wiring harness connector. Using scan tool,
select IMRCM PID from PID/DATA monitor menu.
NOTE: If scan tool communication error exists, remove jumper wire

and go to step 38).
If PID voltage is less than .2 volt, remove jumper wire and

go to step 40). If PID voltage is .2 volt or more, remove jumper wire
30) Check For Open In SIG RTN Circuit
resistance between SIG RTN terminal at IMRC actuator wiring harness
connector and negative battery terminal. If resistance is less than 5
SIG RTN circuit and go to step 33).
31) Check IMRCM Circuit Continuity
between test pin No. 8 (IMRCM) and IMRCM terminal at IMRC actuator
PCM and go to step 33). If resistance is 5 ohms or more, repair open
in IMRCM circuit and go to step 33).
32) Check Circuit Operation
Turn ignition off. Reconnect all components. Connect scan
access OUTPUT TEST MODE. Access IMRCM and IMRC PIDs. Connect DVOM
between test pin No. 8 and test pin No. 51 or 103. Command outputs ON.
IMRCM PID reading should be less than 1.6 volts (DVOM reading should
be same) and IMRC PID value should indicate ON. If PID values are as
specified, fault is intermittent, go to step 34). If PID values are
not as specified, replace IMRC actuator and go to next step.
33) IMRC Verification Drive Cycle
Clear PCM memory. Using scan tool, select IMRC PID, IMRCM PID
and RPM PID. Test drive vehicle with transmission in Overdrive.
Complete 3 accelerations from a complete stop to a speed requiring
engine speed of more than 3500 RPM. Watch for PID values to change.
Stop vehicle. Repeat QUICK TEST and retrieve all DTCs. If any DTCs are
present, go to appropriate CIRCUIT TEST. If no DTCs are present,
testing is complete.
34) Wiggle Test
Turn ignition off. Disconnect IMRC actuator connector.
Connect jumper wire between terminals IMRCM and SIG RTN at IMRC
actuator wiring harness connector. Turn ignition on. Using scan tool,
select IMRCM PID. Observe PID for signs of fault. A fault will be
indicated by change in PID voltage from less than .2 volt to more than
1.6 volts. Wiggle wiring harness between IMRC actuator connector and
PCM connector. If fault is indicated, isolate fault and repair as
necessary. If no faults are indicated, remove jumper wire andW/CODES
G - TESTS go to - 4.2L Article Text (p. 135)1998 Ford Econoline E
next step.
35) Wiggle Test
Leave IMRC actuator disconnected. Turn ignition on. Using
scan tool, select IMRCM PID. Observe PID for signs of fault. A fault
will be indicated by change in PID voltage to less than 1.6 volt.
Wiggle wiring harness between IMRC actuator connector and PCM
connector. If fault is indicated, isolate fault and repair as
necessary. If no faults are indicated, go to CIRCUIT TEST Z.
36) Intermittent Circuit Malfunction
select OUTPUT TEST MODE. Select IMRCM and IMRC PIDs. If scan tool will
not allow access to PIDs while in Output Test Mode, install Breakout
Box (014-00950). Connect PCM to breakout box. Connect a DVOM between
test pin No. 42 and test pin No. 51 or 103 at breakout box. Command
outputs ON. IMRC PID should indicate ON and (DVOM should indicate less
than one volt) and IMRCM PID should indicate less than 1.6 volts.
Observe PID values for signs of fault. A fault will be indicated by
sudden change in IMRCM PID voltage or in DVOM voltage reading. Wiggle
wiring harness between IMRC actuator connector and PCM connector. If
fault is indicated, isolate fault and repair as necessary. If no
faults are indicated, go to next step.
37) Check For Intermittent Short To Ground
Turn ignition on. While observing IMRC plates, wiggle wiring
harness between IMRC actuator connector and PCM connector. If IMRC
plates move while wiggling harness, a possible short to ground in IMRC
control circuit is indicated. Isolate fault and repair if necessary.
If no faults are indicated, go to CIRCUIT TEST Z.
38) Check For Short To VREF Circuit
Turn ignition. Disconnect IMRC actuator connector. Disconnect
corroded terminals. Repair as necessary. Connect Breakout Box (014-
replace PCM. If resistance is 10,000 ohms or less, repair short
between IMRCM and VREF circuit.
or corroded terminals. Repair as necessary. Connect Breakout Box (014-
No. 42 and test pin No. 91 (SIG RTN) and 103 (PWR GND) at break. If
both resistance readings are more than 10,000 ohms, replace PCM. If
any resistance reading is 10,000 ohms or less, repair short to PWR GND
or SIG RTN in IMRC control circuit.
40) Check IMRC Circuit
access OUTPUT TEST MODE. Command all outputs ON. Observe IMRC
lever(s). If lever(s) cycle open during output command, go to step
32). If levers do not cycle open during output command, go to step
20). G - TESTS W/CODES - 4.2L Article Text (p. 136)
64) Determine IMRC Fault Path

DTC P1516 or P1517 indicate IMRC plates open or closed time
exceeded PCM program. Connect scan tool to Data Link Connector (DLC).
Turn ignition on. Using scan tool, select IMRCM PID. Also select
IMRC2M PID. If PID voltage is less than 3 volts, go to step 29). If
PID voltage is 3 volts or more, go to step 26).
65) DTC P1549: Check IMT Valve & Vacuum Actuator Connection
This fault indicates IMTV circuit fault. Possible causes are:
* VPWR circuit open.

* Open or shorted signal circuit.
* Faulty IMT valve.
Turn ignition off. Check IMT valve system. Ensure wiring

harness connector is installed properly. Repair as necessary. If no
faults are found, go to next step.
66) Check PCM Driver Command
Start engine. Using scan tool, select IMTV PID from PID/DATA
monitor menu. Observe PID value and increase engine speed to about
3500 RPM. PID value should indicate 100 percent then drop to 50
percent when engine RPM is more than 3500. If PID value is as
specified, PCM driver command is okay. Go to next step. If PID value
is not as specified, replace PCM.
67) Check IMT Valve Actuator Or Vacuum Solenoid VPWR Circuit
For Open
Turn ignition off. Disconnect IMT valve actuator connector or
IMT vacuum solenoid connector. See Fig. 43. Measure resistance between
chassis ground and VPWR terminal at IMT valve actuator/vacuum solenoid
wiring harness connector. If voltage is more than 10.5 volts, go to
step 69). If voltage is 10.5 volts or less, repair open in VREF
circuit.


for damaged pins and repair if necessary. Connect Breakout Box (014-
No. 46 at breakout box and IMT VALVE SIGNAL terminal at IMT valve
actuator/vacuum solenoid wiring harness connector. If resistance is
repair open in IMT VALVE SIGNAL circuit.
70) Check IMT Valve Actuator Or Vacuum Solenoid Signal
GCircuit For Short
- TESTS W/CODESTo PWR GND Article Text (p. 137)1998 Ford Econoline E250For 1
- 4.2L Copyright © 1998 Mitchell Repair Infor
Measure resistance between test pin No. 46 and test pin No.
77 or 103 at breakout box. If resistance is more than 10,000 ohms, go
to next step. If resistance is 10,000 ohms or less, repair IMT VALVE
SIGNAL circuit short to PWR GND circuit.
71) Check IMT VALVE SIGNAL Circuit For Short To VPWR
test pin No. 77 or 103 at breakout box. If voltage is one volt or
more, repair IMT VALVE SIGNAL circuit short to VPWR. If voltage is
less than one volt, go to next step.
72) Check PCM Driver
Turn ignition off. Connect PCM to breakout box. Connect a
DVOM between ground and VPWR terminal at IMT valve actuator/vacuum
solenoid wiring harness connector. Turn ignition on. Voltage should be
less than one volt. Using scan tool, access OUTPUT TEST MODE. Command
all outputs ON. DVOM voltage reading should be more than 10.5 volts.
If voltage is not as specified, replace PCM. If voltage is as
73) Check IMT Valve Shutter
Remove IMT valve. Check IMT valve shutter for damage. Rotate
shutter and check for binding. Replace IMT valve as necessary. If IMT
valve is okay, leave IMT valve disassembled. Go to next step.
74) Check IMT Valve Actuator
Reconnect IMT valve actuator connector. Turn ignition on.
Using scan tool, access OUTPUT TEST MODE. Observe IMT valve shutter
and command all outputs ON. If shutter rotates, no fault is indicated
at this time. Go to CIRCUIT TEST Z. If shutter does not rotate,
replace IMT valve actuator. Verify symptom is no longer present.
Reconnect IMT valve solenoid connector. Inspect IMT valve
solenoid vacuum hoses for kinks, blockage, damage and proper routing.
Repair as necessary. Disconnect vacuum supply hose (from intake
manifold) at IMT valve solenoid. Install a vacuum gauge to
disconnected vacuum supply hose. Start engine and allow to idle. If
vacuum is more than 10 in. Hg, reconnect vacuum hose and go to next
step. If vacuum is 10 in. Hg or less, repair vacuum source.
76) Check Vacuum between Vacuum Solenoid & IMT Valve
Disconnect vacuum supply hose (from solenoid) at IMT valve.
Install a vacuum gauge to disconnected vacuum supply hose. Start
engine and allow to idle. Note vacuum gauge reading. Increase engine
speed to about 3500 RPM. Note vacuum gauge reading. If vacuum is zero
in. Hg at idle and more than 10 in. Hg with engine speed at about 3500
RPM, go to step 73). If vacuum is not as specified, replace vacuum
solenoid. Verify symptom is no longer present.
77) Check IMT Valve
Using a vacuum pump, apply about 10 in. Hg to IMT valve and
observe IMT valve shutter. If shutter rotates 90 degrees with vacuum
applied and returns to original position with vacuum released, fault
is intermittent. Go to CIRCUIT TEST Z. If shutter does not operate as
specified, replace IMT valve. Verify symptom is no longer present.

Procedure skips from step 77) to
Gstep 80). NoW/CODES
- TESTS test - 4.2L Article Text (p. 138)1998 Ford Econoline E250

Turn ignition off. Disconnect vacuum solenoid connector. Turn
ignition on. Measure voltage between chassis ground and VPWR terminal
at vacuum solenoid wiring harness connector. If voltage is more than
10.5 volts, go to next step. If voltage is 10.5 volts or less, repair
open in VPWR circuit.
81) Check Voltage To Vacuum Actuators
Disconnect vacuum actuator connectors. Measure voltage
between chassis ground and VPWR terminal at each vacuum actuator
wiring harness connector. If both voltage readings are more than 10.5
volts, go to next step. If any voltage reading is 10.5 volts or less,
repair open in VPWR circuit.
Connect a DVOM between ground and VPWR terminal at vacuum
solenoid wiring harness connector. Voltage should be less than one
volt. Using scan tool, access OUTPUT TEST MODE. Command all outputs
ON. DVOM voltage reading should be more that 10.5 volts. If voltage is
not as specified, go to next step. If voltage is as specified, go to
step 86).
83) Check For Short To PWR GND
Measure resistance between test pin No. 42 and test pin No. 77 or 103
(PWR GND) at breakout box. If resistance is more than 10,000 ohms, go
to next step. If resistance is 10,000 ohms or less, repair short to
ground in IMRC SIGNAL circuit.
84) Check For Short To VPWR
test pin No. 77 or 103 at breakout box. If voltage is less than one
volt, go to next step. If voltage is one volt or more, repair short to
VPWR in IMRC SIGNAL circuit.
85) Check For Open In IMRC SIGNAL Circuit
and IMRC SIGNAL terminal at vacuum solenoid wiring harness connector.
If resistance is less than 5 ohms, no fault is indicated at this time.
Reconnect all components and go to step 33). If resistance is 5 ohms
or more, repair open in IMRC SIGNAL circuit. Go to step 33).
86) Check Vacuum To Vacuum Solenoid
Inspect vacuum solenoid hoses for kinks, blockage, damage and
proper routing. Repair as necessary. Disconnect vacuum supply hose
(from intake manifold) at vacuum solenoid. Install a vacuum gauge to
step. If vacuum is 10 in. Hg or less, repair vacuum source. Go to step
33).
87) Check Vacuum To Vacuum Actuators
Disconnect vacuum hose at vacuum solenoid (hose going to
actuators). Install a vacuum gauge to vacuum solenoid. Start engine
and allow to idle. Note vacuum gauge reading. IncreaseG engine speed
- TESTS to
W/CODES - 4.2L Article Text (p. 139)1998 Ford Ec
about 3500 RPM. Note vacuum gauge reading. If vacuum is more than 10
in. Hg at idle and zero in. Hg with engine speed at about 3500 RPM,
turn ignition off and go to next step. If vacuum is not as specified,
replace vacuum solenoid. Verify symptom is no longer present.
88) Check For Open PWR GND Circuit
Turn ignition on. Measure voltage between PWR GND terminal
and VPWR terminal at each vacuum actuator wiring harness connector. If
both voltage readings are more than 10.5 volts, go to next step. If
any voltage reading is 10.5 volts or less, repair open PWR GND
circuit. Go to step 33).
Turn ignition on. Measure voltage between IMRC SIGNAL terminal and PWR
GND terminal at each vacuum actuator wiring harness connector. If both
voltage reading is less than one volt, go to next step. If any voltage
reading is one volt or more, repair short to VPWR in IMRC SIGNAL
and test pin No. 77 or 103 at breakout box. Also, measure resistance
between test pin No. 9 and test pin No. 77 or 103 at breakout box. If
both resistance readings are more than 10,000 ohms, go to next step.
If any resistance reading is 10,000 ohms or less, replace short to PWR
GND. Go to step 33).
Measure resistance between test pin No. 8 at breakout box and
IMRCM terminal at vacuum actuator (for right cylinder head) wiring
harness connector. Also, measure resistance between test pin No. 9 at
breakout box and IMRCM terminal at vacuum actuator (for left cylinder
head) wiring harness connector. If both resistance readings are less
than 5 ohms, go to next step. If any resistance reading in 5 ohms or
more, repair open circuit and go to step 33).
92) Check PCM Monitor Circuits
Connect PCM to breakout box. Turn ignition on. Using scan
tool, select IMRCM and IMRC2M PIDs from PID/DATA monitor menu. Connect
a jumper wire between test pins No. 8 and 103 at breakout box. IMRCM
PID. voltage should be zero volts. Disconnect jumper wire at terminal
No. 103 and connect jumper wire to terminal No. 97. IMRCM voltage
should now be 2.5 volts. Connect a jumper wire between test pins No. 9
and 103 at breakout box. IMRC2M PID voltage reading should be zero
volts. Disconnect jumper wire at terminal No. 103 and connect jumper
wire to terminal No. 97. IMRC2M PID voltage should now be 2.5 volts (5
volts if checking at breakout box with a DVOM). If PID voltage
readings are as specified, remove jumper wires and go to next step. If
any PID voltage reading is not as specified, replace PCM. Go to step
33).
93) Check Signal Voltage
Reconnect vacuum actuator connectors and vacuum solenoid
connector. Start engine and allow to idle. Note IMRCM and IMRC2M PID
voltage readings. Increase engine speed to more than 3500 RPM. Again,G - TESTS W/CODES - 4.2L Article Text (p. 14
note IMRCM and IMRC2M PID voltage readings. PID voltage readings
should be more than 3 volts at idle and less than .5 volt with engine
speed at more than 3500 RPM (voltage will be more than 6 volts at idle
and less than on volt at 3500 RPM if checking at breakout box with a
DVOM). If PID voltage readings are as specified, no fault is indicated
at this time. Fault may be intermittent. Go to CIRCUIT TEST Z. If any
PID voltage reading is not as specified, replace vacuum actuator that
failed. Go to step 33).

95) Perform IMRC Wiggle Test

on. Using scan tool, select IMRCM PID. Observe PID value while
wiggling wiring harness between IMRC actuator connector and PCM. If
PID value fluctuates, isolate fault and repair as necessary. If PID
value does not fluctuate, replace PCM and go to step 33).
CIRCUIT TEST HX - EVAPORATIVE EMISSION (EVAP) MONITOR &

SYSTEM

reconnect all components. Clear DTCs. If any EVAP components
were replaced, perform VEHICLE PREPARATION FOR OBD-II OR
MONITOR REPAIR VERIFICATION DRIVE CYCLE and EVAP RUNNING
LOSS SYSTEM REPAIR VERIFICATION DRIVE CYCLE. See
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. After drive
cycle is completed, repeat QUICK TEST procedures to ensure
all EEC-V systems are working properly and DTCs are no longer
present.
Diagnostic Aids
following:
* Leaks in fuel tank, filler cap or vapor hoses.

* Faulty Canister Vent (CV) solenoid.
* Faulty Fuel Tank Pressure (FTP) Sensor.
* Faulty carbon canister.
* Wiring harness circuits (CV, FLI, FTP, EVAP CANISTER PURGE,
SIG RTN, PWR GND, VPWR and VREF).
* Faulty PCM.

Fig. 45: EVAP Canister Purge Valve Circuits & Connector Terminals
Fig. 46: Identifying CV Solenoid Circuits & Connector Terminals
Fig. 47: Identifying FTP Circuits & Connector Terminals

Fig. 48: Fuel Pump Module Circuits & Connector Terminals

This DTC indicates a fuel vapor leak has been detected. Check
the following for possible cause for this fault:
* Faulty aftermarket EVAP system components.

* Faulty fuel filler cap.
* Faulty fuel vapor hoses or tubes.
* Faulty EVAP system components.
* CV solenoid partially open when commanded closed.
* Faulty EVAP canister.
If no faults are found, go to next step. If any faults are

found, repair as necessary. After repair is completed, go to next
step.
NOTE: When checking EVAP system for leaks or blockage, energize

(close) Canister Vent (CV) solenoid for a maximum of 9
minutes per test step. Then de-energize CV solenoid prior to
performing the next test step. This is done to ensure proper
closing of CV solenoid.
2) Check For EVAP System Leaks At Evaporative Emission Test

Port
Disconnect and plug EVAP return tube (EVAP Canister Purge
(CANP) valve-to-intake manifold) at intake manifold vacuum source.
Turn ignition on. Using scan tool, select VPWR PID from PID/DATA
monitor menu. If PID voltage is less than 12 volts, go to step 61). If
PID voltage is 12 volts or more, locate evaporative test port (marked
EVAPORATIVE SERVICE PORT) between EVAP CANP valve and EVAP canister.
If vehicle does not have a test port, go to next step. Install EVAP
System Leak Tester (134-00056) including compressed gas source
(nitrogen or argon) and pressure regulator to test port. Using scan
tool, energize CV solenoid by entering OUTPUT TEST MODE, and
commanding all outputs ON. Select ALL OFF mode and press START button
on scan tool. Regulate gas pressure on tester to 14 in. H2O. Using
instructions
G - TESTSprovided
W/CODESwith -EVAP
4.2Lsystem
Articleleak tester,
Text pressurize
(p. 143) EVAP
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
system. Follow system leak test instructions provided with tester. If
pressure stays at more than 6 in. H2O, disconnect tester and go to
next step. If pressure drops to 6 in. H2O or less, check fuel filler
cap for damage. Replace cap as necessary and retest. If fuel filler
cap is okay, disconnect tester and go to next step.
3) Check For Small Leaks At Fuel Filler Cap
Install EVAP system leak tester to fuel filler pipe. Turn
ignition on. Using scan tool, access OUTPUT TEST MODE. Command all
outputs ON. Pressurize EVAP system to 14 in. H2O. Using leak detector
provided with test kit, check for leakage at fuel filler cap area and
evaporative test port. If no leak is indicated, unable to duplicate
fault at this time. If a leak is indicated, replace fuel filler cap or
evaporative test port (test port may be part of EVAP CANP valve) and
repeat this step to verify repair. If leak is still indicated, go to
next step. If no leak is indicated, testing is complete.
4) Leak Test System With Tester At Fill Position
Connect EVAP system leak tester to evaporative test port.
Turn ignition on. Using scan tool, access OUTPUT TEST MODE. Command
all outputs ON. Select ALL OFF mode and push START button. Regulate
gas pressure on tester to 14 in. H2O. Follow system leak test
instructions provided with tester. Turn selector on tester to FILL
position. Pressurize EVAP system to 14 in. H2O If pressure stays at
13.8-14.2 in. H2O, go to next step. If pressure drops to less than 13.
8 in. H2O, discontinue pressurizing EVAP system and go to step 6).
NOTE: To ensure CV solenoid remains closed, DO NOT energize

solenoid with scan tool for more than 9 minutes. If
necessary, de-energize CV solenoid with some time passing
then re-energize solenoid.
5) Check Complete EVAP System

Turn ignition on. Using scan tool, access OUTPUT TEST MODE.
Command all outputs ON. Pressurize EVAP system to 14 in. H2O. Using
leak detector provided with test kit, check for leakage between the
following EVAP system locations:
* Check EVAP return tube to EVAP CANP valve.

* Check EVAP CANP valve to EVAP CV solenoid.
* Check EVAP canister to fuel tank.
* Check fuel filler pipe and fuel cap.
If leak is detected, repair as necessary. After repair is

completed, go to next step. If no leak is detected, discontinue
pressurizing EVAP system and go to next step.
6) Check For Leak Between EVAP Return Tube & EVAP Canister
Turn ignition off. Disconnect EVAP canister tube (from fuel
tank) at fuel vapor tee located between EVAP CANP valve and EVAP
canister (or "F" fitting on canister). Plug or cap fuel vapor tee (or
fitting on canister). Turn ignition on. Using scan tool, access OUTPUT
TEST MODE. Command all outputs ON. Pressurize EVAP system to 14 in.
H2O. Using leak detector provided with test kit, check for leakage at
the following EVAP system locations:
* Check EVAP return tube.

* Check EVAP canister purge outlet tube.
* Check EVAP canister vent hose.
If no leak is indicated, remove plug or cap from fuel vapor

tee (or fitting on canister). Go to next step. If a leak is indicated,
repair as necessary and repeat this step to verify repair. Go to next
step.
7) Check For Leak Between EVAP Canister Tube & Fuel Tank
Turn ignition off. Remove EVAP system leak tester. Remove
fuel filler cap. Install EVAP system leak tester to fuel filler pipe.
Plug open end of EVAP canister tube (from fuel tank) at fuel vapor tee
(or fitting on canister). Turn ignition on. Turn selector on tester to
FILL position. Pressurize EVAP system to 14 in. H2O. Using leak
detector provided with test kit, check for leakage at EVAP canister
tube between fuel tank and EVAP canister. Also, check for leakage at
fuel tank pressure sensor, fuel vapor vent valve(s) fuel vapor control
valve and fuel filler pipe. If no leak is indicated, go to next step.
If a leak is indicated, repair as necessary. Repeat this step to
verify repair then go to next step.
8) Verification Leak Check At Fuel Filler Pipe
Turn ignition off. Reconnect EVAP canister tube to fuel vapor
tee (or fitting on canister) Turn ignition on. Using scan tool, access
OUTPUT TEST MODE. Command all outputs ON. Pressurize EVAP system to 14
in. H2O. Follow instructions provided with EVAP system leak tester and
perform system leak test. If no leak is indicated, no fault is
indicated at this time. Testing is complete. If a leak is indicated,
return to step 4). Repair as necessary and repeat this step to verify
repair.

have been omitted.

This DTC indicates an intermittent EVAP Canister Purge (CANP)
valve circuit fault. Repeat KOEO ON-DEMAND SELF-TEST and KOER ON-
DEMAND SELF-TEST. If DTC P0443 is present in Continuous Memory only,
go to step 16). If DTC P0443 is present in KOEO or KOER self-test, go
to next step.
11) DTC P0443: Check VPWR Circuit Voltage
Turn ignition off. Disconnect EVAP CANP valve connector. Turn
ignition on. Measure voltage between VPWR terminal at EVAP CANP valve
NOTE: To check EVAP CANP valve resistance, engine must be cold.
12) Check EVAP CANP Valve Resistance

Turn ignition off. Measure resistance between EVAP CANP valve
is not 30-38 ohms, replace EVAP CANP valve.
13) Check EVAP Canister Purge (CANP)GValve Circuit
- TESTS Resistance- 4.2L Article Text (p. 145)1998 Ford Econoline E2
W/CODES
No. 56 at breakout box and EVAP CANISTER PURGE terminal at EVAP CANP
valve wiring harness connector. If resistance is less than 5 ohms, go
to next step. If resistance is 5 ohms or more, repair open in EVAP
CANISTER PURGE circuit.
14) Check Circuit For Short To PWR GND
Disconnect scan tool from DLC. Measure resistance between
test pin No. 56 and test pins No. 24 and 103 at breakout box. If any
resistance reading is 10,000 ohms or less, repair EVAP CANISTER PURGE
circuit short to PWR GND circuit. If both resistance readings are more
than 10,000 ohms, go to next step.
15) Check Circuit For Short To VPWR
test pins No. 51 and 103 at breakout box. If any voltage reading is
more than 10.5 volts, repair EVAP CANP PURGE circuit short to VPWR
circuit. If both voltage readings are 10.5 volts or less, replace PCM.
16) Perform Wiggle Test
Box (014-00950), leaving PCM disconnected. Using DVOM, measure
resistance between test pins No. 56 and 71 at breakout box. Observe
DVOM for indication of fault while shaking and bending EVAP CANP valve
wiring harness and connector. A fault will be indicated by resistance
changing to less than 30 ohms or more than 38 ohms. Tap lightly on
EVAP CANP valve to simulate road shock. If fault is indicated, isolate
fault and repair as necessary. If no fault is indicated, go to
CIRCUIT TEST Z.


This DTC indicates that PCM has detected EVAP control system
has excessive fuel tank vacuum. Possible causes are:
* EVAP canister purge tube blocked or kinked.

* Fuel vapor elbow on EVAP canister is contaminated.
* Restricted EVAP canister.
* Canister Vent (CV) solenoid stuck closed.
* Plugged or contaminated CV solenoid filter.
* EVAP Canister Purge (CANP) valve stuck open.
* Fuel filler cap stuck closed (no vacuum relief).
* Faulty Fuel Tank Pressure (FTP) sensor.
Check for kinks in fuel vapor hoses/tubes. Visually inspect

EVAP canister inlet port, CV solenoid filter and canister vent hose
for contamination or debris. Repair as necessary and go to next step.
If no faults are found, go to next step. G - TESTS W/CODES - 4.2L Article Text (p. 14
19) Check For Blockage
Disconnect and plug EVAP return tube (EVAP CANP valve-to-
intake manifold) at intake manifold vacuum source. Plug CV solenoid
(or filter) or plug canister vent hose. Locate evaporative test port
(marked EVAPORATIVE SERVICE PORT) between EVAP CANP valve and EVAP
canister. Install EVAP System Leak Tester (134-00056) including
compressed gas source (nitrogen or argon) and pressure regulator to
test port. Regulate gas pressure on tester to 14 in. H2O. Using
instructions provided with EVAP system leak tester, pressurize EVAP
system. Remove plug from CV solenoid (or filter) or from canister vent
hose. If pressure drops rapidly, remove EVAP system leak tester and go
to next step. If pressure does not drop rapidly, blockage exists.
Check the following:
* Check for faulty vent solenoid.

* Check for faulty or plugged EVAP canister.
* Check for kinked, plugged or damaged EVAP hoses/tubes.
Repair as necessary and repeat this step to verify repair. Go

to step 22).

20) Pressure Check Fuel Filler Cap

evaporative test port. If no leak is indicated, go to next step. If a
leak is indicated, replace fuel filler cap or evaporative test port
(test port may be part of EVAP CANP valve) and repeat this step to
verify repair. Go to next step.
21) Check For Blockage With Fuel Filler Cap Removed
Command all outputs ON. Pressurize EVAP system to 14 in. H2O. Remove
fuel filler cap. If pressure drops rapidly, remove EVAP system leak
tester and go to next step. If pressure does not drop rapidly,
blockage exists. Check the following:

Repair as necessary and repeat this step to verify repair

then go to next step.
22) Check Fuel Tank Pressure Sensor Parameter Identification
(PID)
Remove fuel filler cap. Turn ignition on. UsingW/CODES
G - TESTS scan tool, - 4.2L Article Text (p. 147)1998 Ford Econoline E250
select FTP V PID. If PID voltage is 2.4-2.8 volts, install fuel filler
cap and go to next step. If PID voltage is not 2.4-2.8 volts, go to
step 24).
23) Check For Stuck Open EVAP CANP Valve
Turn ignition off. Remove plug from CV solenoid (or filter)
or from plug canister vent hose (if not done previously). Remove plug
and reconnect EVAP return tube (EVAP CANP valve-to-intake manifold) at
intake manifold vacuum source. Ensure fuel filler cap is installed.
Turn ignition on. Using scan tool, select FTP V and EVAPPDC PIDs.
Start engine. When EVAPPDC PID reading is zero, if FTP V PID voltage
is less than 2.4 volts, EVAP CANP valve is stuck open. Replace EVAP
CANP valve. When EVAPPDC PID reading is zero, if FTP V PID voltage is
2.4 volts or more, blockage still exists in EVAP system between
evaporative test port and fuel tank or between EVAP canister and CV
solenoid. Repair as necessary or return to step 19) to help determine
blockage location.
24) Check Voltage Between VREF & SIG RTN Circuits
Turn ignition off. Disconnect FTP sensor connector, located
on top of fuel tank. Turn ignition on. Measure voltage between VREF
and SIG RTN terminals at FTP sensor wiring harness connector. If
voltage is 4-6 volts, replace FTP sensor. If voltage is not 4-6 volts,
go to next step.
25) Check For Open VREF Circuit
test pin No. 90 and VREF terminal at FTP sensor wiring harness
connector. If resistance is less than 5 ohms, replace PCM. Go to step
22) to verify repair. If resistance is 5 ohms or more, repair open in
VREF circuit. Go to step 22) to verify repair.
26) DTC P0452: Check FTP Sensor Connector
This DTC indicates FTP circuit input is below minimum. Turn
ignition off. Visually inspect FTP sensor for liquid fuel
contamination. FTP sensor is located on top of fuel tank. Repair as
necessary. If connector is okay, go to next step.
27) Check FTP Sensor Voltage
Turn ignition on. Using scan tool, select FTP V PID. If PID
voltage is less than .22 volt, go to next step. If voltage is .22 volt
or more, fault is intermittent. Go to step 31).
28) Check Opposite Induced High FTP Signal
Turn ignition off. Disconnect FTP sensor connector. Connect a
jumper wire between VREF and FTP terminals at FTP sensor wiring
harness connector. Turn ignition on. If scan tool communication link
error is displayed, remove jumper wire and go to step 29). Using scan
tool, select FTP V PID. If PID voltage is not 4-6 volts, remove jumper
wire and go to next step. If PID voltage is 4-6 volts, replace FTP
sensor.
29) Check Voltage At FTP Sensor Connector
Measure voltage between VREF and SIG RTN terminals at FTP
step. If voltage is not 4-6 volts, VREF voltage is out of range. Go to
CIRCUIT TEST C. G - TESTS W/CODES - 4.2L Article Text (p. 148)
Box (014-00950), leaving PCM disconnected. Disconnect scan tool from
DLC. Measure resistance between test pin No. 62 and test pins No. 51
and 103 at breakout box. If both resistance readings are more than 10,
000 ohms, replace PCM. If any resistance reading is 10,000 ohms or
less, repair FTP circuit short to SIG RTN or PWR GND circuit.
Reconnect scan tool to DLC. Turn ignition on. Using scan
tool, select FTP V PID. Observe FTP V PID for indication of fault
while shaking and bending FTP sensor wiring harness and connector. A
fault will be indicated by a sudden change in FTP V PID voltage. Tap
lightly on sides of FTP sensor to simulate road shock. DO NOT tap on
top of sensor. If fault is indicated, isolate fault and repair as

33) DTC P0453: Check FTP Sensor Voltage

volts or less, fault is intermittent. Go to step 42).
on top of fuel tank. Turn ignition on. Measure voltage between FTP
terminal at FTP sensor wiring harness connector and negative battery
terminal. If voltage is 10.5 volts or less, go to step 36). If voltage
is more than 10.5 volts, go to next step.
35) Check FTP Circuit For Short To VPWR Circuit
Box (014-00950), leaving PCM disconnected. Turn ignition on. Measure
voltage between test pins No. 62 and 103 at breakout box. If voltage
is more than 10.5 volts, repair short circuit. If voltage is 10.5
volts or less, replace PCM.
36) Check Opposite Induced Low FTP Signal
Turn ignition off. Connect a jumper wire between SIG RTN and
FTP terminals at FTP sensor wiring harness connector. Turn ignition
on. If scan tool communication link error is displayed, remove jumper
wire and go to step 41). Using scan tool, select FTP V PID. If PID
voltage is less than .1 volt, remove jumper wire and go to next step.
If PID voltage is .1 volt or more, unable to induce opposite signal.
Go to step 39).
CIRCUIT TEST C.
38) Check For GShort Circuit
- TESTS W/CODES - 4.2L Article Text (p. 149)1998 Ford Econoline E250For 1 Copyright © 1998 M
test pins No. 62 and 90 at breakout box. If resistance is more than
10,000 ohms, replace FTP sensor. If resistance is 10,000 ohms or less,
repair FTP circuit short to VREF circuit.
39) Check For Open FTP Circuit
test pin No. 62 at breakout box and FTP terminal at FTP sensor wiring
harness connector. If resistance is less than 5 ohms, go to next step.
If resistance is 5 ohms or more, repair open in FTP circuit.
40) Check For Open SIG RTN Circuit
and SIG RTN terminal at FTP sensor wiring harness connector. If
ohms or more, repair open in SIG RTN circuit.
41) Check FTP Circuit For Short To VREF Circuit
resistance is 10,000 ohms or less, repair FTP circuit short to VREF
circuit.
42) Check For Intermittent Open Or Short To Power
Turn ignition on. Using scan tool, select FTP V PID. Observe
FTP V PID for indication of fault while shaking and bending FTP sensor
wiring harness and connector. A fault will be indicated by a sudden
change in FTP V PID voltage. Tap lightly on sides of FTP sensor to
simulate road shock. DO NOT tap on top of sensor. If fault is
indicated, isolate fault and repair as necessary. If no fault is
indicated, go to CIRCUIT TEST Z.


This DTC indicates a large fuel vapor leak or no purge flow
has been detected. Check the following for possible cause for this
fault:

* CV solenoid partially stuck open.

step. G - TESTS W/CODES - 4.2L Article Text (p. 150)1998 Ford Econoline E250For 1
45) Check For EVAP System Leaks

intake manifold) at intake manifold vacuum source. Turn ignition on.
Using scan tool, select VPWR PID from PID/DATA monitor menu. If PID
voltage is less than 12 volts, go to step 61). If PID voltage is 12
volts or more, locate evaporative test port (marked EVAPORATIVE
SERVICE PORT) between EVAP CANP valve and EVAP canister. If vehicle
does not have a test port, go to step 50). Install EVAP System Leak
Tester (134-00056) including compressed gas source (nitrogen or argon)
and pressure regulator to test port. Using scan tool, energize CV
solenoid by entering OUTPUT TEST MODE, and commanding all outputs ON.
Select ALL OFF mode and press START button on scan tool. Regulate gas
pressure on tester to 14 in. H2O. Using instructions provided with
EVAP system leak tester, pressurize EVAP system. Follow system leak
test instructions provided with tester. If pressure stays at more than
6 in. H2O, go to next step. If pressure drops to 6 in. H2O or less,
remove EVAP system leak tester and go to step 50).
Command all outputs ON. Pressurize EVAP system to 14 in. H2O. Command
all outputs OFF. If pressure drops rapidly, go to step 48). If
pressure does not drop rapidly, go to next step.
47) Check For Blockage Between EVAP CANP Valve & EVAP
Canister
Disconnect and plug EVAP canister purge outlet tube (between
EVAP CANP valve and EVAP canister) at EVAP canister. Re-pressurize
system to 14 in. H2O. Remove plug from outlet tube. If system does not
immediately lose pressure, remove blockage or contamination from EVAP
canister purge outlet tube, or replace tube. Go to step 46) to verify
repair. If system immediately releases pressure, check the following:

Repair as necessary. Repeat test step 46) to verify repair and go to

next step.
48) Check For Blockage Between EVAP Test Port & Fuel Tank
fuel filler cap. If pressure drops to zero, leave fuel filler cap off
and go to step 56). If pressure does not drop to zero, remove EVAP
system leak tester and go to next step.
49) Check For Blockage Between Fuel Tank & EVAP Canister Tube
GInstall EVAPW/CODES
- TESTS system leak -tester
4.2LatArticle
fuel filler pipe.
Text (p. 151)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
Disconnect and plug EVAP canister tube (from fuel tank) at fuel vapor
tee located between EVAP CANP valve and EVAP canister (or "F" fitting
on canister). Turn ignition on. Pressurize EVAP system to 14 in. H2O.
Remove plug from EVAP canister tube. If pressure drops, install fuel
filler cap, EVAP canister tube and go to step 56). If pressure does
not drop, check the following:

Repair as necessary. Repeat step 48) to verify repair. Leave

fuel filler cap off and go to step 56).
50) Check For Leaks At Fuel Filler Cap Area
Install EVAP system leak tester to fuel filler pipe. Using
scan tool, energize CV solenoid by entering OUTPUT TEST MODE, and
commanding all outputs ON. Pressurize EVAP system to 14 in. H2O.
Follow system leak test instructions provided with tester and check
for leaks around fuel filler cap. If no leak is detected, remove EVAP
system leak tester and install fuel filler cap. Go to next step. If a
leak is detected, replace fuel filler cap and repeat this step to
verify repair. If leak is still indicated, go to next step. If no leak
is indicated, testing is complete.
51) Check EVAP Canister
Plug CV solenoid (or filter) or plug canister vent hose.
Locate evaporative test port (marked EVAPORATIVE SERVICE PORT) between
EVAP CANP valve and EVAP canister and install EVAP system leak tester.
Pressurize EVAP system to 14 in. H2O. Using leak detector provided
with test kit, check for leakage at EVAP canister and CV solenoid
assembly. If no leak is indicated, go to next step. If a leak is
indicated, repair as necessary. Repeat step 45) to verify repair. If
leak is still indicated, go to next step. If no leak is indicated,
52) Check For Leak Between EVAP Test Port & EVAP Canister
Disconnect EVAP canister tube (from fuel tank) at fuel vapor
on canister). Plug or cap fuel vapor tee (or fitting on canister).
all outputs ON. Pressurize EVAP system to 14 in. H2O. Using leak
detector provided with test kit, check for leakage at EVAP return tube
between intake manifold source and EVAP canister. If leak is detected,
repair as necessary. After repair is completed reconnect all
components and go to next step. If no leak is detected, go to step
54).
53) Verify Repair
intake manifold) at intake manifold vacuum source. Locate evaporative
test port (marked EVAPORATIVE SERVICE PORT) between EVAP CANP valve
and EVAP canister. Install EVAP system leak tester to test port. Using
on scan tool. Regulate gas pressure on tester to 14 in.G H2O. Using W/CODES - 4.2L Article Text (p. 152)1998 Ford Econ
- TESTS
system. If pressure stays at more than 6 in. H2O, remove EVAP system
leak tester. Leave fuel filler cap off and go to step 56). If pressure
drops to 6 in. H2O or less, remove EVAP system leak tester and go to
next step.
fitting on canister). Install EVAP system leak tester to fuel filler
pipe. Pressurize EVAP system to 14 in. H2O. Using leak detector
provided with test kit, check for leakage at the following components.
* Fuel filler pipe.

* Fuel tank.
* Fuel vapor control valve tube assembly.
* FTP sensor.
* EVAP canister tube between fuel vapor control valve and EVAP
canister.
Repair as necessary. After repair is completed, go to next

step to verify repair. If no leak is detected, remove plug from EVAP
canister tube. Reconnect EVAP canister tube and install fuel filler
cap. Remove EVAP system leak tester from fuel filler pipe and install
at EVAP test port. Perform step 53) to verify leak no longer exists.
After test is completed, remove fuel filler cap and go to step 56).
55) Verify Repair
Pressurize EVAP system to 14 in. H2O. If pressure drops to 6
in. H2O or less, leak in EVAP system still exists. Repeat step 54) to
isolate leak and repair as necessary. If pressure stays at more than 6
in. H2O, remove plug from EVAP canister tube and reconnect tube.
Install fuel filler cap. Remove EVAP system leak tester from fuel
filler pipe and install at EVAP test port. Perform step 53) to verify
leak no longer exists. After test is completed, remove fuel filler cap
56) Check FTP Sensor Operation
Turn ignition on. Using scan tool, select VPWR PID. If PID
voltage is 10.5 volts or less, go to step 61). After completing step,
return to this test step and continue testing. If PID voltage is more
than 10.5 volts, select FTP V PID. If PID voltage is 2.4-2.8 volts, go
to next step. If PID voltage is not 2.4-2.8 volts, replace FTP sensor.
Repeat this step to verify repair, then go to next step.
57) FTP Sensor Functional Check
Install EVAP leak tester to fuel filler pipe. Plug canister
vent hose or close CV solenoid to atmosphere by taping CV filter shut.
Turn ignition on. Using scan tool, select FTP V PID. Pressurize EVAP
system to 14 in. H2O. If PID voltage is 4.2-4.9 volts, remove EVAP
system leak tester. Remove plug from vent hose or remove tape from CV
solenoid filter. Install fuel filler cap and go to next step. If PID
voltage is not 4.2-4.9 volts, replace FTP sensor. Repeat step 56) to
verify repair.
58) Check For EVAP CANP Valve Operation G - TESTS W/CODES - 4.2L Article Text (p. 153)
Turn ignition off. Remove plug and connect EVAP return tube
at intake manifold vacuum source. Turn ignition on. Using scan tool,
select EVAPPDC and FTP V PIDs. Start engine and observe EVAPPDC PID
value. Idle engine until EVAPPD PID reaches 40 percent duty cycle. If
FTP V PID voltage is less than 2.6 volts, no problem is indicated at
this time. Testing is complete. If FTP V PID voltage is 2.6 volts or
59) Check Intake Manifold Vacuum To EVAP CANP Valve
Turn ignition off. Disconnect input port vacuum hose and EVAP
return tube at EVAP CANP valve. Install vacuum gauge to open end of
input port vacuum hose and plug open end of EVAP return tube. Start
engine. Note vacuum gauge reading. Turn ignition off. Install vacuum
gauge to EVAP return tube and plug open end of input port vacuum hose.
Start engine and note vacuum gauge reading. If both vacuum readings
are 14-20 in. Hg, replace EVAP CANP valve. If both vacuum gauge
readings are not 14-20 in. Hg, check for blockage in input port vacuum
hose or EVAP return tube. Check intake manifold vacuum tree or port
for blockage. Repair as necessary. Repeat step 58) to verify repair.


Turn ignition off. Measure voltage across battery terminals.
If voltage is 12 volts or more, return to step that directed you here
and continue EVAP system leak test. If voltage is less than 12 volts,
recharge battery and return to step that directed you here and
continue EVAP system leak test.

65) DTC P1451: Check Voltage To Canister Vent (CV) Solenoid

This DTC indicates an CV solenoid circuit fault. Possible
causes are:
* Open VPWR circuit.

* Open or shorted CV circuit.
* Faulty CV solenoid.
* Faulty PCM.
Turn ignition off. Disconnect CV solenoid connector. Turn

ignition on. Measure voltage between VPWR terminal at CV solenoid
66) Check CV Solenoid Resistance
Turn ignition off. Measure resistance between CV solenoid
is not 48-65 ohms, replace CV solenoid. G - TESTS W/CODES - 4.2L Article Text (p. 154)1998 Ford Econolin
67) Check CV Circuit Resistance
Disconnect PCM 104-pin wiring harness connector. Inspect
Measure resistance between test pin No. 67 at breakout box and CV
terminal at CV solenoid wiring harness connector. If resistance is
repair open in VREF circuit.
68) Check CV Circuit Short To PWR GND
Disconnect scan tool. Measure resistance between test pin No.
67 and test pins No. 51 and 103 at breakout box. If any resistance
reading is less than 10,000 ohms, repair CV circuit short to PWR GND.
If both resistance readings are 10,000 ohms or more, reconnect scan
tool and go to next step.
69) Check CV Circuit Short To PWR
Turn ignition on. Measure voltage between chassis ground and
test pin No. 67 at breakout box. If voltage is less than one volt, go
to next step. If voltage is one volt or more, repair CV circuit short
to PWR, VREF, VPWR or chassis ground.
70) Check CV Signal From PCM
Turn ignition off. Reconnect CV solenoid connector. Connect
PCM to breakout box. Start engine and allow to idle. Measure voltage
voltage is 10-14 volts, replace CV solenoid. If voltage is not 10-14
volts, replace PCM.


This DTC indicates a Fuel Level Input (FLI) circuit fault.
* Empty fuel tank.

* Overfilled fuel tank.
* Faulty fuel pump.
* Faulty fuel gauge or instrument cluster.
* FLI circuit fault.
* CASE GND circuit shorted to VPWR.
* Faulty PCM.
Turn ignition on. Note fuel gauge reading. Using scan tool,
select FLI PID. If both fuel gauge and FLI PID readings are between
1/4 (25 percent for FLI PID) and 3/4 (75 percent for FLI PID), go to
step 78). If readings are not as specified, inspect fuel tank for
leaks. Repair as necessary and retest. If fuel tank is okay, go to
next step (for DTC P0460) or go to H - TESTS W/O CODES - GASOLINE
article for additional symptoms.
77) Check For Low Fuel Flow
Turn ignition on. While observing both fuel gauge and FLI
PID, add 2-3 gallons of fuel to fuel tank. G
If fuel gauge W/CODES
- TESTS or FLI PID - 4.2L Article Text (p. 155)1998 Ford Econoline E250
reading does not increase, go to step 81). If either fuel gauge or FLI
PID reading increases as fuel is added, drain or fill fuel tank so
fuel level is 25-75 percent full. Clear DTCs. Repeat QUICK TEST. If
DTC P0460 is still present, go to step 79).
78) Check FLI Voltage
Start engine. Using scan tool, select FLI V PID. If PID
voltage is .9-2.5 volts, check for a mechanically stuck fuel pump.
Repair as necessary. If voltage is not as specified, go to next step.
79) Check FLI Voltage Using Breakout Box
Box (014-00950). Connect PCM to breakout box. Using scan tool, select
FLI V PID. Note PID voltage reading. Measure voltage between test pin
No. 12 or No. 9 and test pin No. 91 at breakout box. See Fig. 48. If
both voltage readings are .9-2.5 volts, go to next step. If voltage is
not as specified, check fuel gauge for proper installation. Repair as
necessary and repeat this step to verify repair. If fuel gauge
installation is okay and one voltage reading is not as specified,
replace PCM. If fuel gauge installation is okay and both voltage
readings are not as specified, go to step 81).
80) Check CAS GND PID
Start engine. Using scan tool, select CAS GND PID. Note PID
voltage reading. Measure voltage between test pins No. 25 and 91 at
breakout box. If both voltage readings are .3 volt or less, reconnect
all components. Clear DTCs. Repeat QUICK TEST. If DTC P0460 is still
present, check for open fuel gauge/instrument cluster CASE GND
circuit, faulty fuel gauge or faulty instrument panel. Repair as
necessary.
81) Check Fuel Pump Resistance
Disconnect fuel pump module connector. Measure resistance
between CASE GND terminal and FLI terminal at fuel pump module pigtail
connector. If resistance is 15-160 ohms, reconnect fuel pump module
and go to next step. If resistance is not 15-160 ohms, replace fuel
pump module.
Ensure ignition is off. Disconnect PCM 104-pin connector.
Inspect connector for loose, damaged or corroded terminals. Install
Breakout Box (014-00950). Connect PCM to breakout box. Turn ignition
on. Measure voltage between test pin No. 12 or No. 9 and test pin No.
51 or 103 at breakout box. See Fig. 48. If voltage is more than 10.5
volts, go to next step. If voltage is 10.5 volts or less, go to step
84).
83) Check FLI & CASE GND Circuits
Disconnect PCM from breakout box. Measure voltage between
test pin No. 12 or No. 9 and test pin No. 51 or 103. See Fig. 48.
Also, measure voltage between PCM test pin No. 25 and test pin No. 51
or 103. If both voltage readings are 10.5 volts or less, replace PCM.
If any voltage reading is more than 10.5 volts, repair short to VPWR
in FLI or CASE GND circuits.
84) Check FLI Circuit For Open Or Short To GND
Turn ignition off. Disconnect battery terminals. Measure
resistance between test pins No. 12 or No. 9 and test pin No. 25Gat- TESTS W/CODES - 4.2L Article Text (p. 156)
breakout box. If resistance is 15-187 ohms, reconnect all components.
Clear DTCs and repeat QUICK TEST. If DTC P0460 is still present,
replace PCM. If resistance is not 15-187 ohms, repair CASE GND or FLI
circuit.
CIRCUIT TEST JB - SECONDARY IGNITION

1) Preliminarily Test
Ensure battery is fully charged and all accessories are off.
Check all wiring harnesses and connectors for damage, and burned or
overheated insulation. Repair as necessary. Perform MISFIRE MONITOR
SYSTEM FUNCTIONS. If no problems are found, go to next step.
2) Connect Engine Analyzer
DTC P0350 indicates an ignition coil primary circuit
malfunction. Install Rotunda Engine Analyzer (010-00869) engine
analyzer. If vehicle has a no-start condition, go to next step. If
vehicle starts, go to step 4).
3) Check For Normal Ignition Pattern
Crank engine and observe scope pattern. If scope pattern is
normal, go to CIRCUIT TEST A, step 7). If scope pattern is not normal,
repair IGN START run circuit (no-start condition) or go to next step
(if vehicle starts).
4) Check For Normal Ignition Operation
Start engine. Select Multi-Strike operating mode on engine
analyzer. Multi-Strike operating mode is dependent on PCM calibration
and is limited to less than 2000 RPM. Observe scope pattern and check
average spark output voltage and variation of pattern. If average
spark output firing voltage is 20,000 or less with output variation
8000 volts or less, no problem is indicated at this time. Testing is
complete. If DTCs P0300-P0310 are present, check fuel pressure. See
CIRCUIT TEST HD, step 5). If directed here from
H - TESTS W/O CODES - GASOLINE article, return to symptom test that
directed you here. On all others, go to CIRCUIT TEST Z. If spark
output voltage is not as specified, go to next step (models equipped
with coil pack).
5) Check Spark Voltage
Check spark output voltage for all cylinders. If average
spark output voltage is more than 20,000 volts with spark output
variation less than 8000 volts, check spark plugs for wear and spark
plug wires for 7000 ohms per foot maximum resistance. Repair as
necessary. Perform MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE.
See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If spark output
voltage is not as specified, go to next step.
6) Check For Voltage Variation Between Cylinders
If spark output voltage variation is more than 8000 volts,
check spark plugs for wide gap or worn electrode. Repair as necessary.
DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If spark output
voltage variation is less than 8000 volts, go to next step.
7) Check For High Spark Voltage
If spark output voltage is consistently high in one or more
cylinders, check for defective spark plug or wire. Perform MISFIRE
ADDITIONAL SYSTEM FUNCTIONS. If spark output voltage is not
consistently high in one or more cylinders, go to next step.
8) Check For Low Spark Voltage
If spark output voltage is consistently low in one or more
cylinders, go to next step. If spark output voltage is not
consistently low in one or more cylinders, proceed as follows:
* If DTCs P0300-P0310 are present, go to CIRCUIT TEST HD,

step 5).
* If directed here from H - TESTS W/O CODES - GASOLINE article,
return to symptom test that directed you here.
9) Check For Missing Spark Patterns

If spark is not missing from 2-cylinders on same coil, go to
CIRCUIT TEST JE. If spark is missing from 2-cylinders on same coil,
check spark plugs for wear and spark plug wires for 7000 ohms per foot
maximum resistance. Repair as necessary and retest. If plug wires and
plugs are okay, go to CIRCUIT TEST JE.

have been omitted.

Observe scope pattern and check average spark output voltage
and variation of pattern. If average spark output firing voltage is
more than 20,000 with output variation 8000 volts or less, check spark
plugs for wear. Check ignition coil for proper installation. Repair as
cylinders, ignition coils are not firmly connected. Check ignition
coil installation. Perform MISFIRE MONITOR REPAIR VERIFICATION DRIVE
CYCLE. See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If spark
output voltage is not consistently high in one or more cylinders, go
to next step.
15) Check For Low Spark Voltage G - TESTS W/CODES - 4.2L Article Text (p. 15

step 5).
* On all others, identify symptom and go to

22) Check Spark Quality

With spark tester installed, crank engine and observe color
of spark for each cylinder. If spark strong (Bluish/White), go to next
step. If spark is not strong, replace ignition coil. Perform MISFIRE
ADDITIONAL SYSTEM FUNCTIONS.
23) Check Spark Plugs
Remove and inspect spark plugs for damage and wear. If spark
output voltage is not as specified, go to next step. Replace plugs as
See DRIVE CYCLES under ADDITIONAL SYSTEM FUNCTIONS. If spark plugs are
okay, proceed as follows:
* If sent here from CIRCUIT TEST HD, step 4), go to

CIRCUIT TEST HD, step 5).
* On all other models, go to CIRCUIT TEST Z.
CIRCUIT TEST JD - CRANKSHAFT POSITION (CKP) SENSOR

Diagnostic Aids
following:
* Crankshaft Position (CKP) sensor.

* CKP wiring harness or connector(s).
Fig. 49: Identifying CKP Sensor Circuits & Connector Terminals
1) Check CKP+ Circuit To PCM

00950). Connect PCM to breakout box. Turn ignition on. Measure voltage
between test pin No. 21 (CKP+) at breakout box and negative battery
terminal. If voltage is not 1-2 volts, go to next step. If voltage is
1-2 volts, go to step 10).
2) Check For CKP+ Voltage Fault
Turn ignition off. Disconnect CKP sensor connector. Turn
ignition on. Measure voltage between test pin No. 21 (CKP+) at
breakout box and negative battery terminal. If voltage is more than
one volt, but less than 2 volts, go to next step. If voltage is not as
3) Check For CKP- Voltage Fault
Ensure ignition is on. Measure voltage between test pin No.
22 at breakout box and negative battery terminal. If voltage is 1-2
volts, replace CKP sensor. If voltage is not 1-2 volts, go to next
step.
4) Determine Fault
If voltage reading in step 3) is less than one volt, go to
next step. If voltage reading in step 3) is not less than one volt, go
to step 6).
5) Check CKP- Circuit For Short To Ground
resistance between breakout box test pin 22 and test pins No. 51 and
103 at breakout box. If both resistance readings are more than 10,000
ohms, replace PCM. If any resistance reading is less than 10,000 ohms,
repair CKP- circuit short to ground.
6) Check CKP- Sensor For Short To Power
Turn ignition on. Measure voltage between breakout box test
pins 22 and negative battery terminal. If voltage is .5 volt or more,
repair CKP- circuit short to power. If resistance is less than .5
volt, replace PCM.

Procedure skips from step 6) to step 10). No test procedures Copyright © 1998 Mitchell Repair Informatio
G - TESTS W/CODES
have been omitted. - 4.2L Article Text (p. 160)
10) Check CKP Sensor Voltage At PCM

While cranking engine, measure voltage between test pins No.
21 and 22 at breakout box. If A/C voltage stabilized at more than .4
volt, CKP circuit is okay. Go to CIRCUIT TEST JB. If voltage is .4
volt or less, go to next step.
Disconnect PCM 104-pin connector. While cranking engine,
measure voltage between test pins No. 21 and 22 at breakout box. If
A/C voltage stabilized at more than .4 volt, replace PCM. If voltage
is .4 volt or less, go to next step.
12) Check CKP Circuit Resistance
Turn ignition off. Measure resistance between test pins No.
21 and 22 at breakout box. If resistance is 300-800 ohms, go to step
16). If resistance is not 300-800 ohms, go to next step.
13) Determine Fault
If resistance is less than 300 ohms in step 12), go to step
17). If resistance is not less than 300 ohms in step 12). go to next
step.
Disconnect CKP sensor connector. Measure resistance between
test pin No. 21 at breakout box and CKP+ terminal at CKP sensor wiring
If resistance is 5 ohms or more, repair open in CKP+ circuit.
and CKP- terminal at CKP sensor wiring harness connector. If
resistance is less than 5 ohms, replace CKP sensor. If resistance is 5
ohms or more, repair open in CKP- circuit.
16) Check CKP Sensor & Trigger Wheel
Check CKP sensor and trigger wheel for damage. Repair as
necessary. If CKP sensor and trigger wheel are not damaged, replace
CKP sensor.
17) Check CKP+ Circuit For Short To CKP- Circuit
10,000 ohms, replace CKP sensor. If resistance is 10,000 ohms or less,
CKP+ circuit is shorted to CKP- circuit. Repair as necessary.
18) Determine Fault
to step 20).
19) Check CKP+ Circuit For Short To Ground
repair CKP+ circuit short to ground.
20) Check CKP+ Sensor For Short To Power
repair CKP+ circuit short to power. If resistance is less than .5
volt, replace PCM.
CIRCUIT TEST JE - INTEGRATED IGNITION COIL FAILURE

reconnect all components. Clear DTCs and perform MISFIRE
MONITOR REPAIR VERIFICATION DRIVE CYCLE. See DRIVE CYCLES
under ADDITIONAL SYSTEM FUNCTIONS. After drive cycle is
completed, repeat QUICK TEST procedures to ensure all EEC-V
systems are working properly and DTCs are no longer present.
Diagnostic Aids
following:
* Ignition coil pack.

* Ignition coil wiring harness.
* IGN RUN circuit to coil pack.
Fig. 50: Identifying Horizontal 6-Tower Coil Pack Circuits
Fig. 51: Ignition Coil-To-Cylinder Correlation
1) Determine Which Cylinder Is Not Firing

Using engine analyzer, ignition coil-to-cylinder correlation
chart and illustrations, determine which coil is not firing. See
Figs. 50 and 51. Record cylinder, coil and PCM test pin number(s). Go
to step 4).
NOTE: Performing CIRCUIT TEST JB and using test results can help
determine which coil is not firing.
2) DTC P0351 & P0352

These DTCs indicate coil No. 1 and 2 primary circuit faults.
* Open or short to ground in CD-1 or CD-2 circuit.

* Open or short in IGN START/RUN circuit.
* Faulty coil pack (coil).
* Faulty PCM.
Disconnect coil. Turn ignition on. Measure voltage between

IGN START/RUN terminal at coil wiring harness connector and negative
battery terminal. If voltage is more than 10 volts, circuit is okay.
If DTC P0351 is present or CD-1 circuit is faulty, go to step 5). If
DTC P0352 is present or CD-2 circuit is faulty, go to step 15). If
voltage is 10 volts or less, check condition of related fuses/fuse
links. If fuse/fuse links are blown, check for short to ground. Repair
as necessary. If fuse/fuse links are okay, repair open in IGN
START/RUN circuit.
3) DTC P0353 & P0354
These DTCs indicate coil No. 3 and 4 primary circuit faults.
* Open or short to ground in CD-3 or CD-4 circuit.

* Faulty PCM.

If DTC P0353 is present or CD-3 circuit is faulty, go to step 25). If
DTC P0354 is present or CD-4 circuit is faulty, go to step 35). If
voltage is 10 volts or less, check condition of related fuses/fuse
links. If fuse/fuse links are blown, check for short to ground. Repair
as necessary. If fuse/fuse links are okay, repair open in IGN
START/RUN circuit.
4) DTC P0351, P0352 & P0353
These DTCs indicate coil No. 1, 2 and 3 primary circuit
faults. Possible causes are:
* Open or short to ground in CD-1, CD-3 or CD-4 circuit.

* Faulty PCM.

G - TESTS W/CODES - 4.2L Article Text (p. 164)1998 For
If DTC P0351 is present or CD-1 circuit is faulty, go to next step. If
DTC P0352 is present or CD-2 circuit is faulty, go to step 15). If DTC
P0353 is present or CD-3 circuit is faulty, go to step 25). If voltage
is 10 volts or less, check condition of related fuses/fuse links. If
fuse/fuse links are blown, check for short to ground. Repair as
necessary. If fuse/fuse links are okay, repair open in IGN START/RUN
circuit.
5) Check For Open CD-1 Circuit
Measure resistance between test pin No. 26 at breakout box and CD-1
terminal at coil wiring harness connector. If resistance is less than
5 ohms, go to next step. If resistance is 5 ohms or more, repair open
in CD-1 circuit.
6) Check CD-1 For Short To Power
breakout box and negative battery terminal. If voltage is less than
one volt, go to next step. If voltage is one volt or more, repair
short to power in CD-1 circuit.
10,000 ohms, go to next step. If resistance is 10,000 ohms or less,
repair short to ground in CD-1 circuit. After repair is completed, go
to step 10).
8) Check CD-1 Circuit With Ignition On
Connect PCM to breakout box. Connect a test light between
test pins No. 26 and 71 at breakout box. Turn ignition on. If test
light is on, replace PCM. After repair is completed, go to step 10).
If test light is off continuously, go to next step.
9) Check CD-1 Circuit While Cranking Engine
Turn ignition off. Disconnect Inertia Fuel Shutoff (IFS)
switch. Observe test light and crank engine. If test light blinks
continuously, go to step 11). If test light does not blink
continuously, replace PCM. After repair is completed, go to next step.
10) Confirm Coil No. 1 Is Not Open
Measure resistance of coil No. 1 between CD-1 terminal and
IGN START/RUN terminal at coil pack connector. If resistance is less
than 5 ohms, coil is okay. Testing is complete. If resistance is 5
ohms or more, replace coil pack.
11) Check Coil No. 1 For Open
Turn ignition off. Measure resistance of coil No. 1 between
CD-1 terminal and IGN START/RUN terminal at coil pack connector. If
12) Check Coil Secondary
Disconnect both plug wires from coil No. 1. Measure secondary
resistance of coil No. 1 between coil pack towers. If resistance is
12,000-14,500 ohms, coil is okay. If DTC P0350 is present, go to G step
- TESTS W/CODES - 4.2L Article Text (p. 165)
15). If no other DTCs are present, go to CIRCUIT TEST Z. If resistance
is not 12,000-14,500 ohms, replace coil pack.


in CD-2 circuit.
to step 20).
12,000-14,500 ohms, coil is okay. If DTC P0350 is present, go to step
25). If resistance is not 12,000-14,500 ohms, replace coil pack.

in CD-3 circuit.
to step 30).
12,000-14,500 ohms, coil is okay. If DTC P0350 is present, go to
CIRCUIT TEST Z. If resistance is not 12,000-14,500 ohms, replace coil
pack.

Procedure
G - TESTS skips from- 4.2L
W/CODES step 32) to step
Article 35). (p.
Text No 167)
test 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio

in CD-4 circuit.
to step 40).
12,000-14,500 ohms, coil is okay. Go to CIRCUIT TEST Z. If resistance
is not 12,000-14,500 ohms, replace coil pack.
CIRCUIT TEST JH - TACHOMETER OUTPUT FAILURE

procedures to ensure all EEC-V systems are working
G - properly.
TESTS W/CODES - 4.2L Article Text (p. 168)1998 Ford Ec
Diagnostic Aids
Perform this test when instructed to or if directed by other
test procedures. This test is used to diagnose the following:
Fig. 52: Identifying Instrument Cluster Test Circuit
1) Check CTO Circuit For Short To Power

voltage between test pin No. 48 and chassis ground. If voltage is less
than .5 volt, go to next step. If voltage is .5 volt or more, repair
short circuit.
2) Check CTO Signal From PCM
Turn ignition off. Connect PCM to breakout box. Start engine
and allow to idle. Measure voltage between test pin No. 48 and chassis
ground. If voltage is 3-9 volts, go to next step. If voltage is not 3-
9 volts, replace PCM.
resistance between test pin No. 48 and test pin No. 51 or 103. Also,
measure resistance between test pin No. 48 and chassis ground. If any
CTO circuit. If both resistance readings are more than 10,000 ohms,
CTO circuit is okay. Check instrument cluster and repair as necessary.
See INSTRUMENT PANELS article in the ACCESSORIES & EQUIPMENT section
for diagnosis and testing.
CIRCUIT TEST KA - FUEL PUMP RELAY
Diagnostic Aids
following:
* Fuel pump relay.

* Inertia Fuel Shutoff (IFS) switch.
* Wiring harness circuits (B+, FP, FPM, GND, FP PWR and VPWR).

Fig. 53: Identifying Fuel System Circuits
1) KOEO & KOER DTC P0230

This DTC indicates a fuel pump primary circuit failure.

* Faulty fuel pump relay.
* Faulty PCM.
Disconnect fuel pump relay connector. Turn ignition on.

Measure voltage between VPWR terminal at connector and chassis ground.
If voltage is more than 10.5 volts, go to next step. If voltage is 10.
5 volts or less, repair open in VPWR circuit between EEC power relay
and fuel pump relay.
NOTE: To identify fuel pump relay terminals, refer to numbers

molded on relay. Copyright © 1998 Mitchell Repair Informatio
2) Check Fuel Pump Relay
Turn ignition off. Measure resistance between terminal No. 1
or No. 85 and all other relay terminals. Resistance should be either
40-120 ohms, or more than 10,000 ohms. Replace fuel pump relay if
resistance is not as specified. If resistance is as specified, go to
next step.
3) Check Fuel Pump Circuit
Measure voltage between test pin No. 80 at breakout box and chassis
ground. If voltage is less than one volt, go to next step. If voltage
is one volt or more, repair short to power in FP circuit.
4) Check FP Circuit For Short To Ground
Turn ignition off. Disconnect scan tool from Data Link
Connector (DLC). Measure resistance between test pin No. 80 at
breakout box and ground. If resistance is more than 10,000 ohms, go to
next step. If resistance is 10,000 ohms or less, repair short to
ground in FP circuit.
5) Check For Open FP Circuit
Measure resistance between FP terminal at fuel pump relay
wiring harness connector and test pin No. 80 at breakout box. If
resistance is less than 5 ohms and DTC P0231 or P0232 is present with
DTC P0230, go to next step. If resistance is less than 5 ohms and
specified DTCs are not present, replace PCM. If resistance is 5 ohms
or more, repair open in FP circuit.
6) Check PCM Fuel Pump Circuit
Remove breakout box. Reconnect PCM and fuel pump relay.
Connect scan tool to DLC. Turn ignition on. Using scan tool, select
FPF PID. If PID value indicates YES, replace PCM. If PID value
indicates NO, go to next step.
7) Check PCM Fuel Pump Primary Circuit
Ensure battery is fully charged. To perform this step, ensure
scan tool is connected to a power source that is powered with key in
START position. While cranking engine, observe FPF PID value. If PID
value indicates YES during crank, replace PCM. If PID value indicates
NO during crank, fuel pump primary circuit is okay. If DTC P0231 is
present, go to step 20). If DTC P0232 is present, go to step 10).

have been omitted.

This DTC indicates that PCM detected high FPM circuit voltage
when fuel pump was commanded off. If engine starts, go to next step.
If engine does not start, go to step 15).
11) Check Fuel Pump
Turn ignition on and wait 5 seconds. Listen for operational
noise from fuel pump. If fuel pump can be heard, go to next step. If
fuel pump cannot be heard, go to step 13).
Turn ignition off. Disconnect fuel pump relay. Turn ignition
on. Listen for operational noise from fuel pump. If fuel pump
operates, repair short to power in FP PWR or FPM circuit. If fuel pump
still does not operate, replace fuel pump relay.
13) Check For Open FPM Circuit G - TESTS W/CODES - 4.2L Article Text (p. 171)
Measure resistance between test pin No. 40 and FP PWR terminal at fuel
pump relay wiring harness connector. If resistance is less than 5
FPM circuit.
Remove breakout box. Reconnect PCM and fuel pump relay. Turn
ignition on. Using scan tool, select FPM PID. If PID value indicates
ON, replace PCM. If PID value indicates ON, fuel pump primary circuit
is okay. No problem is indicated at this time. Testing is complete.
15) Check IFS Switch
Turn ignition off. Disconnect IFS switch connector. Measure
resistance between terminals "C" and NC at IFS switch. If resistance
reset or replace IFS switch.
16) Check For Open FP PWR Circuit
Disconnect fuel pump relay. Measure resistance of FP PWR
circuit between fuel pump relay wiring harness connector and IFS
wiring harness connector. If resistance is less than 5 ohms, reconnect
fuel pump relay and go to next step. If resistance is 5 ohms or more,
repair open in FP PWR circuit.
17) Check For Open Fuel Pump Ground Circuit
Disconnect fuel pump connector. Measure resistance between
fuel pump motor ground circuit at fuel pump wiring harness connector
and chassis ground. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, repair open in fuel pump motor
ground circuit.
Measure resistance of FP PWR circuit between fuel pump wiring
harness connector and IFS wiring harness connector. If resistance is
Measure resistance between FP PWR terminal and Ground
terminal at fuel pump motor. If resistance is less than 10 ohms, fuel
pump circuits are okay. Testing is complete. If resistance is 10 ohms
or more, replace fuel pump.
This DTC indicates a fuel pump secondary circuit failure. If
engine starts, replace PCM. If engine does not start, go to next step.
21) Check B+ To Fuel Pump Relay
Turn ignition off. Disconnect fuel pump relay connector.
Measure voltage between chassis ground and B+ terminal at fuel pump
relay wiring harness connector. If voltage is more than 10.5 volts, go
to next step. If voltage is 10.5 volts or less, check condition of
related fuses/fuse links. If fuse/fuse links are blown, check for
short to ground. Repair as necessary. If fuse/fuse links are okay,
repair open in B+ circuit.
22) Check FP PWR Circuit Resistance
Measure resistance between FP G PWR terminalW/CODES
- TESTS at fuel pump relay Article Text (p. 172)1998 Ford Econoline E250
- 4.2L
wiring harness connector and negative battery terminal. If resistance
is less than 10 ohms, replace fuel pump relay. If resistance is 10
ohms or more, repair open in FP PWR circuit.


Turn ignition on. Using scan tool, select FPM PID. Observe
PID value for indication of fault while wiggling and bending FP PWR
circuit between fuel pump relay and fuel pump. Fault will be indicated
by FPM PID value changing to ON. Wiggle and bend FPM circuit between
PCM and FP PWR circuit splice. Wiggle and bend fuel pump ground
circuit. Lightly tap on fuel pump, IFS switch and fuel pump relay to
simulate road shock. Check connectors for clean tight connection. If
no faults are found, fault cannot be duplicated at this time. Go to
CIRCUIT TEST Z. If any fault is found, isolate fault and repair as
necessary.


This DTC indicates that sometime during vehicle operation
when fuel pump was commanded on, FPM circuit voltage was low. Turn
Breakout Box (014-00950), leaving PCM disconnected. Connect jumper
wire between test pins No. 77 and 80. Turn ignition on. Connect DVOM
between test pins No. 40 and 51. Voltage should be more than 10 volts.
Observe DVOM for indication of fault while wiggling and bending B+
circuit to fuel pump relay. Fault will be indicated by sudden change
in DVOM voltage. Wiggle and bend B+ circuit to fuel pump relay. Wiggle
and bend FP PWR circuit between fuel pump relay and FPM circuit
splice. Lightly tap on fuel pump relay to simulate road shock. Check
connectors for clean tight connection. If any faults are found,
isolate fault and repair as necessary. If no faults are found, fault
cannot be duplicated at this time. Go to CIRCUIT TEST Z.


This DTC indicates a fuel pump primary circuit fault. Turn
ignition on and wait 5 seconds. Using scan tool, select FPF PID. PID
value should indicate NO. Observe PID value for indication of fault
while wiggling and bending FUEL PUMP (FP) circuit between fuel pump
relay and PCM. Fault will be indicated by FPF PID indicating YES.
Wiggle and bend VPWR circuit between fuel pump relay and EEC-V power G - TESTS W/CODES - 4.2L Article Text (p. 17
relay. Lightly tap on fuel pump relay to simulate road shock. Check
isolate and repair as necessary. If no faults are found, fault cannot
be duplicated at this time. Go to CIRCUIT TEST Z.

45) DTC P0232: Check Voltage To Low Speed Fuel Pump Relay
This DTC indicates a low speed fuel pump primary circuit
fault. Turn ignition off. Disconnect low speed fuel pump relay. Turn
ignition on. measure voltage between VPWR terminal at low speed fuel
pump relay wiring harness and ground. If voltage is more than 10.5
in VPWR circuit.

molded on relay.
46) Check Low Speed Fuel Pump Relay

and all other relay terminals. Resistance should be either 40-85 ohms,
or more than 10,000 ohms. Replace low speed fuel pump relay if
next step.
47) Check Low Fuel Pump (LFP) Circuit
ignition on. Measure voltage between LFP terminal at low speed fuel
pump wiring harness connector and chassis ground. If voltage is less
than one volt, go to next step. If voltage is one volt or more, repair
short to power in LFP circuit.
48) Check LFP Circuit For Short To Ground
Connector (DLC). Measure resistance between LFP terminal at low speed
fuel pump wiring harness connector and chassis ground. If resistance
is less than 10,000 ohms, go to next step. If resistance is 10,000
ohms or more, repair short to ground in LFP circuit.
49) Check For Open LFP Circuit
Measure resistance between test pin No. 19 and LFP terminal at low
speed fuel pump wiring harness connector. If resistance is less than 5
ohms, replace PCM. If resistance is 5 ohms or more, repair open in LFP
circuit.


Turn ignition off. Disconnect low speed fuel pump relay. Turn G - TESTS W/CODES - 4.2L Article Text (p
OFF, no fault is indicated at this time. Testing is complete. If PID
value indicates ON, check fuel pump relay ground circuit resistor.
Replace resistor as necessary. If resistor is okay, repair open
circuit between low speed fuel pump relay and wiring harness splice.


fault. Turn ignition on and wait 5 seconds. Using scan tool, select
LFPF PID. PID value should indicate NO. Observe PID value for
indication of fault while wiggling and bending LPF circuit between low
speed fuel pump relay and terminal No. 19 at PCM. Fault will be
indicated by LFPF PID indicating YES. Wiggle and bend VPWR circuit
between low speed fuel pump relay and EEC-V power relay. Lightly tap
on low speed fuel pump relay to simulate road shock. Check connectors
for clean tight connection. If any faults are found, isolate fault and
repair as necessary. If no faults are found, fault cannot be
duplicated at this time. Go to CIRCUIT TEST Z.
CIRCUIT TEST KC - FUEL SHUTOFF VALVE RELAY

Diagnostic Aids
following:
* Fuel shutoff valve relay.

* Wiring harness circuits (B+, FSV, FSVM, Ground, FSV PWR and
VPWR).

Fig. 54: Identifying Fuel Shutoff System Circuits
NOTE: Fuel Shutoff Valve (FSV) relay is also referred to as fuel

valve relay.

This DTC indicates a fuel shutoff valve primary circuit
failure has been indicated. Possible causes are:
G - *TESTS
Open orW/CODES
shorted Fuel- 4.2L Article
Shutoff Text (p.
Valve (FSV) 176)1998 Ford Econoline E250For 1
circuit. Copyright © 1998 Mitchell Repair Informatio
* Open VPWR circuit to FSV relay.
* Faulty FSV relay.
* Faulty PCM.
Turn ignition off. Disconnect Fuel Shutoff Valve (FSV) relay

FSV relay wiring harness connector and chassis ground. If voltage is
less, repair open in VPWR circuit between EEC power relay and FSV
relay.
NOTE: To identify FSV relay terminals, refer to numbers molded on
relay.
2) Check FSV Relay

Turn ignition off. Measure resistance between terminals No.
85 and 86 at FSV relay. Resistance should be 40-85 ohms. Also, measure
resistance between terminal No. 85 and terminals No. 30 and 87 at FSV
relay. Resistance should be more than 10,000 ohms. If resistance is
not as specified, replace FSV relay. If resistance is as specified, go
to next step.
3) Check FSV Circuit For Short To Power
ignition on. Measure voltage between FSV terminal at FSV relay wiring
harness connector and chassis ground. If voltage is less than one
power in FSV circuit.
4) Check FSV Circuit For Short To Ground
Connector (DLC). Measure resistance between FSV terminal at FSV relay
wiring harness connector and chassis ground. If resistance is more
less, repair short to ground in FSV circuit.
5) Check For Open FSV Circuit
loose, damaged or corroded terminals. Measure resistance between FSV
terminal at FSV relay wiring harness connector and test pin No. 80 at
breakout box. If resistance is 5 ohms or more, repair open circuit. If
resistance is less than 5 ohms and KOEO DTC P0231 or P0232 is also
present with DTC P0230, go to next step. If resistance is less than 5
ohms and specified DTCs are not present, replace PCM.
6) Check PCM FSV Circuit
Remove breakout box. Reconnect PCM and FSV relay. Connect
scan tool to DLC. Turn ignition on. Using scan tool, select FSVF PID
from PID/DATA monitor menu. If PID value indicates YES, replace PCM.
If PID value indicates NO, go to next step.
7) Check FSV Primary Circuit
START position. While cranking engine, observe FSVF PID value. If PID
NO during crank, FSV primary circuit is okay. If DTC P0231 is present,
go to step 20). If DTC P0232 is present, go to step 10).

have been omitted.

This DTC indicates PCM detected high FSVM circuit voltage
when fuel shutoff valves were commanded off. Attempt to start engine.
If engine
G - TESTSstarts, go to next -step.
W/CODES 4.2LIfArticle
engine does
Textnot
(p.start,
177)go to Ford Econoline E250For 1
1998 Copyright © 1998 Mitchell Repair Informatio
step 15).
11) Check Power To FSV PWR Circuit
Turn ignition and all accessories off. Disconnect scan tool.
between test pins No. 40 (FSVM) at breakout box and ground. If voltage
is 1.5 volts or more, go to next step. If voltage is less than 1.5
volts, go to step 13).
12) Check FSV Relay
Turn ignition off. Disconnect FSV relay. Turn ignition on.
Measure voltage between test pin No. 40 (FSVM) at breakout box and
ground. If voltage is less than 1.5 volts, replace FSV relay. If
voltage is 1.5 volts or more, repair short to power in FSVM or FSV PWR
circuit.
13) Check for Open FSVM Circuit
at breakout box and FSV PWR terminal at FSV relay wiring harness
connector. If resistance is less than 5 ohms, replace PCM. If
resistance is 5 ohms or more, repair open FSVM circuit.


Turn ignition off. Disconnect IFS switch. Measure resistance
between terminals "C" and NC at IFS switch wiring harness connector.
ohms or more, reset or replace IFS switch.
Disconnect FSV relay. Measure resistance of FSV PWR circuit
between FSV relay wiring harness connector and IFS wiring harness
connector. If resistance is less than 5 ohms, reconnect FSV relay and
go to next step. If resistance is 5 ohms or more, repair open in FSV
PWR circuit between IFS switch and FSVM connection.
17) Check FSV PWR Circuit Resistance
Measure resistance of FSV PWR circuit to fuel solenoid
shutoff valves between IFS wiring harness connector and chassis
ground. If resistance is less than 10 ohms, fault cannot be identified
at this time. Verify previous test step results. If resistance is 10
ohms or more, repair open FSV PWR circuit.

20) DTC P0231

This DTC indicates a fuel shutoff valve secondary circuit
fault. If DTC P0230 is also present and not been diagnosed, go to step
1). Attempt to start engine. If engine starts, replace PCM. If engine
does not start, go to next step. G - TESTS W/CODES - 4.2L Article Text (p. 178)
21) Check B+ To Fuel Shutoff Valve (FSV) Relay
Turn ignition off. Disconnect FSV relay wiring harness
connector. Measure voltage between chassis ground and B+ terminal at
FSV relay wiring harness connector. If voltage is more than 10.5
volts, go to next step. If voltage is 10.5 volts or less, check
circuit fuse. If fuse is blown, check for short to ground in FSV PWR
or B+ circuit. If fuse is okay, repair open in B+ circuit.
Measure resistance between negative battery terminal and FSV
PWR terminal at FSV relay wiring harness connector. If resistance is
less than 10 ohms, replace FSV relay. If resistance is 10 ohms or
more, repair open in FSV PWR circuit.


If Continuous Memory DTC P0230 is also present, go to step
40). Turn ignition off. Connect scan tool to Data Link Connector
(DLC). Using scan tool, select FSVM PID. PID value should indicate
OFF. Observe PID value for indication of fault performing the
following:
* Wiggle and bend FSV PWR circuit between FSV relay and fuel
solenoid shutoff valves.
* Wiggle and bend fuel shutoff valve ground circuits.
* Wiggle and bend FSVM circuit between PCM and splice to
FSV PWR circuit.
* Lightly tap on Inertia Fuel Shutoff (IFS) switch to simulate
road shock.
* Check connectors for clean tight connection.
Fault will be indicated by FSVM PID indicating ON. If any

faults are found, isolate fault and repair as necessary. If no faults
are found, fault cannot be duplicated at this time. Go to
CIRCUIT TEST Z.


when fuel shutoff valves were commanded on, FSVM circuit voltage went
low. Possible causes for this fault are:
* Open B+ circuit to Fuel Shutoff Valve (FSV) relay.

* FSV relay contacts open.
* Open in FSV PWR circuit.
Turn ignition off. Disconnect

G - Inertia
TESTS Fuel Shutoff (IFS)
W/CODES - 4.2L Article Text (p. 179)1998 Ford Econoline E250For 1
switch. Disconnect PCM 104-pin connector. Inspect connector for loose,
Box (014-00950), leaving PCM disconnected. Connect a jumper wire
between test pins No. 77 and 80 at breakout box. Connect DVOM between
test pins No. 40 and 51 at breakout box. Turn ignition on. Voltage
should be more than 10 volts. Observe DVOM for indication of fault
while performing the following:
* Wiggle and bend B+ circuit to Fuel Shutoff Valve (FSV) relay.

* Wiggle and bend FSV PWR circuit between FSV relay and FSVM
circuit splice.
* Lightly tap on FSV relay to simulate road shock.
Fault will be indicated by sudden change in DVOM voltage. If

any faults are found, isolate fault and repair as necessary. If no
CIRCUIT TEST Z.


* Open VPWR circuit to Fuel Shutoff Valve (FSV) relay.

* Open coil in FSV relay.
* Open in FSV circuit.

(DLC). Turn ignition on and wait 5 seconds. Using scan tool, select
FSVF PID. Observe PID value for indication of fault while performing
the following:
* Wiggle and bend FSV circuit between terminal No. 80 at

PCM and FSV relay.
* Wiggle and bend VPWR circuit EEC-V power relay and FSV relay.
Fault will be indicated if FSVF PID switches to YES. If any

CIRCUIT TEST Z.
CIRCUIT TEST KE - IDLE AIR CONTROL (IAC) VALVE

procedures to ensure all EEC-V systems are working G
properly
Diagnostic Aids
following:
* Throttle linkage.
* Wiring harness circuits (IAC and VPWR).
* Faulty Idle Air Control (IAC) valve.
* Faulty throttle body.
Fig. 55: Identifying IAC Circuit & Connector Terminals
1) Check For DTCs

Retrieve and record all Continuous Memory DTCs. Perform
KOER ON-DEMAND SELF-TEST. If DTC P0505, P1504 or P1507 is present, go
to next step. If DTC P0505 or P1507 is not present, IAC system is okay
and testing is complete. If symptom exists, go to
2) DTC P0505, P1504 & P1507
DTCs P0505 and P1504 indicate IAC system malfunction has been
detected. DTC P1507 indicates that IAC system under speed fault has
been detected. Possible causes are:
* IAC circuit open or shorted to PWR.

* Contaminated IAC valve assembly.
* Damaged throttle body.
* Faulty IAC valve.
* Faulty PCM.
Turn ignition off. Disconnect IAC valve connector. Turn

ignition on. Measure voltage between VPWR terminal at IAC valve wiring
harness connector and battery ground terminal. If voltage is more than
3) Check IAC Valve Resistance
Turn ignition off. Connect DVOM positive lead to VPWR
terminal at IAC valve. Connect DVOM negative lead to IAC terminal at
IAC valve. If resistance is 6-13 ohms, go to next step. If resistance G - TESTS W/CODES - 4.2L Article Text (p. 181)
is not 6-13 ohms, replace IAC valve assembly.
4) Check IAC Valve Internal Short To Case
Turn ignition off. Measure resistance between each IAC valve
terminal and IAC housing. If both resistance readings are more than
10,000 ohms, go to next step. If any resistance reading is 10,000 ohms
or less, replace IAC valve assembly.
5) Check Air Inlet System
Turn ignition off. Remove air filter. Inspect air filter, MAF
sensor and air inlet system for excessive dirt or contamination.
Repair as necessary. If air inlet system is okay, go to next step.
Start engine and allow to idle. Inspect air inlet system any
of the following possible faults:
* Cracked or punctured air inlet tube.

* Loose inlet air tube or air cleaner housing.
* Loose or damaged throttle body.
* Contaminated or damaged IAC valve assembly.
* Faulty EGR valve or gasket.
* Faulty PCV valve or hose.
Check entire system for vacuum leaks. Repair as necessary. If

no vacuum leaks are found, go to next step.
7) Check IAC Circuit Continuity
Measure resistance between breakout box test pin No. 83 (IAC) and IAC
terminal at IAC valve wiring harness connector. If resistance is 5
ohms or more, repair open in IAC circuit. If resistance is less than 5
8) Check IAC Circuit For Short To Power
Turn ignition on. Measure voltage between test pin No. 83
(IAC) at breakout box and chassis ground. If voltage is one volt or
more, repair short to power in IAC circuit. If voltage is less than
one volt, go to next step.
resistance between test pin No. 83 (IAC) and test pins No. 51 and 103
ground in IAC circuit.
10) Check IAC Signal From PCM
Connect PCM to breakout box. Connect IAC valve to wiring
harness connector. Connect DVOM between test pins No. 83 (IAC) and No.
51 (PWR GND) at breakout box. Start engine and slowly increase speed
to 3000 RPM. If voltage is not 3.0-11.5, replace PCM. If voltage is 3.
0-11.5 volts, proceed as follows:
* If Continuous Memory DTC P1504 or P1507 is present, go to

step 30).
* If Continuous Memory DTC P1504 or P1507 is not present, check
throttle body for damage. Repair as necessary. If throttle
body is okay, replace IAC valve.

20) DTC P1506

This DTC indicates IAC system has reached over speed
malfunction. Possible causes are:
* IAC circuit short to ground.

* IAC assembly stuck open.
* Air intake leaks or restrictions.


21) Check EVAP System
Turn ignition off. Disconnect hoses from EVAP canister purge
valve. Connect a vacuum pump to carbon canister hose port. See Fig. 56
. Using vacuum pump, apply 16 in. Hg to port. If vacuum bleeds off
within 20 seconds, replace EVAP canister purge valve. If vacuum holds,
go to next step.
Fig. 56: Identifying EVAP Canister Purge Hose Ports
22) Check IAC Valve Function

Start engine and allow to idle. Ensure transmission is in G - TESTS W/CODES - 4.2L Article Text (p. 18
Park or Neutral and engine is warmed to normal operating temperature.
Disconnect IAC valve wiring harness connector. If engine speed drops,
go to next step. If engine speed does not drop, check throttle body
for damage. If throttle body is okay, replace IAC valve.
No. 83 (IAC) and test pins No. 51 and 103 (PWR GND) at breakout box.
If both resistance readings are more than 10,000 ohms and idle speed
is normal, go to step 30). If both resistance readings are more than
10,000 ohms and high idle speed is present, replace PCM. If resistance
is 10,000 ohms or less, repair short to ground in IAC circuit.

25) DTC P1505: Check Inlet Air Supply

This DTC indicates IAC system has reached the adaptive
learning limit. Possible causes are:

* Throttle body linkage binding.
Inspect air intake system for leaks. Repair as necessary. If

air intake system is okay, go to next step.
Repair as necessary. If air intake system is okay, go to next step.
27) Check Throttle Body & Linkage
Disconnect accelerator cable. Remove air cleaner tube from
throttle body. Check cable and throttle body linkage for binding or
interference. If faults are present, go to CIRCUIT TEST HU, step 3).
If no faults are present, go to CIRCUIT TEST HU, step 8).

30) Check IAC System For Intermittent Open Or Short Circuit

Connect scan tool to DLC. Start engine and allow to idle.
Ensure all accessories are off and engine is warmed to normal
operating temperature. Using scan tool, select IAC and RPM PIDs from
PID/DATA monitor menu. IAC duty cycle should be 20-45 percent. Observe
IAC and RPM PIDs for indication of fault while performing the
following:
* Wiggle and bend wiring harness starting at IAC valve and work
toward PCM.
* Lightly tap on IAC valve to simulate road shock.
Fault will be indicated by sudden change in IAC PID or RPM

PID value. If any faults are found, isolate fault and repair as
necessary. If no faults are found, problem cannot be duplicated at
CIRCUIT TEST KM - WOT A/C CUT-OFF (WAC)

Diagnostic Aids
following:
* Wiring harness circuits (ACCS, ACPSW, VPWR and WAC).

* Faulty WOT A/C cutoff relay.
Fig. 57: Identifying WAC Circuits & Connector Terminals
1) KOEO & KOER DTC P1460: Verify ACCS PID Is Off

These DTCs indicate a WAC circuit fault or A/C was on during
self-test. Possible causes are:
* A/C on during self-test.
* Faulty PCM.
Ensure A/C and defroster were off during

KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-TEST. If vehicle is
not equipped with A/C, ignore P1460. If A/C or defroster was on during
self-test, turn system off and repeat self-test. If vehicle is
equipped with A/C, start engine and allow to idle. Using scan tool,
select ACCS PID. If PID value indicates OFF, go to next step. If PID
value indicates ON, go to step 20).
2) Check VPWR Circuit
Turn ignition off. Disconnect WOT A/C cutoff relay connector.
Turn ignition on. Measure voltage between VPWR terminal at WOT A/C
cutoff relay wiring harness connector and chassis ground. If voltage
less, repair open in VPWR circuit. Start engine and allow to idle for
15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST.

relay.
3) Check WOT A/C Cutoff Relay

40-120 ohms, or more than 10,000 ohms. If resistance is as specified,
go to next step. If resistance is not as specified, replace WOT A/C
cutoff relay. Start engine and allow to idle for 15 seconds with A/C
on. Turn ignition and A/C off. Repeat QUICK TEST.
4) Check WOT A/C Cutoff (WAC) Circuit
Turn ignition on. Measure voltage between test pin No. 69 (WAC) at
WAC circuit. Start engine and allow to idle for 15 seconds with A/C
5) Check WAC Circuit For Short To Ground
Turn ignition off. Disconnect scan tool. Measure resistance
between test pin No. 69 (WAC) at breakout box and chassis ground. If
10,000 ohms or less, repair short to ground in WAC circuit. Start
engine and allow to idle for 15 seconds with A/C on. Turn ignition and
A/C off. Repeat QUICK TEST.
6) Check For Open WAC Circuit
and WAC terminal at WOT A/C cutoff relay wiring harness connector. If
resistance is less than 5 ohms, replace PCM. Start engine and allow to
idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat
QUICK TEST. If resistance is 5 ohms or more, repair open in WAC Copyright © 1998 Mitchell Repair Informatio
circuit. Start engine and allow to idle for 15 seconds with A/C on.
Turn ignition and A/C off. Repeat QUICK TEST.

have been omitted.
10) Check For Voltage To A/C Cycling Switch

Turn ignition on. Disconnect A/C cycling switch. Turn A/C
switch on. Measure voltage between A/C Demand Switch input terminal at
A/C cycling switch wiring harness connector and chassis ground. If
volts or less, check for fault in A/C demand switch, related fuses or
related wiring harness. See A/C-HEATER SYSTEMS article.
11) Check A/C Cycling Switch Contacts
Turn ignition off. Measure resistance between A/C cycling
switch terminals. If resistance is less than 5 ohms, reconnect A/C
cycling switch and go to next step. If resistance is 5 ohms or more,
check for low refrigerant charge.
12) Check For Voltage To A/C High Pressure Switch
Disconnect A/C high pressure switch connector. Turn ignition
and A/C switch on. Measure voltage between chassis ground and A/C
Demand Switch input terminal at A/C high pressure switch wiring
step. If voltage is 10.5 volts or less, check for open circuit between
A/C cycling switch and A/C high pressure switch. Repair as necessary
and verify symptom no longer exists.
13) Check Continuity Of A/C High Pressure Switch Contacts
Turn ignition off. Measure resistance of high pressure
contacts at A/C high pressure switch. If resistance is less than 5
ohms, reconnect A/C high pressure switch and go to next step. If
resistance is 5 ohms or more, check for high pressure (refrigerant
overcharge). Service A/C system as necessary. If A/C system pressure
is okay, replace A/C high pressure switch. Verify symptom no longer
exists.
14) Check Voltage To PCM
Turn ignition on. Turn A/C on. Measure voltage between test pin No. 41
(ACCS) at breakout box and chassis ground. If voltage is 10.5 volts or
less, repair open circuit between A/C high pressure switch and PCM. If
voltage is more than 10.5 volts, replace PCM and verify symptom no
longer exists.
15) Check A/C Demand Switch Voltage
Turn ignition off. Disconnect WOT A/C cutoff relay. Turn
ignition on. Turn A/C on. Measure voltage at A/C Demand Switch input
terminal at WOT A/C cutoff relay wiring harness connector. If voltage
less, repair open in A/C demand circuit between WOT A/C cutoff relay
and ACCS circuit splice to PCM. Verify symptom no longer exists.
16) Check A/C Clutch PWR & A/C Clutch Ground Circuits G - TESTS W/CODES - 4.2L Article Text (p. 187)
Disconnect A/C clutch. Disconnect scan tool. Measure
resistance of A/C clutch PWR circuit between WOT A/C cutoff relay
wiring harness connector and A/C clutch wiring harness connector.
Also, measure resistance of A/C clutch ground circuit between A/C
clutch wiring harness connector and ground. If both resistance
readings are less than 5 ohms, replace WOT A/C cutoff relay. Verify
symptom no longer exists. If any resistance reading is 5 ohms or more,
repair open in appropriate circuit. Verify symptom no longer exists.

19) DTC P1464: Check ACCS PID

This DTC indicates ACCS input to PCM was high during self-
test. Ensure A/C and defroster were off during
KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-TEST. If A/C or
defroster was on during self-test, turn system off and repeat self-
test. Turn ignition on. Using scan tool, select ACCS PID. If PID value
indicates ON, go to next step. If PID value indicates OFF, verify
self-test results. Leave A/C and defroster off and repeat QUICK TEST.
20) Check ACCS PID
Turn ignition off. Disconnect A/C cycling switch. Turn
ignition on. Using scan tool, select ACCS PID. If PID value indicates
OFF, verify A/C demand switch operation. Repair as necessary. See
A/C-HEATER SYSTEMS article. If A/C demand switch operation is okay,
repair short to power in A/C demand circuit to A/C cycling switch. If
PID value indicates ON, go to step 22).
ignition on. Measure voltage between chassis ground and A/C clutch PWR
is less than one volt, go to next step. If voltage is one volt or
more, repair short to power in A/C clutch PWR circuit. Verify symptom
no longer exists.
22) Check ACCS Circuit For Short To Power
Turn ignition on. Measure voltage between test pin No. 41 (ACCS) at
breakout box and chassis ground. If voltage is one volt or more,
repair short to power in ACCS circuit. Verify symptom no longer
exists. If voltage is less than one volt, on models without WOT A/C
cutoff relay, replace PCM.
23) Check ACCS Circuit Voltage To PCM
Turn ignition off. Reconnect WOT A/C cutoff relay. Turn
ignition on. Measure voltage between test pin No. 41 (ACCS) at
replace WOT A/C cutoff relay and verify symptom no longer exists. If
voltage is less than one volt, replace PCM and verify symptom no
longer exists.

Ensure A/C clutch and WOT A/C cutoff relay is connected. Turn
ignition on. Using scan tool, access OUTPUT TEST MODE. Turn A/C on.
While listening to A/C clutch, command outputs ON and OFF several
times. If A/C clutch engages and disengages when outputs are cycled
off and on, system is functioning properly. If symptom is
intermittent, go to CIRCUIT TEST Z. If A/C clutch does not operate as
specified, replace WOT A/C cutoff relay. Verify symptom no longer
exists.


This DTC indicates WOT A/C cutoff relay circuit failure. If
vehicle is not equipped with A/C, disregard this DTC. Turn ignition
off. Disconnect A/C cycling switch. Connect a jumper wire between
terminals of A/C cycling switch wiring harness connector. Turn
ignition and A/C switch on. Check for indication of fault while
performing the following:
* Wiggle and bend WAC circuit between WOT A/C cutoff relay and
terminal No. 69 at PCM.
* Lightly tap on WOT A/C cutoff relay to simulate road shock.
Fault will be indicated by A/C clicking on. If any faults are

found, isolate fault and repair as necessary. If no faults are found,
go to next step.
Ensure jumper wire is still connected between terminals of
A/C cycling switch wiring harness connector. Using scan tool, access
OUTPUT TEST MODE. Command all outputs OFF. Check for indication of
fault while performing the following:
* Wiggle and bend WAC circuit between terminal No. 69 at PCM

and WOT A/C cutoff relay.
* Wiggle and bend VPWR circuit to WOT A/C cutoff relay.

found, isolate and repair as necessary. Start engine and allow to idle
for 15 seconds with A/C on. Turn ignition and A/C off. Repeat
QUICK TEST. If no faults are found, fault cannot be duplicated at this
time. Go to CIRCUIT TEST Z.
35) WOT A/C Cutoff Relay

Turn ignition off. Ensure WOT A/C cutoff relay is
disconnected. Measure resistance between normally closed contacts
(terminals No. 3 and 4) at WOT A/C cutoff relay. If resistance is less
than 5 ohms, go to next step. If resistance is 5 ohms or more, replace
WOT A/C cutoff relay. Verify symptom no longer exists.
36) Check Voltage To WOT A/C Cutoff Relay
Disconnect A/C clutch relay. Turn ignition on. Measure
voltage between IGN RUN terminal at A/C clutch relay wiring harness
connector and chassis ground. If voltage is more than 10.5 volts, go
related fuse. If fuse is blown, check for short to ground. Repair as
necessary. If fuse is okay, repair open in IGN RUN circuit. Verify
symptom no longer exists.
37) Check For Open Ground Circuit
Turn ignition off. Measure resistance of ground circuit
between A/C clutch relay wiring harness connector and ground. If
ohms or more, repair open in ground circuit.
38) Check For Open In A/C Demand Circuit
Measure resistance of A/C DEMAND circuit between WOT A/C
cutoff relay wiring harness connector and A/C clutch relay wiring
If resistance is 5 ohms or more, repair open in A/C DEMAND circuit.
39) Check A/C Clutch PWR & A/C Clutch Ground Circuits
resistance of A/C clutch PWR circuit between A/C clutch relay wiring
harness connector and A/C clutch wiring harness connector. Also,
measure resistance of A/C clutch ground circuit between A/C clutch
wiring harness connector and ground. If both resistance readings are
less than 5 ohms, replace A/C clutch relay. Verify symptom no longer
exists. If any resistance reading is 5 ohms or more, repair open in
appropriate circuit. Verify symptom no longer exists.

45) Check ACCS PID

Turn ignition off. Disconnect A/C high pressure switch.
Disconnect A/C clutch relay. Turn ignition on. Using scan tool, select
ACCS PID. If PID value indicates OFF, replace A/C clutch relay. Verify
symptom no longer exists. If PID value indicates ON, go to next step.
46) Check A/C Demand Circuit
ignition on. Measure voltage of A/C demand-to-A/C clutch relay circuit
(Violet wire) between WOT A/C cutoff relay wiring harness connector
and- TESTS
G ground. IfW/CODES
voltage is less thanArticle
- 4.2L one volt,Text
go to(p.
next step.
190) If Ford Econoline E250For 1
1998 Copyright © 1998 Mitchell Repair Informatio
voltage is one volt or more, repair short to power. Verify symptom no
longer exists.
47) Check ACCS PID With WOT A/C Cutoff Relay Disconnected
Using scan tool, select ACCS PID. If PID value indicates OFF,
replace A/C clutch relay. Verify symptom no longer exists. If PID
value indicates ON, go to next step.
Turn ignition on. Measure voltage between ground and terminal No. 41
at breakout box. If voltage is less than one volt, replace PCM. Verify
symptom no longer exists. If voltage is one volt or more, repair short
to power in ACCS circuit. Verify symptom no longer exists.

50) Check A/C Clutch Relay

Turn ignition off. Disconnect A/C clutch. Disconnect A/C
clutch relay. Turn ignition on. Measure voltage between A/C CLUTCH PWR
terminal (Violet/Blue wire) at A/C clutch wiring harness connector and
ground. If voltage is less than 2 volts, replace A/C clutch relay. If
voltage is 2 volts or more, repair short to power in A/C CLUTCH PWR
circuit. Verify symptom no longer exists.

55) Check A/C High Pressure Switch Circuits

Turn ignition off. Disconnect A/C high pressure switch. Turn
A/C off. Connect a jumper wire between ACPSW terminal and ground
terminal at A/C high pressure switch wiring harness connector. See
Fig. 58. Start engine and wait 15 seconds. If high speed fan does not
turn on, go to next step. If high speed fan turns on, no problem is
indicated at this time. Reconnect all components. If A/C related
symptom still exists, see A/C-HEATER SYSTEMS article.
Fig. 58: Identifying A/C High Pressure Switch Wiring Harness

Connector Terminals
56) Check For Open Ground Circuit G - TESTS W/CODES - 4.2L Article Text (p. 191)1998 Fo
Start engine and allow to idle. Connect a jumper wire between
ACPSW terminal at A/C high pressure switch wiring harness connector
and chassis ground. Wait 15 seconds. If high speed fan is still off,
remove jumper wire and go to next step. If high speed fan is on,
repair open ground circuit to A/C high pressure switch. Verify symptom
no longer exists.
57) Check For Open ACPSW Circuit
Measure resistance of ACPSW circuit between test pin No. 86 at
breakout box and A/C high pressure switch wiring harness connector. If
resistance is less than 5 ohms, replace PCM. Verify symptom no longer
exists. If resistance is 5 ohms or more, repair open in ACPSW circuit.
Verify symptom no longer exists.
CIRCUIT TEST MB - OUTPUT TEST MODE NOT FUNCTIONING

Diagnostic Aids
following:
* Connection between scan tool and PCM.

* Connection between scan tool and battery power supply.
* Correct key sequence executed for outputs.
1) Check Scan Tool Installation

Turn ignition off. Check connection between scan tool and
Data Link Connector (DLC) for damage or contamination. Service as
2) Check Scan Tool Power Supply Connector
Check connector and wiring harness cable between scan tool
and battery power supply for poor connection or damage. Repair as
necessary. Perform ON-BOARD SYSTEM READINESS (OSR) TEST MODE under
ADDITIONAL SYSTEM FUNCTIONS to verify communication between scan tool
and PCM. See scan tool manufacturer instructions, if necessary. If
connector and wiring harness cable are okay, no problem with scan tool
installation is indicated. Ensure correct key sequence was used to
access outputs in OUTPUT TEST MODE.
CIRCUIT TEST NB - MALFUNCTION INDICATOR LIGHT (MIL)
Diagnostic Aids
following:
* Wiring harness circuit (MIL).

Fig. 59: MIL Circuit Schematic
NOTE: If vehicle will not start, go to CIRCUIT TEST A.
1) MIL Always On
If any KOEO or Continuous Memory DTCs are present, service
DTCs as necessary before continuing. If no DTCs are present, turn
between test pins No. 2 and No. 51 or 103 (PWR GND) at breakout box.
If resistance is less than 5 ohms, repair short in MIL circuit between
test pin No. 2 and MIL. If resistance is 5 ohms or more, replace PCM.
2) MIL Does Not Come On
Turn ignition on. Measure voltage between ground side of MIL
fuse and negative battery terminal. If voltage is 10.5 volts or less,
go to next step. If voltage is more than 10.5 volts, go to step 4).
3) Check For B+ At Fuse
Measure voltage between positive side of MIL fuse and
negative battery terminal. If voltage is 10.5 volts or less, repair
open in MIL or B+ circuit. If voltage is more than 10.5 volts, replace
MIL fuse.
4) Check For B+ At MIL Bulb
Turn ignition off. Disconnect instrument cluster connector.
Turn ignition on. Measure voltage between B+ circuit terminal at
instrument cluster wiring harness connector and negative battery
voltage is 10.5 volts or less, repair open in fuse, MIL bulb or B+
circuit to instrument cluster. See INSTRUMENT PANELS article in the
ACCESSORIES & EQUIPMENT section.
5) Check Continuity Of MIL Circuit
Measure resistance between test pin No. 2 at breakout box and MIL
terminal at instrument cluster wiring harness connector. If resistance
is 5 ohms or more, repair open in MIL circuit. If resistance is less
than 5 ohms, check MIL bulb and instrument cluster. See INSTRUMENT
PANELS article in the ACCESSORIES & EQUIPMENT section. Repair as
necessary. If no problems are found, G -replace
TESTS W/CODES - 4.2L Article Text (p. 193)1998 Ford Econoline E250For 1
PCM.
CIRCUIT TEST NC - IGNITION DIAGNOSTIC MONITOR (IDM)

Diagnostic Aids
following:
Continuous Memory DTC P0320

This DTC indicates that (2) successive erratic Profile
Ignition Pulses (PIP) have occurred. Possible causes are:
* Loose wires and/or connectors.

* Short circuit to ground in ignition secondary system.
* Incorrect 2-way radio installation.
If any of the specified causes were present, repair as

necessary. If vehicle will not start, go to CIRCUIT TEST A. If fault
is intermittent, go to CIRCUIT TEST Z. If vehicle will start and none
of the specified causes were present, replace PCM.
CIRCUIT TEST ND - ENGINE RPM/VEHICLE SPEED LIMITER

Diagnostic Aids
directed by other test procedures.
DTC P1270
This DTC indicates that engine or vehicle speed has exceeded
calibrated limit. Possible causes are:
* Wheel slippage caused by mud, ice, water, snow, etc.

* Over revved engine in Neutral.
* Vehicle driven at excessive rate of speed.
If any of the specified causes have occurred, system is okay.

Clear PCM memory. If none of specified causes have occurred, clear PCM
memory. Check for other driveability concerns. See
H - TESTS W/O CODES - GASOLINE article. Repair as necessary.
G - TESTS W/CODES - 4.2L Article Text (p. 194)1998 Ford Econoli
CIRCUIT TEST QA - UNABLE TO ACTIVATE SELF-TEST/SCP
COMMUNICATION ERROR DTC NOT LISTED
Diagnostic Aids
following:
* Standard Corporate Protocol (SCP) communication circuits

BUS (+) and BUS (-).
* Wiring harness circuits (CHASSIS GROUND, PWR GND and VBAT).
Fig. 60: Identifying Data Link Connector (DLC) Test Circuit &
Connector Terminals
1) Verify Self-Test Procedure Is Correct

This DTC indicates KOER ON-DEMAND SELF-TEST cannot be
completed. Ensure scan tool is correctly attached to DLC, located
under dash panel. Ensure scan tool is not damaged or defective. Ensure
PTO switch/actuator is in OFF position. Verify correct procedure was
used to activate self-test. Correct as necessary. If no faults are
2) Check VREF At Throttle Position (TP) Sensor
wiring harness connector. See Fig. 61. If voltage is 4-6 volts, go to
next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C.
NOTE: KOER self-test failure or Communication Error message could

result if a failure is present in MAF sensor, MLP sensor,
VSS or related circuits.
Fig. 61: Identifying TP Sensor Harness Connector Terminals
3) Ability To Access Continuous Memory DTCs

If Continuous Memory DTCs are accessible, go to next step. If
Continuous Memory DTCs are not accessible, go to step 8).
4) Ability To Activate KOEO Self-Test
If KOEO self-test can be activated, go to next step. If KOEO
self-test cannot be activated, go to step 7).
5) Ability To Activate KOER Self-Test
If KOER self-test can be activated, DTC is false. Obtain PCM
part number and check manufacturer for correct PCM application. If
KOER self-test cannot be activated, go to step 7).

have been omitted.
7) Retrieve Any Continuous Memory DTCs

Perform QUICK TEST. If any DTCs are present, service as
necessary before continuing. If unable to retrieve DTC, go to next
step.
8) Check Voltage At Data Link Connector (DLC)
Inspect DLC for damage and repair as necessary. Turn ignition
on. Measure voltage between B+ terminal at DLC and engine ground. If
volts or less, repair open in B+ circuit.
9) Check DLC Ground Circuit Continuity
Turn ignition off. Measure resistance between CHASSIS GROUND
terminal at DLC and engine ground. If resistance is less than 5 ohms,
go to next step. If resistance is 5 ohms or more, repair open in
CHASSIS GROUND circuit.
10) Check DLC PWR GND Circuit Continuity
Measure resistance between test pin No. 51 or 103 (PWR GND) at
breakout box and PWR GND terminal at DLC. If resistance is less than 5
PWR GND circuit to DLC.
11) Check BUS(-) Circuit
G - TESTSterminal
and BUS(-) W/CODES at DLC. If resistance
- 4.2L Article is less(p.
Text than 5 ohms,
196) go to Econoline E250For 1
1998 Ford Copyright © 1998 Mitchell Repair Informatio
next step. If resistance is 5 ohms or more, repair open in BUS(-)
circuit to DLC.
test pin No. 15 at the breakout box and chassis ground. If resistance
is more than 10,000 ohms, go to next step. If resistance is 10,000
ohms or less, repair short to ground in BUS(-) circuit.
and 51 or 103 (PWR GND) at the breakout box. If voltage is 6 volts or
less, go to next step. If voltage is more than 6 volts, repair short
to power in BUS(-) circuit.
14) Check BUS(+) Circuit Continuity
(BUS+) at the breakout box and chassis ground. If resistance is less
open in BUS(+) circuit to DLC.
15) Check BUS(+) Circuit For Short To Ground
Measure resistance between chassis ground and test pin No. 16
(BUS+) at breakout box. If resistance is more than 10,000 ohms, go to
ground in BUS(+) circuit.
16) Check BUS(+) Circuit For Short To Power
and 51 or 103 (PWR GND) at breakout box. If voltage is one volt or
less, go to next step. If voltage is more than one volt, repair short
to power in BUS(+) circuit.
17) Power Take Off (PTO) Applications
If vehicle is equipped with PTO, go to next step. If vehicle
is not equipped with PTO, replace PCM.
18) Check PTO On/Off Input
Turn ignition on. While toggling PTO switch/actuator switch,
measure voltage between test pins No. 4 (PTO) and 51 or 103 (PWR GND)
at breakout box. If voltage is less than one volt with PTO off, and
more than one volt with PTO on, PTO circuit is okay. Replace PCM. If
voltage is not as specified, go to CIRCUIT TEST FB.
CIRCUIT TEST QB - DIAGNOSTIC TROUBLE CODE P0603 OR P1605

Diagnostic Aids
KAPWR is interrupted when PCM or battery is disconnected. DTC
P0603 or P1605 may be generated during the next PCM power-up.
following:
* Battery terminal condition.

* Keep Alive Power (KAPWR) circuit routing.
* KAPWR circuit condition.
Fig. 62: Keep Alive Power (KAPWR) Circuit Schematic
1) DTC P0603 Or P1605: Check Battery Terminals

Inspect battery terminals for corrosion or loose connection.
Service as necessary. If battery terminals are okay, go to next step.
Inspect wiring harness and connectors for damage or
corrosion. Ensure wiring harness is not improperly routed too close to
ignition or exhaust components. Service as necessary. If no problems
3) Check KAPWR Circuit
Connect DVOM between test pin No. 55 (KAPWR) at breakout box and
chassis ground. While observing DVOM, wiggle and bend small sections
of wiring harness between PCM and dash panel. If voltage is
continuously 10.5 volts or more, go to next step. If at anytime,
voltage drops to less than 10.5 volts, isolate open in KAPWR circuit
4) Check For DTC P0603 & P1605
Perform KOEO ON-DEMAND SELF-TEST. If DTC P0603 or P1605 is
present, replace PCM. If any other DTCs are present, service as
necessary. If no DTCs are present, testing is complete. DTC P0603 or
P1605 may have been due to a previous repair.
CIRCUIT TEST QC - OBD-II MONITOR TESTING NOT COMPLETE;

DIAGNOSTIC TROUBLE CODE P1000

Diagnostic Aids
directed by other test procedures. This DTC indicates that On Board
Diagnostics II (OBD-II) system self-testing has not been completed. To
clear DTC P1000, a complete drive cycle, with successful OBD-II system
self-test must occur.
Gnormal
A drive cycle consists of vehicle warmed to - TESTS W/CODES - 4.2L Article Text (p. 198)1998 Ford Econoline E
engine
temperature and operated in all speed ranges. After self-test
successfully completes, SYSTEM PASS can be obtained from PCM.
DTC P1000 will set in PCM memory when any of the following
conditions occur:
* Vehicle is new from factory and has not yet completed an

OBD-II drive cycle.
* An OBD-II monitor has failed before completion of OBD-II
drive cycle.
* PCM memory has been cleared with a scan tool.
DTC P1000 cannot be cleared from PCM if vehicle is equipped

with Power Take Off (PTO) and circuit is shorted to power, or if PTO
is on during testing.
1) DTC P1000: Check For Other DTCs

If any other DTCs are present, service as necessary. If no
other DTCs are present, and vehicle is equipped with PTO, go to next
step. If no other DTCs are present, and vehicle is not equipped with
PTO, go to step 3).
2) Check PTO PID
(DLC). Start engine and allow to idle. Using scan tool, select PTO
STAT PID. Cycle PTO switch/activator on and off. If PID value does not
cycle ON, DELAY and then OFF, go to CIRCUIT TEST FB. If PID value
cycles ON, DELAY and then OFF, PTO circuit is okay. Go to next step.
3) Attempt To Clear DTC P1000
Perform OBD-II DRIVE CYCLE. See DRIVE CYCLES under ADDITIONAL
SYSTEM FUNCTIONS. After drive cycle is completed, repeat QUICK TEST.
CIRCUIT TEST QD - DIAGNOSTIC TROUBLE CODE P1260
Diagnostic Aids
directed by other test procedures. This DTC indicates that anti-theft
system has been activated. When activated, anti-theft system will
disable fuel system. To disarm anti-theft system, use key or remote
keyless entry to unlock door.

If any other DTCs are present, service as necessary before
continuing. If no DTCs other than P1260 are present, go to next step.
2) Attempt To Start Engine
Use key or remote keyless entry to disarm anti-theft system.
Clear PCM memory. Attempt to start engine. If engine starts, no
problem is indicated at this time. Testing is complete. If engine does
not start, go to next step.
3) Check For DTCs
Perform QUICK TEST. If Continuous Memory DTC P1260 is still
present, fault is in anti-theft system. See ANTI-THEFT SYSTEMS article
in the ACCESSORIES & EQUIPMENT section. If Continuous Memory DTC P1260
is not present, DTC P1260 is not cause of no-start condition. See
H - TESTS W/O CODES - GASOLINE article for no-start diagnosis.
CIRCUIT TEST TA - PARK & NEUTRAL POSITION (PNP) SWITCH,

CLUTCH PEDAL POSITION (CPP) SWITCH

Diagnostic Aids
following:
* Wiring harness circuits (CPP, PNP and SIG RTN).

* Faulty Clutch Pedal Position (CPP) switch.
* Faulty Park & Neutral Position (PNP) switch.
Fig. 63: Identifying CPP Switch Test Circuit & Connector Terminals
1) DTC P0704 & P1709: Check CPP/PNP Switch Function

These DTCs indicate CPP/PNP switch malfunction. Possible
causes are as follows:
* Starter relay disconnected during QUICK TEST.

* CPP/PNP switch circuit damage.
* Faulty CPP/PNP switch.

(DLC). Ensure shift lever is in Neutral. Turn ignition on. Using scan
tool, select CPP/PNP PID. While observing CPP/PNP PID, apply and
release clutch pedal. If PID value does not cycle ON and OFF, go to
next step. If PID value cycles ON and OFF, check PCM connector for
loose, damaged or corroded terminals. Repair as necessary. If
connector is okay, replace PCM.
2) Check CPP/PNP Switch
Turn ignition off. Locate CPP switch near clutch pedal or PNP
switch near transmission shift linkage. Inspect switch and bracket for
damage and repair as necessary. Disconnect CPP/PNP switch connector.
Inspect connector for loose, damaged or corroded terminals. Repair as G - TESTS W/CODES - 4.2L Article T
necessary. While depressing clutch pedal, measure resistance between
CPP/PNP switch terminals. If resistance is less than 5 ohms, go to
next step. If resistance is 5 ohms or more, replace CPP/PNP switch.
3) Check CPP Circuit
Turn ignition off. Disconnect scan tool. Disconnect PCM 104-
(CPP) at breakout box and CPP/PNP terminal at CPP/PNP switch wiring
harness connector. Also, measure resistance between test pin No. 91
(SIG RTN) at breakout box and SIG RTN terminal at CPP/PNP switch
wiring harness connector. If both resistance readings are less than 5
repair open in appropriate circuit.
4) Check PNP Or CPP Circuit
at breakout box. Also, measure resistance between test pins No. 64 and
ohms, replace PCM. If any resistance reading is 10,000 ohms or less,
causes are:

Turn ignition off. Ensure shift lever is in Neutral. Connect

scan tool to Data Link Connector (DLC). Turn ignition on. Using scan
tool, select CPP/PNP PID.
While observing CPP/PNP PID value, perform the following:
* Depress clutch pedal, place shift lever in gear then release

clutch pedal.
* With shift lever in gear, depress and release clutch pedal.
If PID value does not cycle ON and OFF for both switches, go
to next step. If PID value cycles ON and OFF for both switches, fault
may be intermittent. Disconnect PCM 104-pin connector. Inspect
6) Check CPP/PNP Switches
Turn ignition off. Locate CPP switch near clutch pedal and
PNP switch near transmission shift linkage. Inspect both switches and
brackets for damage and repair if necessary. Disconnect CPP and PNP
switch connectors. Inspect connectors for loose, damaged or corroded
terminals. Repair as necessary. Measure resistance between CPP switch
terminals with clutch pedal depressed. Measure resistance between PNP
switch terminals with shift lever in Neutral. If both resistance
readings is less than 5 ohms, go to next step. If any resistance G - TESTS W/CODES - 4.2L Article Text (p. 201
reading is 5 ohms or more, replace CPP or PNP switch.
7) Check CPP/PNP Circuit
(CPP) at breakout box and CPP/PNP terminal at CPP or PNP switch wiring
harness connector. Measure resistance between test pin No. 91 (SIG
RTN) at breakout box and SIG RTN terminal at CPP or PNP switch wiring
open circuit.
8) Check CPP/PNP Circuit For Short To SIG RTN Or Ground
repair short in appropriate circuit.
CIRCUIT TEST TB - TRANSMISSION CONTROL SWITCH (TCS)/

TRANSMISSION CONTROL INDICATOR LAMP (TCIL)

Diagnostic Aids
following:
* Wiring harness circuits (TCIL and TCS).

Fig. 64: TCIL & TCS Circuit Schematic
1) DTC P1780
This DTC indicates Transmission Control Switch (TCS) was not
cycled during KOER self-test. Possible causes are:
* Faulty TCS.
* TCS not cycled during self-test.
* Faulty PCM.

(DLC). Start engine and allow to idle. Using scan tool, select TCS
PID. Cycle TCS switch, then hold depressed. If PID value indicates ON,
go to next step. If PID value indicates OFF, repeat
KOER ON-DEMAND SELF-TEST to cycle TCS.
Turn ignition on. Measure voltage between test pin No. 29 (TCS) and
test pins No. 24 and 77 (PWR GND) at breakout box while cycling TCS.
If voltage reading does not cycle when TCS is cycled, go to next step.
If voltage reading cycles when TCS is cycled, replace PCM and repeat
QUICK TEST.
Turn ignition off. Disconnect TCS. Inspect connector for
loose, damaged or corroded terminals. Repair as necessary. Measure
resistance between test pin No. 29 (TCS) and test pins No. 24 and 77
(PWR GND) at breakout box. If both resistance readings are 10,000 ohms
or more, go to next step. If any resistance reading is 10,000 ohms or
less, repair short to ground in TCS circuit.
Connect ohmmeter positive lead to TCS key power at the fuse
panel. Connect negative lead to power terminal at TCS wiring harness
pin No. 29 (TCS) at breakout box and TCS terminal at TCS wiring
open TCS circuit.
Measure resistance between test pin No. 29 (TCS) and test
pins No. 71 and 97 (VPWR) at breakout box. If both resistance readings
are more than 10,000 ohms, replace TCS. If any resistance reading is
10,000 ohms or less, repair short to power in TCS circuit.
6) Check TCIL PID
Using scan tool, select TCIL PID. Cycle TCS. If PID value
changes from ON to OFF, fault is intermittent. Go to CIRCUIT TEST Z.
If PID value does not change from ON to OFF, go to next step.
ignition on. If TCIL turns off, replace PCM. If TCIL remains on,
repair short to ground in TCIL circuit.
Perform KOER ON-DEMAND SELF-TEST. If DTC P1780 is not
present, go to next step. If DTC P1780 is present, go to step 1).
G - TESTS
9) Check W/CODES
Voltage To-TCIL
4.2L Article Text (p. 203)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
Turn ignition on. Measure voltage between TCIL test pin and test pins
No. 24 and 76 (PWR GND) at breakout box. See Fig. 64. If both voltage
reading are more than 2 volts, replace PCM. If any voltage reading is
2 volts or less, check indicator bulb and fuse. Repair as necessary.
If bulb and fuse are okay, repair open in circuit between test pin No.
79 and ignition switch.
CIRCUIT TEST TG - 4x4 LOW (4x4L) RANGE

Diagnostic Aids
following:
* Electronic shift control module wiring harness circuits.

NOTE: Electronic shift control module is also referred to as

Generic Electronic Module (GEM).

(Electronic Shift)
Fig. 66: Identifying 4x4 Low Switch Test Circuit & Connector
1) DTC P1729 & P1781 G - TESTS W/CODES - 4.2L Article Text (p. 204)1998 Ford Econoline E250For 1
DTC P1729 indicates open or short in 4x4 switch circuit. DTC
P1781 indicates 4x4L switch position closed during QUICK TEST. If
switch position was not 4x2 or 4x4H during KOEO SELF-TEST, select 4x2
or 4x4H and repeat QUICK TEST. If switch position was as specified, go
to next step.
Using scan tool, select 4x4L PID. Turn ignition on. Cycle
4x4L switch to 4x2. Check for indication of fault while performing the
following:
* Wiggle and bend small sections of wiring harness starting at

transfer case working toward PCM.
* Lightly tap on transfer case wiring harness connector.
instrument cluster working toward PCM.
Fault will be indicated by PID value changing (ON/OFF). If

Turn ignition on. While cycling 4x4L switch, measure voltage between
test pins No. 14 and No. 24 (PWR GND) at breakout box. If voltage
cycles, replace PCM. If voltage does not cycle, go to next step.
4) Check 4x4L Circuit Continuity
module. Inspect connector for loose, damaged or corroded terminals.
Repair as necessary. Measure resistance between test pin No. 14 at
breakout box and 4X4L terminal at electronic shift control module
wiring harness connector. If resistance is 5 ohms or less, go to next
step. If resistance is more than 5 ohms, repair open in 4x4L circuit.
Reconnect electronic shift control module. Measure resistance
between test pins No. 14 and 24 or 103. Also, measure resistance
between test pins No. 14 and 71 at breakout box. If both resistance
readings are more than 10,000 ohms, 4x4L circuit is okay. Check
transfer case for mechanical fault. If any resistance reading is 10,
000 ohms or less, repair short in 4x4L circuit.
CIRCUIT TEST Z - INTERMITTENT
Diagnostic Aids
directed by other test procedures. Before continuing with this circuit
test, ensure that the following areas are in good condition:
* Air induction system.

* Vacuum hoses and connections.
* Wiring harness connectors.
* Fuel level and quality.
* Added aftermarket equipment.
* Base engine (valves, timing, etc.).
Fig. 67: Testing Typical PCM Output Control Circuit
1) Intermittent Test Procedure

Proceed to the appropriate circuit test as follows:
INPUT CIRCUIT TEST PRIORITY TABLE
(1) (2) (3)

Circuit Step 10) Step 30) Step 40)
A/C ON ............... 1st ......... 3rd ......... 2nd

ACCS ................. 1st ......... 3rd ......... 2nd
ACD .................. 1st ......... 3rd ......... 2nd
ACP .................. 1st ......... 3rd ......... 2nd
BPP .................. 1st ......... N/A ......... 2nd
CASE GND ............. 1st ......... N/A ......... 2nd
CHT .................. 1st ......... 3rd ......... 2nd
CHTIL ................ 1st ......... N/A ......... 2nd
CHP+ (4) ............. 1st ......... 2nd ......... 3rd
CMP .................. 1st ......... 2nd ......... 3rd
CPP .................. 1st ......... N/A ......... 2nd
DPFEGR ............... 1st ......... 2nd G .........
- TESTS3rd W/CODES - 4.2L Article Text (p. 206)1998 Ford Econoline E250
EAIRM ................ 1st ......... 3rd ......... 2nd
ECT .................. 1st ......... 2nd ......... 3rd
ECT-A ................ 1st ......... 2nd ......... 3rd
ECT-B ................ 1st ......... 2nd ......... 3rd
FLI .................. 1st ......... 3rd ......... 2nd
FPM .................. 1st ......... N/A ......... 2nd
FRP .................. 1st ......... 2nd ......... 3rd
FSVM ................. 1st ......... N/A ......... 2nd
FTP .................. 1st ......... 3rd ......... 2nd
HO2S-11 .............. 1st ......... 3rd ......... 2nd
HO2S-12 .............. 1st ......... 3rd ......... 2nd
HO2S-21 .............. 1st ......... 3rd ......... 2nd
HO2S-22 .............. 1st ......... 3rd ......... 2nd
IAT .................. 1st ......... 2nd ......... 3rd
IMRCM ................ 1st ......... 3rd ......... 2nd
IMRCM-2 .............. 1st ......... 3rd ......... 2nd
KS ................... 1st ......... 3rd ......... 2nd
MAF .................. 1st ......... 3rd ......... 2nd
OCT ADJ .............. 1st ......... 3rd ......... 2nd
PNP .................. 1st ......... N/A ......... 2nd
PSP .................. 1st ......... 3rd ......... 2nd
PTO .................. 1st ......... N/A ......... 2nd
TCS .................. 1st ......... N/A ......... 2nd
TP ................... 1st ......... 3rd ......... 2nd
VSS+ ................. 1st ......... 3rd ......... 2nd
4X4L ................. 1st ......... 3rd ......... 2nd
(1) - Input test (sensor) procedure.

(2) - Water soak check procedure.
(3) - Road test procedure.
(4) - Go to step 50) before performing WATER SOAK TEST.
OUTPUT CIRCUIT TEST PRIORITY TABLE
(1) (2) (3)

AIRB ................. 1st ......... 3rd ......... 2nd

AIRD ................. 1st ......... 3rd ......... 2nd
CD-1 (4) ............. 1st ......... 3rd ......... 2nd
CD-2 (4) ............. 1st ......... 3rd ......... 2nd
CD-3 (4) ............. 1st ......... 3rd ......... 2nd
CD-4 (4) ............. 1st ......... 3rd ......... 2nd
CD-5 ................. 1st ......... N/A ......... 2nd
CD-6 ................. 1st ......... N/A ......... 2nd
CD-7 ................. 1st ......... N/A ......... 2nd
CD-8 ................. 1st ......... N/A ......... 2nd
CD-9 ................. 1st ......... N/A ......... 2nd
CD-10 ................ 1st ......... N/A ......... 2nd
CTO .................. 1st ......... N/A ......... 2nd
DOL .................. 1st ......... N/A ......... 2nd
EAIR ................. 1st ......... 3rd ......... 2nd
EGRVR ................ 1st ......... 3rd ......... 2nd
EVAPCP ............... 1st ......... 3rd ......... 2nd
EVAPCV ............... 1st ......... 3rd ......... 2nd
EVAPPF ............... 1st ......... 3rd ......... 2nd
FC ................... 1st ......... 3rd ......... 2nd
FP ................... 1st ......... 3rd ......... 2nd
FSV .................. 1st ......... 3rd ......... 2nd
HFC .................. 1st ......... 3rd ......... 2nd
HTR-11 ............... 1st ......... 3rd ......... 2nd
HTR-12 ............... 1st ......... 3rd ......... 2nd
HTR-21 ............... 1st ......... 3rd ......... 2nd
HTR-22 ............... 1st ......... 3rd ......... 2nd
IAC .................. 1st ......... 3rd ......... 2nd
IMRC ................. 1st ......... 3rd ......... 2nd
IMT VALVE ............ 1st ......... 3rd ......... 2nd
INJ-1 ................ 1st ......... 3rd ......... 2nd
INJ-2 ................ 1st ......... 3rd ......... 2nd
INJ-3 ................ 1st ......... 3rd ......... 2nd
INJ-4 ................ 1st ......... 3rd ......... 2nd
INJ-5 ................ 1st ......... 3rd ......... 2nd
INJ-6 ................ 1st ......... 3rd ......... 2nd
INJ-7 ................ 1st ......... 3rd ......... 2nd
INJ-8 ................ 1st ......... 3rd ......... 2nd
INJ-9 ................ 1st ......... 3rd ......... 2nd
INJ-10 ............... 1st ......... 3rd ......... 2nd
LFC .................. 1st ......... 3rd ......... 2nd
LFP .................. 1st ......... 3rd ......... 2nd
MIL .................. 1st ......... N/A ......... 2nd
SIL .................. 1st ......... N/A ......... 2nd
TCIL ................. 1st ......... N/A ......... 2nd
VCT .................. 1st ......... 3rd ......... 2nd
WAC .................. 1st ......... 3rd ......... 2nd
(1) - Output test procedure.


have been omitted.
10) Intermittent Input Test Procedure

select PIDs from the area of suspected wiring or component fault. Turn
ignition on. If input is a switch-type component, turn switch on
manually. While observing PID value, wiggle and pull on component
wiring and connector. Lightly tap on component. If a fault is
indicated, PID value will suddenly change. For correct PID values, see
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. If no fault is
G -check
indicated, go to next step. If a fault is indicated, TESTS W/CODES - 4.2L Article Text (p. 208)1998 Ford Econoline E25
each
related connector for loose, damaged or corroded terminals. Repair as
necessary. If connector(s) is okay, replace suspect component. If
replacement component does not repair fault, install original
component and go to next step.
11) Intermittent KOEO Harness Wiggle Test
Leave ignition on with PIDs accessed. While observing PID
value, wiggle and pull on wiring harness between suspect component and
PCM. Lightly tap on suspect component. If PID value(s) remain within
specification, go to next step. If sudden change occurs in PID value
or PID value drops out of sensor range, isolate fault and repair as
necessary. If fault cannot be located, replace PCM. If replacement PCM
does not repair fault, install original PCM. Return to step 1) and
choose another procedure.
12) Intermittent Input KOER Wiggle Test
Leave ignition on with PIDs accessed. Access PIDs from area
of suspect wiring or component fault. Start engine and allow to idle.
While observing PID value, wiggle and pull on component wiring and
connector. Lightly tap on suspect component. For correct PID values,
see J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. If no fault is
indicated, go to next step. If a fault is indicated, check each
13) Intermittent KOER Harness Wiggle Test
Leave engine running at idle speed with PIDs accessed. While
observing PID value, wiggle and pull on wiring harness between suspect
component and PCM. Lightly tap on component. If PID value(s) remain
within specification, fault cannot be identified with this procedure.
Return to step 1) and choose another procedure. If sudden change
occurs in PID value or PID value drops out of sensor range, isolate
fault and repair as necessary. If fault cannot be located, replace
PCM. If replacement PCM does not repair fault, install original PCM.
Return to step 1) and choose another procedure.

20) Intermittent Output Test Procedure

If no symptoms or DTCs are present, perform road test
procedure specified in steps 40) through 43). Turn ignition on. Using
scan tool, select PIDs from area of suspect wiring or component fault.
Record any Continuous Memory DTCs that are present. Turn ignition off.
Disconnect 104-pin connector from PCM. Install Breakout Box (014-
00959), leaving PCM disconnected. Connect positive lead of voltmeter
to output control circuit of suspect component. See Fig. 67. Connect
negative lead to ground. Turn ignition on. Using scan tool, enter
OUTPUT TEST MODE. Activate suspect component. While observing
voltmeter reading and PID value, lightly tap on component. If a fault
is indicated, voltage reading will suddenly change. For correct PID
values, see J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. G If- TESTS
voltage W/CODES - 4.2L Article Text (p. 209)1998 Ford
readings are correct and remain stable within one volt, go to next
step. If readings are incorrect or unstable within one volt, replace
suspect component. If replacement component does not repair fault,
install original component and go to next step.
21) Intermittent Output Wiggle Test
Leave ignition on with PIDs accessed. While observing
voltmeter reading and PID value, wiggle and pull on wiring harness
(VPWR and control circuit) between suspect component and PCM. If
voltage reading is correct and remains stable within one volt, fault
cannot be identified with this procedure. Return to step 1) and choose
another procedure. If voltage reading is incorrect or unstable within
one volt, isolate fault and repair as necessary.

30) Intermittent Water Soak Check Procedure

select PIDs from area of suspect wiring or component fault. Start
engine and allow to idle. Spray water on suspect component, circuit
and connector. Include and relays or relay modules associated with
fault. Watch for fault indicated by incorrect PID value, sudden change
in PID value or fluctuating engine speed. If no faults occur, go to
next step. If fault occurs, isolate fault and repair as necessary.
31) Intermittent Ignition Component Water Soak Test
With engine running, spray water on spark plugs, spark plug
wires, CKP sensor and CMP sensor. Watch for fault indicated by
incorrect PID value, sudden change in PID value or fluctuating engine
speed. For correct PID values, see
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. If no faults occur,
fault cannot be identified with this procedure. Return to step 1) and
choose another procedure. If fault occurs, isolate fault and repair as
necessary.

40) Intermittent Road Test Procedure

This procedure will monitor PIDs and components using a scan
tool and breakout box on a road test. An assistant is necessary for
some procedures.
This procedure is performed under 4 different conditions;
KOEO, engine running at idle speed, 30 MPH and 55 MPH. Compare
information with specifications listed in
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article.
Turn ignition off. Using scan tool, select PIDs from area of
suspect wiring or fault. Compare values to KOEO values given in
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. Watch for fault
indicated by PID value out of specification. If no faults occur, go to
next step. If fault occurs, go to step 10) for input system fault or G - TESTS W/CODES - 4.2L Article Text (p. 210
step 20) for output system fault.
41) Intermittent Road Test For Hot Idle
With scan tool connected to DLC, remain in PID access mode.
Start engine and allow to idle. With engine warmed to operating
temperature, watch for fault indicated by incorrect PID value, sudden
change in PID value or fluctuating engine speed. Compare values to HOT
IDLE values given in J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. If
values remain within specification, go to next step. If values do not
remain within specification, go to step 10) for input system fault or
42) Intermittent Road Test For Slow Cruise
Leave scan tool connected to DLC in PID access mode. Ensure
all accessories are off. Using an assistant, test drive vehicle at 30
MPH. Watch for fault indicated by incorrect PID value, sudden change
in PID value or fluctuating engine speed. Compare values to 30 MPH
values given in J - PIN VOLTAGE CHARTS - 4.2L & 4.6L article. If PID
values remain within specification, go to next step. If PID values do
not remain within specification, go to step 10) for input system fault
or step 20) for output system fault.
43) Intermittent Road Test For High Cruise
Leave scan tool connected to DLC in PID access mode. Test
drive vehicle at 55 MPH. Watch for fault indicated by incorrect PID
value, sudden change in PID value or fluctuating engine speed. Compare
values to 55 MPH values given in J - PIN VOLTAGE CHARTS - 4.2L & 4.6L
article. If PID values remain within specification, fault cannot be
identified with this procedure. Return to step 1) and choose another
procedure. If PID values do not remain within specification, go to
step 10) for input system fault or step 20) for output system fault.

50) Intermittent Ignition Test Procedure

Ensure all accessories are off and battery is fully charged.
Perform QUICK TEST. If DTCs are present, service as necessary before
continuing. If no DTCs are present, connect Rotunda Distributorless
Ignition System (DIS) Tester (007-00075) and go to next step. If
intermittent ignition analyzer is not available, return to step 1) and
51) Turn ignition off. Ensure all accessories are off.
Install correct overlay on front of tester panel. Install appropriate
program cartridge in slot. Connect proper harness adapter to DIS
Tester 104-Pin PCM Adapter (007-00110). Ensure WIGGLE TEST switch is
off. Disconnect PCM 104-pin connector. Connect tester to PCM wiring
harness connector. Turn ignition on. Press RESET button on tester.
Tester will perform a self-test and all test LEDs will light and a
beep will be heard. If CASE GND fault memory LED stays on, connect a
jumper wire between PCM case to ground and continue with test. If
tester performs self-test and VPWR LED turns on, go to step 220). If
tester does not perform self-test or VPWR LED does not turn on, go to
next step. G - TESTS W/CODES - 4.2L Article Text (p. 211)
52) Scan Tester Check
Turn ignition off. Disconnect tester. Connect jumper wire
between VPWR jack at tester and positive battery terminal. Connect
another jumper wire between PWR GND jack at tester and negative
battery terminal. If tester performs self-test, go to step 220). If
tester does not perform self-test, tester is not functioning properly.
Replace tester and retest.


Turn ignition on. Measure voltage between VPWR jack at DIS
tester and negative battery terminal. If voltage is more than 6 volts,
go to next step. If voltage is 6 volts or less, repair open in VPWR
circuit to PCM.
191) Check PWR GND Circuit
Turn ignition off. Measure resistance between PWR GND jack at
tester and negative battery terminal. If resistance is less than 5
PWR GND circuit to PCM. Go to step 51).
192) Wiggle Check
Connect a jumper wire between PWR GND jack at tester and
negative battery terminal. Turn ignition on. Set WIGGLE TEST switch
on. Set MODE switch to "B" position. Wiggle and bend wiring harness
and connectors. If tester resets, repair open in VPWR circuit to PCM.
Go to step 51). If tester does not reset, repair open in PWR GND
circuit to PCM. Go to step 51).

220) Check For Coil Faults

Turn ignition on. Press DIS tester RESET button. If COIL
FAULT MEMORY LEDs are off, go to next step. If any COIL FAULT MEMORY
LED is on or flashing, go to step 229).
221) Check CASE GND/CKP SHIELD
Leave ignition on. If CASE GND/CKP SHIELD FAULT MEMORY LED is
off, go to next step. If CASE GND/CKP SHIELD FAULT MEMORY is on or
flashing, go to step 253).
222) Check CKP BIAS
Leave ignition on. If CKP BIAS SYSTEM STATUS LED is on, go to
next step. If CKP BIAS SYSTEM STATUS LED is off, go to step 243).
223) Check For Coil Fault
With tester connected to vehicle, test drive vehicle. If
vehicle will not start, crank engine for 5-10 seconds. If COIL FAULT
MEMORY LEDs are off with engine running or during engine cranking, go
to next step. If any COIL FAULT MEMORY LED is on, go to step 229).
224) CASE GND/CKP SHIELD Fault
WithGtester connected
- TESTS to vehicle,
W/CODES test drive
- 4.2L vehicle.
Article TextIf(p. 212)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
vehicle will not start, crank engine for 5-10 seconds. If CASE GND/CKP
SHIELD FAULT MEMORY LED is off with engine running or during engine
cranking, go to next step. If CASE GND/CKP SHIELD FAULT MEMORY LED is
on, go to step 253).
225) Check CKP Status
vehicle will not start, crank engine for 5-10 seconds. If CKP FAULT
MEMORY LED is off with engine running or during engine cranking, go to
next step. If CKP FAULT MEMORY LED is on, go to step 247).
226) Check For CTO Fault
vehicle will not start, crank engine for 5-10 seconds. If CTO FAULT
next step. If CTO FAULT MEMORY LED is on, go to step 239).
227) Check For CKP Signal
vehicle will not start, crank engine for 5-10 seconds. If CKP SIGNAL
SYSTEM STATUS LED is on with engine running or during engine cranking,
no fault is indicated at this time. Ignition system is okay and
testing is complete. If CKP SIGNAL SYSTEM STATUS LED is off, go to
step 247).

229) Check For Open IGN START/RUN Circuit

Turn ignition off. Disconnect ignition coil pack(s). Turn
ignition on. Measure voltage between IGN START/RUN terminal at
ignition coil pack wiring harness connector and PWR GND jack at
tester. If voltage is more than 10.5 volts, go to next step. If
voltage is 10.5 volts or less, repair open in IGN START/RUN circuit to
coil pack(s).
230) Check For Short
Turn ignition off. Measure resistance between PWR GND jack
and each COIL jack at tester. Also, measure resistance between VPWR
jack and each COIL terminal at tester. If all resistance readings are
6000 ohms or more, go to next step. If any resistance reading is less
than 6000 ohms, go to step 236).
231) Check COIL Circuit Resistance
Turn ignition off. Measure resistance between each COIL jack
at tester and same terminal at ignition coil wiring harness connector.
If each resistance reading is less than 5 ohms, go to next step. If
any resistance reading is 5 ohms or more, repair open in appropriate
COIL circuit and retest system.
232) Check COIL Circuit For Short Together
Measure resistance between each COIL jack and all other COIL
jacks at tester. If all resistance readings are 10,000 ohms or more,
go to next step. If any resistance is less than 10,000 ohms, go to
step 237).
233) Check For Hard Faults
Reconnect coil pack(s). Turn ignition on. Press testerG RESET
button. Wait for initialization and coil test to run. If COIL FAULT
MEMORY LEDs are off, go to next step. If any COIL FAULT MEMORY LED is
on or flashing, go to step 238).
234) Wiggle Test Mode B
Set tester WIGGLE TEST switch on. Set MODE switch to "B"
position. Press RESET button and wait 5 seconds for initialization.
Wiggle and bend wiring harness and connectors. If FAULT MEMORY LEDs
are off, go to next step. If any FAULT MEMORY LED is on, press RESET
button and wait for initialization. Continue to test until
intermittent fault is located. Repair as necessary and retest.
235) Wiggle Test Mode B With Coil Disconnected
Turn ignition off. Disconnect coil pack(s). Turn ignition on.
Press RESET button and wait 5 seconds for initialization. Wiggle and
bend wiring harness and connectors. If FAULT MEMORY LEDs are off,
replace PCM and retest. If any FAULT MEMORY LED is on, press RESET
236) Circuit Check
Turn ignition off. Disconnect PCM. Reconnect tester to
vehicle harness. Measure resistance between each COIL jack and PWR GND
jack at tester. Also, measure resistance between COIL jack and VPWR
jack at tester. If all resistance readings are 10,000 ohms or more,
replace PCM and retest. If any resistance reading is less than 10,000
ohms, repair open in COIL circuit.
237) Check For Short Between Coils
Ensure ignition is off. Disconnect PCM. Reconnect tester
between coils wiring harness. Measure resistance between each COIL
jack and all other COIL jacks at tester. If all resistance readings
are 10,000 ohms or more, replace PCM and retest. If any resistance
reading is less than 10,000 ohms, repair short between COIL circuits.
238) System Visual Check
Ensure ignition is off. Check ignition system connectors for
loose, damaged or corroded terminals. Repair as necessary and retest.
If connectors are okay, replace ignition coil pack(s).
239) Circuit Check
Measure resistance between CTO jack and PWR GND jack at
tester. Also, measure resistance between CTO jack and VPWR jack at
tester. If any resistance reading is less than 1000 ohms, go to next
step. If both resistance reading are more than 1000 ohms, go to step
241).
240) Isolate CTO Short
Leave ignition off. Disconnect PCM. Reconnect tester to
vehicle wiring harness. Measure resistance between CTO jack and PWR
GND jack at tester. Also, measure resistance between CTO jack and VPWR
jack at tester. If both resistance readings are 1000 ohms or more,
replace PCM and retest. If any resistance reading is less than 1000
ohms, repair fault in CTO circuit.
Turn ignition on. Set tester WIGGLE TEST switch on. Set MODE
switch to "B" position. Press tester RESET button and wait 5 seconds
for initialization. Wiggle and bend wiring harness and connectors. If
all FAULT MEMORY LEDs are off, go to next step. If any FAULT MEMORY G - TESTS W/CODES - 4.2L Article Text (p. 214)
LED is on, press RESET button wait for initialization. Continue to
test until intermittent fault is located. Repair as necessary and
retest.
242) Wiggle Test
Set tester MODE switch to "A" position. Press tester RESET
button and wait 5 seconds for initialization. Wiggle and bend wiring
harness and connectors. If all FAULT MEMORY LEDs are off, replace PCM
and retest. If any FAULT MEMORY LED is on, press RESET button and wait
for initialization. Continue to test until intermittent fault is
located. Repair as necessary and retest.
243) Check CKP BIAS
ignition on. Press tester RESET button and wait 5 seconds for
initialization. If CKP BIAS SYSTEM STATUS LED is off, go to next step.
If CKP BIAS SYSTEM STATUS LED is on, go to step 245).
244) Isolate Short Circuit
Ensure ignition is off. Disconnect PCM. Reconnect tester to
vehicle wiring harness. Measure resistance between CKP+ jack and PWR
GND jack at tester. Also, measure resistance between CKP+ jack and
VPWR jack at tester. If both resistance readings are more than 10,000
ohms, replace PCM and retest. If any resistance reading is 10,000 ohms
or less, repair fault in CKP+ circuit.
245) Circuit Check
Measure resistance between CKP- jack and PWR GND jack at
tester. Also, measure resistance between CKP- jack and VPWR jack at
tester. If any resistance reading is 10,000 ohms or less, go to next
step. If both resistance readings are more than 10,000 ohms, replace
CKP sensor and retest.
vehicle wiring harness. Measure resistance between CKP- jack and PWR
GND jack at tester. Also, measure resistance between CKP- jack and
or less, repair fault in CKP- circuit.
247) Check CKP Signal
Press tester RESET button and wait 5 seconds for
initialization. Crank or start engine. If CKP SIGNAL SYSTEM STATUS LED
is off with engine running or during engine cranking, go to next step.
If CKP SIGNAL SYSTEM STATUS LED is on, go to step 252).
248) Circuit Check
Turn ignition off. Disconnect CKP sensor. Measure resistance
between CKP+ terminal at CKP sensor wiring harness connector and CKP+
jack at tester. Also, measure resistance between CKP- terminal at CKP
sensor wiring harness connector and CKP- jack at tester. If both
resistance readings are less than 5 ohms, go to next step. If any
resistance reading is 5 ohms or more, repair CKP circuit and retest.
249) Check For CKP+ Short
Leave ignition off. Measure resistance between CKP+ jack and
jacks for CKP-, PWR GND and VPWR at tester. If any resistance reading
is 10,000 ohms or less, go to next step. If all resistance readings
are more than 10,000 ohms, go to step 251). G - TESTS W/CODES - 4.2L Article Text (p
vehicle wiring harness. Measure resistance between CKP+ jack and jacks
for CKP-, PWR GND and VPWR at tester. If any resistance reading is 10,
000 ohms or less, repair CKP+ circuit and retest. If all resistance
readings are more than 10,000 ohms, replace PCM and retest.
251) Sensor Check
Turn ignition off. Inspect CKP sensor and pulse wheel for
damage and correct alignment. Service sensor and pulse wheel as
necessary. If no problems are found, replace CKP sensor and retest.
252) Wiggle Test Mode B: CKP Circuit
FAULT MEMORY LEDs are off, go to next step. If any FAULT MEMORY LED is
on, press RESET button and wait for initialization. Continue to test
until intermittent fault is located. Repair as necessary and retest.
253) Check CKP SHD For Short To Power
Turn ignition off. Measure resistance between CASE GND/CKP
SHD jack and VPWR jack at tester. If resistance is 10,000 ohms or
less, go to next step. If resistance is more than 10,000 ohms, go to
step 255).
254) Isolate Short
vehicle wiring harness. Measure resistance between CASE GND/CKP SHD
jack and VPWR jack at tester. If resistance is 10,000 ohms or less,
repair CASE GND/CKP SHD circuit and retest. If resistance is more than
10,000 ohms, replace PCM and retest.
FAULT MEMORY LEDs are off, repair CASE GND/CKP SHD circuit and retest.
If any FAULT MEMORY LED is on, press RESET button and wait for
initialization. Continue to test until intermittent fault is located.
Repair as necessary and retest.
END OF ARTICLE
G - TESTS W/CODES - 5.4L GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford; Van E150/250/350 (5.4L Gasoline)
INTRODUCTION

F - BASIC TESTING - 5.4L article. If no fault is found while
performing BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics.
If no diagnostic trouble codes or only pass codes are found during
self-diagnostics, proceed to H - TESTS W/O CODES - GASOLINE article
for diagnosis by symptom.
DIAGNOSTIC FORMATS




testing.

RETRIEVING CODES


READING CODES


G - TESTS W/CODES - 5.4L GASOLINE Article Text (p
Pass Codes

CLEARING CODES

5 minutes.
PCM Reset




G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
QUICK TEST
Description
misdiagnosis.
* VISUAL CHECK
Diagnostic Aids
VISUAL CHECK


Apply parking brake, and place shift lever in Park (A/T) or

Neutral (M/T) position. Block drive wheels. Turn off all electrical
accessories. Ensure engine is at normal operating temperature. If
vehicle is equipped with an auxiliary powertrain control system (RPM
control), it must be turned off when performing any self-test
procedure. Connect appropriate test equipment to vehicle as follows.
Generic Scan Tool

and record DTCs.

cable to vehicle Data Link Connector (DLC) and NGS scan tool. See Copyright © 1998 Mitchell Re
G
Fig.- TESTS W/CODES
5.4L GASOLINE
power Article
supply cable Textand
to power (p.go
4)1998
to

Description
steps:

* Turn ignition on. G - TESTS W/CODES - 5.4L GASOLINE Article
Description
operating temperature. The brake pedal position, transmission control,
power steering and 4x4 low switch tests are part of KOER ON-DEMAND
SELF-TEST and must be performed during this operation (if applicable).
A fault must be present at time of testing for KOER ON-DEMAND SELF-
steps:

Description
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 6)1998 Ford Econoline E250For 1
steps:

* Turn ignition on.

Description
updated.


are not complete.

G - TESTS W/CODES - 5.4L GASOLINE Article


following steps:

* Turn ignition on.
OUTPUT TEST MODE

separately. Copyright © 1998 Mitchell Re
steps:

* Turn ignition on.
to PIDs.


DRIVE CYCLES


cycle.
Vehicle
5.4L Repair Verification
GASOLINE Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 199
Drive Cycle
engine off.
OBD-II Drive Cycle

minutes.

Cycle
perform QUICK TEST.


steady throttle. During this time, ensure FLI PID value is stable G - TESTS W/CODES - 5.4L GASOLINE Article Te
within one volt.

from initiating.




SUMMARY

problem still exists, proceed to H - TESTS W/O CODES - GASOLINEG - TESTS W/CODES - 5.4L GASOLINE Article Text (p
Diagnostic
P0102 ................................ DC6 ......... DC6

P0103 .................. DC20 ...... DC20 ....... DC20
P0112 .................. DA20 ...... DA20 ....... DA90
P0113 .................. DA10 ...... DA10 ....... DA90
P0117 .................. DL20 ...... DL20 ....... DL90
P0118 .................. DL10 ...... DL10 ....... DL90
P0121 ................................ DH22 ....... DH22
P0122 .................. DH11 ...... DH11 ....... DH11
P0123 .................. DH8 ....... DH8 ......... DH8
P0125 .............................................. DA100
P0131 ................................................ H27
P0133 ................................................ H20
P0135 .................. H30 ....... H30 ......... H30
P0136 ................................................ H80
P0141 .................. H30 ....... H30 ......... H30
P0151 ................................................ H27
P0153 ................................................ H20
P0155 .................. H30 ....... H30 ......... H30
P0156 ................................................ H80
P0161 .................. H30 ....... H30 ......... H30
P0171 ................................................ H41
P0172 ................................................ H41
P0174 ................................................ H41
P0175 ................................................ H41
P0176 ................................ DE1 ........ DE20
P0180 .................. DB2 ....... DB2 ......... DB8
P0181 .................. DB1 ....... DB1 ..............
P0183 .................. DB2 ....... DB2 ......... DB7
P0190 .................. DD10 ...... DD10 ....... DD14
P0191 .................. DD15 ...... DD15 ....... DD15
P0192 .................. DD1 ....... DD1 ........ DD14
P0193 .................. DD7 ....... DD7 ........ DD14
P0230 .................. KA1 ....... KA1 ........ KA40
P0231 .................. KA20 ...... KA20 ....... KA35
P0232 .................. KA10 ...... KA10 ....... KA30
P0300 ................................ HD1 ......... HD1
P0301 ................................ HD1 ......... HD1
P0302 ................................ HD1 ......... HD1
P0303 ................................ HD1 ......... HD1
P0304 ................................ HD1 ......... HD1
P0305 ................................ HD1 ......... HD1
P0306 ................................ HD1 ......... HD1 G - TESTS W/CODES - 5.4L GASOLINE Article T
P0307 ................................ HD1 ......... HD1
P0308 ................................ HD1 ......... HD1
P0309 ................................ HD1 ......... HD1
P0310 ................................ HD1 ......... HD1
P0320 .................. NC1 ....................... NC1
P0325 .................. DG1 ....... DG1 ......... DG1
P0326 .................. DG1 ....... DG1 ......... DG1
P0330 ................................ DG15 ....... DG15
P0331 ................................ DG15 ....... DG15
P0340 ................................ DR1 ......... DR1
P0350 ................................................ JB1
P0351 ................................................ JF2
P0352 ................................................ JF2
P0353 ................................................ JF2
P0354 ................................................ JF2
P0355 ................................................ JF2
P0356 ................................................ JF2
P0357 ................................................ JF2
P0358 ................................................ JF2
P0359 ................................................ JF2
P0360 ................................................ JF2
P0401 ............................................... HE70
P0402 ................................ HE20 ....... HE20
P0411
P0412 .................. HM1 ....... HM1 ......... HM1
P0413 .................. HM75 ...... HM75 ....... HM75
P0414 .................. HM75 ...... HM75 ....... HM75
P0416 .................. HM75 ...... HM75 ....... HM75
P0417 .................. HM75 ...... HM75 ....... HM75
P0420 ................................................ HF1
P0430 ................................................ HF1
P0442 ................................................ HX1
P0443 .................. HX11 ...... HX11 ....... HX10
P0452 .................. HX26 ...... HX26 ....... HX26
P0453 .................. HX33 ...... HX33 ....... HX33
P0455 ............................................... HX44
P0460 ................................ HX76 ....... HX76
P0500 ................................................ DP1
P0501 ................................................ DP1
P0503 ............................................... DP20
P0505 ................................ KE2 ..............
P0552 ................................ DT1 ......... DT1
P0553 ................................ DT1 ......... DT1
P0602 ................ Replace ..........................
PCM
P0603 .................. QB1 ............................
PCM PCM PCM
P0703 .................. FD2 ....... FD1 ......... FD3
P0704 .................. TA1 ....................... TA1
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 13)1998 Ford
P0705 .................. (2) ............................
P0707 ................................................ (2)
P0708 ................................................ (2)
P0712 .................. (2) ....... (2) ......... (2)
P0713 .................. (2) ....... (2) ......... (2)
P0715 ................................ (2) ......... (2)
P0720 ................................................ (2)
P0721 ................................................ (2)
P0731 ................................................ (2)
P0732 ................................................ (2)
P0733 ................................................ (2)
P0734 ................................................ (2)
P0735 ................................................ (2)
P0736 ................................................ (2)
P0741 ................................................ (2)
P0743 .................. (2) ....... (2) ......... (2)
P0746 ................................................ (2)
P0750 .................. (2) ....... (2) ......... (2)
P0751 ................................................ (2)
P0755 .................. (2) ....... (2) ......... (2)
P0756 ................................................ (2)
P0760 .................. (2) ....... (2) ......... (2)
P0761 ................................................ (2)
P0765 ................................................ (2)
P0781 ................................................ (2)
P0782 ................................................ (2)
P0783 ................................................ (2)
P0784 ................................................ (2)
P1000 .................. (3) ....... (3) ......... QC1
P1001 ................................ QA1 ..............
P1100 ................................................ DC3
P1101 .................. DC2 ....... DC1 ..............
P1112 ............................................... DA90
P1116 .................. DL1 ....... DL1 .............
P1117 ............................................... DL90
P1120 .................. DH3 ....... DH3 ......... DH3
P1121 ............................................... DH15
P1124 .................. DH1 ....... DH1 ..............
P1125 ............................................... DH20
P1127 ................................ H100 .............
P1128 ................................ H110 .............
P1129 ................................ H110 .............
P1130 ................................................ H40
P1131 ................................ H40 ......... H40
P1132 ................................ H40 ......... H40
P1137 ................................ H80 ..............
P1138 ................................ H80 ..............
P1150 ................................................ H40
P1151 .................. H40 ....... H40 ......... H40
P1152 ................................ H40 ......... H40
P1157 ................................ H80 ..............
P1158 ................................ H80 .............. G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 14)1998 Ford E
P1232 .................. KA45 ...... KA45 ....... KA60
P1233 .................. KB1 ....... KB1 ......... KB1
P1234 .................. KB1 ....... KB1 ......... KB1
P1235 .................. KB30 ...... KB30 ....... KB30
P1236 .................. KB30 ...... KB30 ....... KB30
P1237 .................. KB47 ...... KB47 ....... KB47
P1238 .................. KB47 ...... KB47 ....... KB47
P1260 ................................................ QD1
P1270 ................................................ ND1
P1285 ............................................... DL30
P1288 .................. DL1 ....... DL1 ..............
P1289 .................. DL5 ....... DL5 ........ DL90
P1290 .................. DL5 ....... DL5 ........ DL90
P1299 .............................................. DL100
P1309 ............................................... HD40
P1380 .................. HK1 ....... HK1 ........ HK15
P1381 .................. HK11 ...... HK11 ....... HK16
P1383 .................. HK11 ...... HK11 ....... HK17
P1390 .................. FG1 ............................
P1400 .................. HE1 ....... HE1 ......... HE1
P1401 .................. HE10 ...... HE10 ....... HE10
P1405 ............................................... HE50
P1406 ............................................... HE60
P1408 ................................ HE71 .............
P1409 .................. HE110 ..... HE110 ..... HE120
P1411 .................. HM40 ...... HM40 ....... HM40
P1413 .................. HM17 ...... HM17 ....... HM17
P1414 .................. HM25 ...... HM25 ....... HM25
P1450 ............................................... HX18
P1451 .................. HX65 ...... HX65 ....... HX65
P1460 .................. KM1 ....... KM1 ........ KM30
P1461 .................. DS1 ....... DS1 ......... DS1
P1462 .................. DS10 ...... DS10 ....... DS10
P1463 ............................................... DS20
P1464 .................. KM19 ...... KM19 .............
P1469 ............................................... X115
P1473 .................. XB20 ...........................
P1474 .................. KF1 ....... KF1 ........ KF10
P1479 .................. KF1 ....... KF1 ........ KF20
P1483 .................. XB10 ...... XB10 ....... XB10
P1484 .................. XB1 ....... XB1 ......... XB1
P1500 ............................................... DP25
P1501 ................................ DP15 .............
P1504 .................. KE2 ....... KE2 ......... KE2
P1505 .................. KE25 ...... KE25 ....... KE25
P1506 ................................ KE20 ....... KE20
P1507 ................................ KE2 ......... KE2
P1516 .................. HU15 ..................... HU15
P1517 .................. HU15 ..................... HU15
P1518 .................. HU15 ...... HU15 ....... HU15
P1519 .................. HU15 ...... HU15 ....... HU15
P1530 .................. XB50 ...... XB50 .......GXB50 - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 15)1998 Ford Eco
P1539 .................. XB40 ...... XB40 ....... XB40
P1549 .................. HU65 ..................... HU65
P1550 ................................ DT1 ......... DT1
P1605 .................. QB1 ............................
P1625 .................. XB60 ...... XB60 ....... XB65
P1626 .................. XB60 ...... XB60 ....... XB65
P1650 .................. FF1 ....... FF1 ..............
P1651 ................................ FF1 ......... FF1
P1700 ................................................ (2)
P1701 ................................................ (2)
P1702 .................. (2) ....... (2) ......... (2)
P1703 .................. FD2 ....... FD1 ..............
P1704 .................. (2) ....................... (2)
P1705
A.T. ................. (2) ....... (2) ..............
P1709
M.T. ................. TA1 ....................... TA1
P1709
A.T. ................. (2) ....................... (2)
P1710 ................................................ (2)
P1711 .................. (2) ....... (2) ..............
P1713 ................................................ (2)
P1714 ................................................ (2)
P1715 ................................................ (2)
P1716 ................................................ (2)
P1717 ................................................ (2)
P1718 ................................................ (2)
P1719 ................................................ (2)
P1728 ................................................ (2)
P1729 ................................................ TG1
P1740 ................................................ (2)
P1741 ................................................ (2)
P1742 ................................................ (2)
P1743 ................................................ (2)
P1744 ................................................ (2)
P1745 .................. (2) ....................... (2)
P1746 .................. (2) ....................... (2)
P1747 .................. (2) ....................... (2)
P1749 ................................................ (2)
P1751 ................................................ (2)
P1754 .................. (2) ....................... (2)
P1756 ................................................ (2)
P1760 .................. (2) ....... (2) ......... (2)
P1761 ................................................ (2)
P1762 ................................................ (2)
P1767 .................. (2) ....................... (2)
P1780 ................................ TB1 ..............
P1781 .................. TG1 ............................
P1783 ................................................ (2)
P1784 ................................................ (2)
P1785 ................................................ (2)
P1786 ................................................ (2) G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 16)
P1787 ................................................ (2)
P1788 .................. (2) ....................... (2)
P1789 .................. (2) ....................... (2)
P1900 ................................................ (2)
P1901 ................................ (2) ......... (2)
U1020 ................................................ (4)
U1021 .................. XB80 ...... XB80 ....... XB80
U1039 ................................................ (1)
U1051 ................................................ (1)
U1073 .................. XB80 ...... XB80 ....... XB80
U1135 ................................................ (5)
U1451 ................................................ (6)
U1850 ................................................ (7)
UXXXX ................................................ (8)

test procedures.
test procedures.
test procedures.
test procedures.
under SYMPTOMS in H - TESTS W/O CODES - GASOLINE
article.
CIRCUIT TESTS
NOTE: G - TESTS
A breakout box, connected to vehicle harnessW/CODES
at PCM, is - 5.4L GASOLINE Article Text (p. 17)
1998 Ford Econ
circuits.

BASIC DIAGNOSTIC PROCEDURES in F - BASIC TESTING - 5.4L article have
been corrected. Follow each test step in order until fault is found.
DO NOT replace any part unless directed to do so. When more than one
code is retrieved, start with first code displayed.


tests.
Diagnostic Aids
have been successfully completed and engine still does not start or if
G - TESTS W/CODES - 5.4L GASOLINE Article Tex
to diagnose:


problem:


step. If vehicle has an anti-theft system, it may be activated causing
the no-start condition. Verify be observing anti-theft indicator light
on instrument panel or a DTC P1260 may be present. If anti-theft G - TESTS W/CODES - 5.4L GASOLINE Article Text
Fig. 1. If voltage is less than 9 volts, go to step 17) (models with
coil-on-plug). If voltage is 9 volts or more, repair circuit for a
short to power.
secondary ignition is okay, go to next step.
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE article. With scan tool
connected, turn ignition on. Using scan tool, access OUTPUT TEST MODE.
See ADDITIONAL SYSTEM FUNCTIONS. Command fuel pump on. If fuel
pressure is as specified, go to next step. See

have been omitted.

Turn ignition off. Connect 12-volt test light between B+ and
G - TESTS W/CODES - 5.4L GASOLINE Article Text
step 1).



and Ground).
* Power relay.

Turn ignition off. Disconnect Idle Air Control (IAC) solenoid
voltage between ground and IGN START/RUN terminal at power relay
volts, repair open circuit. If both voltage readings are more than 10.G - TESTS W/CODES - 5.4L GASOLINE Article Tex

Diagnostic Aids
sensors.


G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 22)1998 Ford Econoline E250
(PID)

position sensor. If voltage is not 4-6 volts, go to next step.
Van ............................. Under Center Of Vehicle,

Near Fuel Tank


step 9). G - TESTS W/CODES - 5.4L GASOLINE Article Te
step 10).



(all other models).


step.

G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 24)1998 Ford Econoline E250For 1 Copyright ©


26) Check KOEO DTCs
Leave ignition off and scan tool disconnected. Connect PCM to
more, replace PCM.

35) Check VREF Circuit For Short To Power

disconnected.
G Disconnect -all5.4L
- TESTS W/CODES otherGASOLINE
sensors connected
ArticletoText
VREF(p.circuit.
25)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R

Diagnostic Aids
based on a 5-volt VREF signal. Values may vary up to 15 percent due to


* Coolant level low. G - TESTS W/CODES - 5.4L GASOLINE Article

* Thermostat.
* Air cleaner duct.
1) DTC P1116
causes:

* Faulty sensor.

is complete.
Turn ignition on. Measure voltage between VREF and SIG RTN terminals
volts, reconnect TP sensor G - and
TESTS
go to W/CODES - 5.4LisGASOLINE
step 3). If voltage not 4-6 Article Text (p. 27)1998 Ford Econoline E250

Repair no-start condition. See H - TESTS W/O CODES - GASOLINE
article.

replace sensor.
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070

have been omitted.

signals are:

* Faulty sensor.
* Faulty PCM.


and go to step 12).

resistance is less than 10,000 ohms, repair short circuit to VREF.

20) DTC P0117 Or P0112

* Circuit grounded in wiring harness.

* Faulty sensor.
G - *TESTS
Faulty connection.
W/CODES - 5.4L GASOLINE Article Text (p. 29)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
* Faulty PCM.

sensor.
.


* Faulty sensor.
* Faulty PCM.
sensor.
connectors and terminals Gare damaged,
- TESTS repair as necessary.
W/CODES Clear DTCs
- 5.4L GASOLINE Article Text (p. 30)1998 Ford Econoline E250

100) DTC P0125


* Low coolant.

repeat QUICK TEST.

Diagnostic Aids
circuits:
* EFT sensor.

50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
248 (120) ............... 0.27 .................... 1180

(FRT) sensor.


* Faulty PCM.

is present with DTC P0181, go to next step. If only DTC P0181 is Copyright © 1998 Mitchell R
G - TESTS
present, clearW/CODES - 5.4L
DTCs. Perform GASOLINE
OBD-II ArticleSee
DRIVE CYCLE. Text (p. 32)
DRIVE
CYCLES
2) DTC P0180, P0181, P0182 Or P0183

* Faulty PCM.




go to step 5).

Sensor
to CIRCUIT TEST C.
for EFT circuit and test pin No. 91 at breakout box. Also, measure
resistance between test pin for EFT A circuit and ground. If both
resistance reading is 10,000 ohms or less, repair short to ground.
test pin No. 90 at breakout box. If resistance is more than 10,000
short to VREF circuit.
Fig. 10. Also, measure resistance of SIG RTN circuit between EFT
sensor wiring harness connector and test pin No. 91 at breakout box.
If both resistance readings are less than 5 ohms, replace PCM. If any
* Faulty sensor.
* Faulty PCM.
time. Testing is complete.

Diagnostic Aids
* MAF sensor.


* Inlet air duct.
* Throttle body.
Fig. 12: Identifying MAF Sensor Extension Circuits



to next step.

2) KOEO/KOER DTC P1101: MAF Output Voltage

this fault are:

* Faulty PCM.

103 (PWR GND) at breakout box. If voltage is more than .2 volt, go to
G - TESTS
cycles. W/CODES
Possible causes for- 5.4L GASOLINE
this fault are: Article Text (p. 35)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R

sensor.

have been omitted.
Signal To PCM
fault are:

* Faulty TP system.
* Faulty PCM.

engine idles smoothly, raise engine speed Gto- TESTS
1500 RPM for 5 seconds
W/CODES - 5.4L GASOLINE Article Text (p. 36)1998 Ford Econ
to step 2).
5 minutes.
5 minutes.
ohms or more, repair open in PWR GND circuit and reset Keep-Alive G - TESTS W/CODES - 5.4L GASOLINE Article
at least 5 minutes.
5 minutes.
less, replace PCM.
at least 5 minutes.
fault are:
* Restricted MAF sensor screen.

* Faulty PCM.

Start engine and allow to idle. If engine does not idle smoothly, G - TESTS W/CODES - 5.4L GASOLINE Article T
at least 5 minutes.
CIRCUIT TEST DD - FUEL RAIL PRESSURE (FRP) SENSOR

Diagnostic Aids
* FRP sensor.
Connector Terminals
4.5 ................................................... 70
3.9 ................................................... 60
3.4 ................................................... 50
2.8 ................................................... 40
2.2 ................................................... 30
1.6 ................................................... 20
1.1 ................................................... 10
.5 ..................................................... 0
1) DTC P0192

* FRP circuit is open.
* Faulty PCM.
.2 volt, go to step 3). If PID voltage is .2 volt or more, go to step
12).

have been omitted.


7) DTC P0193

* Faulty PCM.
step 9). If PID voltage is not as specified, fault may be

have been omitted.

10) DTC P0190


12) Measure FRP Sensor Resistance G - TESTS W/CODES - 5.4L GASOLINE Article Te


short circuit.
Reconnect FRP sensor connector. Turn ignition on. Using scan

have been omitted.

pressure gauge psi reading in step 15), go to step 18). If PID psi
Using scan tool, access OUTPUT TEST MODE. While observing
between SIG RTN terminal at FRP sensor wiring harness
G - TESTS connector and
W/CODES - 5.4L GASOLINE Article Text (p. 42)1998 Ford Ec
repair circuit.


If all resistance readings are more than 10,000 ohms, replace PCM. If

Diagnostic Aids
is intended to diagnose the following: G - TESTS W/CODES - 5.4L GASOLINE


* Ignition system.
Fig. 14: Identifying Knock Sensor Test Circuits



Install Breakout Box (014-00950). Connect PCM to breakout box. Turn
sensor and PCM. If fault is indicated (voltage
G - TESTSchanges),
W/CODESisolate -fault
5.4L GASOLINE Article Text (p. 44)1998 Ford Econolin
box. If resistance is 4.39-5.35 megohms, go to step 7) (models with
shielded knock sensor). See Fig. 14. If resistance is more than 5.35
megohms, go to next step. If resistance is less than 4.39 megohms, go
to step 5).
power.
7) Check Shield Circuit Resistance
and shield terminal at knock sensor wiring harness connector. See
Fig. 14. If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, repair open in knock sensor shield
circuit.
PCM.

have been omitted.


G - TESTS W/CODES - 5.4L GASOLINE Article Text (

circuit.
CIRCUIT TEST DH - THROTTLE POSITION (TP) SENSOR

Diagnostic Aids
PerformW/CODES
G - TESTS this test only- when directed by QUICK
5.4L GASOLINE TEST.
Article TextThis
(p.test
* TP sensor.
VREF).

* Idle speed.

of self-test range. Possible causes for this fault are:
* Faulty TP sensor.

next step. G - TESTS W/CODES - 5.4L GASOLINE Article T
line or harness interference. Repair as necessary. If no mechanical
problem is found, go to step 8).
are:

* Faulty TP sensor.

go to next step.
20).
8) DTC P0123 Or P0124

* Faulty TP sensor.
* TP circuit shorted to VREF or VPWR. Copyright © 19
* Faulty PCM.

CIRCUIT TEST C.
11) DTC P0122

* Faulty TP sensor.
* Faulty PCM.


Turn ignition on.

and go to step 14).

and go to CIRCUIT TEST C. G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 49)1998 Ford Ec
disconnected. Measure resistance between test pin No. 89 (TP) and TP
open in TP circuit.

* Faulty TP sensor.

CIRCUIT TEST A.
sensor.
gears (preferably overdrive) while accessing TP V PID and LOAD PID. If
MAF sensor.


* Faulty TP sensor.

TEST completes and DTC P0121 is not present, problem is intermittent
measure
G - TESTSresistance
W/CODES of SIG- RTN
5.4Lcircuit betweenArticle
GASOLINE TP sensor wiring
Text harness
(p. 51) 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
CIRCUIT TEST DL - CYLINDER HEAD TEMPERATURE (CHT) SENSOR

Diagnostic Aids

32 (0) .................... 4.14 ................ 96,255

68 (20) ................... 3.26 ................ 37,387
104 (40) .................. 2.23 ................ 16,043
158 (70) .................. 1.04 .................. 5268
185 (85) (2) ........... .69 Or 3.86 .............. 3215
194 (90) (2) ........... .60 Or 3.71 .............. 2750
212 (100) (2) .......... .46 Or 3.41 .............. 2034
248 (120) ................. 2.74 .................. 1155
284 (140) ................. 2.10 ................... 689
302 (150) ................. 1.81 ................... 542
320 (160) ................. 1.55 ................... 430

correct.
1) DTC P1116 Or P1288
* Faulty sensor.

to CIRCUIT TEST C.
5) DTC P1289 Or P1290

* Faulty sensor.
step 21).
monitor menu.
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 53)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
and go to step 12).


have been omitted.
10) DTC P1118

* Open circuit.
* Faulty PCM.


and go to step 12).
short to VREF.

procedures
G -have
TESTSbeenW/CODES
omitted. - 5.4L GASOLINE Article Text (p. 54)1998 Ford Econoline E250For 1
20) DTC P0117

* Faulty PCM.


30) DTC P1285

necessary.

40) Engine Temperature Warning Light Always On, Engine Is Not

Overheating
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 55)1998 Ford Econoline
* Faulty PCM.
Disconnect PCM 104-pin connector. Turn ignition on. If engine




* Faulty PCM.
QUICK TEST.
connectors for loose, damaged or corroded terminals. Repair as
NOTE:
G A break
- TESTS in step numbering
W/CODES sequence occurs
- 5.4L GASOLINE ArticleatText
this point.
(p. 56)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
100) DTC P1299

This DTC indicates an engine overheat condition was detected


Diagnostic Aids
cluster).

1) DTC P0500 Or P0501

are:
* Faulty VSS. G - TESTS W/CODES - 5.4L GASOLINE Article Tex

* Faulty PCM.



PCM.

have been omitted.
5) DTC P0500
* Faulty VSS.
* Faulty PCM.

rotated. If voltage is as specified, replace PCM. If voltage is not as
on. Measure voltageG -between
TESTS VPWRW/CODESand PWR GND
- 5.4L terminals atArticle
GASOLINE VSS wiring
Text (p. 58)1998 Ford Econoline E250For 1
and 103 at breakout box. If voltage is one volt or more, go to step


See appropriate wiring diagram in L - WIRING DIAGRAMS - 5.4L GASOLINE
article. If no other modules are connected to vehicle speed circuit,
repair short circuit. If other modules are connected to vehicle speed

input signal during KOER ON-DEMAND SELF-TEST. Possible causes for this
fault are:

wires, charging circuits etc.). G - TESTS W/CODES - 5.4L GASOLINE


Fault
this fault are:

* Damaged circuit.
* Faulty VSS.




Visually inspect VSS wiring harness. Ensure wiring is not
faults are found, fault cannot be duplicated
G - TESTSat this time. Go to- 5.4L GASOLINE Article Text (p. 60)1998 Ford Econoline E
W/CODES
CIRCUIT TEST Z.

25) DTC P1500


* Faulty VSS.
* Faulty PCM.




Diagnostic Aids
(CMP) sensor.
Fig. 19: Identifying CMP Circuits & Connector Terminals
1) DTC P0340 G - TESTS W/CODES - 5.4L GASOLINE Article Text (p.

This DTC indicates PCM has detected a CMP sensor circuit

* Faulty PCM.

* On all models with variable reluctance type CMP sensor,


(DLC). Measure resistance
G - TESTSbetween test pin No.
W/CODES 85 and
- 5.4L test pins No.
GASOLINE Article Text (p. 62)1998 Ford Econoline E250For 1
CMP circuit.
replace PCM.
CIRCUIT TEST DS - AIR CONDITIONING PRESSURE (ACP) SENSOR

Diagnostic Aids
* ACP sensor.
* ACP wiring harness circuits (ACP, VREF and SIG RTN).
Fig. 20: Identifying ACP Sensor Test Circuit & Connector Terminals
1) DTC P1461
This DTC indicates PCM has detected high voltage in ACP
G - TESTS W/CODES - 5.4L GASOLINE Article T
step. If PID voltage is less than 4.9 volts, fault is intermittent. Go
to step 18).
2) Check VREF & SIG RTN Circuit
step. If voltage is not 4-6 volts, VREF is out of range or SIG RTN
circuit is open. Go to CIRCUIT TEST C.
step. If PID voltage is less than 4.9 volts, replace ACP sensor. Start
engine and turn A/C on for 15 seconds. Turn A/C off and repeat
QUICK TEST.
4) Check ACP Circuit For Short To VREF
ACP and VREF terminals at ACP sensor wiring harness connector. If
10,000 ohms or less, repair ACP circuit short to VREF. Start engine
5) Check ACP Circuit For Short To Power
Turn ignition on. Measure voltage between ACP terminal at ACP
sensor wiring harness connector and chassis ground. If voltage is less
than one volt, replace PCM. If voltage is one volt or more, repair ACP
circuit short to power. Start engine and turn A/C on for 15 seconds.
Turn A/C off and repeat QUICK TEST.
Turn ignition off. Leave ACP sensor disconnected. Disconnect
No. 86 (ACP) and ACP terminal at ACP sensor wiring harness connector.
ohms or more, repair open circuit. Start engine and turn A/C on for 15
7) Check PCM
Connect PCM to breakout box. Leave ACP sensor disconnected.
Connect a jumper wire between test pins No. 86 and 91 (SIG RTN) at
breakout box. Turn ignition on. Using scan tool, select ACP V PID from
PID/DATA monitor menu. If PID voltage is less than 4.9 volts, replace
ACP sensor. Start engine and turn A/C on for 15 seconds. Turn A/C off
and repeat QUICK TEST. If PID voltage is 4.9 volts or more or if scan
tool is now unable to communicate, replace PCM. Start engine and turn
A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST.
have been omitted.
10) DTC P1462

This DTC indicates PCM has detected low voltage in ACP

Turn ignition on. Using scan tool select ACP V PID. If PID
voltage is .15 volt or less, go to next step. If PID voltage is more
than .15 volt, fault is intermittent. Go to step 18).
CIRCUIT TEST C.
Turn ignition off. Connect a jumper wire between ACP and VREF
terminals at ACP sensor wiring harness connector. Turn ignition on.
Using scan tool, select ACP V PID from PID/DATA monitor menu.

If PID voltage is 4 volts or less, go to next step. If PID

voltage is more than 4 volts, replace ACP sensor. Start engine and
13) Check ACP Circuit For Short To Ground Or SIG RTN
ACP and SIG RTN terminals at ACP sensor wiring harness connector.
Also, measure resistance between ACP terminal at ACP sensor wiring
harness connector and negative battery terminal. If both resistance
reading is 10,000 ohms or less, repair short circuit. Start engine and
Measure resistance between test pin No. 86 (ACP) at breakout box and
ACP terminal at ACP sensor wiring harness connector. If resistance is
repair open in ACP circuit. Start engine and turn A/C on for 15
15) Check A/C Clutch Engagement
Turn ignition on. Reconnect ACP sensor. Turn A/C switch on
while listening for A/C clutch engagement. If A/C clutch engages when
A/C- TESTS
G switch is W/CODES
turned on, replace
- 5.4LPCM. Start engine
GASOLINE and turn
Article TextA/C
(p.on for
65) 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
15 seconds. Turn A/C off and repeat QUICK TEST. If A/C clutch does not
engage when ignition is turned on, go to next step.
Reconnect all components. Connect A/C manifold gauge set and
check if A/C system has correct refrigerant charge. Service A/C system
if necessary. Start engine and turn A/C on for 15 seconds. Turn A/C
off and repeat QUICK TEST. If A/C system has correct refrigerant
charge, replace PCM. Start engine and turn A/C on for 15 seconds. Turn
A/C off and repeat QUICK TEST.

18) Check Wiring Harness & Sensor

PID/DATA monitor menu. While observing ACP V PID, lightly tap on ACP
sensor to simulate road shock. Wiggle sensor connector and wiring
harness. A fault is indicated by a sudden change of PID voltage. If
fault is indicated, isolate and repair as necessary. Start engine and
turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST. If no
faults are indicated, unable to duplicate fault at this time. Go to
CIRCUIT TEST Z.

20) DTC P1463

This DTC indicates PCM has detected that ACP sensor did not
detect sufficient change in A/C system pressure when A/C switch was
turned on. Possible causes for this fault are:
* A/C system mechanical malfunction.

* A/C system electrical malfunction (non-EEC related).
* A/C clutch continuous engagement.
* ACP or VREF open circuit.
Turn A/C and defroster off. Start engine and allow to idle.
Verify A/C clutch disengages. If A/C clutch disengaged, go to next
step. If A/C clutch did not disengage, check A/C clutch circuit. See
CLIMATE CONTROL (A/C ALWAYS ON) in H - TESTS W/O CODES - GASOLINE
article. Repair as necessary.
21) Check Power & Ground To A/C Clutch
Turn ignition off. Disconnect A/C cycling switch. Connect a
jumper wire between A/C cycling switch connector terminals. Disconnect
A/C clutch. Connect non-powered test light between power and ground
terminals at A/C clutch wiring harness connector. Start engine and
allow to idle. Turn A/C switch on. Monitor test light for 15 seconds.
If test light comes on or A/C clutch can be heard clicking,
go to next step. G - TESTS W/CODES - 5.4L GASOLINE Article
22) Check ACP V PID
Start engine. Ensure A/C is off. Using scan tool, access ACP
V PID from PID/DATA monitor menu. Note A/C V PID voltage reading.
Monitor PID value and turn A/C on. Note PID voltage reading within 5
seconds of A/C clutch engagement and compare reading with PID reading
noted previously. If PID voltage change is more than .3 volt, no
problem is indicated at this time. If PID voltage change is not more
than .3 volt, check A/C system for proper operation. Repair as
necessary.
Reconnect all components. Connect A/C manifold gauge set.
With A/C off, note high pressure reading. Turn A/C on and within 5
seconds, note high pressure reading. If high pressure reading changes
more than 30 psi (207 kPa), go to next step. If high pressure reading
does not change more than 30 psi (207 kPa), service A/C system if
necessary. Start engine and turn A/C on for 15 seconds. Turn A/C off
CIRCUIT TEST C.
Turn ignition off. Install Breakout Box (014-00950), leaving
PCM disconnected. Measure resistance between test pin No. 86 (ACP) at
breakout box and ACP terminal at ACP sensor wiring harness connector.
If resistance is less than 5 ohms, replace ACP sensor. Start engine
and turn A/C on for 15 seconds. Turn A/C off and repeat QUICK TEST. If
resistance is 5 ohms or more, repair open in ACP circuit. Start engine

Diagnostic Aids

Fig. 21: Identifying PT0 TestW/CODES

G - TESTS Circuit & Switch Schematic
- 5.4L GASOLINE Article Text (p. 67)1998 Ford Econoline E250For 1
1) Check PTO Switch




manufacturer of PTO for operating instructions.

to next step.

have been omitted.

specified, PTO circuit from PTO switch to PCM is okay. Refer to PTO
CIRCUIT TEST Z.

Diagnostic Aids
* Brakelight bulb.


These DTCs indicate that when brake pedal was applied during


3).


go to next step.
Brakelights
for this fault are:


several times.

6) Check BPP Switch
L - WIRING DIAGRAMS - 5.4L GASOLINE article. After disconnecting each
module, turn ignition on and check brakelights. Turn ignition off.
Repeat until each associated module has been disconnected or
brakelights turn off. If brakelights are still on after disconnecting
all associated modules, repair short to power in BPP circuit. If
brakelights are off with associated module(s) disconnected, diagnose
appropriate module and/or related system. See DIAGNOSTIC TROUBLE CODE
(DTC) DEFINITIONS in MODULE COMMUNICATIONS NETWORK article in the
ACCESSORIES & EQUIPMENT section to determine articles that are
associated with module that was disconnected to eliminate short to
power. Repair system or replace module as necessary.

Diagnostic Aids
G - TESTS W/CODES - 5.4L GASOLINE Article Te

* PSP switch.
1) DTC P1650 Or P1651

faults are:

breakout box. Also, measure resistance between test pin No. 31 and G - TESTS W/CODES - 5.4L GASOLINE

Diagnostic Aids


1) DTC P1390
2) Check For Modification Decal G - TESTS W/CODES - 5.4L GASOLINE Article T
Start engine. Allow engine to reach normal operating
return to step 1).
necessary. See H - TESTS W/O CODES - GASOLINE article.
repair as necessary. Go to H - TESTS W/O CODES - GASOLINE article.
symptoms and repair as necessary. Go to H - TESTS W/O CODES - GASOLINE
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 74)1998 Ford Econolin
article.
11) Check PCM
necessary. Go to H - TESTS W/O CODES - GASOLINE article. If voltage is

Diagnostic Aids
following:

* Vacuum systems.
SIG RTN).

* Ignition system.
* Fuel system.
G - TESTS W/CODES - 5.4L GASOLIN

been omitted.

21) DTC P0133 & P0153
HO2S as follows:
* DTC P0133 for right front HO2S.

* DTC P0153 for left front HO2S.

* Exhaust leak.

contamination:


SYSTEM FUNCTIONS.
* EGR system.
* PCV system.

SYSTEM FUNCTIONS.
HO2S SIG HO2S HTR

HO2S-11 .................. 60 ....................... 93

HO2S-12 .................. 35 ....................... 95
HO2S-21 .................. 87 ....................... 94
HO2S-22 .................. 61 ....................... 96
26) Check HO2S For Short Circuit G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 78)


27) DTC P0131 & P0151: Contaminated HO2S/Voltage Shift



30) DTC P0135, P0141, P0155 Or P0161


Refer to illustrations for HO2S identification.

G - TESTS See Fig. 28
W/CODES - 5.4L GASOLINE Article Text (p. 79)1998 Ford Econo


next step.
circuit.
less, replace HO2S.
indicated:
* DTC P0135, test pin No. 93 and test pins No. 24, 91, 97 G - TESTS W/CODES - 5.4L GASOLINE Article Text (p
and 103.
and 103.
and 103.
and 103.

short circuit.
follows:


ohms, replace PCM.

Switching


DTCs P0171 and P0174 indicate air/fuel ratio is correctingG - TESTS W/CODES - 5.4L GASOLINE Article Text (p.


vapor hose from intake manifold and plug fitting at intake manifold.

CIRCUIT TEST. See
step 27).
step 43).
step 49).


connector for loose, damaged or corroded terminals. Repair as G - TESTS W/CODES - 5.4L GASOLINE Article Text (
to next step.
breakout box as follows:




short circuit.
as follows:


PCM.
49) Check HO2S PID
PID/DATA monitor menu. If PID voltage is more than .2 volt, goGto-next
TESTS W/CODES - 5.4L GASOLINE Article Text (p


power.
Ensure suspect HO2S is disconnected. Turn ignition on. Using
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE article. With ignition
off, install fuel pressure gauge. Verify vacuum source to fuel
pressure regulator (returnable fuel system only). Using scan tool,
access OUTPUT TEST MODE. Command fuel pump on. Note fuel pressure. See
system pressure is not as specified, go to CIRCUIT TEST HC. If fuel
system pressure is as specified, go to next step (vehicles with
returnable fuel system). See FUEL SYSTEM IDENTIFICATION table.
Van ....................................... (1) Returnable

from fuel rail.


next step.

engine control system is not cause of no-start. Reconnect all
components. See H - TESTS W/O CODES - GASOLINE article for further
require testing.
1 ..................................................... 75
2 .................................................... 101
3 ..................................................... 74
4 .................................................... 100
5 (1) ................................................. 73
6 (1) ................................................. 99
7 (1) ................................................. 72
8 (1) ................................................. 98
9 (1) ................................................. 68
10 (1) ................................................ 42

57) Check Resistance Of Fuel Injector Circuit
circuit.
With ignition off, connect PCM to breakout box. Connect non-
replace PCM.

CIRCUIT TEST Z.

, step 7).
G - *TESTS
For Continuous
W/CODES Memory DTCs
- 5.4L P0171, P0174,
GASOLINE P1130
Article or (p.
Text P1150,
fault is intermittent. Go to CIRCUIT TEST Z.
step.


* Faulty EGR valve.
* Faulty PCV system

sensor.
66) HO2S Check


monitor menu. Observe PID value while wiggling and bending wiring

80) DTC P0136, P0156, P1137, P1138, P1157 & P1158

P1157 and P1158 indicate lack of HO2S switching. Possible causes are:


DTCs P1137, P1138, P1157 and P1158).



Also, measure resistance between appropriate HO2S SIG test G - TESTS W/CODES - 5.4L GASOLINE
pin and test pins No. 24 (PWR GND), 71 (VPWR), 90 (VREF) and 103 (PWR
box as follows:


step.
85) Check HO2S Circuit


87) Check HO2S PID
are 1.5 volts or less, replace HO2S. G - TESTS W/CODES - 5.4L GASOLINE Article Te
100) KOER DTC P0127

TEST.

110) KOER P1128 & P1129





box as follows:


HO2S wiring is crossed. Recheck allGHO2S wiringW/CODES
- TESTS pin locations at PCM
- 5.4L GASOLINE Article Text (p. 90)1998 Ford Econoline
and HO2S connectors. Repair as necessary.

Diagnostic Aids
* Fuel pressure.
* Fuel filter.
* Fuel return.
* Fuel supply.
* Fuel injector.
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE article.

L - WIRING DIAGRAMS - 5.4L GASOLINE article. Using scan tool, access
OUTPUT TEST MODE. Command fuel pump on and observe DVOM voltage
reading. If voltage is more than 12.5 volts, exit output test mode.
Reconnect fuel pump connector and go to next step. If voltage is 12.5
volts or less, check for open or short circuits in fuel pump power
circuit (vehicles with returnable fuel system). See
FUEL SYSTEM IDENTIFICATION table.
FUEL FILTER REPLACEMENT INTERVALS TABLE G - TESTS W/CODES - 5.4L GASOLINE



C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article. On models
with returnable fuel system, if fuel pressure is as specified, go to
next step. See FUEL SYSTEM IDENTIFICATION table. If fuel pressure is
specification for 60 seconds, go to step 7). If fuel pressure does not
next step.

reading decreases.
reading increases.

regulator hose. Install vacuum pump to fuel pressureG regulator.
- TESTS Start
W/CODES - 5.4L GASOLINE Article Text (p. 92)
Connect a separate hose to fuel rail and put opposite end of hose in
regulator.
restrictions. Apply 3-5 psi (21-34 kPa) compressed air to return hose.
See H - TESTS W/O CODES - GASOLINE article. If flow rate for any fuel

Diagnostic Aids
* Ignition system.
* Fuel pressure.
* Fuel injectors.
* Canister purge solenoid. G - TESTS W/CODES - 5.4L GASOLINE Article T


step 100).

have been omitted.

replace PCM.
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE article. Install fuel
pressure gauge. Start engine and allow to idle. Note fuel pressure
gauge reading. Increase engine speed to 2500 RPM and maintain for one
minute. Note fuel pressure. If fuel pressure is 20-60 psi (138-413
kPa), go to next step. If fuel pressure is not as specified, check and
necessary.
FUNCTIONS.


next step.

emission system.

go to next step.
Turn ignition off. Disconnect EVAP Canister Purge Control G - TESTS W/CODES - 5.4L GASOLINE Article Text (p.
compartment, next to A/C accumulator. Inspect connector for loose,
Connect vacuum pump to fuel vapor port at EVAP CPCV and apply 16 in.
CPCV.


NOTE: Hall Effect type camshaft position sensor has a 3-pin G - TESTS W/CODES - 5.4L GASOLINE Article Text
has a 2-pin connector.

40) DTC P1309


Diagnostic Aids

* Faulty EGR valve.
VREF).

* Leaking upstream pressure hose.

* DPFEGR circuit shorted to GND or SIG RTN circuit. Copyright © 1998 Mitchell R
G - *TESTS W/CODES - 5.4L GASOLINE Article Text (p. 99)1998 Ford Econoline E250For 1
VREF shorted to GND or SIG RTN circuit.
* Faulty PCM.
step 6).
select DPFEGR PID. If scan tool error occurs, disconnect jumper wire
sensor.
ground.

have been omitted.


have been omitted.


G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 100)
* Faulty PCM.
less, replace PCM.
to CIRCUIT TEST C.
less than 5 ohms, replace PCM. If resistance is 5 ohmsG or-more,
TESTS repair
W/CODES - 5.4L GASOLINE Article Text (p. 101)
This DTC indicates PCM has detected EGR flow at idle.

* Faulty PCM.

21) Check EGR Flow
vacuum applied. Using vacuum pump, apply 8-9 in. Hg. PID voltage G - TESTS W/CODES - 5.4L GASOLINE
VR solenoid.

EGR VR solenoid.
EGRVR circuit.
and VREF circuit. G - TESTS W/CODES - 5.4L GASOLINE Article T

reading.
31) Check DPFEGR Sensor Voltage
Circuit

50) DTC P1405: Check For

G - TESTS Upstream- Pressure
W/CODES Hose Connection
5.4L GASOLINE Article Text (p. 104)1998 Ford Econoline E250For 1

Check upstream hose for clean, tight connection. Ensure hose
complete.


Fig. 33. Repair as necessary. If hose is okay, go to next step. G - TESTS W/CODES - 5.4L GASOLINE
complete.

70) DTC P0401


* Faulty EGR hose.
* Faulty PCM.

71) DTC P1408

* Faulty EGR hose.
* Faulty PCM.

damage at pick-up tube. If no faults are found, go to next step. If
CIRCUIT TEST C.

in VPWR circuit.


Disconnect
G - TESTS and plug-hose
W/CODES 5.4LatGASOLINE
EGR valve. Connect
Article vacuum
Text (p.pump to
108)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
memory.

indicated, symptom cannot be identified at this time. Go to
CIRCUIT TEST Z.


solenoid.

110) DTC P1409


* Faulty EGR VR solenoid. G - TESTS W/CODES - 5.4L GASOLINE
* Faulty PCM.

EGR VR solenoid.
EGRVR circuit.
EGRVR circuit.



* Faulty PCM.

CIRCUIT TEST Z.

SYSTEMS
Diagnostic Aids
DTC Application
P0300 ................................................ (1)



* Cylinder misfire.
* Faulty HO2S.

as necessary.
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 111)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
to step 3).

N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE article. Install fuel
pressure gauge. Start engine and allow to idle. Note fuel pressure
gauge reading. Increase engine speed to 2500 RPM and maintain for one
minute. If fuel pressure is as specified, go to next step. If fuel
vacuum increases quickly to normal range as increased RPM is
maintained.
G - TESTSOn a restricted- 5.4L
W/CODES system, manifold vacuum
GASOLINE Articleincreases
Text (p.slowly
go to next step.
necessary.

Diagnostic Aids
1) Check PCV Valve

Replace PCV valve if it does not rattle when shaken. G - TESTS W/CODES - 5.4L GASOLINE Article
2) Check PCV System
complete.


Diagnostic Aids

* VCT solenoid.

1) KOEO Or KOER DTC P1380 G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 114)

* Faulty PCM.

necessary. Measure resistance between test pin No. 44 at breakout box
open VCT circuit.
VCT solenoid.

have been omitted.
11) DTC P1381 & P1383


* Low oil pressure.






* Faulty PCM.

CIRCUIT TEST Z.

* Low oil pressure.
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 116)1998 Ford Econoline E


* Low oil pressure.

to CIRCUIT TEST Z.

Diagnostic Aids
following:

Ground).

causes are:
G - *TESTS W/CODES
EAIR circuit open or -short
5.4LtoGASOLINE
power. Article Text (p. 118)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
* Faulty PCM.

circuit.
7) DTC P0411 Or P1411
step.
Turn ignition off. Remove breakout box G - and
TESTSreconnect PCM. - 5.4L GASOLINE Article Text (p. 119)1998 Ford Ec
W/CODES



* Faulty PCM. G - TESTS W/CODES - 5.4L GASOLINE Article Tex


and EAIR MONITOR terminal at SSR wiring harness connector. Also,
dedicated fuse. If resistance
G - TESTS is 5W/CODES
ohms or more, repair
- 5.4L open in BATT+
circuit.

* Faulty PCM.
power.
Reconnect SSR and electric AIR pump connectors. Connect PCM


step.
33).
32) Check AIR By-Pass Solenoid Mechanical Operation G - TESTS W/CODES - 5.4L GASOLINE Article T
and test pins No. 51, 76 and 91 at breakout box. If all resistance
circuit.

40) DTC P0411


* Faulty AIR pump.

G - TESTS W/CODES - 5.4L GASOLINE Article Text (p.
next step.
step.
allow to idle. Apply 10 in. Hg. to valve. Increase engine speed toG - TESTS W/CODES - 5.4L GASOLINE Article Text


symptoms and repair as necessary. See H - TESTS W/O CODES - GASOLINE
article.
63) Check AIR By-Pass & AIR Diverter Solenoid


68) Check Reservoir

check valve.
present.

solenoid
G terminals.
- TESTS W/CODES Also, measure resistance between
- 5.4L GASOLINE ArticleAIR diverter
Text (p. 126)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
solenoid assembly.
to next step.
ground.


next step.
See H - TESTS W/O CODES - GASOLINE article.

Diagnostic Aids
following:
* Air inlet tube.
and VPWR).

A/T .................... 800-850 ................. 20-44

M/T .................... 725-775 ................. 20-44


* Rough idle.
* Lack of power.

for additional symptoms and repair as necessary. See Copyright © 1998 Mitchell
G
H -- TESTS
TESTSW/O W/CODES
CODES --GASOLINE
5.4L GASOLINE
article. Article Text (p. 129)1998 Ford Econoline E250For 1
2) Check Accelerator Linkage
6) Check Air Filter

have been omitted.


* Ignition system.
* Exhaust system.



10) Check Idle Speed G - TESTS W/CODES - 5.4L GASOLINE Article Te
Turn all accessories off. Start engine and warm to normal
and repair as necessary. See H - TESTS W/O CODES - GASOLINE article.


travel especially during initial throttle opening. If faults are
15) DTC P1516, P1517, P1518 & P1519

* Cables improperly routed, binding or seized.

next step.
acceptable). IRMC levers should cycle fully from closed to open
position. If faults are present, go to next step. If no faults are
present proceed as follows:


proceed as follows:






in SIG RTN circuit.

Connect scan tool to DLC. Ensure IMRC plates are closed. If
go to next step.
next step.
IMRCM circuit.
29) DTC P1519



and go to step 38).

Breakout
G - TESTS BoxW/CODES
(014-00950),- leaving PCM disconnected.
5.4L GASOLINE Article Measure
Text (p. resistance
between test pin No. 8 (IMRCM) and IMRCM terminal at IMRC actuator
34) Wiggle Test
necessary. If no faults are indicated, remove jumper wire and go to
next step.
35) Wiggle Test
faults are indicated, go to next step. G - TESTS W/CODES - 5.4L GASOLINE
20).



* Faulty IMT valve.

faults are found, go to next step. G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 136)1998 Ford Econolin
66) Check PCM Driver Command
For Open
circuit.


Circuit For Short To PWR GND
74) Check IMT Valve ActuatorG - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 137)1998 Ford Econoline E
Reconnect IMT valve actuator connector. Turn ignition on.
77) Check IMT Valve


step 86).
83) Check For Short To PWR G GND- TESTS W/CODES - 5.4L GASOLINE Article Text (p. 138)1998 Ford Econolin
33).
and allow to idle. Note vacuum gauge reading. Increase engine speed to
and test pin No. 77 or 103 at breakout box. G Also, measure
- TESTS resistance
W/CODES - 5.4L GASOLINE Article Text (p. 139)1998 Ford Eco
33).
voltage readings. Increase engine speed to more than 3500 RPM. Again,



SYSTEM G - TESTS W/CODES - 5.4L GASOLINE Article T
present.
Diagnostic Aids
following:

* Faulty PCM.



step.

G - TESTS W/CODES
(close) Canister Vent- (CV)
5.4Lsolenoid
GASOLINE Article Text
for a maximum of 9 (p. 142)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell

Port


Command all outputs ON. Pressurize EVAP system to 14 in. H2O. Using W/CODES - 5.4L GASOLINE Article Text (p.
G - TESTS




step.
repair.

Procedure skips from step 8) to step 10). No test procedures G - TESTS W/CODES - 5.4L GASOLINE
have been omitted.

to next step.

13) Check EVAP Canister Purge (CANP) Valve Circuit Resistance
CIRCUIT TEST Z.



If no faults are found, go to next step.


to step 22).


ignition
G on. Using
- TESTS scan tool,
W/CODES access
- 5.4L OUTPUT TEST
GASOLINE MODE.
Article TextCommand all Ford Econoline E250For 1
(p. 146)1998 Copyright © 1998 Mitchell


(PID)
Remove fuel filler cap. Turn ignition on. Using scan tool,
step 24).
blockage location.
go to next step.
VREF circuit. Go to step 22) to verify repair. G - TESTS W/CODES - 5.4L GASOLINE
sensor.
CIRCUIT TEST C.


terminal. If voltage is 10.5 volts or less, go toGstep 36). If voltage
- TESTS W/CODES - 5.4L GASOLINE Article Text (p. 148)1998 Ford E
Go to step 39).
CIRCUIT TEST C.
circuit.
indicated, isolate fault and repair as necessary. If no fault is G - TESTS W/CODES - 5.4L GASOLINE Article Text


fault:


step.


47) Check For Blockage Between EVAP CANP ValveG & EVAP
- TESTS W/CODES - 5.4L GASOLINE Article Text (p. 1
Canister


next step.
Install EVAP system leak tester at fuel filler pipe.


assembly. If no leak is indicated, go to next step. If a leak is G - TESTS W/CODES - 5.4L GASOLINE Article Te
54).
53) Verify Repair
next step.
* Fuel filler pipe.

* Fuel tank.
* FTP sensor.
canister.

55) Verify Repair
isolate leak and repair as necessary. If pressure stays at moreG -than 6
TESTS W/CODES - 5.4L GASOLINE Article Text (p. 1
verify repair.
58) Check For EVAP CANP Valve Operation



causes are:

* Faulty PCM.

is not 48-65 ohms, replace CV solenoid.
volts, replace PCM.

* Empty fuel tank.

* Faulty fuel pump.
* Faulty PCM.
next step (for DTC P0460) or go to H - TESTS W/O CODES - GASOLINE
PID, add 2-3 gallons of fuel to fuel tank. If fuel gauge or FLI PID
necessary.
Disconnect
G - TESTS fuel pump
W/CODES module
- 5.4L connector. Measure
GASOLINE resistance
Article Text (p. 155)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
pump module.
84).
resistance between test pins No. 12 or No. 9 and test pin No. 25 at
circuit.

SYSTEM FUNCTIONS. If no problems are found, on models equipped with
coil on plug system, go to next step (if using engine analyzer) or go
to step 20) (if not using engine analyzer).
(if vehicle starts). G - TESTS W/CODES - 5.4L GASOLINE Article Te
4) Check For Normal Ignition Operation
H - TESTS W/O CODES - GASOLINE article, return to symptom test that
output voltage is not as specified, go to step 12) (models equipped
with coil on plug system).

step 5).

have been omitted.

plugs for wear. Check ignition W/CODES
G - TESTS coil for proper- 5.4L
installation. Repair as
to next step.

step 5).
16) Check For Missing Spark Pattern

If spark is not missing from any cylinder, go to next step.
If spark is missing from any cylinder, check spark plug for wear.
Replace as necessary and retest. If spark plug is okay, go to
CIRCUIT TEST JF.
17) Check Inductive Voltage
Check inductive voltage on each ignition wire and coil
individually. If inductive voltage is not present on any ignition wire
or coil, go to CIRCUIT TEST JF, step 1). If inductive voltage is
present on any ignition wire or coil, check spark plugs and ignition
wire resistance. Replace ignition wire if resistance is greater than
7000 ohms per foot (30.5 cm).

20) Check For Spark At Spark Plug

Disconnect Inertia Fuel Shutoff (IFS) switch. Disconnect
ignition coil or plug wire from spark plug. Install Spark Tester (303-
D037) to spark plug. Crank engine. If spark is present, go to next
step. If spark is not present, go to CIRCUIT TEST JF.
21) Check For Spark At ALL Spark Plugs
Using spark tester check for spark at all plugs while
cranking engine. If spark is present at all plugs, go to next step. If
spark is not present at all plugs, go to CIRCUIT TEST JF. G - TESTS W/CODES - 5.4L GASOLINE Article Tex
With spark tester installed, crank engine and observe color


Diagnostic Aids
following:


G -isTESTS W/CODES - 5.4L GASOLINE Article Text (p. 15
terminal. If voltage is not 1-2 volts, go to next step. If voltage
2) Check For CKP+ Voltage Fault
step.
4) Determine Fault
to step 6).
volt, replace PCM.

have been omitted.

13) Determine Fault
step.
CKP sensor.
18) Determine Fault
to step 20).
volt, replace PCM.
CIRCUIT TEST JF - INTEGRATED IGNITION COIL ON PLUG FAILURE

Diagnostic Aids
following:
* Ignition coils.
* Ignition coils harness.
G - TESTS W/CODES - 5.4L GASOLINE Article

Fig. 50: Identifying Coil On Plug Ignition Coil Test Circuit &
Connector Terminals
Fig. 51: Ignition Coil-To-Cylinder Correlation
1) Determine
G - TESTS Which -Coil
W/CODES 5.4LIs Not Firing
GASOLINE Article Text (p. 162)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
chart, determine which coil is not firing. See Fig. 51. Record
cylinder, coil and PCM test pin number and go to step 3).
2) Determine Which Coil Is Not Firing

Using DTC and coil-to-cylinder correlation chart, determine
which coil is not firing. See Fig. 51. Record cylinder, coil and PCM
test pin number and go to next step.
3) Check Coil Operation
DTCs P0350-P0360 indicate ignition coil 1-10 primary circuit

* Open or short to ground in CD circuit.
* Faulty ignition coil.
* Faulty PCM.
Disconnect suspect coil. Connect a test light between suspect

coil wiring harness connector terminals. Disconnect inertia fuel
shutoff switch connector. Crank engine and observe test light. If test
light blinks consistently, coil circuit is okay. Go to next step. If
test light does not blink consistently, go to step 5).
4) Check Coil
Turn ignition off. Remove suspect coil. Install Spark Tester
(D81P-666-A) to suspect coil. Reconnect coil connector. Observe spark
tester and crank engine. If spark is not present, replace coil.
Inspect spark plug and replace as necessary. If spark is present,
check spark plug. Replace as necessary and retest. If spark plug is
okay, no fault is present at this time. Go to CIRCUIT TEST Z.
5) Check IGN START/RUN Voltage To Coil
Turn ignition on. Measure voltage between IGN START/RUN
terminal at suspect coil wiring harness connector and chassis ground.
5 volts or less, check condition of related fuses/fuse links. If
circuit.
6) Check Coil Driver Circuit
Box (014-00950). Measure resistance of CD circuit between appropriate
CD circuit test pin at breakout box (determined from coil-to-cylinder
correlation chart) at suspect coil wiring harness connector. If
ohms or more, repair open in CD circuit.
7) Check CD Circuit For Short To VPWR
Turn ignition on. Measure resistance between appropriate CD
circuit test pin at breakout box (determined from coil-to-cylinder
correlation chart) and chassis ground. If voltage is less than one
volt, go to next step. If voltage is one volt or more, repair CD
circuit short to VPWR circuit.
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 1
8) Check CD Circuit For Short To Ground
resistance between test pin No. 77 and appropriate CD circuit test pin
at breakout box (determined from coil-to-cylinder correlation chart).
is 10,000 ohms or less, repair short to ground in CD circuit.
9) Check Coil Driver For Short To Ground
test pin No. 97 and appropriate CD circuit test pin at breakout box
(determined from coil-to-cylinder correlation chart). Turn ignition
on. If test light is off, go to next step. If test light is on, CD
circuit is shorted in PCM. Replace PCM.
10) Check Coil Driver Operation
With test light still connected, crank engine. If test light
blinks consistently, go to next step. If test light does not blink
consistently, replace PCM. Reconnect all components. Clear DTCs. If
symptom or DTC is still present, coil may be damaged also. Go to next
step.
11) Check Coil
Turn ignition off. Remove suspect coil. Connect Spark Tester
(D81P-6666-A) to suspect coil. Observe spark tester and crank engine.
If spark is present, inspect spark plug and replace as necessary. If
spark plug is okay, testing is complete. If spark is not present,
replace coil. Inspect spark plug and replace as necessary. If spark
plug is okay, testing is complete.

procedures to ensure all EEC-V systems are working properly.
Diagnostic Aids

short circuit.
2) Check CTO Signal From PCM W/CODES - 5.4L GASOLINE Article Text (p. 164)1998 Ford Econoline E250
G - TESTS
Diagnostic Aids
following:
* Fuel pump relay.


Possible causes are: G - TESTS W/CODES - 5.4L GASOLINE Article Tex
* Faulty PCM.


molded on relay.

next step.
have been omitted.

11) Check Fuel Pump
13) Check For Open FPM Circuit
FPM circuit.
ground circuit.
less than 5 ohms, go to next step. If resistance is 5 ohms or more, G - TESTS W/CODES - 5.4L GASOLINE Article Text (
Measure resistance between FP PWR terminal at fuel pump relay


necessary.




Wiggle and bend VPWR circuit between fuel pump relay and EEC-V power

in VPWR circuit.

molded on relay.

next step.
short to power in LFP circuit. G - TESTS W/CODES - 5.4L GASOLINE Article T
circuit.



Diagnostic Aids
following:

VPWR).

valve relay.

* Open or shorted Fuel Shutoff Valve (FSV) circuit.

* Faulty FSV relay.
* Faulty PCM.

G
FSV- TESTS W/CODES
relay wiring - 5.4L GASOLINE
harness connector and chassisArticle
ground.Text (p. 171)
If voltage is 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
relay.
relay.
2) Check FSV Relay

to next step.

have been omitted.

If engine
W/CODES 5.4LIfGASOLINE
engine does not start, Text
Article go to (p. 172)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
step 15).
12) Check FSV Relay
circuit.



20) DTC P0231

does not start, go to next step. G - TESTS W/CODES - 5.4L GASOLINE Article Text (p.


following:
FSV PWR circuit.
road shock.

CIRCUIT TEST Z.




G - Inertia
W/CODES - 5.4L GASOLINE Article Text (p. 174)1998 Ford Econoline E25

circuit splice.

CIRCUIT TEST Z.




the following:

PCM and FSV relay.

CIRCUIT TEST Z.

properly
- TESTS W/CODES - 5.4L GASOLINE Article Text (p. 1
Diagnostic Aids
following:
* Throttle linkage.
1) Check For DTCs

2) DTC P0505, P1504 & P1507

* Faulty IAC valve.
* Faulty PCM.

IAC valve. If resistance is 6-13 ohms, go to next step. If resistance G - TESTS W/CODES - 5.4L GASOLINE Article Te



step 30).

20) DTC P1506




go to next step.

Start engine and allow to idle. Ensure transmission is in G - TESTS W/CODES - 5.4L GASOLINE






following:
toward PCM.


Diagnostic Aids
following:


* Faulty PCM.


relay.

QUICK TEST. If resistance is 5 ohms or more, repair open in WAC Copyright © 1998 Mitchell
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 181) 1998 Ford Econoline E250For 1

have been omitted.

exists.
longer exists.
16) Check A/C Clutch PWR & A/C Clutch Ground Circuits G - TESTS W/CODES - 5.4L GASOLINE Article Te


20) Check ACCS PID
no longer exists.
exists. If voltage is less than one volt, on models without WOT A/C
cutoff relay, replace PCM.
longer exists.

exists.



go to next step.




45) Check ACCS PID

and- TESTS
G ground. IfW/CODES
voltage is less thanGASOLINE
- 5.4L one volt, go to next step.
Article TextIf (p. 185)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
longer exists.





Connector Terminals
56) Check For Open Ground Circuit G - TESTS W/CODES - 5.4L GASOLINE Article Text (p.
no longer exists.

Diagnostic Aids
following:


Diagnostic Aids
following:

1) MIL Always On
MIL fuse.
TESTS W/CODES - 5.4L GASOLINE Article Text (p. 188)1998 Ford Econoline
PCM.

Diagnostic Aids
following:




Diagnostic Aids
DTC P1270


H - TESTS W/O CODES - GASOLINE article. Repair as necessary.
G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 189)
Diagnostic Aids
following:

Connector Terminals



KOER self-test cannot be activated, go to step 7).

have been omitted.

step.
G - TESTSterminal
and BUS(-) W/CODES at DLC. If resistance
- 5.4L GASOLINE is lessArticle
than 5 ohms, go to
Text (p. 191)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
circuit to DLC.

Diagnostic Aids
following:

G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 192)1998 Ford Econoli



Diagnostic Aids
self-test must occur.
Gnormal
A drive cycle consists of vehicle warmed to - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 193)1998 Fo
engine
conditions occur:

OBD-II drive cycle.
drive cycle.


PTO, go to step 3).
2) Check PTO PID
Diagnostic Aids

3) Check For DTCs
present, fault is in anti-theft system. See ANTI-THEFT SYSTEMS article
H - TESTS W/O CODES - GASOLINE article for no-start diagnosis.


Diagnostic Aids
following:




damage and repair as necessary. Disconnect CPP/PNP switch connector.
Inspect connector for loose, damaged or corroded terminals. Repair as G - TESTS W/CODES - 5.4L GASOLIN
causes are:



clutch pedal.
switch terminals with shift lever in Neutral. If both resistance
readings is less than 5 ohms, go to next step. If any resistance G - TESTS W/CODES - 5.4L GASOLINE
open circuit.


Diagnostic Aids
following:

1) DTC P1780
cycled during KOER self-test. Possible causes are:
* Faulty TCS.
* Faulty PCM.

QUICK TEST.
open TCS circuit.
6) Check TCIL PID
present, go to next step. If DTC P1780 is present, go to step 1).
G - TESTS
9) Check W/CODES
Voltage To-TCIL
5.4L GASOLINE Article Text (p. 198)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell

Diagnostic Aids
following:



(Electronic Shift)
1) DTC P1729 & P1781 G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 199)1998 Ford Econoline E2
to next step.
following:


Diagnostic Aids


(1) (2) (3)

A/C ON ............... 1st ......... 3rd ......... 2nd

ACCS ................. 1st ......... 3rd ......... 2nd
ACD .................. 1st ......... 3rd ......... 2nd
ACP .................. 1st ......... 3rd ......... 2nd
BPP .................. 1st ......... N/A ......... 2nd
CASE GND ............. 1st ......... N/A ......... 2nd
CHT .................. 1st ......... 3rd ......... 2nd
CHTIL ................ 1st ......... N/A ......... 2nd
CHP+ (4) ............. 1st ......... 2nd ......... 3rd
CMP .................. 1st ......... 2nd ......... 3rd
CPP .................. 1st ......... N/A ......... 2nd
DPFEGR ............... 1st ......... 2nd G .........
- TESTS3rd W/CODES - 5.4L GASOLINE Article Text (p. 201)1998 Ford Econolin
EAIRM ................ 1st ......... 3rd ......... 2nd
ECT .................. 1st ......... 2nd ......... 3rd
ECT-A ................ 1st ......... 2nd ......... 3rd
ECT-B ................ 1st ......... 2nd ......... 3rd
FLI .................. 1st ......... 3rd ......... 2nd
FPM .................. 1st ......... N/A ......... 2nd
FRP .................. 1st ......... 2nd ......... 3rd
FSVM ................. 1st ......... N/A ......... 2nd
FTP .................. 1st ......... 3rd ......... 2nd
HO2S-11 .............. 1st ......... 3rd ......... 2nd
HO2S-12 .............. 1st ......... 3rd ......... 2nd
HO2S-21 .............. 1st ......... 3rd ......... 2nd
HO2S-22 .............. 1st ......... 3rd ......... 2nd
IAT .................. 1st ......... 2nd ......... 3rd
IMRCM ................ 1st ......... 3rd ......... 2nd
IMRCM-2 .............. 1st ......... 3rd ......... 2nd
KS ................... 1st ......... 3rd ......... 2nd
MAF .................. 1st ......... 3rd ......... 2nd
OCT ADJ .............. 1st ......... 3rd ......... 2nd
PNP .................. 1st ......... N/A ......... 2nd
PSP .................. 1st ......... 3rd ......... 2nd
PTO .................. 1st ......... N/A ......... 2nd
TCS .................. 1st ......... N/A ......... 2nd
TP ................... 1st ......... 3rd ......... 2nd
VSS+ ................. 1st ......... 3rd ......... 2nd
4X4L ................. 1st ......... 3rd ......... 2nd

(1) (2) (3)

AIRB ................. 1st ......... 3rd ......... 2nd

AIRD ................. 1st ......... 3rd ......... 2nd
CD-1 (4) ............. 1st ......... 3rd ......... 2nd
CD-2 (4) ............. 1st ......... 3rd ......... 2nd
CD-3 (4) ............. 1st ......... 3rd ......... 2nd
CD-4 (4) ............. 1st ......... 3rd ......... 2nd
CD-5 ................. 1st ......... N/A ......... 2nd
CD-6 ................. 1st ......... N/A ......... 2nd
CD-7 ................. 1st ......... N/A ......... 2nd
CD-8 ................. 1st ......... N/A ......... 2nd
CD-9 ................. 1st ......... N/A ......... 2nd
CD-10 ................ 1st ......... N/A ......... 2nd
CTO .................. 1st ......... N/A ......... 2nd
DOL .................. 1st ......... N/A ......... 2nd
EAIR ................. 1st ......... 3rd ......... 2nd
EGRVR ................ 1st ......... 3rd ......... 2nd
EVAPCP ............... 1st ......... 3rd ......... 2nd
EVAPCV ............... 1st ......... 3rd ......... 2nd
EVAPPF ............... 1st ......... 3rd ......... 2nd
FC ................... 1st ......... 3rd ......... 2nd
FP ................... 1st ......... 3rd ......... 2nd
FSV .................. 1st ......... 3rd ......... 2nd
HFC .................. 1st ......... 3rd ......... 2nd
HTR-11 ............... 1st ......... 3rd ......... 2nd
HTR-12 ............... 1st ......... 3rd ......... 2nd
HTR-21 ............... 1st ......... 3rd ......... 2nd
HTR-22 ............... 1st ......... 3rd ......... 2nd
IAC .................. 1st ......... 3rd ......... 2nd
IMRC ................. 1st ......... 3rd ......... 2nd
IMT VALVE ............ 1st ......... 3rd ......... 2nd
INJ-1 ................ 1st ......... 3rd ......... 2nd
INJ-2 ................ 1st ......... 3rd ......... 2nd
INJ-3 ................ 1st ......... 3rd ......... 2nd
INJ-4 ................ 1st ......... 3rd ......... 2nd
INJ-5 ................ 1st ......... 3rd ......... 2nd
INJ-6 ................ 1st ......... 3rd ......... 2nd
INJ-7 ................ 1st ......... 3rd ......... 2nd
INJ-8 ................ 1st ......... 3rd ......... 2nd
INJ-9 ................ 1st ......... 3rd ......... 2nd
INJ-10 ............... 1st ......... 3rd ......... 2nd
LFC .................. 1st ......... 3rd ......... 2nd
LFP .................. 1st ......... 3rd ......... 2nd
MIL .................. 1st ......... N/A ......... 2nd
SIL .................. 1st ......... N/A ......... 2nd
TCIL ................. 1st ......... N/A ......... 2nd
VCT .................. 1st ......... 3rd ......... 2nd
WAC .................. 1st ......... 3rd ......... 2nd


have been omitted.

J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. If no fault is
G -check
indicated, go to next step. If a fault is indicated, TESTS W/CODES - 5.4L GASOLINE Article Text (p. 203)1998 Ford
each
see J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. If no fault is


values, see J - PIN VOLTAGE CHARTS - 5.4L GASOLINE G article.
- TESTSIf voltage
W/CODES - 5.4L GASOLINE Article Text (p. 2


speed. For correct PID values, see
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. If no faults occur,
fault cannot be identified with this procedure. Return to step 1) and
choose another procedure. If fault occurs, isolate fault and repair as
necessary.


some procedures.
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article.
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. Watch for fault
indicated by PID value out of specification. If no faults occur, go to
next step. If fault occurs, go to step 10) for input system fault or G - TESTS W/CODES - 5.4L GASOLINE
IDLE values given in J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article.
If values remain within specification, go to next step. If values do
values given in J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. If PID
values to 55 MPH values given in
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE article. If PID values remain
Return to step 1) and choose another procedure. If PID values do not


tester does not perform self-test or VPWR LED does not turn on, Ggo to
- TESTS W/CODES - 5.4L GASOLINE Article Text (
next step.
52) Scan Tester Check


circuit to PCM.
192) Wiggle Check


222) Check CKP BIAS
224) CASE GND/CKP SHIELD Fault G - TESTS W/CODES - 5.4L GASOLINE Article
vehicle will not start, crank engine for 5-10 seconds. If CASE GND/CKP
step 247).


coil pack(s).
step 237).
233) Check For Hard Faults G - TESTS W/CODES - 5.4L GASOLINE Article Text (p. 208)1998 Ford Ec
Reconnect coil pack(s). Turn ignition on. Press tester RESET
button. Wait for initialization and coil test to run. If COIL FAULT
236) Circuit Check
239) Circuit Check
241).
for initialization. Wiggle and bendG wiring harness
- TESTS and connectors.
W/CODES - 5.4LIfGASOLINE Article Text (p. 209)1998 Ford Econoline E
all FAULT MEMORY LEDs are off, go to next step. If any FAULT MEMORY
LED is on, press RESET button wait for initialization. Continue to
retest.
242) Wiggle Test
Set MODE switch to "C" position. Press tester RESET button
and wait 5 seconds for initialization. Wiggle and bend wiring harness
and connectors. If all FAULT MEMORY LEDs are off, replace PCM and
retest. If any FAULT MEMORY LED is on, press RESET button and wait for
243) Check CKP BIAS
245) Circuit Check
248) Circuit Check
is 10,000 ohms or less, go to next step. If all resistance readings G - TESTS W/CODES - 5.4L GASOLINE Article Te
are more than 10,000 ohms, go to step 251).
251) Sensor Check
step 255).
254) Isolate Short
END OF ARTICLE

G - TESTS W/CODES - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

Ford; Van E250/350 (5.4L CNG)
INTRODUCTION

F - BASIC TESTING - CNG article. If no fault is found while performing
BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics. If no
diagnostic trouble codes or only pass codes are found during self-
diagnostics, proceed to H - TESTS W/O CODES - 5.4L CNG article for
diagnosis by symptom.
DIAGNOSTIC FORMATS




testing.
H - TESTS W/O CODES - 5.4L CNG article.

RETRIEVING CODES


READING CODES


G - TESTS W/CODES - 5.4L CNG Article Text (p. 2)
Pass Codes

CLEARING CODES

5 minutes.
PCM Reset




G - TESTS W/CODES - 5.4L CNG Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inform
QUICK TEST
Description
misdiagnosis.
* VISUAL CHECK
Diagnostic Aids
VISUAL CHECK


Apply parking brake, and place shift lever in Park position.

Block drive wheels. Turn off all electrical accessories. Ensure engine
is at normal operating temperature. If vehicle is equipped with an
auxiliary powertrain control system (RPM control), it must be turned
off when performing any self-test procedure. Connect appropriate test
equipment to vehicle as follows.
Generic Scan Tool

and record DTCs.

cable to vehicle Data Link Connector (DLC) and NGS scan tool. See Copyright © 1998 Mitchell Repair Inform
G
Fig.- TESTS W/CODES
5.4L CNGsupply
power Article Text
cable (p. 4)1998
to power
and go to

Description
steps:

* Turn ignition on. G - TESTS W/CODES - 5.4L CNG Article Text (p
Description
operating temperature. The brake pedal position, transmission control
and power steering tests are part of KOER ON-DEMAND SELF-TEST and must
be performed during this operation (if applicable). A fault must be
present at time of testing for KOER ON-DEMAND SELF-TEST to detect a
fault.
steps:

Description
equipment is properly attached. Program scan tool using the following Copyright ©
G - TESTS W/CODES - 5.4L CNG Article Text (p. 6)1998 Ford Econoline E250For 1
steps:

* Turn ignition on.

Description
updated.


are not complete.

G - TESTS W/CODES - 5.4L CNG Article Text (p


following steps:

* Turn ignition on.
OUTPUT TEST MODE

separately. Copyright © 1998 Mitchell Repair Inform
steps:

* Turn ignition on.
to PIDs.


DRIVE CYCLES


cycle.
Vehicle
5.4L CNGRepair Verification
Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
Drive Cycle
engine off.
OBD-II Drive Cycle

minutes.

Cycle
perform QUICK TEST.


steady throttle. During this time, ensure FLI PID value is stable G - TESTS W/CODES - 5.4L CNG Article Text (p. 1
within one volt.

from initiating.




SUMMARY

problem still exists, proceed to H - TESTS W/O CODES - 5.4L G - TESTS W/CODES - 5.4L CNG Article Text (p. 11)
CNG
Diagnostic
P0102 ................................ DC6 ......... DC6

P0103 .................. DC20 ...... DC20 ....... DC20
P0112 .................. DA20 ...... DA20 ....... DA90
P0113 .................. DA10 ...... DA10 ....... DA90
P0117 .................. DL20 ...... DL20 ....... DL90
P0118 .................. DL10 ...... DL10 ....... DL90
P0121 ................................ DH22 ....... DH22
P0122 .................. DH11 ...... DH11 ....... DH11
P0123 .................. DH8 ....... DH8 ......... DH8
P0125 .............................................. DA100
P0131 ................................................ H27
P0133 ................................................ H20
P0135 .................. HA30 ...... HA30 ....... HA30
P0136 ................................................ H80
P0141 .................. HA30 ...... HA30 ....... HA30
P0151 ................................................ H27
P0153 ................................................ H20
P0155 .................. HA30 ...... HA30 ....... HA30
P0156 ................................................ H80
P0161 .................. HA30 ...... HA30 ....... HA30
P0171 ............................................... HA41
P0172 ............................................... HA41
P0174 ............................................... HA41
P0175 ............................................... HA41
P0176 ................................ DE1 ........ DE20
P0180 .................. DB2 ....... DB2 ......... DB8
P0181 .................. DB1 ....... DB1 ..............
P0182 .................. DB2 ....... DB2 ......... DB8
P0183 .................. DB2 ....... DB2 ......... DB7
P0190 .................. DD10 ...... DD10 ....... DD14
P0191 .................. DD15 ...... DD15 ....... DD15
P0192 .................. DD1 ....... DD1 ........ DD14
P0193 .................. DD7 ....... DD7 ........ DD14
P0230 .................. KC1 ....... KC1 ........ KC40
P0231 .................. KC20 ...... KC20 ....... KC35
P0232 .................. KC10 ...... KC10 ....... KC30
P0300 ................................ HD1 ......... HD1
P0301 ................................ HD1 ......... HD1
P0302 ................................ HD1 ......... HD1
P0303 ................................ HD1 ......... HD1
P0304 ................................ HD1 ......... HD1
P0305 ................................ HD1 ......... HD1 G - TESTS W/CODES - 5.4L CNG Article Text (p.
P0306 ................................ HD1 ......... HD1
P0307 ................................ HD1 ......... HD1
P0308 ................................ HD1 ......... HD1
P0309 ................................ HD1 ......... HD1
P0310 ................................ HD1 ......... HD1
P0320 .................. NC1 ....................... NC1
P0325 .................. DG1 ....... DG1 ......... DG1
P0326 .................. DG1 ....... DG1 ......... DG1
P0330 ................................ DG15 ....... DG15
P0331 ................................ DG15 ....... DG15
P0340 ................................ DR1 ......... DR1
P0350 ................................................ JB1
P0351 ................................................ JF2
P0352 ................................................ JF2
P0353 ................................................ JF2
P0354 ................................................ JF2
P0355 ................................................ JF2
P0356 ................................................ JF2
P0357 ................................................ JF2
P0358 ................................................ JF2
P0359 ................................................ JF2
P0360 ................................................ JF2
P0401 ............................................... HE70
P0402 ................................ HE20 ....... HE20
P0411
P0412 .................. HM1 ....... HM1 ......... HM1
P0413 .................. HM75 ...... HM75 ....... HM75
P0414 .................. HM75 ...... HM75 ....... HM75
P0416 .................. HM75 ...... HM75 ....... HM75
P0417 .................. HM75 ...... HM75 ....... HM75
P0420 ................................................ HF1
P0430 ................................................ HF1
P0442 ................................................ HX1
P0443 .................. HX11 ...... HX11 ....... HX10
P0452 .................. HX26 ...... HX26 ....... HX26
P0453 .................. HX33 ...... HX33 ....... HX33
P0455 ............................................... HX44
P0460 ................................ HX76 ....... HX76
P0500 ................................................ DF1
P0501 ................................................ DP1
P0503 ............................................... DP20
P0505 ................................ KE2 ..............
P0552 ................................ DT1 ......... DT1
P0553 ................................ DT1 ......... DT1
P0602 ................ Replace ..........................
PCM
P0603 .................. QB1 ............................
PCM PCM PCM
P0703 .................. FD2 ....... FD1 ......... FD3
G - TESTS W/CODES - 5.4L CNG Article Text (p. 13)1998 Ford Econoli
P0704 .................. TA1 ....................... TA1
P0705 .................. (1) ............................
P0707 ................................................ (1)
P0708 ................................................ (1)
P0712 .................. (1) ....... (1) ......... (1)
P0713 .................. (1) ....... (1) ......... (1)
P0715 ................................ (1) ......... (1)
P0720 ................................................ (1)
P0721 ................................................ (1)
P0731 ................................................ (1)
P0732 ................................................ (1)
P0733 ................................................ (1)
P0734 ................................................ (1)
P0735 ................................................ (1)
P0736 ................................................ (1)
P0741 ................................................ (1)
P0743 .................. (1) ....... (1) ......... (1)
P0746 ................................................ (1)
P0750 .................. (1) ....... (1) ......... (1)
P0751 ................................................ (1)
P0755 .................. (1) ....... (1) ......... (1)
P0756 ................................................ (1)
P0760 .................. (1) ....... (1) ......... (1)
P0761 ................................................ (1)
P0765 ................................................ (1)
P0781 ................................................ (1)
P0782 ................................................ (1)
P0783 ................................................ (1)
P0784 ................................................ (1)
P1000 .................. (2) ....... (2) ......... QC1
P1001 ................................ QA1 ..............
P1100 ................................................ DC3
P1101 .................. DC2 ....... DC1 ..............
P1112 ............................................... DA90
P1116 .................. DL1 ....... DL1 .............
P1117 ............................................... DL90
P1120 .................. DH3 ....... DH3 ......... DH3
P1121 ............................................... DH15
P1124 .................. DH1 ....... DH1 ..............
P1125 ............................................... DH20
P1127 ................................ HA90 .............
P1128 ................................ HA100 ............
P1129 ................................ HA100 ............
P1130 ............................................... HA40
P1131 ................................ HA40 ....... HA40
P1132 ................................ HA40 ....... HA40
P1137 ................................ HA80 .............
P1138 ................................ HA80 .............
P1150 ............................................... HA40
P1151 ................................ HA40 ....... HA40
P1152 ................................ HA40 ....... HA40
P1157 ................................ HA80 ............. G - TESTS W/CODES - 5.4L CNG Article Text (p. 14)1998 Ford Econo
P1158 ................................ HA80 .............
P1232 .................. KA45 ...... KA45 ....... KA60
P1233 .................. KB1 ....... KB1 ......... KB1
P1234 .................. KB1 ....... KB1 ......... KB1
P1235 .................. KB30 ...... KB30 ....... KB30
P1236 .................. KB30 ...... KB30 ....... KB30
P1237 .................. KB47 ...... KB47 ....... KB47
P1238 .................. KB47 ...... KB47 ....... KB47
P1260 ................................................ QD1
P1270 ................................................ ND1
P1285 ............................................... DL30
P1288 .................. DL1 ....... DL1 ..............
P1289 .................. DL5 ....... DL5 ........ DL90
P1290 .................. DL5 ....... DL5 ........ DL90
P1299 .............................................. DL100
P1309 ............................................... HD40
P1380 .................. HK1 ....... HK1 ........ HK15
P1381 .................. HK11 ...... HK11 ....... HK16
P1383 .................. HK11 ...... HK11 ....... HK17
P1390 .................. FG1 ............................
P1400 .................. HE1 ....... HE1 ......... HE1
P1401 .................. HE10 ...... HE10 ....... HE10
P1405 ............................................... HE50
P1406 ............................................... HE60
P1408 ................................ HE71 .............
P1409 .................. HE110 ..... HE110 ..... HE120
P1411 .................. HM40 ...... HM40 ....... HM40
P1413 .................. HM17 ...... HM17 ....... HM17
P1414 .................. HM25 ...... HM25 ....... HM25
P1444 ............................................... HW27
P1445 ............................................... HW33
P1450 ............................................... HX18
P1451 .................. HX65 ...... HX65 ....... HX65
P1460 .................. KM1 ....... KM1 ........ KM30
P1461 .................. DS1 ....... DS1 ......... DS1
P1462 .................. DS10 ...... DS10 ....... DS10
P1463 ............................................... DS20
P1464 .................. KM19 ...... KM19 .............
P1469 ............................................... X115
P1473 .................. XB20 ...........................
P1474 .................. KF1 ....... KF1 ........ KF10
P1479 .................. KF1 ....... KF1 ........ KF20
P1483 .................. XB10 ...... XB10 ....... XB10
P1484 .................. XB1 ....... XB1 ......... XB1
P1500 ............................................... DP25
P1501 ................................ DP15 .............
P1504 .................. KE2 ....... KE2 ......... KE2
P1505 .................. KE25 ...... KE25 ....... KE25
P1506 ................................ KE20 ....... KE20
P1507 ................................ KE2 ......... KE2
P1516 .................. HU15 ..................... HU15
P1517 .................. HU15 ..................... HU15 G - TESTS W/CODES - 5.4L CNG Article Text (p. 15)1998 Ford Econoline
P1518 .................. HU15 ...... HU15 ....... HU15
P1519 .................. HU15 ...... HU15 ....... HU15
P1530 .................. XB50 ...... XB50 ....... XB50
P1539 .................. XB40 ...... XB40 ....... XB40
P1549 .................. HU65 ..................... HU65
P1550 ................................ DT1 ......... DT1
P1605 .................. QB1 ............................
P1625 .................. XB60 ...... XB60 ....... XB65
P1626 .................. XB60 ...... XB60 ....... XB65
P1650 .................. FF1 ....... FF1 ..............
P1651 ................................ FF1 ......... FF1
P1700 ................................................ (1)
P1701 ................................................ (1)
P1702 .................. (1) ....... (1) ......... (1)
P1703 .................. FD2 ....... FD1 ..............
P1704 .................. (1) ....................... (1)
P1705
A.T. ................. (1) ....... (1) ..............
P1709
A.T. ................. (1) ....................... (1)
P1710 ................................................ (1)
P1711 .................. (1) ....... (1) ..............
P1713 ................................................ (1)
P1714 ................................................ (1)
P1715 ................................................ (1)
P1716 ................................................ (1)
P1717 ................................................ (1)
P1718 ................................................ (1)
P1719 ................................................ (1)
P1728 ................................................ (1)
P1729 ................................................ TG1
P1740 ................................................ (1)
P1741 ................................................ (1)
P1742 ................................................ (1)
P1743 ................................................ (1)
P1744 ................................................ (1)
P1745 .................. (1) ....................... (1)
P1746 .................. (1) ....................... (1)
P1747 .................. (1) ....................... (1)
P1749 ................................................ (1)
P1751 ................................................ (1)
P1754 .................. (1) ....................... (1)
P1756 ................................................ (1)
P1760 .................. (1) ....... (1) ......... (1)
P1761 ................................................ (1)
P1762 ................................................ (1)
P1767 .................. (1) ....................... (1)
P1780 ................................ TB1 ..............
P1781 .................. TG1 ............................
P1783 ................................................ (1)
P1784 ................................................ (1)
P1785 ................................................ (1) G - TESTS W/CODES - 5.4L CNG Article Text (p. 16)1998 Ford Econo
P1786 ................................................ (1)
P1787 ................................................ (1)
P1788 .................. (1) ....................... (1)
P1789 .................. (1) ....................... (1)
P1900 ................................................ (1)
P1901 ................................ (1) ......... (1)
U1020 ................................................ (3)
U1021 .................. XB80 ...... XB80 ....... XB80
U1039 ................................................ (4)
U1051 ................................................ (4)
U1073 .................. XB80 ...... XB80 ....... XB80
U1135 ................................................ (5)
U1451 ................................................ (6)
U1850 ................................................ (7)
UXXXX ................................................ (8)

test procedures.
test procedures.
test procedures.
test procedures.
under SYMPTOMS in H - TESTS W/O CODES - 5.4L CNG
article.
CIRCUIT TESTS

G - TESTS W/CODES - 5.4L CNG Article Text (p. 17)1998 Ford Econoline E
circuits.

BASIC DIAGNOSTIC PROCEDURES in F - BASIC TESTING - CNG article have
been corrected. Follow each test step in order until fault is found.
DO NOT replace any part unless directed to do so. When more than one
code is retrieved, start with first code displayed.


tests.
Diagnostic Aids
have been successfully completed and engine still does not start or if Copyright © 1998 Mitchell Repair Info
to diagnose:


problem:


step. If vehicle has an anti-theft system, it may be activated causing
the no-start condition. Verify be observing anti-theft indicator light G - TESTS W/CODES - 5.4L CNG Article Text (p.
on instrument panel or a DTC P1260 may be present. If anti-theft
start, go to step 15).
Fig. 1. If voltage is less than 9 volts, go to step 17). If voltage is
9 volts or more, repair circuit for a short to power.
secondary ignition is okay, go to step 15).
N - REMOVE/INSTALL/OVERHAUL - CNG article. With scan tool connected,
turn ignition on. Using scan tool, access OUTPUT TEST MODE. See
ADDITIONAL SYSTEM FUNCTIONS. Command fuel pump on. If fuel pressure is
as specified, go to next step. See

have been omitted.

N - REMOVE/INSTALL/OVERHAUL - CNG article. With scan tool connected to
DLC, access FRP PID. Turn ignition on and record fuel pressure. G
If - TESTS W/CODES - 5.4L CNG Article Text (p. 20
fuel pressure is 86-116 psi (590-800 kPa), go to next step. If fuel
pressure is not 86-116 psi (590-800 kPa), go to CIRCUIT TEST HB.
16) Check Injector Signal From Natural Gas (NG) Module
Turn ignition off. Install Breakout Box (014-00950) and
connect PCM to breakout box. Connect 12-volt test light between ground
and test pin No. 75 at breakout box. Crank engine while observing test
light. If test light glows dimly while cranking engine, replace PCM
and go to step 6). If test light does not glow as specified, go to
CIRCUIT TEST HA, step 47).
Turn ignition off. Connect 12-volt test light between B+ and
step 1).



and Ground).
* Power relay.

Turn ignition off. Disconnect Idle Air Control (IAC) solenoid G - TESTS W/CODES - 5.4L CNG Article Text (p. 2
voltage between ground and IGN START/RUN terminal at power relay
volts, repair open circuit. If both voltage readings are more than 10.

Diagnostic Aids
sensors.


G - TESTS W/CODES - 5.4L CNG Article Text (p.
(PID)

position sensor. If voltage is not 4-6 volts, go to step 10).
Van ............................. Under Center Of Vehicle, G - TESTS W/CODES - 5.4L CNG Article Text (p. 2
Near Fuel Tank


step 9).
step 10).



(all other models).


step.
is more than 10.5 volts, go to next step. If voltage G
is 10.5 volts or
- TESTS W/CODES - 5.4L CNG Article Text (p. 24)1998 Ford Eco




26) Check KOEO DTCs
Leave ignition off and scan tool disconnected. Connect PCM Gto- TESTS W/CODES - 5.4L CNG Article Text (p. 25)
more, replace PCM.

35) Check VREF Circuit For Short To Power

disconnected. Disconnect all other sensors connected to VREF circuit.

Diagnostic Aids
based on a 5-volt VREF signal. Values may vary up to 15 percent due Gto- TESTS W/CODES - 5.4L CNG Article Text (p.


* Coolant level low.

* Thermostat.
* Air cleaner duct.
1) DTC P1116
causes:

* Faulty harness connector. G - TESTS W/CODES - 5.4L CNG Article Text
* Faulty sensor.

is complete.
Turn ignition on. Measure voltage between VREF and SIG RTN terminals
volts, reconnect TP sensor and go to step 3). If voltage is not 4-6

Repair no-start condition. See H - TESTS W/O CODES - 5.4L CNG
article.

replace sensor.
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
G - TESTS W/CODES - 5.4L CNG Article Text (p. 28)1998 Ford Econoline E250
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070

have been omitted.

signals are:

* Faulty sensor.
* Faulty PCM.


and go to step 12).

resistance is less than 10,000 ohms, repair shortG -circuit
TESTS to VREF.
W/CODES - 5.4L CNG Article Text (p. 29)1998 Ford Econolin
20) DTC P0117 Or P0112


* Faulty sensor.
* Faulty PCM.

sensor.
.


* Faulty sensor.
* Faulty PCM.
PID/DATA monitor menu. While observing PID, tap on sensor to G simulate
- TESTS W/CODES - 5.4L CNG Article Text (p. 30
sensor.
connectors and terminals are damaged, repair as necessary. Clear DTCs

100) DTC P0125


* Low coolant.

repeat QUICK TEST.

Diagnostic Aids
circuits:
* EFT sensor.
G - TESTS W/CODES - 5.4L CNG Article Tex

PCM EFT TERMINAL IDENTIFICATION TABLE
Application PCM Terminal No.
Natural Gas Vehicles .................................. 62
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194- TESTS
G (90) ................
W/CODES 0.60 -....................
5.4L CNG Article 2800 Text (p. 32)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
212 (100) ............... 0.46 .................... 2070
248 (120) ............... 0.27 .................... 1180

(FRT) sensor.


* Faulty PCM.

is present with DTC P0181, go to next step. If only DTC P0181 is
present, clear DTCs. Perform OBD-II DRIVE CYCLE. See DRIVE CYCLES
2) DTC P0180, P0181, P0182 Or P0183

* Faulty PCM.




go to step 5).

Sensor
G - TESTS W/CODES - 5.4L CN
to CIRCUIT TEST C.
for EFT circuit and test pin No. 91 at breakout box. See
PCM EFT TERMINAL IDENTIFICATION table. Also, measure resistance
between test pin for EFT A circuit and ground. If both resistance
reading is 10,000 ohms or less, repair short to ground.
test pin No. 90 at breakout box. See PCM EFT TERMINAL IDENTIFICATION
table. If resistance is more than 10,000 ohms, go to next step. If
resistance is 10,000 ohms or less, repair short to VREF circuit.
PCM EFT TERMINAL IDENTIFICATION table. See Fig. 10. Also, measure
resistance of SIG RTN circuit between EFT sensor wiring harness
* Faulty sensor.
* Faulty PCM.
time. Testing is complete. G - TESTS W/CODES - 5.4L CNG Article Text (p. 34)

Diagnostic Aids
* MAF sensor.


* Inlet air duct.
* Throttle body.
Fig. 12: Identifying MAF Sensor Extension Circuits



to next step.

GP1101:
2) KOEO/KOER DTC - TESTS W/CODES
MAF - 5.4L CNG Article Text (p. 35)1998 Ford Econoline E250For 1
Output Voltage
this fault are:

* Faulty PCM.

103 (PWR GND) at breakout box. If voltage is more than .2 volt, go to
cycles. Possible causes for this fault are:


sensor.
NOTE: A break in step numbering sequence occurs at G

this- TESTS
point. W/CODES - 5.4L CNG Article Text (p. 36)
have been omitted.
Signal To PCM
fault are:

* Faulty TP system.
* Faulty PCM.

engine idles smoothly, raise engine speed to 1500 RPM for 5 seconds
to step 2).
5 minutes.
Measure resistance between test pin No. 36 (MAF RTN) andG test
- TESTS W/CODES - 5.4L CNG Article Text (p. 3
5 minutes.
ohms or more, repair open in PWR GND circuit and reset Keep-Alive
at least 5 minutes.
5 minutes.
less, replace PCM.
at least 5 minutes. G - TESTS W/CODES - 5.4L CNG Article Text (p
fault are:
* Restricted MAF sensor screen.

* Faulty PCM.

at least 5 minutes.
CIRCUIT TEST
G -DD - FUEL
TESTS RAIL PRESSURE
W/CODES (FRP)Article
- 5.4L CNG SENSOR Text (p. 39)1998 Ford Econoline E250For 1 Copyright © 19
Diagnostic Aids
* FRP sensor.
Connector Terminals
4.5 .................................................. 150

4.1 .................................................. 140
3.7 .................................................. 130
3.3 .................................................. 120
2.9 .................................................. 110
2.5 .................................................. 100
2.1 ................................................... 90
1.7 ................................................... 80
1.3 ................................................... 70
.9 .................................................... 60
.5 .................................................... 50
.1 .................................................... 40
.0 .................................................. 37.5
1) DTC P0192

* FRP circuit is open. G - TESTS W/CODES - 5.4L CNG Article Text (p.
* Faulty PCM.
.2 volt, go to next step. If PID voltage is .2 volt or more, go to
step 12).
Install fuel pressure gauge. Start engine and observe fuel
pressure. If fuel pressure is more than 50 psi (345 kPa), go to next
step. If fuel pressure is 50 psi (345 kPa) or less, go to
CIRCUIT TEST HB.


7) DTC P0193

* Faulty PCM.
next step. If PID voltage is not as specified, fault may be
Install fuel pressure gauge. Start engine and observe fuel
pressure. If fuel pressure is more than 150 psi (1034 kPa), go to
CIRCUIT TEST HB. If fuel pressure is 150 psi (1034 kPa) or less, go to
next step.
10) DTC P0190


12) Measure FRP Sensor Resistance


short circuit.
Reconnect
G - TESTS FRP sensor
W/CODES connector.
- 5.4L Turn ignition
CNG Article Text on.
(p.Using scan
42)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
15) KOEO/KOER DTC P0191
DTC P0191 indicates FRP voltage signal is more than self-test

* Excessive resistance in circuit.
* Low or no fuel.
NOTE: If DTC P0230 or P0231 is present, service these DTCs before

proceeding with this test.
Turn ignition on. Ensure vehicle has fuel. Turn ignition off.
Release fuel pressure. See N - REMOVE/INSTALL/OVERHAUL - CNG article.
Connect pressure gauge to Schrader valve. With engine running, check
fuel pressure. If fuel pressure is 85-105 (586-724 kPa), go to next
step. If fuel pressure is not as specified, go to CIRCUIT TEST HC.
pressure gauge psi reading in step 15), go to next step. If PID psi
Using scan tool, access OUTPUT TEST MODE. While observing
between SIG RTN terminal at FRP sensor wiring harness connector and
repair circuit. G - TESTS W/CODES - 5.4L CNG Article Text (p.


If all resistance readings are more than 10,000 ohms, replace PCM. If

Diagnostic Aids

G - TESTS W/CODES - 5.4L CNG Article Text (p. 44)1998 Ford Econoline E250For 1 Copyright © 1998 Mi

* Ignition system.
Fig. 14: Identifying Knock Sensor Test Circuits



Install Breakout Box (014-00950). Connect PCM to breakout box. Turn
sensor and PCM. If fault is indicated (voltage changes), isolate fault
box.
G If resistance
- TESTS is 4.39-5.35
W/CODES megohms,
- 5.4L go to step
CNG Article Text8) (p.
(models without
45)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
shielded knock sensor) or step 7) (models with shielded knock sensor).
See Fig. 14. If resistance is more than 5.35 megohms, go to next step.
If resistance is less than 4.39 megohms, go to step 5).
power.
7) Check Shield Circuit Resistance
and shield terminal at knock sensor wiring harness connector. See
Fig. 14. If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, repair open in knock sensor shield
circuit.
PCM.

have been omitted.



G - TESTS W/CODES - 5.4L CNG Article Text (
circuit.
CIRCUIT TEST DH - THROTTLE POSITION (TP) SENSOR

Diagnostic Aids
* TP sensor.
VREF). G - TESTS W/CODES - 5.4L CNG Article Text (p. 47

* Idle speed.

of self-test range. Possible causes for this fault are:
* Faulty TP sensor.

next step.
line or harness interference. Repair as necessary. If no mechanical Copyright © 1998 Mi
G - TESTS
problem is found, W/CODES
go to step 8). - 5.4L CNG Article Text (p. 48)1998 Ford Econoline E250For 1
are:

* Faulty TP sensor.

go to next step.
20).
8) DTC P0123 Or P0124

* Faulty TP sensor.
* TP circuit shorted to VREF or VPWR.
* Faulty PCM.

CIRCUIT TEST C.
11) DTC P0122

* Faulty TP sensor.
* Faulty PCM.


Turn ignition on.

and go to step 14).

and go to CIRCUIT TEST C.
disconnected. Measure resistance between test pin No. 89 (TP)G and TP
- TESTS W/CODES - 5.4L CNG Article Text (p. 50)
open in TP circuit.

* Faulty TP sensor.

CIRCUIT TEST A.
sensor.
gears (preferably overdrive) while accessing TP V PID and LOAD PID. If
MAF sensor.

20) Continuous Memory DTC P1120 Or P1125 G - TESTS W/CODES - 5.4L CNG Article Text (

* Faulty TP sensor.

TEST completes and DTC P0121 is not present, problem is intermittent
measure resistance of SIG RTN circuit between TP sensor wiring harness
CIRCUIT TEST DL - CYLINDER HEAD TEMPERATURE (CHT)

G - TESTS SENSOR
W/CODES - 5.4L CNG Article Text (p. 52)1998 Ford E
Diagnostic Aids

32 (0) .................... 4.14 ................ 96,255

68 (20) ................... 3.26 ................ 37,387
104 (40) .................. 2.23 ................ 16,043
158 (70) .................. 1.04 .................. 5268
185 (85) (2) ........... .69 Or 3.86 .............. 3215
194 (90) (2) ........... .60 Or 3.71 .............. 2750
212 (100) (2) .......... .46 Or 3.41 .............. 2034
248 (120) ................. 2.74 .................. 1155
284 (140) ................. 2.10 ................... 689
302 (150) ................. 1.81 ................... 542
320 (160) ................. 1.55 ................... 430

correct.
1) DTC P1116 Or P1288

* Faulty sensor.

to CIRCUIT TEST C.
5) DTC P1289 Or P1290

* Faulty sensor.
step 21).
monitor menu.

and go to step 12).


have been omitted.
10) DTC P1118

* Open circuit.
* Faulty PCM.


and go to step 12).
short to VREF.

20) DTC P0117

* Faulty PCM.


30) DTC P1285

necessary.

40) Engine Temperature Warning Light Always On, Engine Is Not

Overheating

* Faulty PCM.
Disconnect
G - TESTS PCM 104-pin
W/CODES - 5.4Lconnector. Turn ignition
CNG Article Text (p.on.56)
If engine
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info



* Faulty PCM.
QUICK TEST.
connectors for loose, damaged or corroded terminals. Repair as

100) DTC P1299

This DTC indicates an engine overheat condition was detectedG - TESTS W/CODES - 5.4L CNG Article Text (p.


Diagnostic Aids
cluster).

1) DTC P0500 Or P0501

are:
* Faulty VSS.
* Faulty PCM.

pin connector. Inspect connector for loose, damaged or corroded G - TESTS W/CODES - 5.4L CNG Article Text (p.


PCM.

have been omitted.
5) DTC P0500
* Faulty VSS.
* Faulty PCM.

rotated. If voltage is as specified, replace PCM. If voltage is not as
on. Measure voltage between VPWR and PWR GND terminals at VSS wiring
and 103 at breakout box. If voltage is one volt or more, go to stepG - TESTS W/CODES - 5.4L CNG Article Text (p. 59)


See appropriate wiring diagram in L - WIRING DIAGRAMS - 5.4L CNG
article. If no other modules are connected to vehicle speed circuit,
repair short circuit. If other modules are connected to vehicle speed

input signal during KOER ON-DEMAND SELF-TEST. Possible causes for this
fault are:

G - TESTS W/CODES - 5.4L CNG Article Text (p. 60


Fault
this fault are:

* Damaged circuit.
* Faulty VSS.




Visually inspect VSS wiring harness. Ensure wiring is not
CIRCUIT TEST Z.

procedures have been omitted. G - TESTS W/CODES - 5.4L CNG Article Text (p
25) DTC P1500

* Faulty VSS.
* Faulty PCM.




Diagnostic Aids
(CMP) sensor.
Fig. 19: Identifying CMP Circuits & Connector Terminals
1) DTC P0340
This DTC indicates PCM has detected a CMP
G - TESTS sensor circuit
W/CODES - 5.4L CNG Article Text (p. 62)1998 Ford Econoline E250
* Faulty PCM.

* On models with variable reluctance type CMP sensor,


(DLC). Measure resistance between test pin No. 85 and test pins No.
CMP circuit.
replace PCM.

Diagnostic Aids

Fig. 20: Identifying PT0 Test Circuit & Switch Schematic
1) Check PTO Switch

causes for this fault are: G - TESTS W/CODES - 5.4L CNG Article Text (



manufacturer of PTO for operating instructions.

to next step.

have been omitted.

G -PTO
specified, PTO circuit from TESTS W/CODES
switch - 5.4LRefer
to PCM is okay. CNGtoArticle
PTO Text (p. 65)1998 Ford Econoline E250For 1
CIRCUIT TEST Z.

Diagnostic Aids
* Brakelight bulb.


These DTCs indicate that when brake pedal was applied during G - TESTS W/CODES - 5.4L CNG Article Text (p


3).



go to next step.

Brakelights
for this fault are:


several times.

G - TESTS W/CODES - 5.4L CNG Article Tex
6) Check BPP Switch
L - WIRING DIAGRAMS - 5.4L CNG article. After disconnecting each
module, turn ignition on and check brakelights. Turn ignition off.
Repeat until each associated module has been disconnected or
brakelights turn off. If brakelights are still on after disconnecting
all associated modules, repair short to power in BPP circuit. If
brakelights are off with associated module(s) disconnected, diagnose
appropriate module and/or related system. See DIAGNOSTIC TROUBLE CODE
(DTC) DEFINITIONS in MODULE COMMUNICATIONS NETWORK article in the
ACCESSORIES & EQUIPMENT section to determine articles that are
associated with module that was disconnected to eliminate short to
power. Repair system or replace module as necessary.

Diagnostic Aids

* PSP switch.
1) DTC P1650 Or P1651

faults are:

breakout box. Also, measure resistance between test pin No. 31 and G - TESTS W/CODES - 5.4L CNG Article Text

Diagnostic Aids


1) DTC P1390
2) Check For Modification Decal G - TESTS W/CODES - 5.4L CNG Article Text (p.
repair as necessary. See H - TESTS W/O CODES - 5.4L CNG article. If
return to step 1).
necessary. See H - TESTS W/O CODES - 5.4L CNG article.
repair as necessary. Go to H - TESTS W/O CODES - 5.4L CNG article.
symptoms and repair as necessary. Go to H - TESTS W/O CODES - 5.4L CNG
article.
11) Check PCM
necessary. Go to H - TESTS W/O CODES - 5.4L CNG article. If voltage is

Diagnostic Aids
following:

* Vacuum systems.
SIG RTN).

* Ignition system.
* Fuel system.

G - TESTS W/CODES - 5.4L CNG Article Text (p. 73)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
been omitted.

21) DTC P0133 & P0153
HO2S as follows:
* DTC P0133 for right front (or front, except V8) HO2S.
* DTC P0153 for left front (or rear, except V8) HO2S.

* Exhaust leak.

contamination:


SYSTEM FUNCTIONS.
G - TESTS W/CODES - 5.4L CNG Article Text (
* EGR system.
* PCV system.

SYSTEM FUNCTIONS.
HO2S SIG HO2S HTR

HO2S-11 .................. 60 ....................... 93

HO2S-12 .................. 35 ....................... 95
HO2S-21 .................. 87 ....................... 94
HO2S-22 .................. 61 ....................... 96
26) Check HO2S For Short Circuit G - TESTS W/CODES - 5.4L CNG Article Text (p. 75)


27) DTC P0131 & P0151: Contaminated HO2S/Voltage Shift



30) DTC P0135, P0141, P0155 Or P0161


Refer to illustrations for HO2S identification.

G - TESTS See Fig. 27


next step.
circuit.
less, replace HO2S.
indicated:
* DTC P0135, test pin No. 93 and test pins No. 24, 91, 97 G - TESTS W/CODES - 5.4L CNG Article Text (p. 77)
and 103.
and 103.
and 103.
and 103.

short circuit.
follows:


ohms, replace PCM.

Switching


DTCs P0171 and P0174 indicate air/fuel ratio is correctingG - TESTS W/CODES - 5.4L CNG Article Text (p. 78)


vapor hose from intake manifold and plug fitting at intake manifold.

CIRCUIT TEST. See
step 27).
step 43).
step 49).


connector for loose, damaged or corroded terminals. Repair as G - TESTS W/CODES - 5.4L CNG Article Text (p. 79)
to next step.




short circuit.
as follows:


PCM.
49) Check HO2S PID
PID/DATA monitor menu. If PID voltage is more than .2 volt, goGto-next
TESTS W/CODES - 5.4L CNG Article Text (p. 80)


power.
N - REMOVE/INSTALL/OVERHAUL - CNG article. With ignition off, install
fuel pressure gauge. Verify vacuum source to fuel pressure regulator
(returnable fuel system only). Using scan tool, access OUTPUT TEST
MODE. Command fuel pump on. Note fuel pressure. If fuel system
pressure is not as specified, go to CIRCUIT TEST HC. If fuel system
pressure is as specified, go to next step (vehicles with returnable
fuel system). See FUEL SYSTEM IDENTIFICATION table.
Van ....................................... (1) Returnable

from fuel rail.


next step. G - TESTS W/CODES - 5.4L CNG Article Text (

engine control system is not cause of no-start. Reconnect all
components. See H - TESTS W/O CODES - 5.4L CNG article for further
require testing.
1 ..................................................... 75
2 .................................................... 101
3 ..................................................... 74
4 .................................................... 100
5 (1) ................................................. 73
6 (1) ................................................. 99
7 (1) ................................................. 72
8 (1) ................................................. 98
9 (1) ................................................. 68
10 (1) ................................................ 42
57) CheckGResistance
- TESTS OfW/CODES - 5.4L
Fuel Injector CNG Article Text (p. 82)1998 Ford Econoline E250For 1
Circuit Copyright © 1998
circuit.
With ignition off, connect PCM to breakout box. Connect non-
replace PCM.

CIRCUIT TEST Z.

, step 7).
* For Continuous Memory DTCs P0171, P0174, P1130 or P1150,

fault is intermittent. Go to CIRCUIT TEST Z. G - TESTS W/CODES - 5.4L CNG Article Text (p. 83)1998 Ford Ec
step.


* Faulty EGR valve.
* Faulty PCV system

sensor.
66) HO2S Check


monitor menu. Observe PID value while wiggling G and bending W/CODES
- TESTS wiring - 5.4L CNG Article Text (p. 84)1998 Ford Eco

80) DTC P0136, P0156, P1137, P1138, P1157 & P1158

P1157 and P1158 indicate lack of HO2S switching. Possible causes are:


DTCs P1137, P1138, P1157 and P1158).




pin and test pins No. 24 (PWR GND), 71 (VPWR), 90 (VREF) and 103 G (PWR
- TESTS W/CODES - 5.4L CNG Article Text (p.
box as follows:


step.


87) Check HO2S PID
are 1.5 volts or less, replace HO2S.
G - TESTS W/CODES - 5.4L CNG Article T
100) KOER DTC P0127

TEST.

110) KOER P1128 & P1129





box as follows:


HO2S wiring is crossed. Recheck all HO2S wiring pin locations at PCM
and- TESTS
G HO2S connectors.
W/CODES Repair as CNG
- 5.4L necessary.
Article Text (p. 87)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
CIRCUIT TEST HA - NATURAL GAS FUEL CONTROL

Diagnostic Aids
* HO2S heater.
* Natural Gas (NG) module.
* Fuel injector.
* Wiring harness connector and circuits (HO2S HTR, INJ 1-8,
VPWR & SIG RTN).
N - REMOVE/INSTALL/OVERHAUL - CNG article.
HO2S SIG HO2S HTR

HO2S Pin No. Pin No.
Left Front ............... 87 ....................... 94

Left Rear ................ 61 ....................... 96
Right Front .............. 60 ....................... 93
Right Rear ............... 35 ....................... 95
(1) - SIG RTN is test pin No. 91. VPWR is test pin No. 71.
NOTE: HO2S may be displayed on scan tool as O2S.
G - TESTS W/CODES - 5.4L CNG Article Text (p. 88)1998 Ford Econolin
Fig. 29: Identifying NG Module Circuits & Connector Terminals
Fig. 30: Identifying HO2S Connector Terminals

Fig. 31: Identifying FTP Connector Terminals
been omitted.
30) DTC P0135, P0141, P0155 Or P0161: Check HO2S Heater
Signal Circuit
DTCs P0135, P0141, P0155 and P0161 received separately
indicate a short to ground or open in HO2S heater circuit.
DTCs received in pairs, such as P0135 and P0155 or P0141 and P0161,
indicate HO2S heater signal circuit shorted to a power source greater
than 2 volts.
* DTC P0135 for right front HO2S.

* DTC P0141 for right rear HO2S.
* DTC P0155 for left front HO2S.
* DTC P0161 for left rear HO2S.

* Low battery voltage.
Ensure battery is fully charged. Inspect HO2S connectors for

loose, damaged or corroded terminals. Repair as necessary. If HO2S
connectors are okay, go to next step.
Start engine and operate at 2000 RPM for 5 minutes. Turn
P0155 or P0161 are present, go to next step. If specified DTCs are not
present, fault may be intermittent. Go to CIRCUIT TEST Z.
Turn ignition off. Disconnect suspect HO2S connector. Turn
ignition on. Measure voltage between SIG RTN and VPWR terminals at
HO2S wiring harness connector. If voltage is 10.5 volts or less, go to
next step. If voltage is more than 10.5 volts, go to step 34).
Measure resistance between VPWR terminal at HO2S wiring harness
connector and test pin No. 71 at breakout box. If resistance is less
than 4 ohms, go to next step. If resistance is 4 ohms or more, check
circuit fuse. If fuse is okay, repair open VPWR circuit.
34) Check HO2S Heater Circuit
Turn ignition off. Measure resistance between HO2S HEATER GND
terminal and VPWR terminal at HO2S. If resistance is 3-30 ohms, go to
next step. If resistance is not 3-30 ohms, replace HO2S sensor.
35) Check For HO2S Case Short
Measure resistance between HO2S HEATER GND terminal at HO2S
and HO2S case. Also, measure resistance between VPWR terminal at HO2S
and HO2S case. If both resistance readings are more than 10,000 ohms,
go to next step. If any resistance is 10,000 ohms or less, replace
HO2S.
test pins at breakout box as follows:
* DTC P0135 (RF), test pin No. 93 and test pins No. 24, 71, 91
and 103.
* DTC P0141 (RR), test pin No. 95 and test pins No. 24, 71, 91
and 103.
* DTC P0155 (LF), test pin No. 94 and test pins No. 24, 71, 91
and 103.
* DTC P0161 (LR), test pin No. 96 and test pins No. 24, 71, 91
and 103.

short circuit.
Measure resistance between HO2S HEATER GND terminal at
suspect HO2S wiring harness connector and appropriate test pin at
* Right front HO2S; test pin No. 93.

* Left front HO2S; test pin No. 94.
* Right rear HO2S; test pin No. 95.
* Left rear HO2S; test pin No. 96.
If resistance is 4 ohms or more, repair open circuit or

excessive resistance in HO2S wiring harness. If resistance is less
than 4 ohms, wiring harness is okay. Replace PCM.

Switching

* Secondary ignition system malfunction.
* Exhaust leak near HO2S.
Inspect engineW/CODES
G - TESTS for obvious defects in specified
- 5.4L CNG Articlesystems.
Text (p. 91)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Re
Repair as necessary. If no faults are found, go to step 42).
41) DTC P0171, P0172, P0174 Or P0175

* Secondary ignition system malfunction.
* Exhaust leak near HO2S.
* Ran out of fuel.

Perform KOER ON-DEMAND SELF-TEST and proceed as follows:
* If DTC P0131, P0132, P0151 or P0152 is present, go to next

step.
* If diagnosing DTC P1130, P1150, P1171, P1172, P1174 or P1175,

go to next step.
* If diagnosing any other DTCs, fault may be intermittent. Go
to CIRCUIT TEST Z.

Turn ignition off. Connect fuel pressure gauge to Schrader
valve located on fuel rail. Observe fuel pressure gauge. Turn ignition
on and note fuel pressure reading. Start engine and allow to idle.
Note fuel pressure reading. Increase engine speed to 2500 RPM for one
minute. Note fuel pressure reading. If fuel pressure readings are 80-
120 psi (552-827 kPa), go to next step. If fuel pressure readings are
not 80-120 psi (552-827 kPa), go to CIRCUIT TEST HB.
to ON position 2 times to pressurize fuel system (DO NOT start
pressure reading for at least 2 minutes, go to CIRCUIT TEST HB. If
fuel pressure remains within 10 psi (69 kPa) of highest fuel pressure
reading for 2 minutes, proceed as follows:
* For no-start vehicles, go to next step.

* For DTCs P1130, P1150, P0171 P0172, P0174 and P0175, go to
next step.
45) Check For Fuel System Stability
to ON (DO NOT start engine). Note fuel pressure. If fuel pressure
drops more than 10 psi within 10 seconds, go to step 57). If fuel
pressure remains within 10 psi of original pressure for at least 10
seconds, proceed as follows:
* For no-start vehicles, go to next step.

* For DTCs P1130, P1150, P0171 and P0174, go to step 56).

to ON position 2 times to pressurize fuel system (DO NOT start
switch. Crank engine for 10 seconds. If fuel pressure remains within
20 psi (137 kPa) of original pressure, remove fuel pressure gauge and
reconnect IFS switch. Go to next step. If fuel pressure drops more
than 20 psi (137 kPa), repair fuel system as necessary.
47) Check For VREF At NG Module
Turn ignition off. Disconnect NG module 60-pin connector. See
NATURAL GAS MODULE LOCATION table. Inspect connector for loose,
damaged or corroded terminals. Repair as necessary. Install 60-pin
Breakout Box (014-00322). Connect NG module to breakout box. Turn
ignition on. Measure voltage between test pins No. 26 (VREF) and 46
(SIG RTN) at breakout box. If voltage is 4-6 volts, go to step 56). If
voltage is not 4-6 volts, go to next step.
NATURAL GAS MODULE LOCATION TABLE
Van ............................... In Left Side Of Engine

Compartment, On Inner Fender
48) Verify Voltage Reading

If voltage in step 47) was less than less than 4 volts, go to
next step. If voltage was more than 6 volts, go to step 54).
Turn ignition on. Measure voltage across battery terminals.
If voltage is 10.5 volts or less, check charging system and battery.
Repair as necessary. If voltage is more than 10.5 volts, go to next
step.
50) Check For Power At NG Module
Measure voltage between test pins 57 and 60 at breakout box.
If voltage is 10.5 volts or less, go to next step. If voltage is more
Measure voltage between negative battery terminal and test
pin No. 57 at breakout box. If voltage is 10.5 volts or less, repair
G
open- TESTS
in VPWR W/CODES - 5.4LisCNG
circuit. If voltage moreArticle
than 10.5Text (p.go93)
volts, to1998
next Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
step.
Turn ignition off. Disconnect NG module from breakout box.
Measure resistance between negative battery terminal and test pins No.
40 or 60 at breakout box. If resistance is 5 ohms or more, repair open
in ground circuit. If resistance is less than 5 ohms, go to next step.
53) Check Voltage To Fuel Tank Pressure Sensor
Turn ignition off. Disconnect Fuel Tank Pressure (FTP) sensor
connector. See FUEL TANK PRESSURE SENSOR LOCATION table. Turn ignition
on. Measure voltage between SIG RTN terminal and VREF terminal at FTP
sensor wiring harness connector. If voltage is 4-6 volts, replace FTP
sensor. If voltage is not 4-6 volts, go to next step.
FUEL TANK PRESSURE SENSOR LOCATION TABLE
Van ......................... Under Left Center Of Vehicle
54) Check For VREF Short To Power

Ensure NG module is disconnected. Turn ignition on. Measure
voltage between test pins No. 26 and 60 at breakout box. If voltage is
less than one volt, replace NG module. If voltage is one volt or more,
repair VREF circuit short to power.
55) Check For VREF Short To Ground
Turn ignition off. Disconnect NG module from breakout box.
Measure resistance between test pin No. 26 (VREF) and test pins No.
than 10,000 ohms, replace NG module. If any resistance reading is 10,
000 ohms or less, repair short to ground.
56) Check Resistance Of Injectors & Related Circuits
Leave ignition off and NG module disconnected. Measure
resistance between suspect fuel injector test pin and test pin No. 37
or 57 at breakout box. See INJECTOR TEST PIN IDENTIFICATION table. If
resistance is 3-6 ohms, go to step 59). If resistance is not 3-6 ohms,
go to next step.
INJECTOR TEST PIN IDENTIFICATION TABLE
Cylinder No. Test Pin No.
1 ..................................................... 58
2 ..................................................... 59
3 ..................................................... 39
4 ..................................................... 35
5 ..................................................... 33
6 ..................................................... 42
7 ..................................................... 53
8 ..................................................... 54

57) Check Fuel Injector Harness Resistance
Disconnect suspect fuel injector connector. Measure
resistance of fuel injector circuit between suspect fuel injector test
pin at breakout box and appropriate fuel injector wiring harness
connector. See INJECTOR TEST PIN IDENTIFICATION table. Also, measure
resistance between test pin No. 37 or 57 at breakout box and Red wire
at suspect fuel injector wiring harness connector. If both resistance
58) Check Injector Harness For Short To Power Or Ground
Disconnect scan tool from DLC. Ensure suspect fuel injector
is disconnected. Measure resistance between suspect fuel injector test
pin and test pins No. 37, 57, 40 and 60 at breakout box. If any
resistance reading is 10,000 ohms or less, repair short circuit. If
all resistance readings are more than 10,000 ohms, go to step 61) if
DTC P0172 or P0175 is present or replace damaged injector(s) if DTC
P0172 or P0175 is not present.
59) Check Injector Driver Signal At NG Module
Ensure ignition is off. Connect NG module to breakout box.
While cranking engine, connect test light between test pin No. 37 or
57 and injector test pins No. 33, 35, 39, 42, 53, 54, 58 and 59 at
breakout box. If test light does not glow dimly (no light or
continuous bright light) while cranking or running engine, go to next
step. If test light glows dimly, PCM and NG module circuits are okay.
If vehicle is a no-start, go to H - TESTS W/O CODES - 5.4L CNG
article. If vehicle starts, go to step 63).
60) Check PCM Injector Harness Circuit
Disconnect NG module from 60-pin breakout box. Measure resistance
between test pin No. 71 at 104-pin breakout box and test pin No. 37 or
57 at 60-pin breakout box. Also, measure resistance of PCM outputs to
NG module between 104-pin breakout box and 60-pin breakout box. See
PCM OUTPUT TO NG INPUT TEST PINS table. If all resistance reading are
less than 5 ohms, go to next step. If any resistance reading is 5 ohms
or more, repair open circuit.
PCM OUTPUT TO NG MODULE INPUT TEST PINS TABLE
NG Module Test
Cylinder No. PCM Test Pin No. Pin No.
1 ........................ 75 ........................ 3
2 ........................ 101 ....................... 4
3 ........................ 74 ........................ 5
4 ........................ 100 ...................... 23
5 ........................ 73 ....................... 24
6 ........................ 99 ....................... 25
7 ........................ 72 ....................... 43
8 ........................ 98 ....................... 44
61) Check PCM Injector Harness For Short Circuit
Measure resistance between NG module test pins (No. 3, 4, 5,
23, 24, 25, 43 and 44) and NG module test pins No. 37, 40, 57 and 60
at 60-pin breakout box. See PCM OUTPUT TO NG MODULE INPUT TEST PINS
table. Also, measure resistance between PCM injector test pins (No.
75, 101, 74, 100, 73, 99, 72 and 98) and test pins No. 24, 25, 71, 76
and 103 at 104-pin breakout box. See PCM OUTPUT TO NG MODULE INPUT
TEST PINS table. If all resistance readings are more than 10,000 ohms,
go to next step. If any resistance reading is 10,000 ohms or less,
62) Check Injector Driver Signal At PCM
Ensure ignition is off. Connect PCM to 104-pin breakout box.
While cranking engine, connect test light between test pin No. 71 and
injector test pins No. 72, 73, 74, 75, 98, 99, 100 and 101 at 104-pin
breakout box. If test light glows dimly while cranking and engine will
not start, replace NG module. If test light glows dimly while cranking
or running engine, go to next step. If test light does not glow dimly
while cranking or running engine, replace PCM.
Turn ignition off. Remove breakout boxes. Reconnect all
connectors. Use Rotunda injector tester from Fuel Tester Kit (113-
00114) to flow test fuel injectors. Follow injector tester
instructions. If fuel injector flow or leakage rate is not okay,
replace defective fuel injector(s). If flow rate for each fuel
* For DTCs P0171, P0172, P0174 and P0175, fault is

* For all other DTCs, go to next step.

P1151) or step 70) (DTCs P1132 and P1152).
DTCs P1130, P1150, P1131, and P1151 indicate HO2S switches
slow or doesn't switch, is always lean or fuel is at adaptive limit.
* Moisture inside HO2S causing short to ground.

* HO2S circuit open or shorted to ground.
Turn ignition off. Inspect HO2S and wiring harness for damage
and contamination from oil, water, etc. Repair as necessary. If no
visible problems are found, start engine and operate at 2000 RPM for 2
minutes. Turn ignition off. Using scan tool, perform
KOER ON-DEMAND SELF-TEST. If DTC P1131 or P1151 is present, go to next
step. If DTC P1131 or P1151 is not present, HO2S system is functioning G - TESTS W/CODES - 5.4L CN
properly at this time. Faults cannot be duplicated or identified.
Testing is complete.
66) Check HO2S Ability To Generate Correct Voltage
Turn ignition off. Disconnect suspect HO2S connector. Using
DVOM, measure voltage between HO2S SIG terminal and SIG RTN terminal
at HO2S wiring harness connector. Start engine and operate at 2000 RPM
for 2 minutes. Perform KOER ON-DEMAND SELF-TEST while monitoring
voltage. If voltage is more than .5 volt during or at end of test, go
to next step. If voltage stays at .5 volt or less during test, replace
HO2S sensor.
67) Check Resistance Of HO2S Ground Circuits
disconnected. Disconnect suspect HO2S connector. Inspect both ends of
necessary. Measure resistance between appropriate HO2S SIG test pin at
breakout box and HO2S SIGNAL terminal at HO2S wiring harness
connector.
* Left Front HO2S; test pin No. 87.

* Right Front HO2S; test pin No. 60.
Also, measure resistance between test pin No. 91 at breakout

box and SIG RTN terminal at HO2S wiring harness connector. If both
Measure resistance between appropriate HO2S SIG circuit test
pin and test pins No. 91 and 103 at breakout box. If both resistance
reading is 10,000 ohms or less, repair short to ground.
Reconnect HO2S connector. Measure resistance between
appropriate HO2S SIG RTN test pin and test pins No. 91 and 103 at
breakout box. If any resistance reading is 10,000 ohms or less,
replace HO2S. If both resistance readings are more than is 10,000
ohms, proceed as follows:

* For Continuous Memory DTCs P1131 and P1151, go to step 75).
* For KOER DTCs P1131 and P1151, replace PCM.

With scan tool connected, perform KOER ON-DEMAND SELF-TEST. If DTC
P1132 or P1152 is present, go to next step. If DTC P1132 or P1152 is
not present, fault is intermittent. Go to CIRCUIT TEST Z.
71) Check For HO2S Short To Power
DTCs P1130, P1150 and/or P1132, P1152 indicate HO2S is always
rich. DTCs P1130 and P1132 are for right front HO2S. DTCs P1150 and
P1152 are for left front HO2S. Possible causes are:
* Moisture inside HO2S wiring harness connector. G - TESTS W/CODES - 5.4L CNG Article Text
* HO2S circuit shorted to power.
NOTE: HO2S may be displayed on scan tool as O2S.
Turn ignition on. Using scan tool, select appropriate HO2S

PID for DTC generated. If PID voltage is 1-4 volt, go to next step. If
PID voltage is not 1-4 volts, go to step 74).
* PID for DTC P1130 and P1132 is HO2S-11.


Disconnect suspect HO2S connector. Disconnect scan tool from DLC. For
DTCs P1130 and P1132, measure resistance between test pin No. 60 and
test pins No. 71 and 90 at breakout box. For DTCs P1150 and P1152,
measure resistance between test pin No. 87 and test pins No. 71 and 90
at breakout box. If all resistance readings are more than 10,000 ohms,
remove breakout box. Reconnect PCM to PCM wiring harness connector and
go to next step. If any resistance reading is 10,000 ohms or less,
repair short to power.
73) Check HO2S Signal
scan tool, select HO2S PID for DTC generated. If PID voltage is less
than .2 volt. If PID voltage is .2 volt or more, replace PCM.
74) Attempt To Generate DTC P1131 & P1151
Connect a jumper wire between HO2S SIGNAL terminal at HO2S
wiring harness connector and negative battery terminal. Perform
KOER ON-DEMAND SELF-TEST. If DTC P1131 or P1151 is present, remove
jumper wire and go to next step. If DTC P1131 or P1151 is not present,
check PCM connector terminals and repair as necessary. If PCM
75) HO2S Check
Connect DVOM between HO2S SIGNAL terminal and SIG RTN
terminal at HO2S wiring harness connector. Disconnect any vacuum hose
from vacuum tree. Start engine and operate at 2000 RPM. If DVOM
voltage is less than .4 volt within 30 seconds, reconnect vacuum hose
and reconnect all connector. Go to next step. If DVOM voltage is not
less than .4 volt, replace HO2S.
Start engine and allow to idle. Using scan tool, select HO2S
PID for suspect HO2S. Observe PID voltage while wiggling and bending
wiring harness between HO2S and PCM. If PID voltage stays high (more
than .45 volt) or stays low (less than .45 volt), isolate cause of
lack of HO2S switches. Repair as necessary. If PID voltage switches,
go to next step.
Leave scan tool connected to DLC. Using an assistant, test
drive vehicle under various conditions while observing HO2S PID
voltage. If PID voltage switches from about .4 to .6 volt, Gsystem is W/CODES - 5.4L CNG Article Text (p. 98)1998 Ford
- TESTS
okay and testing is complete. If voltage does not switch from about .4
to .6 volt, replace HO2S.

80) KOER DTCs P1137, P1138, P1157 & P1158

These DTCs indicate lack of HO2S switching. Possible causes
are:

* Faulty PCM.

converter can cause DTCs P1137, P1138, P1157 and P1158 to set.

Inspect entire exhaust system including catalyst and HO2S.

Repair as necessary. If no faults are present, go to next step.
Turn ignition off. Connect scan tool to DLC. Ensure suspect
HO2S and PCM are connected. Turn ignition on. Using scan tool, select
appropriate HO2S PID for DTC generated. If PID voltage is more than 1.
6 volts, replace HO2S. If PID voltage is 1.6 volts or less, go to next
step.

83) Check HO2S Circuit For Short Circuit

disconnected. Measure resistance between test pin No. 91 (SIG RTN) and
appropriate HO2S SIG test pin and at breakout box as follows:
* HO2S 12 (right rear HO2S), test pin No. 35.

* HO2S 22 (left rear HO2S), test pin No. 61.

pin and test pins No. 71 (VPWR), 90 (VREF) and 103 (PWR GND) at
short circuit.
84) Check Ground Circuit Continuity
Disconnect suspect HO2S connector. Measure resistance between
appropriate HO2S SIG test pin at breakout box and HO2S SIGNAL terminal
at suspect HO2S wiring harness connector. Also, measure resistance
between test pin No. 91 at breakout box and SIG RTN terminal at
suspect HO2S wiring harness connector. If any resistance reading is 5
ohms or more, repair open circuit. If both resistance readings are
less than 5 ohms, replace PCM.
* HO2S 12 (right rear HO2S), test pin No. 35.

* HO2S 22 (left rear HO2S), test pin No. 61.

procedures have been omitted:
90) KOER DTC P0127

exhaust system. Connect scan tool to DLC. Using scan tool, select HTR-
11, HTR-12, HTR21 and HTR-22 HO2S heater PIDs from PID/DATA monitor
menu. If all PIDs indicate ON, repeat KOER ON-DEMAND SELF-TEST. If any
PIDs indicate OFF, operate engine until all PIDs are on. Repeat KOER
ON-DEMAND SELF-TEST.

100) KOER P1128 & P1129



* DTC P1128 is for left front HO2S and right front HO2S.
* DTC P1129 is for left rear HO2S and right rear HO2S.
Measure resistance between HO2S SIGNAL terminal at suspect
* Left Front HO2S; test pin No. 87.

* Right Front HO2S; test pin No. 60.
* Left Rear HO2S; test pin No. 61.
* Right Rear HO2S; test pin No. 35.
If all resistance readings are less than 5 ohms, fault is

intermittent and cannot be duplicated at this time. If any resistance
reading is 5 ohms or more, HO2S wiring is crossed. Recheck all HO2S
wiring pin locations at PCM and HO2S connectors. Repair as necessary.
CIRCUIT TEST HB - NATURAL GAS FUEL DELIVERY SYSTEM

Diagnostic Aids
* Fuel pressure.
* Fuel filter.
* Fuel pressure regulator.
* Fuel supply.
* Fuel injector or fuel rail.
* Solenoid shut-off valve.
Fig. 32: Fuel Rail Solenoid Shutoff Valve Connector Terminals
G - TESTS W/CODES - 5.4L CNG Article Text (p. 101)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
Fig. 33: Identifying NG Fuel System Components
NOTE: Fuel rail solenoid shutoff valve is also referred to as low

pressure solenoid shutoff valve. Fuel tank solenoid shutoff
valve is also referred to as fuel tank solenoid valve.

kinked hoses. Inspect wiring harness for damage or loose connectors.
Ensure the following conditions are present:
* Battery is fully charged and fuses are okay.

* Fuel filter element is okay.
If vehicle does not start, ensure vehicle has fuel in tank

and Inertia Fuel Shutoff (IFS) switch is set correctly. Repair as
necessary and verify symptom no longer exists. If fuel smell is
G - TESTS Copyright © 1998 Mitchell Repair In
present, go toW/CODES - 5.4L
step 16). If no faultsCNG Article
are found, go Text (p.step.
to next 102)1998 Ford Econoline E250For 1
2) Check Fuel Tank Pressure
Turn ignition off. Install fuel tank venting tool (supplied
in Kit 134-00114) to vehicle fueling connector. Open by-pass on fill
valve. Turn ignition on. Record fuel tank pressure reading. If
pressure reading is more than 500 psi (3447 kPa), turn ignition off.
Close by-pass on fill valve. Remove fuel tank venting tool and go to
step 5). If fuel pressure is 500 psi (3447 kPa) or less, turn ignition
off. Close by-pass on fill valve. Remove fuel tank venting tool and go
to next step.
3) Check Voltage At Fuel Tank Solenoid Shutoff Valve
Turn ignition on. Using scan tool, enter OUTPUT TEST MODE and
select ALL ON. Measure voltage between GROUND terminal and PWR
terminal at fuel tank solenoid shutoff valve wiring harness connector.
Fuel tank solenoid shutoff valve is located on fuel tank (one per
tank). If voltage is 10.5 volts or less, go to next step. If voltage
is more than 10.5 volts, check for faulty fuel tank solenoid shutoff
valve. Replace as necessary.
4) Check VPWR Circuit Between Solenoid & Battery
With scan tool still in OUTPUT TEST MODE and ALL ON selected,
measure voltage between negative battery terminal and PWR terminal at
fuel tank solenoid shutoff valve wiring harness connector. If voltage
is 10.5 volts or less, repair open in PWR circuit. If voltage is more
than 10.5 volts, repair open in ground circuit to tank solenoid
shutoff valve. Verify symptom is no longer present.

Connect fuel pressure gauge to Schrader valve. Release fuel
pressure in fuel injection rail back to fuel tanks. See
N - REMOVE/INSTALL/OVERHAUL - CNG article. Turn ignition on or start
engine. Turn ignition off. Wait 2 minutes and check fuel pressure. If
fuel pressure is 80-120 psi (552-827 kPa), go to next step. If fuel
pressure is not 80-120 psi (552-827 kPa), replace fuel pressure
regulator.
6) Verify Fuel Rail Pressure (FRP) Sensor Accuracy
Turn ignition off. Connect fuel pressure gauge with vent hose
to Schrader valve on fuel rail. Turn ignition on. Using scan tool,
select FRP PID from PID/DATA monitor menu. Note FRP PID pressure
reading. Observe fuel gauge and note fuel pressure. Turn ignition off.
Slowly open shutoff valve on fuel pressure gauge and bleed fuel
pressure down to 50-70 psi (345-483 kPa). Remove fuel pump relay. Turn
ignition on. Note FRP PID pressure reading on scan tool. Note fuel
pressure as shown on gauge. Compare pressure readings. If FRP PID
reading is consistent and within 10 psi of fuel pressure at Schrader
valve, go to step 10). If pressure readings are not as specified, go
to next step.
7) Verify Fuel Rail Solenoid Shutoff Valve Opens
Fuel rail solenoid shutoff valve is located on fuel rail.
Turn ignition on. Using scan tool, access OUTPUT TEST MODE. Select ALL
ON and ALL OFF several times by toggling Start and Stop button on scan
tool. If fuel rail solenoid shutoff valve cannot be heard or felt
operating, go to next step. If fuel rail solenoid shutoff valve can be
heard or felt operating, replace FRP sensor and verify symptom no
longer exists.
8) Check Voltage At Fuel Rail Solenoid Shutoff Valve
Select ALL ON and START. Measure voltage between PWR terminal and
GROUND terminal at fuel rail solenoid shutoff solenoid wiring harness
connector. G - TESTS W/CODES - 5.4L CNG Article Text
NOTE: When energized by scan tool, PWR circuit to fuel rail
solenoid shutoff valve will remain on for only 8 seconds.
If voltage is 10.5 volts or less, go to next step. If voltage

is more than 10.5 volts, replace fuel rail solenoid shutoff valve and
verify symptom no longer exists.
Leave scan tool connected and ignition on. Using scan tool,
access OUTPUT TEST MODE. Select ALL ON and START. Measure voltage
between PWR terminal at fuel rail solenoid shutoff valve wiring
harness connector and battery negative terminal. If voltage is 10.5
volts or less, repair open in PWR circuit. If voltage is more than 10.
5 volts, repair open in ground circuit. Verify symptom is no longer
present.
10) Verify Fuel Rail Solenoid Shutoff Valve Seals
Ensure fuel pressure gauge is connected with vent hose.
Release fuel pressure in fuel injector rail back to fuel tanks. See
N - REMOVE/INSTALL/OVERHAUL - CNG article. Turn ignition on or start
engine. Turn ignition off. Disconnect fuel rail solenoid shutoff valve
connector. Crank engine for 3 seconds. Turn ignition off and wait 2
minutes. Using scan tool, select FRP PID. Turn ignition on. If PID
reading is less than 10 psi (70 kPa), go to next step. If PID reading
is 10 psi (70 kPa) or more, replace fuel rail solenoid shutoff valve.
11) Verify Fuel Rail Solenoid Shutoff Valve Partially Opens
Release fuel pressure in fuel injector rail back to fuel
tanks. See N - REMOVE/INSTALL/OVERHAUL - CNG article. Ensure fuel rail
solenoid shutoff valve is disconnected. Turn ignition on, with engine
off. Turn ignition off. Reconnect fuel rail solenoid shutoff valve
connector. Turn ignition on, with engine off. Using scan tool, select
FRP PID and note PID pressure reading. Note fuel pressure as shown on
fuel pressure gauge. Compare pressure readings. If FRP PID reading is
within 10 psi of fuel pressure at Schrader valve, go to next step. If
pressure readings are not within 10 psi, replace fuel rail solenoid
shutoff valve. Verify symptom is no longer present.
12) Verify Fuel Rail Solenoid Shutoff Valve Fully Opens
Release fuel pressure in fuel injector rail back to fuel
tanks. See N - REMOVE/INSTALL/OVERHAUL - CNG article. Disconnect fuel
rail solenoid shutoff valve connector. Turn ignition on, with engine
off. Turn ignition off. Reconnect fuel rail solenoid shutoff valve
connector. Turn ignition on and immediately start engine. Increase
engine speed to 2500 RPM while monitoring FRP PID pressure reading.
Note fuel pressure as shown on fuel pressure gauge. Compare pressure
readings. If FRP PID reading is within 10 psi of fuel pressure at
Schrader valve, go to next step. If pressure readings are not within
10 psi, replace fuel rail solenoid shutoff valve. Verify symptom is no
longer present.
Start engine and allow it to idle. Using scan tool, select
FRP PID. Note PID pressure reading. Increase engine speed to 2500 RPM.
Again, note PID pressure reading. If PID pressure reading at idle is
80-120 (552-827 kPa) and
G - TESTS more than- 80
W/CODES psi CNG
5.4L (552 kPa) withText
Article engine
(p.speed
104)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
at 2500 RPM, turn ignition off and go to next step. If PID pressure
reading is not as specified, check for plugged fuel lines. Repair as
necessary and retest. If fuel lines are okay, replace fuel pressure
regulator. Verify symptom no longer exists.
14) Check Fuel Pressure Regulator Thermostat
temperature. Using a thermometer or temperature probe, measure
temperature at fuel pressure regulator coolant bowl or coolant outlet.
If temperature is 59-140 F (15-60 C), turn ignition off and go to next
step. If temperature is less than 59 F (15 C), check coolant lines.
Repair as necessary and retest. If coolant lines are okay, replace
fuel pressure regulator. If temperature is more than 140 F (60 C),
replace fuel pressure regulator. Verify symptom no longer exists.
15) Check Fuel Injector Flow
Turn ignition on. Using scan tool, select FRP PID. Note PID
pressure reading. Connect Fuel Injector Tester (164-R3795) to suspect
fuel injector. Set pulse width to 200 milliseconds and activate fuel
injector tester. Again, note PID pressure reading. Compare pressure
readings. Repeat procedure for remaining fuel injectors. If initial
PID pressure reading is 35-50 psi (241-345 kPa) and each injector PID
pressure reading is within 3 psi (20 kPa) of each other, no problem is
indicated at this time. If symptom still exists, go to
16) Check For Fuel Leak
Turn ignition off. Inspect fuel system for obvious signs of
fuel leaking. If fuel system looks okay, release fuel system pressure.
Install fuel pressure gauge. Turn ignition on. Fuel pressure should be
more than 85 psi (586 kPa). Cover fuel system using soapy water
solution. If no bubbles develop, fuel leaks cannot be found and
testing is complete. If bubbles develop, isolate fault and repair as
necessary.
NOTE: If vehicle has sat for several hours with engine off, a
slight natural gas smell may be detected around the intake
manifold area. This is a normal condition.

Diagnostic Aids
* Fuel pressure.
* Fuel filter.
* Fuel return.
* Fuel supply.
* Fuel injector. G - TESTS W/CODES - 5.4L CNG Article Text

L - WIRING DIAGRAMS - 5.4L CNG article. Using scan tool, access OUTPUT
TEST MODE. Command fuel pump on and observe DVOM voltage reading. If
voltage is more than 12.5 volts, exit output test mode. Reconnect fuel
pump connector and go to next step. If voltage is 12.5 volts or less,
check for open or short circuits in fuel pump power circuit. See FUEL
SYSTEM IDENTIFICATION table.
Van ....................................... (1) Returnable

from fuel rail.

FUEL FILTER REPLACEMENT INTERVALS TABLE

4) Check FuelGPressure
- TESTS W/CODES - 5.4L CNG Article Text (p. 106)1998 Ford Econoline E250For 1 Copyright ©
pressure is as specified, go to next step. See FUEL SYSTEM
IDENTIFICATION table. If fuel pressure is not as specified, go to step
10).
specification for 60 seconds, go to step 7). If fuel pressure does not
next step.

reading decreases.
reading increases.

regulator hose. Install vacuum pump to fuel pressure regulator. Start
Connect a separate hose to fuelG -rail and put
TESTS opposite end
W/CODES of hose
- 5.4L CNGin Article Text (p. 107)1998 Ford Econoline E250
regulator.
restrictions. Apply 3-5 psi (21-34 kPa) compressed air to return hose.
See H - TESTS W/O CODES - 5.4L CNG article. If flow rate for any fuel

Diagnostic Aids
* Ignition system.
* Fuel pressure.
* Fuel injectors.
* Canister purge solenoid.



are found, go to next step. Copyright © 1998 Mitchell Repair In
step 100).

have been omitted.

replace PCM.
N - REMOVE/INSTALL/OVERHAUL - CNG article. Install fuel pressure
minute. Note fuel pressure. If fuel pressure is 85-105 (586-724 kPa),
go to next step. If fuel pressure is not as specified, check and
G - TESTS W/CODES - 5.4L CNG Article Text (p
necessary.
FUNCTIONS.


next step.

emission system.

go to next step.
Turn ignition off. Disconnect EVAP Canister Purge Control
compartment, next to A/C accumulator. Inspect connector forG loose,
Connect vacuum pump to fuel vapor port at EVAP CPCV and apply 16 in.
CPCV.


NOTE: Hall Effect type camshaft position sensor has a 3-pin

has a 2-pin connector. G - TESTS W/CODES - 5.4L CNG Article Text (p.
40) DTC P1309


Diagnostic Aids

* Faulty EGR valve.
VREF).

G - *TESTS W/CODES - 5.4L CNG Article Text (p. 114)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
Leaking upstream pressure hose.
* DPFEGR circuit shorted to GND or SIG RTN circuit.
* VREF shorted to GND or SIG RTN circuit.
* Faulty PCM.
step 6).
select DPFEGR PID. If scan tool error occurs, disconnect jumper wire
sensor.
ground.

have been omitted.


have been omitted.


G - TESTS W/CODES - 5.4L CNG Article Text (p. 115)1998 Ford Econ
* Faulty PCM.
less, replace PCM.
to CIRCUIT TEST C.
less than 5 ohms, replace PCM. If resistance is 5 ohmsG or-more,
TESTS repair
W/CODES - 5.4L CNG Article Text (p. 116)
This DTC indicates PCM has detected EGR flow at idle.

* Faulty PCM.

21) Check EGR Flow
vacuum applied. Using vacuum pump, apply 8-9 in. Hg. PID voltage G - TESTS W/CODES - 5.4L CNG Article Text (
VR solenoid.

EGR VR solenoid.
EGRVR circuit.
and VREF circuit. G - TESTS W/CODES - 5.4L CNG Article Text (p.

reading.
31) Check DPFEGR Sensor Voltage
Circuit

50) DTC P1405: Check For

G - TESTS Upstream- Pressure
W/CODES 5.4L CNG Hose Connection

Check upstream hose for clean, tight connection. Ensure hose
complete.


Fig. 37. Repair as necessary. If hose is okay, go to next step. G - TESTS W/CODES - 5.4L CNG Article Text
complete.

70) DTC P0401


* Faulty EGR hose.
* Faulty PCM.

71) DTC P1408

* Faulty EGR hose.
G - TESTS W/CODES - 5.4L CNG Article Text (p. 121)1998 Ford Econo
* Faulty PCM.

damage at pick-up tube. If no faults are found, go to next step. If
CIRCUIT TEST C.

in VPWR circuit.


Disconnect
G - TESTS and plug-hose
W/CODES 5.4LatCNG
EGR Article
valve. Connect
Text (p.vacuum pump
123)1998 to Econoline E250For 1
Ford Copyright © 1998 Mitchell Repair In
memory.

indicated, symptom cannot be identified at this time. Go to
CIRCUIT TEST Z.


solenoid.

110) DTC P1409


* Faulty EGR VR solenoid. G - TESTS W/CODES - 5.4L CNG Article Text
* Faulty PCM.

EGR VR solenoid.
EGRVR circuit.
EGRVR circuit.



* Faulty PCM.

CIRCUIT TEST Z.

SYSTEMS
Diagnostic Aids
DTC Application
P0300 ................................................ (1)



* Cylinder misfire.
* Faulty HO2S.

as necessary.
to step 3).

N - REMOVE/INSTALL/OVERHAUL - CNG article. Install fuel pressure
minute. If fuel pressure is as specified, go to next step. See
vacuum
G - TESTS increases quickly -to5.4L
W/CODES normal
CNGrange as increased
Article Text (p.RPM
127)is1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
maintained. On a restricted system, manifold vacuum increases slowly
go to next step.
necessary.

Diagnostic Aids
1) Check PCV Valve

Replace PCV valve if it does not rattle when shaken.
2) Check PCV System
complete.


Diagnostic Aids

* VCT solenoid.

1) KOEO Or KOER DTC P1380 G - TESTS W/CODES - 5.4L CNG Article Text (p. 12

* Faulty PCM.

necessary. Measure resistance between test pin No. 44 at breakout box
open VCT circuit.
VCT solenoid.

have been omitted.
11) DTC P1381 & P1383


* Low oil pressure.






* Faulty PCM.

CIRCUIT TEST Z.

* Low oil pressure.


* Low oil pressure.

to CIRCUIT TEST Z.

Diagnostic Aids
following:

Ground).

causes are:
G - *TESTS W/CODES
EAIR circuit open or -short
5.4LtoCNG Article Text (p. 133)1998 Ford Econoline E250For 1
power. Copyright © 1998 Mitchell Repair In
* Faulty PCM.

circuit.
7) DTC P0411 Or P1411
step.
Turn ignition off. Remove breakout box G - and
TESTSreconnect PCM. - 5.4L CNG Article Text (p. 134)1998 Ford Econoline
W/CODES



* Faulty PCM. G - TESTS W/CODES - 5.4L CNG Article Text (p. 13


and EAIR MONITOR terminal at SSR wiring harness connector. Also,
dedicated fuse. If resistance
G - TESTS is 5W/CODES
ohms or more, repair
- 5.4L CNGopen in BATT+
Article Text (p. 136)1998 Ford Econoline E250For 1 Copyright ©
circuit.

* Faulty PCM.
power.
Reconnect SSR and electric AIR pump connectors. Connect PCM


step.
33).
32) Check AIR By-Pass Solenoid Mechanical Operation G - TESTS W/CODES - 5.4L CNG Article Text (p
and test pins No. 51, 76 and 91 at breakout box. If all resistance
circuit.

40) DTC P0411


* Faulty AIR pump.

next step.
step.
allow to idle. Apply 10 in. Hg. to valve. Increase engine speed toG - TESTS W/CODES - 5.4L CNG Article Text (p. 139


symptoms and repair as necessary. See H - TESTS W/O CODES - 5.4L CNG
article.
63) Check AIR By-Pass & AIR Diverter Solenoid


68) Check Reservoir

check valve.
repair as necessary. See H - TESTS W/O CODES - 5.4L CNG article. If
present.

solenoid
G terminals.
- TESTS W/CODES Also, measure resistance
- 5.4L CNG between
Article AIR141)
Text (p. diverter
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
solenoid assembly.
to next step.
ground.


next step.
See H - TESTS W/O CODES - 5.4L CNG article.

Diagnostic Aids
following:
* Air inlet tube.
and VPWR).

A/T ......................... 800-850 ............ 20-44


* Rough idle.
* Lack of power.

for additional symptoms and repair as necessary. See
H - TESTS W/O CODES - 5.4L CNG article. Copyright © 1998 Mitchell Repair In
G - TESTS
2) Check W/CODES
Accelerator- Linkage
5.4L CNG Article Text (p. 144)1998 Ford Econoline E250For 1
6) Check Air Filter

have been omitted.


* Ignition system.
* Exhaust system.



10) Check Idle Speed
Turn all accessories off. Start engine and warm to normal G - TESTS W/CODES - 5.4L CNG Article Text (p.
and repair as necessary. See H - TESTS W/O CODES - 5.4L CNG article.


travel especially during initial throttle opening. If faults are
15) DTC P1516, P1517, P1518 & P1519

* Cables improperly routed, binding or seized. G - TESTS W/CODES - 5.4L CNG Article Text (p. 146)

next step.
acceptable). On all models, IRMC levers should cycle fully from closed
to open position. If faults are present, go to next step. If no faults
are present proceed as follows:


proceed as follows:




Possible causes are: G - TESTS W/CODES - 5.4L CNG Article Text (p. 147)1998 Ford Ec

in SIG RTN circuit.

Connect scan tool to G

DLC. EnsureW/CODES
- TESTS IMRC plates-are closed.
5.4L CNGIfArticle Text (p. 148)1998 Ford Econoline E250For 1
go to next step.
next step.
IMRCM circuit.
29) DTC P1519



and go to step 38).

between test pin No. 8 (IMRCM) and IMRCM terminal at IMRC actuator G - TESTS W/CODES - 5.4L CNG Article Text (p. 1
34) Wiggle Test
necessary. If no faults are indicated, remove jumper wire and go to
next step.
35) Wiggle Test
faults are indicated, go to next step.
37) Check For Intermittent Short To Ground G - TESTS W/CODES - 5.4L CNG Article Text
20).



* Faulty IMT valve.

66) Check PCM Driver Command G - TESTS W/CODES - 5.4L CNG Article Text (p. 151)1998 Ford Ec
For Open
circuit.


Circuit For Short To PWR GND
74) Check IMT Valve Actuator
Reconnect IMT valve actuator connector.
G - TESTSTurn ignition
W/CODES on. - 5.4L CNG Article Text (p. 152)1998 Ford Econoline E2
77) Check IMT Valve


step 86).
Turn ignition off. Disconnect PCM 104-pin connector. Inspect G - TESTS W/CODES - 5.4L CNG Article Text (p. 153
33).
and allow to idle. Note vacuum gauge reading. Increase engine speed to
and test pin No. 77 or 103 at breakout box. Also, measure resistance
between test pin No. 9 and test pin No. 77 or 103 at breakout box. If G - TESTS W/CODES - 5.4L CNG Article Text (p. 1
33).
voltage readings. Increase engine speed to more than 3500 RPM. Again,



SYSTEM
present.
Diagnostic Aids
following:

* Faulty PCM.



step.
G - TESTS
NOTE: W/CODES
When - 5.4Lsystem
checking EVAP CNG Article
for leaksText (p. 157)energize
or blockage, 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In

Port


Command all outputs ON. Pressurize EVAP system to 14 in. H2O. Using W/CODES - 5.4L CNG Article Text (p. 158)
G - TESTS




step.
repair.

Procedure skips from step 8) to step 10). No test procedures G - TESTS W/CODES - 5.4L CNG Article Text
have been omitted.

to next step.

13) Check EVAP Canister Purge (CANP) Valve Circuit Resistance
CIRCUIT TEST Z.



If no faults are found, go to next step.


to step 22).


ignition
G on. Using
- TESTS scan tool,
W/CODES access
- 5.4L CNGOUTPUT
Article TEST
TextMODE. Command
(p. 161) all Econoline E250For 1
1998 Ford Copyright © 1998 Mitchell Repair In


(PID)
Remove fuel filler cap. Turn ignition on. Using scan tool,
step 24).
blockage location.
go to next step.
VREF circuit. Go to step 22) to verify repair. G - TESTS W/CODES - 5.4L CNG Article Tex
sensor.
CIRCUIT TEST C.


terminal. If voltage is 10.5 volts or less, go toGstep 36). If voltage
- TESTS W/CODES - 5.4L CNG Article Text (p. 163)1998 Ford Econolin
Go to step 39).
CIRCUIT TEST C.
circuit.
indicated, isolate fault and repair as necessary. If no fault is G - TESTS W/CODES - 5.4L CNG Article Text (p. 164


fault:


step.


47) Check For Blockage Between EVAP CANP ValveG & EVAP
Canister


next step.
Install EVAP system leak tester at fuel filler pipe.


assembly. If no leak is indicated, go to next step. If a leak is G - TESTS W/CODES - 5.4L CNG Article Text (p.
54).
53) Verify Repair
next step.
* Fuel filler pipe.

* Fuel tank.
* FTP sensor.
canister.

55) Verify Repair
isolate leak and repair as necessary. If pressure stays at moreG -than 6
TESTS W/CODES - 5.4L CNG Article Text (p. 167)
verify repair.
58) Check For EVAP CANP Valve Operation



causes are:

* Faulty PCM.

is not 48-65 ohms, replace CV solenoid.
volts, replace PCM.

* Empty fuel tank.

* Faulty fuel pump.
* Faulty PCM.
next step (for DTC P0460) or go to H - TESTS W/O CODES - 5.4L CNG
PID, add 2-3 gallons of fuel to fuel tank. If fuel gauge or FLI PID
necessary.
Disconnect
G - TESTS fuel pump
W/CODES module
- 5.4L connector.
CNG ArticleMeasure
Text (p.resistance
170)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
pump module.
84).
resistance between test pins No. 12 or No. 9 and test pin No. 25 at
circuit.

SYSTEM FUNCTIONS. If no problems are found, go to next step (if using
engine analyzer) or go to step 20) (if not using engine analyzer).
(if vehicle starts).
4) Check For Normal Ignition Operation G - TESTS W/CODES - 5.4L CNG Article Text (p. 1
H - TESTS W/O CODES - 5.4L CNG article, return to symptom test that
output voltage is not as specified, go to step 12).

step 5).
* If directed here from H - TESTS W/O CODES - 5.4L CNG article,

have been omitted.

plugs for wear. Check ignition coil for proper installation. Repair as
G - TESTS W/CODES If spark output
- 5.4L CNG Article Text (p. 172)1998 Ford Econol
to next step.

step 5).
16) Check For Missing Spark Pattern

If spark is not missing from any cylinder, go to next step.
If spark is missing from any cylinder, check spark plug for wear.
Replace as necessary and retest. If spark plug is okay, go to
CIRCUIT TEST JF.
17) Check Inductive Voltage
Check inductive voltage on each ignition wire and coil
individually. If inductive voltage is not present on any ignition wire
or coil, go to CIRCUIT TEST JF, step 1). If inductive voltage is
present on any ignition wire or coil, check spark plugs and ignition
wire resistance. Replace ignition wire if resistance is greater than
7000 ohms per foot (30.5 cm).

20) Check For Spark At Spark Plug

Disconnect Inertia Fuel Shutoff (IFS) switch. Disconnect
ignition coil or plug wire from spark plug. Install Spark Tester (303-
D037) to spark plug. Crank engine. If spark is present, go to next
step. If spark is not present, go to CIRCUIT TEST JF.
21) Check For Spark At ALL Spark Plugs
Using spark tester check for spark at all plugs while
cranking engine. If spark is present at all plugs, go to next step. If
spark is not present at all plugs, go to CIRCUIT TEST JF.
With spark tester installed, crank engine and observe color G - TESTS W/CODES - 5.4L CNG

* If directed here from H - TESTS W/O CODES - 5.4L CNG article,

Diagnostic Aids
following:


terminal. If voltage is not 1-2 volts, go to next step. If voltage is
2) Check For CKP+ Voltage Fault G - TESTS W/CODES - 5.4L CNG Article Text (p. 174
step.
4) Determine Fault
to step 6).
volt, replace PCM.

have been omitted.

13) Determine Fault
step.
CKP sensor.
18) Determine Fault
to step 20).
volt, replace PCM.
CIRCUIT TEST JF - INTEGRATED IGNITION COIL ON PLUG FAILURE

Diagnostic Aids
following:
* Ignition coils.
* Ignition coils harness.

Fig. 54: Identifying Coil On Plug Ignition Coil Test Circuit &
Connector Terminals
Fig.- TESTS
G 55: Ignition Coil-To-Cylinder
W/CODES Correlation
- 5.4L CNG Article Text (p. 177)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In

chart, determine which coil is not firing. See Fig. 55. Record
cylinder, coil and PCM test pin number and go to step 3).

Using DTC and coil-to-cylinder correlation chart, determine
which coil is not firing. See Fig. 55. Record cylinder, coil and PCM
test pin number and go to next step.
3) Check Coil Operation
DTCs P0350-P0360 indicate ignition coil 1-10 primary circuit

* Open or short to ground in CD circuit.
* Faulty ignition coil.
* Faulty PCM.
Disconnect suspect coil. Connect a test light between suspect

coil wiring harness connector terminals. Disconnect inertia fuel
shutoff switch connector. Crank engine and observe test light. If test
light blinks consistently, coil circuit is okay. Go to next step. If
test light does not blink consistently, go to step 5).
4) Check Coil
Turn ignition off. Remove suspect coil. Install Spark Tester
(D81P-666-A) to suspect coil. Reconnect coil connector. Observe spark
tester and crank engine. If spark is not present, replace coil.
Inspect spark plug and replace as necessary. If spark is present,
check spark plug. Replace as necessary and retest. If spark plug is
okay, no fault is present at this time. Go to CIRCUIT TEST Z.
5) Check IGN START/RUN Voltage To Coil
Turn ignition on. Measure voltage between IGN START/RUN
terminal at suspect coil wiring harness connector and chassis ground.
5 volts or less, check condition of related fuses/fuse links. If
circuit.
6) Check Coil Driver Circuit
Box (014-00950). Measure resistance of CD circuit between appropriate
CD circuit test pin at breakout box (determined from coil-to-cylinder
correlation chart) at suspect coil wiring harness connector. If
ohms or more, repair open in CD circuit.
7) Check CD Circuit For Short To VPWR
Turn ignition on. Measure resistance between appropriate CD
circuit test pin at breakout box (determined from coil-to-cylinder
correlation chart) and chassis ground. If voltage is less than one
volt, go to next step. If voltage is one volt or more, repair CD
circuit short to VPWR circuit.
8) Check CD Circuit For Short To Ground
resistance between test pin No. 77 and appropriate CD circuit test pin
at breakout box (determined from coil-to-cylinder correlation chart).
is 10,000 ohms or less, repair short to ground in CD circuit.
9) Check Coil Driver For Short To Ground
test pin No. 97 and appropriate CD circuit test pin at breakout box
(determined from coil-to-cylinder correlation chart). Turn ignition
on. If test light is off, go to next step. If test light is on, CD
circuit is shorted in PCM. Replace PCM.
10) Check Coil Driver Operation
With test light still connected, crank engine. If test light
blinks consistently, go to next step. If test light does not blink
consistently, replace PCM. Reconnect all components. Clear DTCs. If
symptom or DTC is still present, coil may be damaged also. Go to next
step.
11) Check Coil
Turn ignition off. Remove suspect coil. Connect Spark Tester
(D81P-6666-A) to suspect coil. Observe spark tester and crank engine.
If spark is present, inspect spark plug and replace as necessary. If
spark plug is okay, testing is complete. If spark is not present,
replace coil. Inspect spark plug and replace as necessary. If spark
plug is okay, testing is complete.

procedures to ensure all EEC-V systems are working properly.
Diagnostic Aids

short circuit.
2) Check CTO Signal From PCM W/CODES - 5.4L CNG Article Text (p. 179)1998 Ford Econoline E250
G - TESTS
Diagnostic Aids
following:
* Fuel pump relay.


Possible causes are: G - TESTS W/CODES - 5.4L CNG Article Text (p. 18
* Faulty PCM.


molded on relay.

next step.
have been omitted.

11) Check Fuel Pump
13) Check For Open FPM Circuit
FPM circuit.
ground circuit.
less than 5 ohms, go to next step. If resistance is 5 ohms or more, G - TESTS W/CODES - 5.4L CNG Article Text (p. 182
Measure resistance between FP PWR terminal at fuel pump relay


necessary.




Wiggle and bend VPWR circuit between fuel pump relay and EEC-V power

in VPWR circuit.

molded on relay.

next step.
short to power in LFP circuit. G - TESTS W/CODES - 5.4L CNG Article Text (p.
circuit.



Diagnostic Aids
following:

VPWR).

valve relay.

* Open or shorted Fuel Shutoff Valve (FSV) circuit.

* Faulty FSV relay.
* Faulty PCM.

G
FSV- TESTS W/CODES
relay wiring - 5.4L CNG
harness connector andArticle
chassis Text (p.If186)
ground. 1998isFord Econoline E250For 1
voltage Copyright © 1998 Mitchell Repair In
relay.
relay.
2) Check FSV Relay

to next step.

have been omitted.

If engine
W/CODES 5.4LIfCNG
engineArticle
does not start,
Text (p.go187)
to 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
step 15).
12) Check FSV Relay
circuit.



20) DTC P0231

does not start, go to next step. G - TESTS W/CODES - 5.4L CNG Article Text (p. 188)


following:
FSV PWR circuit.
road shock.

CIRCUIT TEST Z.




G - Inertia

circuit splice.

CIRCUIT TEST Z.




the following:

PCM and FSV relay.

CIRCUIT TEST Z.

properly
Diagnostic Aids
following:
* Throttle linkage.
1) Check For DTCs

2) DTC P0505, P1504 & P1507

* Faulty IAC valve.
* Faulty PCM.

IAC valve. If resistance is 6-13 ohms, go to next step. If resistance G - TESTS W/CODES - 5.4L CNG Article Text (p. 1



step 30).

20) DTC P1506




go to next step.

Start engine and allow to idle. Ensure transmission is in G - TESTS W/CODES - 5.4L CNG Article Text (






following:
G - TESTS W/CODES - 5.4L CNG Article Text
toward PCM.


Diagnostic Aids
following:


* Faulty PCM.


relay.

QUICK TEST. If resistance is 5 ohms or more, repair open in WAC Copyright © 1998 Mitchell Repair In
G - TESTS W/CODES - 5.4L CNG Article Text (p. 196) 1998 Ford Econoline E250For 1

have been omitted.

exists.
longer exists.
16) Check A/C Clutch PWR & A/C Clutch Ground Circuits G - TESTS W/CODES - 5.4L CNG Article Text (p. 1


20) Check ACCS PID
no longer exists.
exists. If voltage is less than one volt, replace PCM.
longer exists.


exists.



go to next step.


NOTE: A break in step numbering sequence occurs at this point.G - TESTS W/CODES - 5.4L CNG Article Text (p. 1


45) Check ACCS PID

and ground. If voltage is less than one volt, go to next step. If
longer exists.





Connector Terminals
56) Check For Open Ground Circuit G - TESTS W/CODES - 5.4L CNG Article Text (p.
no longer exists.

Diagnostic Aids
following:


Diagnostic Aids
following:

1) MIL Always On
MIL fuse.
TESTS W/CODES - 5.4L CNG Article Text (p. 203)1998 Ford Econoline E250
PCM.

Diagnostic Aids
following:




Diagnostic Aids
DTC P1270


H - TESTS W/O CODES - 5.4L CNG article. Repair as necessary.
G - TESTS W/CODES - 5.4L CNG Article Text (p. 204)1998 Ford E
Diagnostic Aids
following:

Connector Terminals



KOER self-test cannot be activated, go to next step for alternative
fuel models or step 7) for all other models.
6) Check Fuel Type
If self-test was performed using gasoline, go to next step.
If self-test was performed on alternative fuel, repeat QUICK TEST with
vehicle running on gasoline. If KOER self-test still cannot be
activated, go to next step.
step.
Measure
G - TESTS resistance between
W/CODES test pin
- 5.4L CNG No. 15
Article at breakout
Text (p. 206)box
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
and BUS(-) terminal at DLC. If resistance is less than 5 ohms, go to
circuit to DLC.

Diagnostic Aids
following:

G - TESTS W/CODES - 5.4L CNG Article Text (p. 207)1998 Ford Econoline E250For 1 Copyright © 1998



Diagnostic Aids
self-test must occur. G - TESTS W/CODES - 5.4L CNG Article Text (p. 208)1998 Ford Econoline E250
A drive cycle consists of vehicle warmed to normal engine
conditions occur:

OBD-II drive cycle.
drive cycle.


PTO, go to step 3).
2) Check PTO PID
Diagnostic Aids

3) Check For DTCs
present, fault is in anti-theft
G - TESTSsystem. See ANTI-THEFT
W/CODES SYSTEMS
- 5.4L CNG article
Article Text (p. 209)1998 Ford Econoline E250For 1 Copyright
H - TESTS W/O CODES - 5.4L CNG article for no-start diagnosis.


Diagnostic Aids
following:




damage and repair as necessary. Disconnect CPP/PNP switch connector. G - TESTS W/CODES - 5.4L CNG Article Text
causes are:



clutch pedal.
switch terminals with shift lever in Neutral. If both resistance G - TESTS W/CODES - 5.4L CNG Article Tex
readings is less than 5 ohms, go to next step. If any resistance
open circuit.


Diagnostic Aids
following:

1) DTC P1780
cycled during KOER self-test. Possible causes are: G - TESTS W/CODES - 5.4L CNG Article Text (p. 212)
* Faulty TCS.
* Faulty PCM.

QUICK TEST.
open TCS circuit.
6) Check TCIL PID
present, go to next step. If DTC P1780 is present, go G to
- TESTS
step 1). W/CODES - 5.4L CNG Article Text (p. 213)1998 Ford E
9) Check Voltage To TCIL

Diagnostic Aids
following:



(Electronic Shift)
1) DTC P1729 & P1781 G - TESTS W/CODES - 5.4L CNG Article Text (p. 214)
to next step.
following:


Diagnostic Aids


(1) (2) (3)

A/C ON ............... 1st ......... 3rd ......... 2nd

ACCS ................. 1st ......... 3rd ......... 2nd
ACD .................. 1st ......... 3rd ......... 2nd
ACP .................. 1st ......... 3rd ......... 2nd
BPP .................. 1st ......... N/A ......... 2nd
CASE GND ............. 1st ......... N/A ......... 2nd
CHT .................. 1st ......... 3rd ......... 2nd
CHTIL ................ 1st ......... N/A ......... 2nd
CHP+ (4) ............. 1st ......... 2nd ......... 3rd
CMP .................. 1st ......... 2nd ......... 3rd
CPP .................. 1st ......... N/A ......... 2nd
DPFEGR ............... 1st ......... 2nd G .........
- TESTS3rd W/CODES - 5.4L CNG Article Text (p. 216)1998 Ford Econoline E250
EAIRM ................ 1st ......... 3rd ......... 2nd
ECT .................. 1st ......... 2nd ......... 3rd
ECT-A ................ 1st ......... 2nd ......... 3rd
ECT-B ................ 1st ......... 2nd ......... 3rd
FLI .................. 1st ......... 3rd ......... 2nd
FPM .................. 1st ......... N/A ......... 2nd
FRP .................. 1st ......... 2nd ......... 3rd
FSVM ................. 1st ......... N/A ......... 2nd
FTP .................. 1st ......... 3rd ......... 2nd
HO2S-11 .............. 1st ......... 3rd ......... 2nd
HO2S-12 .............. 1st ......... 3rd ......... 2nd
HO2S-21 .............. 1st ......... 3rd ......... 2nd
HO2S-22 .............. 1st ......... 3rd ......... 2nd
IAT .................. 1st ......... 2nd ......... 3rd
IMRCM ................ 1st ......... 3rd ......... 2nd
IMRCM-2 .............. 1st ......... 3rd ......... 2nd
KS ................... 1st ......... 3rd ......... 2nd
MAF .................. 1st ......... 3rd ......... 2nd
OCT ADJ .............. 1st ......... 3rd ......... 2nd
PNP .................. 1st ......... N/A ......... 2nd
PSP .................. 1st ......... 3rd ......... 2nd
PTO .................. 1st ......... N/A ......... 2nd
TCS .................. 1st ......... N/A ......... 2nd
TP ................... 1st ......... 3rd ......... 2nd
VSS+ ................. 1st ......... 3rd ......... 2nd
4X4L ................. 1st ......... 3rd ......... 2nd

(1) (2) (3)

AIRB ................. 1st ......... 3rd ......... 2nd

AIRD ................. 1st ......... 3rd ......... 2nd
CD-1 (4) ............. 1st ......... 3rd ......... 2nd
CD-2 (4) ............. 1st ......... 3rd ......... 2nd
CD-3 (4) ............. 1st ......... 3rd ......... 2nd
CD-4 (4) ............. 1st ......... 3rd ......... 2nd
CD-5 ................. 1st ......... N/A ......... 2nd
CD-6 ................. 1st ......... N/A ......... 2nd
CD-7 ................. 1st ......... N/A ......... 2nd
CD-8 ................. 1st ......... N/A ......... 2nd
CD-9 ................. 1st ......... N/A ......... 2nd
CD-10 ................ 1st ......... N/A ......... 2nd
CTO .................. 1st ......... N/A ......... 2nd
DOL .................. 1st ......... N/A ......... 2nd
EAIR ................. 1st ......... 3rd ......... 2nd
G - TESTS W/CODES - 5.4L CNG Article Text (p. 217)1998 Ford Econo
EGRVR ................ 1st ......... 3rd ......... 2nd
EVAPCP ............... 1st ......... 3rd ......... 2nd
EVAPCV ............... 1st ......... 3rd ......... 2nd
EVAPPF ............... 1st ......... 3rd ......... 2nd
FC ................... 1st ......... 3rd ......... 2nd
FP ................... 1st ......... 3rd ......... 2nd
FSV .................. 1st ......... 3rd ......... 2nd
HFC .................. 1st ......... 3rd ......... 2nd
HTR-11 ............... 1st ......... 3rd ......... 2nd
HTR-12 ............... 1st ......... 3rd ......... 2nd
HTR-21 ............... 1st ......... 3rd ......... 2nd
HTR-22 ............... 1st ......... 3rd ......... 2nd
IAC .................. 1st ......... 3rd ......... 2nd
IMRC ................. 1st ......... 3rd ......... 2nd
IMT VALVE ............ 1st ......... 3rd ......... 2nd
INJ-1 ................ 1st ......... 3rd ......... 2nd
INJ-2 ................ 1st ......... 3rd ......... 2nd
INJ-3 ................ 1st ......... 3rd ......... 2nd
INJ-4 ................ 1st ......... 3rd ......... 2nd
INJ-5 ................ 1st ......... 3rd ......... 2nd
INJ-6 ................ 1st ......... 3rd ......... 2nd
INJ-7 ................ 1st ......... 3rd ......... 2nd
INJ-8 ................ 1st ......... 3rd ......... 2nd
INJ-9 ................ 1st ......... 3rd ......... 2nd
INJ-10 ............... 1st ......... 3rd ......... 2nd
LFC .................. 1st ......... 3rd ......... 2nd
LFP .................. 1st ......... 3rd ......... 2nd
MIL .................. 1st ......... N/A ......... 2nd
SIL .................. 1st ......... N/A ......... 2nd
TCIL ................. 1st ......... N/A ......... 2nd
VCT .................. 1st ......... 3rd ......... 2nd
WAC .................. 1st ......... 3rd ......... 2nd


have been omitted.

J - PIN VOLTAGE CHARTS - 5.4L CNG article. If no fault is indicated,
G - TESTS
go to next step. If a fault is indicated, check each W/CODES - 5.4L CNG Article Text (p. 218)1998 Ford Econoli
related connector
for loose, damaged or corroded terminals. Repair as necessary. If
connector(s) is okay, replace suspect component. If replacement
component does not repair fault, install original component and go to
next step.
see J - PIN VOLTAGE CHARTS - 5.4L CNG article. If no fault is


values, see J - PIN VOLTAGE CHARTS - 5.4L CNG article. If voltage G - TESTS W/CODES - 5.4L CNG Article Text (p. 2


speed. For correct PID values, see J - PIN VOLTAGE CHARTS - 5.4L CNG
article. If no faults occur, fault cannot be identified with this
procedure. Return to step 1) and choose another procedure. If fault
occurs, isolate fault and repair as necessary.


some procedures.
J - PIN VOLTAGE CHARTS - 5.4L CNG article.
J - PIN VOLTAGE CHARTS - 5.4L CNG article. Watch for fault indicated
by PID value out of specification. If no faults occur, go to next
step. If fault occurs, go to step 10) for input system fault or step
20) for output system fault. G - TESTS W/CODES - 5.4L CNG Article Text (p
IDLE values given in J - PIN VOLTAGE CHARTS - 5.4L CNG article. If
values remain within specification, go to next step. If values do not
values given in J - PIN VOLTAGE CHARTS - 5.4L CNG article. If PID
values to 55 MPH values given in J - PIN VOLTAGE CHARTS - 5.4L CNG
article. If PID values remain within specification, fault cannot be
identified with this procedure. Return to step 1) and choose another
procedure. If PID values do not remain within specification, go to
step 10) for input system fault or step 20) for output system fault.


tester does not perform self-test or VPWR LED does not turn on, go to
next step.
52) Scan Tester Check G - TESTS W/CODES - 5.4L CNG Article Text (p. 221)1998 Ford Econoline E250For 1


circuit to PCM.
192) Wiggle Check


222) Check CKP BIAS
224) CASE GND/CKP SHIELD Fault
vehicle will not start, crank engine for 5-10W/CODES
G - TESTS seconds. If CASE
- 5.4LGND/CKP
CNG Article Text (p. 222)1998 Ford Econoline E250
step 247).


coil pack(s).
step 237).
233) Check For Hard Faults
Reconnect coil pack(s). Turn ignition on. Press tester RESET
button. Wait for initialization and coil test to run. If COIL FAULT G - TESTS W/CODES - 5.4L CNG Article Text
236) Circuit Check
239) Circuit Check
241).
all FAULT MEMORY LEDs are off, go to next step. If any FAULT MEMORY
LED is on, press RESET button wait for initialization. Continue to G - TESTS W/CODES - 5.4L CNG Article Text (p. 224)
retest.
242) Wiggle Test
Set MODE switch to "C" position. Press tester RESET button
and wait 5 seconds for initialization. Wiggle and bend wiring harness
and connectors. If all FAULT MEMORY LEDs are off, replace PCM and
retest. If any FAULT MEMORY LED is on, press RESET button and wait for
243) Check CKP BIAS
245) Circuit Check
248) Circuit Check
is 10,000 ohms or less, go to next step. If all resistance readings
are more than 10,000 ohms, go to step 251).
250) Isolate Short Circuit G - TESTS W/CODES - 5.4L CNG Article Text (p. 225
251) Sensor Check
step 255).
254) Isolate Short
END OF ARTICLE
G - TESTS W/CODES - 7.3L DIESEL
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Self-Diagnostics - Diesel
INTRODUCTION
If no diagnostic trouble codes or only pass codes (system

functioning properly) are found during self-diagnostics, proceed to
H - TESTS W/O CODES - 7.3L DIESEL article for diagnosis by symptom.
DIAGNOSTIC FORMATS

test and service the diesel EEC-V system. QUICK TEST allows technician
to identify problems and retrieve diagnostic trouble codes. CIRCUIT
TESTS check circuits, sensors and actuators.
faults exist, EEC-V system is functioning properly at this time.

they have been recorded or repaired. See CLEARING CODES.


Continuous Memory DTCs are retrieved after KOER ON-DEMAND SELF-TEST.
testing.
H - TESTS W/O CODES - 7.3L DIESEL article.

RETRIEVING CODES
Fault codes are retrieved from powertrain control system

through Data Link Connector (DLC). See Fig. 1. DLC is located under
left side of instrument panel, right side of steering column. Self-
scan tool. If a generic scan tool is used, ensure scan tool is
certified OBD-II standard.

READING CODES


Pass Codes
No codes present (system pass) indicates no diagnostic
trouble codes were recorded in that portion of test. If system pass is
not retrieved in KOEO ON-DEMAND SELF-TEST, DTCs retrieved during KOER
ON-DEMAND SELF-TEST may not be valid.

when KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-TEST result in a
DTC P1111 (system pass) and all steps under QUICK TEST have been
successfully completed. These codes indicate faults previously
recorded. Fault may or may not be currently present. See
CLEARING CODES G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 2

Ensure test equipment is properly attached. Program scan tool
using the following steps:

* Turn ignition on.
* Select CLEAR ALL.
All DTCs should now be cleared from PCM memory. If problem


5 minutes.

"E" Series .............. Left Rear Of Engine Compartment,

QUICK TEST
Description
Quick test is made up of 7 functional tests of EEC-V system.
misdiagnosis. All self-tests are completely menu driven using the New
Generation Star (NGS) scan tool.
* VISUAL CHECK
* CONTINUOUS MEMORY SELF-TEST
* KOEO (KEY ON ENGINE OFF) INJECTOR
G - TESTS W/CODESELECTRICAL SELF-TEST
- 7.3L DIESEL Article Text (p. 3)1998 Ford Econoline E250For 1
* KOER (KEY ON ENGINE RUNNING) SWITCH SELF-TEST
* KOER (KEY ON ENGINE RUNNING) CYLINDER CONTRIBUTION SELF-TEST
* KOER (KEY ON ENGINE RUNNING) GLOW PLUG MONITORING SELF-TEST
Diagnostic Aids
repeat QUICK TEST to ensure all EEC-V systems are functioning properly
NOTE: If performing repeated self-tests, disconnect glow plug

relay to keep battery from going dead. Relay is located on
top, right side of engine. Ignore any glow plug DTCs while
glow plug relay is disconnected.
VISUAL CHECK
Perform the following and make all necessary repairs before


Apply parking brake and place shift lever in Park position.

Generic Scan Tool

manufacturer's instructions to hookup equipment and record DTCs.
New Generation Star (NGS) Scan Tool

cable to vehicle Data Link Connector (DLC) and NGS scan tool. See
Fig. 2. Connect NGS scan tool power supply cable to power and go to

Description
A fault must be present at time of testing for KOEO ON-DEMAND SELF-
steps:

* Turn ignition on.
* If any Injector Driver Module (IDM) module DTCs are present,
G - TESTS
note andW/CODES
clear DTCs.- IDM
7.3Lstores
DIESELbothArticle Text
history and (p.DTCs.
hard 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair I
To ensure IDM is a hard code, repeat
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART. After test has
been completed, cycle ignition switch before performing other
Description
KOER on-demand self-test is a functional test of PCM
performed with ignition key on, engine running. A check is made on
Injection Control Pressure (ICP) and Exhaust Backpressure (EBP)
systems. During this test, engine RPM will increase, PCM will command
ICP high then low, then command EBP high and low. A fault must be
present at time of testing for KOER on-demand self-test to detect a
fault.
steps:

Description
Continuous memory self-test is a functional test of PCM. DTCs
can be retrieved or cleared with ignition on, engine off or with
engine running. Unlike KOEO and KOER self-tests, which can only be
activated on demand, continuous monitor is always active in monitoring
the system. When a fault is detected, code will be stored in memory.
This makes it possible to diagnose intermittent faults.
steps:

* Select RETRIEVE/CLEAR CONTINUOUS DTCs. G - TESTS W/CODES - 7.3L DIESEL Article Text (
* Turn ignition on.
note and clear DTCs. IDM stores both history and hard DTCs.
KOEO INJECTOR ELECTRICAL SELF-TEST
Description
Injector self-test is a functional test of PCM performed with
ignition key on, engine off. This test determines if injector circuits
and solenoids are electrically operating without fault. All injectors
will buzz together for about 2 seconds, then each individual injector
will buzz for about one second in numerical order.
steps:

* Select KOEO INJECTOR ELECTRICAL SELF-TEST.
* Turn ignition on.
NOTE: If no DTCs are present and injector self-test aborts while

trying to perform test, go to CIRCUIT TEST NA, step 29).
KOER SWITCH SELF-TEST
Description
KOER switch self-test is a functional test of PCM performed
with ignition key on, engine running. This test will set a code if
test does not detect a transition on one or more switches. After
pressing trigger to start self-test, wait 5 seconds beforeG running
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 7)
through driver operated controls to eliminate chance of setting a
false code. Accelerator pedal must first be depressed and released to
begin test, then parking brake, speed control on, off, set, resume,
coast, transmission control or clutch. Depress and release brake pedal
last, which will test both the Brake Pressure Applied (BPA) switch and
steps:

* Select KOER SWITCH SELF-TEST.
* Start engine and allow it to idle.
NOTE: Speed control DTCs will be set during KOER SWITCH SELF-TEST
if vehicle is not equipped with speed control. This is a
normal condition. On vehicles without speed control, ignore
DTCs P0565, P0566, P0567, P0568 and P0569.
KOER CYLINDER CONTRIBUTION SELF-TEST
Description
This test determines if all engine cylinders are contributing
equally to engine performance. PCM checks cylinders in numerical
order. A fault must be present at time of testing to detect a fault.
steps:

* Select KOER CYLINDER CONTRIBUTION SELF-TEST.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART. After test
G - TESTS has
W/CODES - 7.3L DIESEL Article Text (p. 8
KOER GLOW PLUG MONITORING SELF-TEST
Description
This test activates glow plug relay and monitors glow plug
relay circuits. A fault must be present at time of testing to detect a
fault.
steps:

* Select KOER GLOW PLUG MONITOR SELF-TEST.
* Maintain system voltage until test is complete.


digital inputs and outputs, calculated values and system status
information. To access PID mode, turn ignition off. Ensure test
steps:

DRIVER OPERATED CONTROLS CHECK
Using New Generation Star (NGS) scan tool, select appropriate

PID to be checked. See PARAMETER IDENTIFICATION (PID) and
PARAMETER IDENTIFICATION (PID) VALUES table. If PID value is not as
specified, perform appropriate CIRCUIT TEST.
PARAMETER IDENTIFICATION (PID) VALUES TABLE
Go To
Test (1) PID Circuit
PID Condition Value Test
AP ............. Accelerator Released ... (2) 0.6 Volt

Wide Open Throttle .... (2) 3.8 Volts ..... DE
IVS ............ Accelerator Released ........ Off
Wide Open Throttle ......... On ........... FE
BOO ............ Brake Pedal Depressed ....... On
Brake Pedal Released ........ Off ........... FD
BPA ............ Brake Pedal Depressed ....... On
Brake Pedal Released ........ Off ........... FB
PBA .............. Parking Brake On ........... On
Parking Brake Off ......... Off ........... FF
CPP/TCS (3) ... OD CNCL Button Depressed ..... On
OD CNCL Button Released ...... Off ......... (4)
TR (3) .......... Gear Selector In "P" ....... P/N
Gear Selector In "R" ....... REV
Gear Selector In "N" ....... NTRL
Gear Selector In OD ........ OD
Gear Selector In OD
With OD Light On ........ DRIVE
Gear Selector In L2 ........ MAN2
Gear Selector In L1 ........ MAN1 ......... (4)
TCIL (3) .......... With Ignition On ......... Off
Push OD Cancel (Latch) ...... On
Push OD Cancel (Unlatch) ..... Off .......... (4)
SCCS M (5) ........ With Ignition On ......... Open
Speed Control Off ........ Off
Speed Control On ......... On
Set/Accel ........... Set A/C
Coast .............. Coast
Resume .............. Resume ........ FG
CRUISE .......... (Speed Control/When
Driving Only) Off .......... Off
On ............... STNDBY
Set/Accel (After Pressing) ... Tap Up
Coast (After Pressing) ..... Tap Down ...... FG
4x4L ................. 4x4H Or 2H ............. Off
4x4L ................ On .......... FH
ACCS (6) ...... Max/Norm A/C Or Mix/DEF
With A/C Clutch On .......... On
Floor, Vent or A/C Clutch Off ... Off .......... FA Copyright © 1998 Mitchell Repai
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 10)1998 Ford Econoline E250For 1
(1) - If PID value is not as specified, perform appropriate
CIRCUIT TESTS.
(2) - Voltage is approximate.
(3) - E4OD automatic transmission only.
(4) - See TRANSMISSION SERVICE & REPAIR section.
(5) - Speed control.
(6) - A/C controls.
OUTPUT STATE SELF-TEST
Description
Output state self-test allows a technician to energize and
de-energize output actuators on command. After accessing OUTPUT STATE
TEST MODE, outputs can be turned on and off separately. After pressing
trigger to start self-test, accelerator pedal must be depressed then
released to cycle outputs high on solenoids, IDM relay, wait to start
light, Fuel Delivery Control Signal (FDCS), Electronic Feedback (EF)
and Transmission Control Indicator Light (TCIL). Depress and release
accelerator again to cycle outputs low. This self-test does not set
any DTCs.
To perform output state self-test, turn ignition off. Ensure
following steps:

* Select KOEO OUTPUT STATE SELF-TEST.
* Turn ignition on.
Description
To perform freeze frame data mode, turn ignition off. Ensure
following steps:
* Select VEHICLE & ENGINE SELECTION menu. G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 11)
* Turn ignition on.
* Select FREEZE FRAME PID REQUEST.
DRIVE CYCLE PROCEDURE
Description
Primary function of drive cycle procedure is to clear DTC
P1000 and to satisfy specifications for SAE J1979. Each OBD-II monitor
must run during drive cycle. If drive cycle has been completed and
P1000 is not cleared, repeat entire drive cycle. If a particular step
is interrupted, repeat drive mode. If drive cycle is interrupted with
a key-off, only drive modes that were incomplete must be run. A scan
tool can be used to observe a monitor system status, Parameter
Identification (PID) values and DTC output.

Take-Off (PTO), disengaged PTO system before performing
drive cycle.
Performing Drive Cycle

1) Turn ignition on, but do not crank engine until WAIT TO
START light turns off, or 10 seconds has passed (whichever is
greater).
2) Start engine. Allow engine to idle with transmission in
Park or Neutral for 40 seconds.
3) The following conditions must be followed to run certain
OBD-II monitors that require engine to be under a load. On A/T models,
select OVERDRIVE CANCEL to perform test in 3rd gear. On all models,
turn on accessories (headlights, A/C compressor, blower fan, etc.). DO
NOT use hazards or PTO. Select an uphill or level road. DO NOT select
a downhill road. Driving downhill will unload engine and defeat test.
4) Accelerate steadily to 3rd gear (A/T) and keep engine
speed at 1500 RPM for 3 seconds. Accelerate steadily from 35 MPH to 65
MPH in about 15 seconds. Repeat this procedure 3 times while
maintaining conditions set in step 3). Before proceeding, turn all
accessories off and disengage OVERDRIVE CANCEL. On A/T models, go to
next step.
5) On A/T models, drive vehicle in 4th gear continuously for
one minute. Accelerate steadily from a full stop to 4th gear and then
return to a full stop. Repeat this procedure 10 times, then go to next
step.
6) Before continuing, use scan tool and select EOT PID from
PID/DATA monitor menu. Ensure EOT PID value is more than 140 F (60 C).
Allow engine to idle for 20 seconds in Park or Neutral. Turn ignition
off. State engine. Allow engine to idle for 40 seconds in Park or
Neutral. Repeat QUICK TEST. Drive cycle is complete.G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 12)
7) If P1000 is present after performing drive cycle, repeat
step 4) maintaining a minimum MFDES PID value of 37 milligrams/stroke
with engine speed at more than 1500 RPM for 11 seconds. Also, repeat
step 6). MFDES PID value must remain less than 12 milligrams/stroke
for 11 seconds.
SUMMARY

problem still exists, proceed to H - TESTS W/O CODES - 7.3L DIESEL
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS
NOTE: Speed control codes will be set during KOER SWITCH SELF-TEST
is vehicle is not equipped with speed control. This is a
Codes P0565, P0566, P0567, P0568 and P0569.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART - 1998 Models

W/Mechanical Fuel Pump
Circuit Test/Step
Conti-
DTC Description KOEO KOER nuous
----- System Pass (No DTCs Available) - ---- ---- ----
P0107 BARO Circuit Low Input DH1 ---- DH1
P0108 BARO Circuit High Input DH8 ---- DH8
P0112 IAT Sensor Circuit Low Input DA5 ---- DA8
P0113 IAT Sensor Circuit High Input DA1 ---- DA8
P0122 Accelerator Pedal Sensor Circuit DE5 ---- DE5

(1) Low Input

(1) High Input
P0196 EOT Sensor Circuit Performance ---- DB10 ----
P0197 EOT Sensor Circuit Low Input DB4 ---- DB6

(1)
P0198 EOT Sensor Circuit High Input DB1 ---- DB6

(1)
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 13)
P0220 Throttle Switch B Circuit Malfunction ---- FE1 ----
(1)
P0221 Throttle Switch B Circuit Malfunction ---- ---- FE1

(1)
P0236 Turbo Boost Sensor A Circuit Performance DC1 ---- DC1

(1)
P0237 Turbo Boost Sensor A Circuit Low Input DC5 ---- DC16
(1)
P0238 Turbo Boost Sensor A Circuit High Input DC15 ---- DC24
(1)
P0261 Injector Circuit Low - Cylinder 1 NA1 ---- NA1

(1)
P0262 Injector Circuit High - Cylinder 1 NA6 ---- NA6
P0263 Cylinder 1 Contribution/Balance Fault ---- NA25 ----

(1)

(1)

(1)

(1)

(1)
G - TESTS W/CODES - 7.3L DIESEL Article Text


(1)

(1)
P0340 CMP Sensor Circuit Malfunction DG1 ---- DG1
P0341 CMP Sensor Circuit Performance ---- DG1 DG1

(1)
P0344 CMP Sensor Circuit Intermittent DG1 ---- DG1

(1)
P0380 Glow Plug Circuit Malfunction KC3 ---- KC3
P0381 Glow Plug Indicator Circuit Malfunction KD1 ---- KD3
P0470 Exhaust Back Pressure Sensor Circuit DF1 ---- DF3

Malfunction
P0471 Exhaust Back Pressure Sensor Circuit ---- ---- DF5

Performance

Low Input

High Input
P0475 Exhaust Pressure Control Valve KB1 ---- ----

Malfunction
P0476 Exhaust Pressure Control Valve ---- KB7 KB7

Performance
P0478 Exhaust Pressure Control Valve High Input ---- ---- DF17
P0500 Vehicle Speed Sensor Malfunction - ---- ---- HB1

KOER Tests G - TESTS W/COD
P0560 System Voltage Malfunction ---- A1 ----
P0562 System Voltage Low A1 ---- A1
P0563 System Voltage High A1 ---- A1
P0565 Cruise "On" Signal Malfunction ---- FG1 ----
P0566 Cruise "Off" Signal Malfunction ---- FG1 ----
P0567 Cruise "Resume" Signal Malfunction ---- FG1 ----
P0568 Cruise "Set" Signal Malfunction ---- FG1 ----
P0569 Cruise "Coast" Signal Malfunction ---- FG1 ----
P0571 Brake Switch A Circuit Malfunction ---- FB1 ----
P0603 Internal Control Module KAM Error MA1 ---- MA1
P0605 Internal Control Module ROM Error MD1 ---- MD1
P0606 PCM Processor Fault MC1 ---- ----
P0703 Brake Switch B Circuit Malfunction ---- FD1 ----
P0704 Clutch Pedal Position Switch ---- FC1 ----

Input Circuit Malfunction
P0705 TR Sensor Circuit Malfunction (3) (3) (3)

(2)
P0707 TR Sensor Circuit Low Input (3) (3) (3)

(2)
P0708 TR Sensor Circuit High Input (3) (3) (3)

(2)
P0712 Transmission Fluid Temp. Sensor CKT (3) (3) (3)

Low Input

High Input
P0741 TCC Circuit Performance (3) (3) (3)
P0743 Torque Converter Clutch System (3) (3) (3)

Electrical Failure
P0750 Shift Solenoid 1 Malfunction (3) (3) (3)

P0751 Shift Solenoid A Performance (3) (3) (3)
P0756 Shift Solenoid B Performance (3) (3) (3)
P0760 Shift Solenoid C Malfunction (3) (3) (3)
P0781 1-2 Shift Malfunction (3) (3) (3)

(2)

(2)

(2)
P1000 OBD-II Monitor Checks Not Complete; ---- ---- MB

More Driving Required
P1184 Engine Oil Temp. Sensor Circuit ---- DB10 ----

Performance
P1209 Injection Control System Pressure ---- ---- KE15

Peak Fault
P1210 Injection Control Pressure DD11 ---- DD22

Above Expected Level
P1211 ICP Not Controllable - KE15 KE7 KE15

(1) Pressure Above/Below Desired
P1212 ICP Voltage Not At Expected Level DD11 ---- DD14

(1)
P1218 CID Stuck High KA10 ---- KA10
P1219 CID Stuck Low KA9 ---- KA9
P1247 Turbo Boost Pressure Low ---- ---- DC1
P1248 Turbo Boost Pressure Not Detected ---- ---- DC1
P1261 High to Low Side Short - Cylinder 1 NA6 ---- NA6
P1264 High to Low Side Short - Cylinder 4 NA6 ---- NA6 G - TESTS W/COD
P1271 High to Low Side Open - Cylinder 1 NA11 ---- NA11
P1280 ICP Circuit Out of Range Low DD1 ---- DD1

(1)
P1281 ICP Circuit Out of Range High DD8 ---- DD8
P1282 Excessive ICP ---- KE5 KE5
P1283 IPR Circuit Failure KE1 ---- ----

(1)
P1284 ICP Failure - Aborts KOER or CCT Test ---- DD21 ----
P1291 High Side No. 1 (Right) NA16 ---- NA16

Short to GND or B+
P1292 High Side No. 2 (Left) NA16 ---- NA16

Short to GND or B+
P1293 High Side Open Bank No. 1 (Right) NA20 ---- NA20
P1294 High Side Open Bank No. 2 (Left) NA20 ---- NA20
P1295 Multiple Faults on Bank No. 1 (Right) NA29 ---- NA29

(1)
P1296 Multiple Faults on Bank No. 2 (Left) NA29 ---- NA29

(1) G - TESTS W/CODES - 7.3L DIESEL Article Te
P1297 High Sides Shorted Together NA27 ---- NA27
P1298 IDM Failure KA1 ---- KA1
P1316 Injector Circuit/IDM Codes Detected FJ10 ---- FJ10
P1391 Glow Plug Circuit Low Input ---- KC1 KC1

Bank No. 1 (Right)
P1392 Glow Plug Circuit High Input ---- KC1 KC1

Bank No. 1 (Right)

Bank No. 2 (Left)

Bank No. 2 (Left)
P1395 Glow Plug Monitor Fault Bank No. 1 ---- KC1 KC1
P1397 System Voltage Out of Self-Test Range ---- KC15 KC15
P1464 A/C On During KOER or CCT Test ---- FA1 ----
P1501 Vehicle Moved During Testing ---- Repeat ----

Test
P1502 Invalid Self-Test - APCM Functioning QA QA QA
P1531 Invalid Test - Accelerator Pedal Movement ---- Repeat ----

Test
P1536 Parking Brake Applied Failure ---- FF ----
P1660 Output Circuit Check Signal High KJ ---- KJ
P1661 Output Circuit Check Signal Low KK ---- KK
P1662 IDM_EN Circuit Failure NC1 ---- ----
P1663 FDCS Circuit Failure KF1 ---- ----
P1667 CID Circuit Failure KA1 ---- ----
P1668 PCM - IDM Diagnostic Communication Error FJ1 ---- FJ1
P1670 EF Feedback Signal Not Detected ---- ---- FJ1
P1704 Digital TRS Failed to Transition State G----- TESTS W/CODES - 7.3L DIESEL Article Text (p. 19)1998 Ford
---- ----
P1705 TR Sensor Out of Self-Test Range (3) (3) (3)
P1706 High Vehicle Speed In Park (3) (3) (3)

(2)
P1711 TFT Sensor Out of Self-Test Range (3) (3) (3)
P1714 Shift Solenoid A (3) (3) (3)

Inductive Signature Malfunction
P1715 Shift Solenoid B (3) (3) (3)

P1727 Coast Clutch Solenoid (3) (3) (3)

P1728 Transmission Slip Error - (3) (3) (3)

(2) Converter Clutch Failed
P1729 4x4L Switch Error AD1 ---- AD1
P1740 Torque Converter Clutch (3) (3) (3)

P1742 Torque Converter Clutch Failed On (3) (3) (3)

System Performance
P1746 EPC Solenoid Open Circuit (3) (3) (3)
P1747 EPC Solenoid Short Circuit (3) (3) (3)
P1748 EPC Malfunction (3) (3) (3)

(2)
P1754 CCS (Solenoid) Circuit Malfunction (3) (3) (3)
P1779 TCIL Circuit Malfunction (3) (3) (3)
P1780 TCS Circuit Out of Self-Test Range (3) (3) (3)
P1781 4x4L Circuit Out of Self-Test Range AD1 ---- AD1
P1783 Transmission Overtemperature Condition (3) (3) (3)

(2)
G - TESTS W/CODES - 7.3L DIESEL Article Text (
No No Communication QA1 QA1 QA1
Code
No Auxiliary Powertrain Control System HA1 HA1 HA1

Code
No Tachometer KG1 KG1 KG1

Code
(1) - Malfunction Indicator Light (MIL) illuminates when fault is

present. MIL will turn off if no fault is detected for
4 consecutive drive cycles.
(2) - Transmission Control Indicator Light (TCIL) flashes when
fault is present.
(3) - See appropriate article in the TRANSMISSIONS section.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART - 1998 1/2 Models

W/Electric Fuel Pump
Circuit Test/Step
Conti-
----- System Pass (No DTCs Available) ---- ---- ----
P0113 IAT Sensor Circuit High Input DA ---- DA8

(1) Low Input

(1) High Input

(1)

(1)

(1)
G - TESTS W/COD
(1)
P0230 Fuel Pump Relay Driver Fail FK1 ---- FK16
P0231 Fuel Pump Relay Driver Failed On FK5 ---- FK18
P0232 Fuel Pump Relay Driver Failed Off FK11 ---- FK11
P0236 Turbo Boost Sensor A Circuit Performance DJ1 ---- DJ1

(1)
P0237 Turbo Boost Sensor A Circuit Low Input DJ5 ---- DJ13
(1)
P0238 Turbo Boost Sensor A Circuit High Input DJ11 ---- DJ15
(1)

(1)

(1)

(1)

(1)

(1)
P0275 Cylinder 5 Contribution/Balance Fault ---- NA25 ---- G - TESTS W/COD

(1)

(1)

(1)
P0301 Fault Cylinder A - ---- ---- NA25

Misfire Detected (CYL 1)
P0302 Fault Cylinder B - ---- ---- NA25

P0303 Fault Cylinder C - ---- ---- NA25

P0304 Fault Cylinder D - ---- ---- NA25

P0305 Fault Cylinder E - ---- ---- NA25

P0306 Fault Cylinder F - ---- ---- NA25

P0307 Fault Cylinder G - ---- ---- NA25

P0308 Fault Cylinder H - ---- ---- NA25


(1)
P0344 CMP Sensor Circuit Intermittent DG1 ---- DG1 G - TESTS W/CODES - 7.3L DIESEL Article Te
(1)
P0460 Fuel Tank Level Indicator Circuit ---- ---- ----

Malfunction

Malfunction

Performance

Low Input

High Input

Malfunction

Performance

KOER Tests

G - TESTS W/CODES - 7.3L DIESEL Article Te


(2)

(2)

Low Input

High Input
P0731 Gear One Ratio Error ---- ---- ----

(4)
P0732 Gear Two Ratio Error ---- ---- ----

(4)
P0733 Gear Three Ratio Error ---- ---- ----

(4)

Electrical Failure

(2)
G - TESTS W/COD
(2)

(2)

P1139 Water in Fuel Indicator DM1 ---- DM1

Circuit Malfunction
P1140 Water in Fuel Condition ---- ---- DL1
P1184 Engine Oil Temp Sensor ---- DB10 ----

Circuit Performance
P1209 Injection Control System ---- ---- KE15

Pressure Peak Fault



(1)
P1268 High to Low Side Short - Cylinder 8 NA6 ---- NA6 G - TESTS W/COD

(1)

(1)

(1)

Short to GND or B+

Short to GND or B+

(1)

(1)

P1389 Glow Plug High Side ---- KC1 KC1
Circuit Out of Range Low

Bank No. 1 (Right)

Bank No. 1 (Right)

Bank No. 2 (Left)

Bank No. 2 (Left)

Test

Test
P1536 Parking Brake Applied Failure ---- FF1 ----
P1634 Data Output Link Failure ---- ---- KM1
P1660 Output Circuit Check Signal High KH ---- KH
P1661 Output Circuit Check Signal Low KJ ---- KJ
P1668 PCM-IDM Diagnostic Communication Error FJ1 ---- FJ1
P1704 Digital TRS Failed to Transition State ---- ---- ----
P1705 TR Sensor Out of Self-Test Range (3) (3) (3) G - TESTS W/COD
P1706 High Vehicle Speed in Park (3) (3) (3)
(2)






Performance

(2)

(2)

Code G - TESTS W/CODES - 7.3L DIESEL Article Tex
Code

Code

present. On California models, MIL will turn off if no fault
is detected for 3 consecutive drive cycles.
fault is present.
(4) - Testing information is not available from manufacturer at
CIRCUIT TESTS

necessary to perform most circuit tests. References to Test
Pin No. found in CIRCUIT TEST steps refer to test terminals
on manufacturer's breakout box.

BASIC DIAGNOSTIC PROCEDURES in F - BASIC TESTING - 7.3L DIESEL article
have been corrected. DO NOT perform any CIRCUIT TEST unless
specifically instructed by a QUICK TEST procedure or a diagnostic
trouble code reference chart. Follow each test step in order until
fault is found. DO NOT replace any part unless directed to do so. When
4) Disconnect solenoids and switches from wiring harness
before measuring continuity and resistance or applying voltage. After
each repair, check all component connections and repeat QUICK TEST.
5) An open circuit is defined as a resistance reading of more
than 5 ohms. This specification tolerance may be too high for some
items in EEC-V system. If resistance approaches 5 G - TESTS
ohms, alwaysW/CODES
clean - 7.3L DIESEL Article Text (p. 30)1998 For
grease. A short is defined as a resistance reading of less than 10,000
ohms to ground, unless stated otherwise in CIRCUIT TEST.

CIRCUIT TEST A - VEHICLE BATTERY
Diagnostic Aids
Enter this CIRCUIT TEST only if directed here from QUICK
TEST, another test or chart. This test is only intended to diagnose:
* Closed loop power relay.

* Battery positive voltage (B+).
* Wiring harness circuits (SIG RTN, PWR GND, Ignition Switch,
VREF, KAPWR and VPWR).

problem:
* Battery cables.
* Ignition switch.
* Voltage regulator.
* Ground straps.
* Generator.

G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 32)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
Fig. 3: Vehicle Battery Test Circuits
1) DTC P0560, P0562 Or P0563: Check Battery Voltage

Turn ignition off. Measure voltage between battery terminals.
If voltage is 10.5 volts or less, repair charging system as necessary.
2) Check For Battery Voltage
Measure voltage between negative battery terminal and output
terminal (Yellow wire) of fuse No. 9 at power distribution box. If
battery voltage is present, go to next step. If battery voltage is not
present, locate and repair open circuit in Yellow wire.
3) Check Fuse
Remove and inspect fuse No. 9 at power distribution box. If
fuse is okay, go to next step. If fuse is blown, locate and repair
short to ground and replace fuse.
4) Check Circuit No. 37
Turn ignition off. Remove PCM relay from power distribution
box. Measure resistance between non-powered side of No. 9 fuse holder
and Yellow wire at PCM relay connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, locate and
repair open circuit in Yellow wire.
5) Check Ignition Feed To Diode
Remove diode from power distribution box. Turn ignition on.
Measure voltage between negative battery terminal and ignition feed
side of diode connector. If battery voltage is present, go to next
step. If battery voltage is not present, locate and repair open
circuit in Red/Light Green wire or replace defective ignition switch.
6) Check Diode
Turn ignition off. Using an ohmmeter, check diode continuity.
Ensure continuity exists in one direction only. Replace diode as
necessary. If diode is okay, go to step 13).

have been omitted.

Turn ignition off. Measure resistance between negative
battery terminal and circuit No. 57 (Black wire) at PCM relay
resistance is 5 ohms or more, repair open circuit in Black wire.
Disconnect PCM 104-pin connector and inspect for damaged
pins, corrosion and loose wires. Repair as necessary. Install Breakout
Box (014-00950), leaving PCM disconnected. Measure resistance of Red
wire between PCM relay connector and test pins No. 71 and 97 at
resistance is 5 ohms or more, locate and repair open circuit in Red
wire between PCM relay and PCM connector.
Measure resistance between negative battery terminal and test
pins No. 25, 51, 76, 77 and 103 at breakout box. If each reading is
less than 5 ohms, go to step 14).

have been omitted.
12) Check Voltage At PCM Relay
box. Measure voltage between negative battery terminal and circuit No.
37 (Yellow wire) at PCM relay connector. If battery voltage is
present, go to step 5). If battery voltage is not present, locate and
repair open circuit in Yellow wire between PCM relay and starter
relay.
Turn ignition off. Measure resistance of Red/Light Green wire
between non-powered side of diode connector and PCM relay connector.
If resistance is less than 5 ohms, go to step 8). If resistance is 5
ohms or more, repair open circuit in Red/Light Green wire between
diode and relay.
14) Check PCM Relay
Turn ignition on. Measure voltage between negative battery
terminal and test pins No. 71 and 97 at breakout box. If battery
voltage is present, replace PCM. If battery voltage is not present,
replace PCM relay.
Diagnostic Aids
sensors. This CIRCUIT TEST is only intended to diagnose the following
* Three-wire sensors.
Fig. 4: Identifying Reference Voltage Circuits
1) Check Vehicle Battery Power Circuit

G - TESTSPCM 104-pin connector
W/CODES and
inspect for damaged pins, corrosion and loose wires. Repair as
breakout box. Turn ignition on. Measure voltage between test pins No.
55, 71 and 97 and test pins No. 25, 51, 76, 77 and 103 at breakout
box. If all readings are more than 10.5 volts and within one volt of
each other, go to next step. If any reading is 10.5 volts or less or
not within one volt of each other, go to CIRCUIT TEST A.
2) Check VREF Voltage
Measure voltage between test pins No. 90 and 91 at breakout
box. If voltage is 4-6 volts, go to next step. If voltage is less than
4 volts, go to step 5). If voltage is more than 6 volts, go to step
4).
3) Check VREF & SIG RTN Circuits
Turn ignition off. Disconnect suspect sensor connector.
Disconnect PCM from breakout box. Measure resistance between test pin
No. 90 at breakout box and VREF circuit terminal at suspect sensor
wiring harness connector. Also, measure resistance between test pin
No. 91 at breakout box and SIG RTN circuit terminal at suspect sensor
wiring harness connector. If both readings are less than 5 ohms, no
problem is indicated at this time. Fault may be intermittent. If any
reading is 5 ohms or more, locate and repair open in VREF or SIG RTN
circuit. Reconnect all components and repeat QUICK TEST.
4) Check For Excess Voltage
Disconnect PCM connector from breakout box. Disconnect scan
tool. Turn ignition on. Measure voltage between negative battery
terminal and test pin No. 90 at breakout box. If voltage is less than
5 volts, replace PCM. Reconnect all components and repeat QUICK TEST.
If voltage is 5 volts or more, locate and repair short to power.
Reconnect all components and repeat QUICK TEST.
and test pins No. 25, 51, 76, 77 and 103 at breakout box. If all
readings are less than 5 ohms, go to next step. If any reading is 5
ohms or more, replace PCM.
6) Check For Shorted Accelerator Pedal (AP) Sensor
Disconnect AP sensor connector. Sensor is located above
accelerator pedal. Inspect connector for damaged pins, corrosion and
loose wires. Repair as necessary. Turn ignition on. Measure voltage
between test pins No. 90 and 91 at breakout box. If voltage is less
than 4 volts, leave sensor disconnected and go to next step. If
voltage is 4 volts or more, replace AP sensor. Reconnect all
components and repeat QUICK TEST.
7) Check For Shorted Camshaft Position (CMP) Sensor
Turn ignition off. Disconnect CMP sensor connector. Sensor is
located in front of engine. Inspect connector for damaged pins,
corrosion and loose wires. Repair as necessary. Turn ignition on.
voltage is less than 4 volts, leave sensor disconnected and go to next
step. If voltage is 4 volts or more, replace CMP sensor. Reconnect all
8) Check For Shorted Injection Control Pressure (ICP) Sensor
Turn ignition off. Disconnect ICP sensor connector. Sensor is
located on top left side of engine. Inspect connector for damaged
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 3
pins, corrosion and loose wires. Repair as necessary. Turn ignition
on. Measure voltage between test pins No. 90 and 91 at breakout box.
If voltage is less than 4 volts, leave sensor disconnected and go to
next step. If voltage is 4 volts or more, replace ICP sensor.
9) Check Exhaust Back Pressure (EPB) Sensor
Turn ignition off. Disconnect EPB sensor connector. Sensor is
located on top box of engine. Inspect connector for damaged pins,
step. If voltage is 4 volts or more, replace EPB sensor. Reconnect all
10) Check For Shorted Manifold Absolute Pressure (MAP) Sensor
Turn ignition off. Disconnect MAP sensor connector. Inspect
connector for damaged pins, corrosion and loose wires. Repair as
necessary. Turn ignition on. Measure voltage between test pins No. 90
and 91 at breakout box. If voltage is less than 4 volts, leave sensor
disconnected and go to next step. If voltage is 4 volts or more,
replace MAP sensor. Reconnect all components and repeat QUICK TEST.
11) Check For Shorted Barometric Pressure (BARO) Sensor
Turn ignition off. Disconnect BARO sensor connector. Sensor
is located behind left side of instrument panel. Inspect connector for
damaged pins, corrosion and loose wires. Repair as necessary. Turn
ignition on. Measure voltage between test pins No. 90 and 91 at
breakout box. If voltage is less than 4 volts, leave sensor
replace BARO sensor. Reconnect all components and repeat QUICK TEST.
12) Check For Shorted VREF Circuit
Disconnect PCM connector from breakout box. Ensure all 6
sensors are disconnected. Measure resistance between test pin No. 90
and test pins No. 25, 51, 76, 77, 91 and 103 at breakout box. If all
readings are more than 10,000 ohms, replace PCM. Reconnect all
components and repeat QUICK TEST. If any reading is 10,000 ohms or
less, locate and repair short to ground. Reconnect all components and
repeat QUICK TEST.
CIRCUIT TEST DA - INTAKE AIR TEMPERATURE (IAT) SENSOR
Diagnostic Aids

* Wiring harness circuits (IAT and SIG RTN).
G - TESTS W/CODES - 7.3L DIESEL Article Text (p.

Fig. 5: Intake Temperature Sensor Circuits & Connector Terminals
1) DTC P0113
This DTC indicates sensor signal voltage is more than self-
test maximum. Check for following possible causes:
* Faulty sensor.
Ensure scan tool is connected to Data Link Connector (DLC).

See VEHICLE PREPARATION & EQUIPMENT HOOKUP under QUICK TEST. Turn
ignition on. Using scan tool, select IAT V PID (voltage) from PID/DATA
monitor menu. If voltage is 4.9 volts or more, go to next step. If
voltage is less than 4.9 volts, go to step 8).
2) Induce Opposite Failure
Disconnect IAT sensor connector. Connect a jumper wire
between ground and terminal No. 2 (Gray wire) at IAT sensor wiring
harness connector. If voltage is more than zero volts, go to step 4).
If voltage is zero volts, go to next step.
Turn ignition off. Measure resistance between ground and
terminal No. 1 (Gray/Red wire) at IAT sensor wiring harness connector.
If resistance is less than 5 ohms, replace IAT sensor. Clear DTCs and
repeat QUICK TEST. If resistance is 5 ohms or more, locate and repair
open circuit in Gray/Red wire. Clear DTCs and repeat QUICK TEST.
4) Check Sensor Signal Circuit
Turn ignition off. Disconnect PCM 104-pin connector and
G - TESTS
Measure W/CODES
resistance - 7.3L
between DIESEL
terminal No. 2Article Textat(p.
(Gray wire) IAT37)1998 Ford Econoline E250For 1
sensor Copyright © 1998 Mitchell Repai
resistance is less than 5 ohms, replace PCM. Clear DTCs and repeat
QUICK TEST. If resistance is 5 ohms or more, locate and repair open
circuit in Gray wire. Clear DTCs and repeat QUICK TEST.
5) DTC P0112
This DTC indicates sensor signal is less than self-test

* Faulty sensor.

monitor menu. If voltage is .13 volt or less, go to next step. If
voltage is more than .13 volt, go to step 8).
Observe scan tool and disconnect IAT sensor connector. If
voltage is 4.59 volts or more, replace IAT sensor. Clear DTCs and
repeat QUICK TEST. If voltage is less than 4.59 volts, go to next
step.
Measure resistance between test pin No. 39 and test pins No. 51, 76,
77, 91 and 103 at breakout box. If all readings are more than 10,000
ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is
10,000 ohms or less, locate and repair short to ground in Gray/Yellow
wire. Clear DTCs and repeat QUICK TEST.
8) Continuous Memory DTC P0112 Or P1113: Check Sensor
* Faulty sensor.
* Faulty PCM.
With scan tool connected, turn ignition on. Access IAT V PID
(voltage) from PID/DATA monitor menu. While observing scan tool, tap
on sensor to simulate road shock. Wiggle sensor connector. If no
change in voltage occurs, go to next step. If any change in voltage
occurs, replace IAT sensor. Clear DTCs and repeat QUICK TEST.
While observing IAT V PID, wiggle and bend small sections of
wiring harness working toward PCM. If fault is indicated (voltage
fluctuates), isolate fault and repair as necessary. Clear DTCs and
repeat QUICK TEST. If no fault is found, go to next step.
Turn ignition off. Disconnect PCM 104-pin connector and IAT
connector. Inspect connectors for damaged pins, corrosion and loose
wires. If connectors and terminals are damaged, repair as necessary
cannot be duplicatedGat- this time and
TESTS testing is-complete.
W/CODES 7.3L DIESEL Article Text (p. 38)1998 Ford Econoline E250For 1
CIRCUIT TEST DB - ENGINE OIL TEMPERATURE (EOT) SENSOR
Diagnostic Aids
* Engine Oil Temperature (EOT) sensor.

* Wiring harness circuits (EOT and SIG RTN).
Fig. 6: Identifying Engine Oil Temperature Sensor Circuits &

Connector Terminals
1) DTC P0198
* Faulty sensor.
* Faulty harness or connector.
Disconnect EOT sensor connector. Measure resistance between

ground and terminal No. 1 (Gray/Red wire) at EOT sensor wiring harness
resistance is 5 ohms or more, locate and repair open circuit in
Gray/Red wire. Clear DTCs and repeat QUICK TEST.
Turn ignition on. Connect a jumper wire between terminals at
EOT sensor wiring harness connector. Check for DTCs. If DTC P0197 is
not present, go to next step. If DTC P0197 is present, replace EOT
sensor. Clear DTCs and repeat QUICK TEST.
Turn ignition off. Disconnect PCM 104-pin connector Gand
Measure resistance between terminal No. 2 (Light Green/Red wire) at
EOT sensor wiring harness connector and test pin No. 38 at breakout
box. If resistance is less than 5 ohms, replace PCM. Clear DTCs and
open circuit in Light Green/Red wire. Clear DTCs and repeat QUICK
TEST.
4) DTC P0197

* Faulty sensor.
Disconnect EOT sensor connector. Perform

KOEO ON-DEMAND SELF-TEST. DTC If P0198 is not present, go to next
step. If DTC P0198 is present, replace EOT sensor. Clear DTCs and
repeat QUICK TEST.
76, 77, 91 and 103 at breakout box. If all readings are more than 10,
000 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If any
reading is 10,000 ohms or less, locate and repair short to ground in
wiring harness. Clear DTCs and repeat QUICK TEST.
* Faulty sensor.
* Faulty PCM.
With scan tool connected, turn ignition on. Access EOT PID
from PID/DATA monitor menu. While observing scan tool, tap on sensor
to simulate road shock. Wiggle sensor connector. If PID value does not
change to 212 F (100 C), go to next step. If PID value changes to
212 F (100 C), go to step 9).
While observing EOT PID, wiggle and bend small sections of
wiring harness working toward PCM. If fault is indicated (PID value
changes to 212 F (100 C), isolate fault and repair as necessary. Clear
DTCs and repeat QUICK TEST. If no fault is found, go to next step.
8) Inspect PCM & Wiring Harness Connector
connector for damaged pins, corrosion and loose wires. If connector
and terminals are damaged, repair as necessary and repeat QUICK TEST.
If connector and terminals are okay, fault cannot be duplicated at
this time and testing is complete.
9) Inspect EOT Sensor Connector
Turn ignition off. Disconnect EOT sensor connector. Inspect
connector for damaged pins, corrosion and loose wires. If connectors
If connector and terminals are okay, replace EOT sensor. Clear DTCs
10) DTC P0196 Or P1184
These DTCs indicate engine oil temperature is not warm enough
to perform KOER CYLINDER CONTRIBUTION SELF-TEST. Possible causes for
this fault are:
* Engine not normal operating temperature.

* Low oil level.
* Faulty cooling system.
* Faulty EOT sensor.
* Faulty EOT sensor circuit.
Verify no KOEO DTCs are present. Drive vehicle or operate

engine until engine is at normal operating temperature. Perform
KOER CYLINDER CONTRIBUTION SELF-TEST. If DTC P0196 or P1184 is
present, go to next step. If DTC P0196 or P1184 is not present, repair
other DTCs that are present. Clear DTCs and repeat QUICK TEST.
11) Check EOT Sensor
fluctuate or does not change to less than 165 F (74 C), go to next
step. If PID value fluctuates or changes to less than 165 F (74 C),
replace EOT sensor. Clear DTCs and repeat QUICK TEST.
fluctuates, isolate fault and repair as necessary. Clear DTCs and
13) Inspect PCM & EOT Sensor Wiring Harness Connectors
Turn ignition off. Disconnect PCM 104-pin connector and EOT
sensor connector. Inspect connectors for damaged pins, corrosion and
loose wires. If connectors and terminals are damaged, repair as
necessary and repeat QUICK TEST. If connectors and terminals are okay,
fault cannot be duplicated at this time and testing is complete.
CIRCUIT TEST DC - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
NOTE: This test is for 1998 models with mechanical fuel pump.
Diagnostic Aids
* MAP sensor.
* Wiring harness circuits (VREF, SIG RTN and MAP SIG).
Fig. 7: Identifying MAP Sensor Circuits & Connector Terminals
1) DTC P0236, P1247 Or P1248

DTC P0236 indicates faulty turbo boost sensor circuit
performance. DTCs P1247 and P1248 indicate turbo boost pressure is low
or not detected. Possible causes for these faults are:
* Damaged MAP sensor hose.

* Faulty MAP sensor.
* Low turbo boost.
* Intake manifold or crossover leaks.
Inspect MAP sensor hose for damage, misrouting or

restriction. Replace hose as necessary. Clear DTCs and repeat
QUICK TEST. If hose is okay, go to next step.
2) MAP Sensor Frequency Check
Disconnect MAP sensor connector. Connect MAP sensor tester
between MAP sensor and MAP sensor wiring harness connector. Connect
DVOM to MAP sensor. Set DVOM to frequency scale. Turn ignition on. If
frequency is 90-115 Hz, leave MAP sensor tester connected and go to
next step. If frequency is not 90-115 Hz, replace MAP sensor. Clear
DTCs and repeat QUICK TEST.
3) MAP Sensor Pressure Check Copyright © 1998 Mitchell Repai
G - TESTS W/CODES
Disconnect - 7.3L
MAP sensor DIESEL
vacuum hose.Article Text (p. Adapter
Using Pressure 42)1998 Ford Econoline E250For 1
(014-00761), apply 10 psi to MAP sensor. If frequency is 135-155 Hz,
go to next step. If frequency is not 135-155 Hz, replace MAP sensor.
Clear DTCs and repeat QUICK TEST.
4) MAP Sensor Performance Test
Reconnect vacuum hose to MAP sensor. Disconnect MAP sensor
vacuum hose from intake manifold. Install a pressure (boost) gauge to
intake manifold. Road test vehicle and accelerate vehicle to achieve
full boost. If boost is 12 psi or more, replace PCM. Clear DTCs and
repeat QUICK TEST. If boost is less than 12 psi, inspect intake
manifolds and crossover tubes for leaks. Check turbo condition. Repair
as necessary.
5) KOEO DTC P0237
DTC P0237 indicates low input to turbo boost sensor. Possible

* Open or shorted wiring harness circuits.
* Faulty PCM.
Turn ignition off. Disconnect MAP sensor connector. Connect

MAP sensor tester between MAP sensor and MAP sensor wiring harness
connector. Connect banana plugs of tester into DVOM. Turn ignition on
and observe tester. If Green light is on, VREF and SIG RTN circuits
are okay. Go to next step. If voltage reading is less than 4 volts and
Red light is on or no light is on, go to step 11). If voltage reading
is more than 6 volts and Red light is on, go to step 14).
6) Check For Short To Ground In MAP Sensor Signal Circuit
Box (014-00950), leaving PCM disconnected. Disconnect MAP sensor
connector. Measure resistance between test pin No. 88 and test pins
No. 25, 51, 76, 77, 91 and 103 at breakout box. If all readings are
more than 10,000 ohms, go to next step. If any reading is 10,000 ohms
or less, locate and repair short to ground in MAP sensor signal
circuit. Clear DTCs and repeat QUICK TEST.
7) Check For Short To Power In MAP Sensor Signal Circuit
Turn ignition on. Measure resistance between test pin No. 88
and test pins No. 55, 71 and 97 at breakout box. If all readings are
or less, locate and repair short to power in MAP sensor signal
8) Check For Shorted VREF-To-MAP Sensor Signal Circuit
and test pin No. 88 at breakout box. If resistance is more than 10,000
ohms, go to next step. If resistance is 10,000 ohms or less, VREF is
shorted to MAP sensor signal circuit. Repair as necessary. Clear DTCs
9) Check MAP Sensor Signal Circuit Continuity
and Light Green/Black wire at MAP sensor wiring harness connector. If
ohms or more, locate and repair open circuit in Light Green/Black
10) Check PCM
voltage between ground and Light Green/Black wire at MAP sensor wiring
harness connector. If voltage is 4.5-5.5 volts, replace MAP sensor.
Clear DTCs and repeat QUICK TEST. If voltage is not 4.5-5.5 volts,
replace PCM. Clear DTCs and repeat QUICK TEST.
Disconnect MAP sensor tester from MAP sensor, leaving tester
connected to MAP sensor vehicle wiring harness connector. Turn
ignition on and observe tester. If Green light is on, replace MAP
sensor. Clear DTCs and repeat QUICK TEST. If Red light is on or no
light is on, go to next step.
12) Check VREF Circuit Continuity
Disconnect MAP sensor connector. Measure resistance between
Brown/White wire at MAP sensor wiring harness connector and test pin
No. 90 at breakout box. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, locate and repair open circuit
in Brown/White wire between MAP sensor connector and PCM connector.
13) Check SIG RTN Circuit Continuity
and Gray/Red wire at MAP sensor wiring harness connector. If
QUICK TEST. If resistance is 5 ohms or more, locate and repair open in
voltage between ground and test pin No. 90 at breakout box. If voltage
is less than .25 volt, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage is .25 volt or more, locate and repair short to power in
VREF circuit. Clear DTCs and repeat QUICK TEST.
15) KOEO DTC P0238
DTC P0238 indicates high input in turbo boost sensor circuit.

* Faulty PCM.

banana plugs of tester into DVOM. Set DVOM to frequency scale. Turn
ignition on. If frequency is more than 125 Hz, replace MAP sensor.
Clear DTCs and repeat QUICK TEST. If frequency is 125 Hz or less,
16) Continuous DTC P0237
Continuous DTC P0237 indicates low input to turbo boost G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
sensor. Possible causes for this fault are:

* Faulty PCM.

connector. Connect banana plugs of tester into DVOM. Set DVOM to
frequency scale. Turn ignition on. If frequency is 105-115 Hz, go to
17) Check MAP Sensor
While observing DVOM frequency, tap on sensor to simulate
road shock. If no change in frequency occurs, go to next step. If any
change in frequency occurs, replace MAP sensor. Clear DTCs and repeat
QUICK TEST.
18) MAP Sensor Pressure Check
Disconnect MAP sensor vacuum hose. Using Pressure Adapter
(014-00761), apply 10 psi to MAP sensor. While observing DVOM, tap on
sensor to simulate road shock. If no change in frequency occurs, go to
next step. If any change in frequency occurs, replace MAP sensor.
Remove MAP sensor tester. Leave MAP sensor disconnected.
Connect DVOM between ground and Gray/Red wire at MAP sensor wiring
harness connector. Set DVOM to ohms scale. While observing DVOM,
wiggle and bend small sections of wiring harness starting at MAP
sensor wiring harness connector and working toward PCM. If fault is
indicated (resistance fluctuates), repair intermittent open circuit in
Gray/Red wire. Clear DTCs and repeat QUICK TEST. If no fault is found,
go to next step.
20) Check VREF Circuit
Turn ignition on. Connect DVOM between ground and Brown/White
wire at MAP sensor wiring harness connector. Set DVOM to volt scale.
While observing DVOM, wiggle and bend small sections of wiring harness
starting at MAP sensor wiring harness connector and working toward
PCM. If fault is indicated (voltage fluctuates), locate and repair
intermittent open circuit in Brown/White wire. Clear DTCs and repeat
QUICK TEST. If no fault is found, go to next step.
Disconnect MAP sensor connector. Measure resistance between test pin
No. 88 and Light Green/Black wire at MAP sensor wiring harness
connector. Resistance should be less than 5 ohms. While observing
DVOM, wiggle and bend small sections of wiring harness starting at MAP
sensor wiring harness connector and working toward PCM. If resistance
stays at less than 5 ohms, go to next step. If resistance does not
stay at less than 5 ohms, locate and repair intermittent open circuit
in Light Green/Black wire. Clear DTCs and repeat QUICK TEST. G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 4
25, 51, 76, 77 and 103 at breakout box. While observing DVOM, wiggle
and bend small sections of wiring harness starting at MAP sensor
wiring harness connector and working toward PCM. If all readings are
more than 10,000 ohms, go to next step. If any reading is less than
10,000 ohms, locate and repair intermittent short to ground in Light
Green/Black wire. Clear DTCs and repeat QUICK TEST.
Turn ignition on. Measure voltage between ground and test pin
No. 88 at breakout box. While observing DVOM, wiggle and bend small
sections of wiring harness starting at MAP sensor wiring harness
connector and working toward PCM. If voltage stays at zero volts,
fault cannot be duplicated at this time and testing is complete. If
voltage does not stay at zero volts, locate and repair intermittent
short to power in Light Green/Black wire. Clear DTCs and repeat
QUICK TEST.
Continuous DTC P0238 indicates high input to turbo boost
sensor circuit. Possible causes for this fault are:

* Faulty PCM.

frequency scale. Turn ignition on. Observe DVOM and tap on MAP sensor
to simulate road shock. If frequency reading changes to more than 125
Hz, replace MAP sensor. Clear DTCs and repeat QUICK TEST. If frequency
reading does not change to more than 125 Hz, go to next step.
sensor to simulate road shock. If frequency reading changes to more
than 300 Hz, replace MAP sensor. Clear DTCs and repeat QUICK TEST. If
frequency reading does not change to more than 300 Hz, go to next
step.
26) Check MAP Sensor Wiring Harness
(014-00761), apply 10 psi to MAP sensor. While observing DVOM, wiggle
wiring harness connector and working toward PCM. If frequency reading
changes to more than 300 Hz, repair intermittent circuit failure in
wiring harness between MAP sensor and PCM. Clear DTCs and repeat
QUICK TEST. If frequency reading does not change to more than 300 Hz,
CIRCUIT TEST DD - INJECTION CONTROL PRESSURE (ICP) SENSOR
Diagnostic Aids G - TESTS W/CODES - 7.3L DIESEL Article Text (p.

Perform this test when directed by QUICK TEST. ICP sensor's
primary function is to provide a feedback signal to indicate fuel rail
pressure. PCM uses this signal to correct injector timing and pulse
width.
Fig. 8: Identifying Injection Control Pressure (ICP) Sensor Circuit

& Connector Terminals
1) DTC P1280: Low ICP Circuit Input

This DTC indicates injector control signal is out of self-
test range (low). Possible causes for this fault are:
* Biased ICP sensor/PCM.

* Open ICP sensor circuit.
* Open VREF circuit.
* Shorted ICP sensor circuit.
Disconnect ICP sensor connector. Turn ignition on. Measure

voltage between ground and Brown/White wire (VREF circuit) at ICP
sensor wiring harness connector. If voltage is 4.5-5.5 volts, go to
next step. If voltage is not 4.5-5.5 volts, locate and repair open
circuit in Brown/White wire. Clear DTCs and repeat QUICK TEST.
Measure voltage between Brown/White wire and Gray/Red wire at
ICP sensor wiring harness connector. If voltage is 4.5-5.5 volts, go
to next step. If voltage is not 4.5-5.5 volts, locate and repair open
circuit in Gray/Red wire (SIG RTN circuit). Clear DTCs and repeat
QUICK TEST.
3) Check ICP Signal Circuit
Measure resistance between
G - TESTS LightW/CODES
Blue/Red wire at ICP
- 7.3L wiring harness
DIESEL Article Text (p. 47)1998 Ford Econoline E250For 1
than 5 ohms, go to next step. If resistance is 5 ohms or more, locate
and repair open circuit. Clear DTCs and repeat QUICK TEST.
Measure resistance between Brown/White wire at ICP sensor
ohms or more, locate and repair open circuit in Brown/White wire.
Measure resistance between Gray/Red wire at ICP sensor wiring
harness connector and test pin No. 91 at breakout box. If resistance
locate and repair open circuit in Gray/Red wire. Clear DTCs and repeat
QUICK TEST.
25, 51, 76, 77, 91 and 103 at breakout box. If all readings are more
than 10,000 ohms, go to next step. If any reading is 10,000 ohms or
less, locate and repair short to ground in Light Blue/Red wire. Clear
7) Check For Short
Connect PCM connector to breakout box. Measure resistance
between test pin No. 87 and test pins No. 25, 51, 76, 77, 91 and 103
at breakout box. If all readings are more than 10,000 ohms, replace
ICP sensor. Clear DTCs and repeat QUICK TEST. If any reading is 10,000
ohms or less, replace PCM. Clear DTCs and repeat QUICK TEST.
8) DTC P1281: High ICP Circuit Input
test range (high). Possible causes for this fault are:

Disconnect ICP sensor connector. Turn ignition on. Repeat

QUICK TEST. If DTC P1280 is present, replace ICP sensor. Clear DTCs
and repeat QUICK TEST. If DTC P1280 is not present, go to next step.
If all readings are more than 10,000 ohms, go to next step. If any
Light Blue/Red wire. Clear DTCs and repeat QUICK TEST.
10) Check For Short
between test pin No. 87 and test pins No. 55, 71, 90 and 97 at
breakout box. If all readings are more than 10,000 ohms, replace ICP
sensor. Clear DTC and repeat QUICK TEST. If any reading is 10,000 ohms
or less, replace PCM. Clear DTCs and repeat QUICK TEST.
11) KOEO DTC P1210 Or P1212:
G - TESTS W/CODES - 7.3L DIESEL Article Text (p
These DTCs indicate injector control signal is greater than
expected. Possible causes for this fault are:
* Biased ICP sensor.

* Open ICP SIG RTN circuit.
Turn ignition off. Disconnect ICP sensor connector. Measure

resistance between ground and Gray/Red wire at ICP sensor wiring
If resistance is 5 ohms or more, locate and repair short to ground in
Turn ignition on. Measure voltage between ground and Light
Blue/Red wire at ICP sensor wiring harness connector. If voltage is
less than .25 volt, go to next step. If voltage is .25 volt or more,
locate and repair short to power in ICP signal circuit. Clear DTCs and
repeat QUICK TEST.
13) Check ICP Sensor
Turn ignition off. Reconnect ICP sensor connector. Ensure
scan tool is connected to Data Link Connector (DLC). Turn ignition on.
Using scan tool, select ICP PID from PID/DATA monitor menu. If ICP PID
reading indicates zero psi, replace PCM. Clear DTCs and repeat
QUICK TEST. If ICP PID reading does not indicate zero psi, replace ICP
This DTC indicates that there was no ICP signal present
during cranking. Possible causes for this fault are:
* Empty/low oil reservoir.

* Injection Pressure Regulator (IPR) circuit fault.
* Faulty IPR valve.
* Faulty ICP sensor.
* Faulty high pressure pump.
If any KOEO DTCs are present, service DTCs as necessary

before continuing with this test. If DTC P1212 is still present, go to
next step. If no KOEO DTCs are present, go to next step.
NOTE: If vehicle stalls after start and reservoir empties, oil is

not being supplied from low oil pressure system.
15) Check Oil Reservoir Level

Remove plug in top of oil reservoir and check level. If oil
level is not within 1" (25.4 mm), check and repair cause of low fluid.
Top off fluid. Clear DTCs and repeat QUICK TEST. If oil level is
within 1" (25.4 mm), check fuel pressure. On models with mechanical
fuel pump, see TANDEM FUEL PUMP PRESSURE TEST under HARD START/NO-
START DIAGNOSIS in I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article.
On models with electric fuel pump, see ELECTRIC FUEL PUMP PRESSURE
TEST under HARD START/NO-STARTG DIAGNOSIS in
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 49)1998 Ford Econoline
I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article. On all models,
repair as necessary. If fuel pressure is okay, check PID values while
cranking engine. On models with mechanical fuel pump, see CHECK
PARAMETER IDENTIFICATION (PID) DURING CRANKING under HARD START/NO-
Repair as necessary. If PID values are okay, clear DTCs. Using scan
tool, select ICP V PID from PID/DATA monitor menu. Crank engine for 5
seconds and observe scan tool. If ICP V PID voltage is .85 volt or
more, fault is intermittent. Go to step 19). If ICP V PID voltage is
less than .85 volt, go to next step.
16) Check Injection Control Pressure (ICP) Sensor
Disconnect ICP sensor connector. Attempt to start vehicle. If
vehicle starts, replace ICP sensor and retest. If vehicle does not
17) Check Oil System Pressure
Perform INJECTION CONTROL PRESSURE TEST and check for
pressurized oil leaks. See HARD START/NO-START DIAGNOSIS in
I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article. Repair as necessary.
If no leaks are found, go to next step.
18) Check Injection Pressure Regulator (IPR) Valve
Reconnect all hoses and ICP sensor connector. Replace IPR
valve. Ensure oil reservoir level is full. Attempt to start vehicle.
If vehicle starts, replacing IPR valve corrected fault. Clear DTCs and
repeat QUICK TEST. If vehicle does not start, replace high pressure
oil pump. Clear DTCs and repeat QUICK TEST.
19) Check For Intermittent Faults
Turn ignition on. Using scan tool, select ICP PID from PID/DATA
monitor menu. While observing ICP PID, wiggle and bend small sections
of wiring harness starting at ICP sensor and working toward PCM. If
ICP PID reading fluctuates, isolate fault and repair as necessary.
Clear DTCs and repeat QUICK TEST. If ICP PID does not fluctuate, go to
next step.
20) Check Injection Pressure Regulator (IPR) Circuit
Inspect wiring harness and connectors between IPR valve and
PCM. Repair as necessary. Clear DTCs and repeat QUICK TEST. If wiring
harness and connectors are okay, no problem is indicated at this time.
21) DTC P1284
This DTC indicates a ICP sensor circuit failure has occurred
while performing KOER CYLINDER CONTRIBUTION SELF-TEST. Perform
KOEO ON-DEMAND SELF-TEST. If a ICP circuit fault is indicated, go to
appropriate circuit test and service DTC as necessary. Clear DTCs and
repeat QUICK TEST. If no ICP fault is indicated, replace PCM. Clear
DTC and repeat QUICK TEST.
This DTC indicates ICP signal voltage was too high during
normal driving conditions. Possible causes for this fault are:

* Injection Control Pressure (ICP) circuit fault.
Perform KOEO ON-DEMAND SELF-TEST. If any KOEO DTCs are
present, service DTCs as necessary before continuing with this test.
If DTC P1210 is still present, go to next step. If no DTCs are
present, fault is intermittent. Go to next step.
23) Check ICP Signal Ground Circuit
Turn ignition off. Disconnect ICP sensor connector.
Disconnect PCM 104-pin connector and inspect for damaged pins,
corrosion and loose wires. Repair as necessary. Install Breakout Box
(014-00950), leaving PCM disconnected. Connect DVOM between test pin
No. 91 at breakout box and Gray/Red wire at ICP sensor wiring harness
connector. Set DVOM to ohms scale. While observing DVOM, wiggle and
bend small sections of wiring harness starting at ICP sensor and
working toward PCM. If resistance stays at less than 5 ohms, go to
next step. If resistance changes to 5 ohms or more, isolate fault and
repair as necessary. Clear DTCs and repeat QUICK TEST.
24) Check ICP Signal Circuit For Short To Power
Measure voltage between ground and test pin No. 87 at
breakout box. No voltage should be present. While observing DVOM,
wiggle and bend small sections of wiring harness starting at ICP
sensor and working toward PCM. If no voltage is present, go to next
step. If any voltage is indicated, repair intermittent short to power
and repair as necessary. Clear DTCs and repeat QUICK TEST.
25) Check ICP Sensor Circuit
Turn ignition off. Reconnect ICP sensor connector. Remove
breakout box and reconnect PCM 104-pin connector to PCM. Clear DTCs.
Turn ignition on. Lightly tap on ICP sensor. Check for DTCs. If DTC
P1210 is present, replace ICP sensor. Clear DTCs and repeat QUICK TEST
. If DTC P1210 is not present, fault cannot be duplicated at this time
and testing is complete.
CIRCUIT TEST DE - ACCELERATOR PEDAL (AP) SENSOR
NOTE: AP sensor is not serviced separately. If AP sensor is

defective, accelerator pedal assembly must be replaced.
Diagnostic Aids
* AP sensor.
* Wiring harness circuits (VREF, SIG RTN and AP).
Fig.- TESTS
G 9: Accelerator
W/CODESPedal Sensor Circuits &Article
- 7.3L DIESEL Connector Terminals
Text (p. 51)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
1) DTC P0123
DTC P0123 indicates AP sensor circuit high input. Possible
* Damaged accelerator pedal assembly.

* AP sensor not installed properly.
* Faulty AP sensor.
* Short to power in wiring harness.
With scan tool connected, turn ignition on. Access AP PID

(voltage) from PID/DATA monitor menu. While observing scan tool,
slowly depress accelerator pedal. If voltage reading changes to more
than 4.5 volts, go to next step. If voltage reading does not change to
more than 4.5 volts, fault cannot be duplicated at this time. Clear
Disconnect AP sensor connector. AP sensor is mounted above
loose wires. Repair as necessary. If voltage reading changes from more
than 4.5 volts to zero volts when connector is disconnected, circuit
is okay. Replace accelerator pedal assembly. Clear DTCs and repeat
QUICK TEST. If voltage reading does not change from more than 4.5
volts to zero volts when connector is disconnected, go to next step.
3) Check AP Sensor Signal Wire
Turn ignition on. Measure voltage between ground and AP
signal circuit terminal (Gray/White wire) at AP sensor wiring harness
connector. If voltage is more than 4.5 volts, go to next step. If
voltage is 4.5 volts or less, replace PCM. Clear DTCs and repeat
QUICK TEST.
Turn ignition on. Measure voltage between ground and test pin No. 89
at breakout box. If voltage is present, locate and repair short to
power in Gray/White wire. Clear DTCs and repeat QUICK TEST. If voltage
is not present, replace PCM. Clear DTCs and repeat QUICK TEST.
5) DTC P0122
DTC P0122 indicates AP sensor circuit low input. Possible

* Faulty AP sensor.
* Grounded wiring harness.

(voltage) from PID/DATA monitor menu on scan tool. While observing
scan tool, slowly depress accelerator pedal. If voltage reading
changes to less than .37 volt, go to next step. If voltage reading
does not change to less than .37 volt, fault cannot be duplicated at
this time. Clear DTCs and repeat QUICK TEST.
Disconnect AP sensor connector. Connect a jumper wire between
VREF circuit terminal (Brown/White wire) and AP sensor signal circuit
terminal (Gray/White wire) at AP sensor wiring harness connector. If
voltage reading changes from less than .37 volt to more than 4.5 volts
with jumper connected, circuit is okay. Replace accelerator pedal
assembly. Clear DTCs and repeat QUICK TEST. If voltage reading does
not change from less than .37 volt to more than 4.5 volts with jumper
Turn ignition on. Measure voltage between ground and VREF
circuit terminal (Brown/White wire) at AP sensor wiring harness
connector. If voltage is 4.5-5.5 volts, go to next step. If voltage is
not 4.5-5.5 volts, locate and repair open in VREF circuit. Clear DTCs
Turn ignition off. Measure resistance between ground and SIG
RTN circuit terminal (Gray/Red wire) at AP sensor wiring harness
resistance is 5 ohms or more, locate and repair open in SIG RTN
9) Check AP Sensor Circuit Continuity
AP sensor signal circuit terminal (Gray/White wire) and test pin No.
89 at breakout box. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, locate and repair open in AP
signal circuit. Clear DTCs and repeat QUICK TEST.
Turn ignition off. Ensure AP sensor is disconnected. Measure
resistance between test pin No. 89 and test pins No. 51, 76, 77, 91
and 103 at breakout box. If each reading is more than 10,000 ohms, go
to next step. If any reading is 10,000 ohms or less, locate and repair
short to ground in AP sensor signal circuit (Gray/White wire). Clear
Measure resistance between VREF circuit terminal (Brown/White
wire) at AP sensor wiring harness connector and test pin No. 90 at
resistance is 5 ohms or more, locate and repair open in VREF circuit.
12) Check AP GND Circuit Continuity
Measure resistance between AP GND circuit terminal
(Yellow/Black wire) at AP sensor wiring harness connector and test pin
No. 24 at breakout box. If resistance is less than 5 ohms, replace
PCM. Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms or
more, locate and repair open in AP GND circuit. Clear DTCs and repeat
QUICK TEST.
CIRCUIT TEST DF - EXHAUST BACKPRESSURE (EBP) SENSOR
Diagnostic Aids
* Exhaust Backpressure (EBP) sensor.

* Wiring harness circuits (SIG RTN, VREF and EBP Signal).
Fig. 10: Exhaust Backpressure Sensor Circuit & Connector Terminals
1) DTC P0470
This DTC indicates PCM detected EBP sensor malfunction during
KOEO ON-DEMAND SELF-TEST. Possible causes for this DTC are:
* Faulty EBP sensor.

* Faulty PCM.

See VEHICLE PREPARATION & EQUIPMENT HOOKUP under QUICK TEST. Using
scan tool, select EBP PID from PID/DATA monitor menu. If EBP reading
is less than 18.5 psi, clear DTCs. Repeat KOEO ON-DEMAND SELF-TEST. If
DTC is still present, replace PCM. If EBP reading is 18.5 psi or more,
go to next step.
2) Check Signal Ground Circuit
Turn ignition off. Disconnect EBP sensor connector. Sensor is
located on top of engine. Inspect for damaged pins, corrosion and
loose wires. Repair as necessary. Measure resistance between ground
G
and- TESTS
Gray/RedW/CODES
wire at EBP- sensor
7.3L DIESEL Article
wiring harness Text (p.If54)1998 Ford Econoline E250For 1
connector. Copyright © 1998 Mitchell Repai
resistance is less than 5 ohms, replace EBP sensor. Clear DTCs and
This DTC indicates PCM detected a EBP sensor malfunction
during normal driving conditions. Possible causes for this DTC are:

* Faulty PCM.

scan tool, select EBP PID from PID/DATA monitor menu. While observing
EBP PID, wiggle and bend small sections of wiring harness starting at
EBP sensor connector and working toward PCM. If EBP reading
repeat QUICK TEST. If reading does not fluctuate, go to next step.
4) Check Connector
Disconnect EBP sensor connector. Sensor is located on top of
engine. Disconnect PCM 104-pin connector. Inspect connectors for
damaged pins, corrosion and loose wires. Repair as necessary. Clear
DTCs and repeat QUICK TEST. If both connectors are okay, no problem is
indicted at this time. Clear DTCs and repeat QUICK TEST.
5) DTC P0471
This DTC indicates PCM detected an EBP sensor malfunction
during normal driving conditions and with EBP sensor enabled. Possible
causes for this DTC are:

* Plugged or restricted sensor supply tube.
* Damaged Exhaust Pressure Regulator (EPR) linkage or butterfly
damage.
* Faulty PCM.
Perform KOER ON-DEMAND SELF-TEST. If any DTCs are present,

repair fault(s) before continuing with this test. Using scan tool,
select EBP PID from PID/DATA monitor menu. Road test vehicle
performing hard accelerations while monitoring EBP PID. If EBP reading
increases to more than 25 psi with EBP sensor on, no problem is
indicated at this time. Clear DTCs and repeat QUICK TEST. If EBP
reading does not increase to more than 25 psi, go to next step.
6) Check For Exhaust Leaks
Inspect turbo pipe, crossover pipes and exhaust manifolds for
leaks. Repair as necessary. Clear DTCs and repeat QUICK TEST. If no
exhaust leaks are present, go to next step.
7) Check Sensor Supply Tube
Inspect EBP sensor supply tube from exhaust manifold to
sensor bracket. Ensure tube is not restricted or plugged. Replace tube
as necessary. Clear DTCs and repeat QUICK TEST. If tube is okay, go to
next step.
8) Check EBP Sensor G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 55
Disconnect EBP sensor connector. Install ICP/EBP Adapter
Cable (D94T-50-A) between EBP sensor and sensor wiring harness
connector. Start engine. Measure voltage between signal circuit and
signal ground at ICP/EBP adapter cable. Briefly accelerate engine to
Wide Open Throttle (WOT) several times. If voltage reading during
acceleration is more than 1.35 volts, clear DTCs and retest. If DTC is
still present, replace PCM. If voltage reading during acceleration is
not more than 1.35 volts, replace EBP sensor. Clear DTCs and repeat
QUICK TEST.
9) DTC P0472: EBP Circuit Low Input
This DTC indicates EBP sensor circuit low input was detected
during KOEO ON-DEMAND SELF-TEST or during continuous diagnostic
monitoring. Possible causes for this DTC are:
* Biased sensor/PCM.
* Open or shorted EBP sensor circuit.
* EBP sensor circuit shorted.
* Faulty PCM.

located on top of engine. Turn ignition on. Measure voltage between
ground and Brown/White wire at EBP sensor wiring harness connector. If
voltage is 4.5-5.5 volts, go to next step. If voltage is not 4.5-5.5
volts, locate and repair open circuit in Brown/White wire (VREF
circuit). Clear DTCs and repeat QUICK TEST.
Measure resistance between ground and Gray/Red wire at EBP
sensor wiring harness connector. If resistance is less than 5 ohms, go
to next step. If resistance is 5 ohms or more, locate and repair open
circuit in Gray/Red wire. Clear DTCs and repeat QUICK TEST.
11) Check EBP Signal Circuit
Measure resistance between Purple/Light Blue wire at EBP sensor wiring
locate and repair open circuit in Purple/Light Blue wire. Clear DTCs
Measure resistance between Brown/White wire at EBP sensor
13) Check For Grounded EBP Signal Circuit
29, 51, 76, 77, 91 and 103. If all readings are more than 10,000 ohms,
go to next step. If any reading is less than 10,000 ohms, locate and
repair short to ground in EBP signal circuit (Purple/Light Blue wire).
14) Check For InternalGPCM Short W/CODES - 7.3L DIESEL Article Text (p. 56)1998 Ford Econoline E250
- TESTS
between test pin No. 30 and test pins No. 29, 51, 76, 77, 91 and 103.
If all readings are more than 10,000 ohms, replace EBP sensor. Clear
DTCs and repeat QUICK TEST. If any reading is 10,000 ohms or less,
15) DTC P0473
This DTC indicates EBP sensor circuit high input was detected
* EBP sensor shorted to VREF circuit.
* Faulty PCM.
Turn ignition on. Disconnect EBP sensor connector. Sensor is

located on top of engine. Perform KOEO ON-DEMAND SELF-TEST. If DTC
P0472 is present, replace EBP sensor. Clear DTCs and repeat QUICK TEST
. If DTC P0472 is not present, go to next step.
If all readings are more than 10,000 ohms, replace PCM. Clear DTCs and
repeat QUICK TEST. If any reading is 10,000 ohms or less, locate and
repair short to power in Purple/Light Blue wire. Clear DTCs and repeat
QUICK TEST.
17) DTC P0478
This DTC indicates excessive backpressure existed during
normal driving. Possible causes for this DTC are:
* Stuck butterfly.
* Plugged EBP sensor tube.
* Restricted exhaust.
* Misadjusted Exhaust Pressure Regulator (EPR) linkage.
* Faulty PCM.
Visually inspect exhaust backpressure control valve (note

tang position). See Fig. 11. If valve is in open position, go to next
step. If valve is not in open position, repair damaged linkage or
butterfly as necessary. Clear DTCs and repeat QUICK TEST.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 57)1998 Ford Econoline
Fig. 11: Open Exhaust Backpressure Control Valve Position
18) Check For Exhaust Restriction

Using scan tool, select EBP PID from PID/DATA monitor menu.
Start engine. Briefly accelerate engine speed to Wide Open Throttle
(WOT) while monitoring EBP PID. If EBP PID reading is less than 28
psi, go to next step. If EBP PID reading is 28 psi or more, repair
restricted exhaust system. Clear DTCs and repeat QUICK TEST.
19) Check EBP System
Ensure engine is cold and Engine Oil Temperature (EOT) is
less than 70 F (21 C). Road test vehicle while monitoring EBP PID
reading on scan tool. With EBP sensor on, if EBP reading stays at less
than 50 psi, replace PCM. Clear DTCs and repeat QUICK TEST. With EBP
sensor on, if EBP reading does not stay at less than 50 psi, check and
adjust turbocharger control rod as necessary. Spring scale reading
should be 10 lbs. (4.5 kg). See Fig. 12.
Fig. 12: Adjusting Control Rod Tension
CIRCUIT TEST DG - CAMSHAFT POSITION (CMP) SENSOR
Diagnostic Aids
* Camshaft Position (CMP) sensor.

* Wiring harness circuits (CMP GND, VREF and CMP Signal).
Fig. 13: Camshaft Position Sensor Circuit & Connector Terminals
1) DTC P0340, P0341 & P0344: Clear & Attempt To Regenerate

DTC
See VEHICLE PREPARATION & EQUIPMENT HOOKUP under QUICK TEST. Clear
continuous DTCs. Using scan tool, select RPM PID from PID/DATA monitor
menu. Crank engine while monitoring RPM PID. If PID indicates cranking
RPM, go to next step. If PID does not indicate cranking RPM, go to
step 3).
2) Check For DTC P0344 Or P0341
Start and run engine until coolant is at normal operating
temperature. Raise engine speed to 3300 RPM for 2 minutes. Turn
ignition off. Check for DTCs. If DTC P0344 or P0341 is present, go to
next step. If DTC P0344 or P0341 is not present, fault is
3) Check CMP Signal
Turn ignition off. Disconnect CMP sensor connector. Measure
resistance between ground and terminal "A" (Light Blue wire) at CMP
to next step. If resistance is 5 ohms or more, go to step 9).
4) Check CMP Circuit No. 351
Turn ignition on. Measure voltage between ground and terminal
"B" (Brown/White wire) at CMP sensor wiring harness connector. If
volts, VREF circuit is defective. Go to CIRCUIT TEST C.
Measure voltage between ground and terminal "C" (Dark Green
wire) at CMP sensor wiring harness connector. If battery voltage is
present, go to next step. If battery voltage is not present, go to
step 7).
necessary. Turn ignition on. Measure voltage between ground and
terminal "C" (Dark Green wire) at CMP sensor wiring harness connector.
If battery voltage is present, locate and repair short to power in
Dark Green wire. Confirm repair by repeating steps 1) and 2). If
battery voltage is not present, replace CMP sensor.
necessary. Measure resistance between ground and terminal "C" (Dark
Green wire) at CMP sensor wiring harness connector. If resistance is
less than 5 ohms, locate and repair short to ground in Dark Green
wire. Confirm repair by repeating steps 1) and 2). If resistance is 5
ohms or more, go to next step.
Measure resistance between Dark Green wire at CMP sensor wiring
is less than 5 ohms, an open circuit exists at test pin No. 21.
Inspect PCM 104-pin connector and inspect for damaged pins, corrosion
and loose wires. Repair as necessary. Reconnect all components and go
to step 11). If resistance is 5 ohms or more, locate and repair open
circuit in Dark Green wire. Confirm repair by repeating steps 1) and
2).
9) Check For Open In CMP Sensor Ground Circuit
Turn ignition off. Ensure CMP sensor is disconnected.
(014-00950), leaving PCM disconnected. Measure resistance between
Light Blue wire at CMP sensor wiring harness connector and test pin
in Light Blue wire. Confirm repair by repeating steps 1) and 2).
10) Check For CMP Sensor Ground Through PCM
Connect PCM to breakout box. Measure resistance between
ground and test pins No. 25, 51, 76, 77 and 103. If all readings are
less than 5 ohms, PCM internal ground is not supplied to terminal No.
65. Reconnect all components and go to next step. If any reading is 5
ohms or more, locate and repair open in ground circuit. Confirm repair
by repeating steps 1) and 2).
11) Confirm PCM Fault
Repeat steps 1) and 2). If fault is still present, replace
PCM. If fault is not present, no problem is indicated at this time.
inspect for damaged pins, corrosion and loose wires. Repair as G - TESTS W/CODES - 7.3L DIESEL Article Text
necessary. Install Breakout Box (014-00950) and connect PCM. To
prevent vehicle from starting, disconnect Injector Driver Module (IDM)
relay. Relay is located in power distribution box in engine
compartment. Connect DVOM between test pin No. 65 and test pin No. 21
at breakout box. Rotate crankshaft (by hand) until voltage toggles
from battery voltage to .3-2.7 volts. If lower voltage reading is .3-
2.7 volts, go to next step. If lower voltage reading is not .3-2.7
With DVOM still connected between test pins No. 21 and 65,
rotate crankshaft (by hand) until voltage stays at .3-2.7 volts. While
observing DVOM, wiggle wiring harness. If a fault occurs, voltage
reading will jump to battery voltage or zero volts. If fault occurs,
locate and repair intermittent in wiring harness. Confirm repair by
repeating steps 1) and 2). If no fault occurs, no problem is indicated
at this time. Repeat steps 1) and 2).
CIRCUIT TEST DH - BAROMETRIC PRESSURE (BARO) SENSOR
Diagnostic Aids
Perform this test when directed by QUICK TEST. A BARO sensor
that is detected out of range (high or low) by PCM will cause the PCM
to ignore BARO sensor signal and use Manifold Absolute Pressure (MAP)
sensor signal as an indication of barometric pressure.
Fig. 14: Identifying Barometric Pressure (BARO) Sensor Circuit &

Connector Terminals
1) DTC P0107: BARO Circuit Low Input G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 6
This DTC indicates BARO sensor circuit low input was detected
* Biased BARO sensor/PCM.

* Open BARO or VREF sensor circuit.
* Shorted SIG RTN or PWR GND circuit.
* Faulty PCM.

is located behind left side of instrument panel. Turn ignition on.
Measure voltage between ground and Brown/White wire at BARO sensor
wiring harness connector. If voltage is 4.5-5.5 volts, go to next
step. If voltage is not 4.5-5.5 volts, locate and repair open circuit
in Brown/White wire. Clear DTCs and repeat QUICK TEST.
Measure voltage between Gray/Red wire and Brown/White wire at
BARO sensor wiring harness connector. If voltage is 4.5-5.5 volts, go
3) Check BARO Signal Circuit
Measure resistance between Dark Blue/Light Green wire at BARO sensor
wiring harness connector and No. 63 at breakout box. If resistance is
locate and repair open circuit in Dark Blue/Light Green wire. Clear
Measure resistance between Brown/White wire at BARO sensor
Measure resistance between Gray/Red wire at BARO sensor
ohms or more, locate and repair open circuit in Gray/Red wire. Clear
6) Check For Grounded Signal Circuit
less, locate and repair short to ground in Dark Blue/Light Green wire
(BARO signal circuit). Clear DTCs and repeat QUICK TEST.
BARO sensor. Clear DTCs and repeat QUICK TEST. If any reading is 10,
000 ohms or less, replace PCM. Clear DTCs and repeat QUICK TEST.
8) DTC P0108
This DTC indicates BARO sensor circuit high input was
detected during KOEO ON-DEMAND SELF-TEST or during continuous
diagnostic monitoring. Possible causes for this fault are:

* BARO sensor circuit shorted to VREF circuit.
* Faulty PCM.
Turn ignition on. Disconnect BARO sensor connector. Sensor is

located behind left side of instrument panel. Perform
KOEO ON-DEMAND SELF-TEST. If DTC P0107 is present, replace BARO
sensor. Clear DTCs and repeat QUICK TEST. If DTC P0107 is not present,
go to next step.
90 and 97 at breakout box. If all readings are more than 10,000 ohms,
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is 10,
000 ohms or less, locate and repair short to power in Dark Blue/Light
Green wire. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST DJ - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
NOTE: This test is for 1998 1/2 models with electric fuel pump.
Diagnostic Aids
* MAP sensor.
1) DTC P0236, P1247 Or P1248

DTC P0236 indicates faulty turbo boost sensor circuit G - TESTS W/CODES - 7.3L DIESEL Article Tex

* Low turbo boost.
* Faulty PCM.
Inspect MAP sensor hose and manifolds for damage, misrouting

or restriction. Replace hose and manifolds as necessary. Clear DTCs
and repeat QUICK TEST. If hose and manifolds are okay, go to next
step.

have been omitted.
3) MAP Sensor Voltage Check

DVOM to MAP sensor. Set DVOM to voltage scale. Disconnect vacuum hose
from MAP sensor. Turn ignition on. Using Pressure Adapter (014-00761),
apply 10 psi to MAP sensor. If voltage is 2.5-3.1 volts, go to next
step. If voltage is not 2.5-3.1 volts, replace MAP sensor. Clear DTCs
full boost. If boost is 12 psi or more, Clear DTCs and repeat
QUICK TEST. If DTC resets, replace PCM. If boost is less than 12 psi,
inspect intake manifolds and crossover tubes for leaks. Check turbo
condition. Repair as necessary.
5) KOEO DTC P0237

* Faulty PCM.
Turn ignition off. Disconnect MAP sensor connector. Turn

ignition on. Measure voltage between ground and Brown/White wire at
MAP sensor wiring harness connector. If voltage is about 5 volts, go
to next step. If voltage is not about 5 volts, repair Brown/White
Gray/Red wire at MAP sensor wiring harness connector. If resistance is
repair open circuit in Gray/Red wire. Clear DTCs and repeat QUICK TEST
.
G - TESTS W/CODES - 7.3L DIESEL Article
7) Check MAP Signal Circuit
Measure resistance between test pin No. 79 at breakout box and Light
Green/Black wire at MAP sensor wiring harness connector. If resistance
repair open circuit in Light Green/Black wire. Clear DTCs and repeat
QUICK TEST.
than 10,000 ohms, go to next step. If any reading is less than 10,000
ohms, locate and repair short to ground in Light Green/Black wire.
breakout box. If resistance is more than 10,000 ohms, go to next step.
If resistance is 10,000 ohms or less, repair short to power in Light
10) Check PCM
NOTE: In the following step, ignore DTC P0237 being set because of
MAP sensor being disconnected.
11) KOEO DTC P0238


* Short to power in MAP signal circuit.
* Faulty PCM.
Disconnect MAP sensor connector. Turn ignition on. Perform

DTC P0238 is not present, replace MAP sensor. Clear DTCs and repeat
QUICK TEST.
12) Check MAP Sensor Signal Circuit
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is less
than 10,000 ohms, locate and repair short to power in Light
13) Continuous
G - TESTS W/CODES DTC -P0237
7.3L DIESEL Article Text (p. 65)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repa
Continuous DTC P0237 indicates low input to turbo boost

* Faulty PCM.
Turn ignition on. Perform KOEO ON-DEMAND SELF-TEST. If DTC

P0237 is present, go to step 5). If DTC P0237 is not present, go to
next step.
Clear DTCs. Wiggle and bend small sections of wiring harness
PCM. Retrieve DTCs. If Continuous DTC P0237 is present, locate and
repair intermittent circuit fault in wiring harness. Clear DTCs and
repeat QUICK TEST. If Continuous DTC P0237 is not present, fault
cannot be duplicated at this time and testing is complete.
sensor during normal driving conditions. Possible cause for this fault
is:

CIRCUIT TEST DL - WATER IN FUEL (WIF) SENSOR
Diagnostic Aids
* WIF sensor output to PCM.

* WIF sensor wiring harness circuits.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 66)1998 Ford Econoline E250
Fig. 16: Identifying WIF Sensor Circuits & Connector Terminals

DTC P1140 indicates PCM detected water in the fuel filter
housing or a short to ground in the monitoring circuit. Possible
* Water in fuel filter housing.

* Short to ground in wiring harness circuit.
* Faulty WIF sensor.
* Faulty PCM.
Using a spare piece of hose, connect one end of hose to water

drain tube at bottom of fuel filter. Place remaining end of hose into
a suitable one quart container. Start engine. Open drain valve at
bottom of fuel filter housing. Fill container with fuel and close
drain valve. Check fuel in container. If water or other contaminants
are not present, go to next step. If water or other contaminants are
present, clear DTCs. Start engine and recheck for DTCs. If WIF
indicator light turns on and DTC P1140 resets, repeat step 1). If
G - TESTS
water or otherW/CODES
contaminants- 7.3L DIESEL
are still Article
present, Text
flush and (p. fuel
clean 67)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
tank and fuel system. Clear DTCs and repeat QUICK TEST.
2) Check For Short To Ground In WIF Signal Circuit
Turn ignition on. Disconnect WIF sensor connector. WIF sensor
is located on top left center of engine. Clear DTCs. Cycle ignition
switch. Retrieve DTCs. If DTC P1140 is present, go to next step. If
P1140 is not present, go to step 4).
necessary. Measure resistance between ground and Gray/Red wire at WIF
sensor wiring harness connector. If resistance is more than 10,000
ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If resistance is
10,000 ohms or less, repair short to ground in Gray/Red wire. Clear
4) Check WIF Sensor
Remove fuel filter. Visually inspect inside of filter housing
for debris. If any debris is present, clean filter housing. Remove WIF
sensor. Clean and reinstall sensor. Clear DTCs and retest. If no
debris is present, replace WIF sensor. Clear DTCs and retest.
CIRCUIT TEST DM - WATER IN FUEL INDICATOR LIGHT
Diagnostic Aids
* WIFIL circuit to PCM.

* Power circuit to water in fuel indicator light.
Fig. 17: Identifying Water In Fuel Indicator Light Circuits

DTC P1139 indicates PCM detected a WIF indicator light
circuit failure. Possible causes for this DTC are:

* Faulty PCM.
Turn ignition on and observe water in fuel indicator light.

If water in fuel indicator light turns on for about 2 seconds then
turns off, clear DTCs and retest. If P1139 resets, check for an
intermittent open or short circuit in Red wire between PCM and G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 6
water
in fuel indicator light. Repair as necessary. Clear DTCs and repeat
QUICK TEST. If water in fuel indicator light does not turn on for
about 2 seconds then turn off, go to next step.
2) State Of Indicator Light
Turn ignition off. If water in fuel indicator light stayed on
in step 1), go to next step. If water in fuel indicator light did not
stay on in step 1), go to step 4).
Disconnect PCM 104-pin connector. Turn ignition on. If water
in fuel indicator light is on, repair short to ground in WIFIL circuit
(Red wire) between PCM and water in fuel indicator light. Clear DTCs
and repeat QUICK TEST. If water in fuel indicator light if off,
replace PCM.
4) Check Fuse
Check fuse No. 2 (15-amp) in instrument panel fuse block. If
fuse is okay, go to next step. If fuse is blown, check for cause of
blown fuse. Repair as necessary. Replace fuse. Clear DTCs and repeat
QUICK TEST.
5) Check Power To Instrument Cluster
Turn ignition off. Disconnect instrument cluster connectors.
(Red/Yellow wire) at instrument cluster 12-pin connector. If voltage
less, repair open circuit in Red/Yellow wire between instrument
cluster and fuse block.
Measure resistance between terminal No. 12 (Red/Yellow wire) at
instrument cluster 12-pin connector and test pins No. 28 at breakout
open circuit in Red wire between PCM relay and PCM connector. Clear
CIRCUIT TEST FA - AIR CONDITIONING
Diagnostic Aids
* A/C wiring harness circuits.

* A/C clutch.

Fig. 18: Identifying A/C High/Low Pressure Switch Circuits
1) DTC P1464
DTC P1464 indicates A/C was on during KOER CYLINDER
CONTRIBUTION SELF-TEST. Clear DTCs. Turn A/C heater control switch
off. Perform KOER CYLINDER CONTRIBUTION SELF-TEST. Retrieve DTCs. If
DTC P1464 is present, go to next step. If P1464 is not present, fault
may be intermittent. Go to step 4).
Turn ignition on. Turn A/C heater control switch off.
Disconnect A/C clutch connector. Measure voltage between ground and
Black/Yellow wire at A/C clutch wiring harness connector. If battery
voltage is present, repair short to power in Black/Yellow wire. Clear
DTCs and repeat QUICK TEST. If battery voltage is not present, go to
next step.
pins,
G corrosion
- TESTS and loose wires.
W/CODES - 7.3LRepair
DIESELas necessary. Install
Article Text (p.Breakout
70)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
voltage between ground and test pin No. 41 at breakout box. If battery
voltage is present, locate and repair short to power in Black/Yellow
wire. Clear DTCs and repeat QUICK TEST. If battery voltage is not
present, no problem is indicted at this time. Testing is complete.
voltage between ground and test pin No. 41 at breakout box. Wiggle and
bend small sections of wiring harness starting at A/C low pressure
switch and working toward PCM. If fault is indicated (voltage
present), isolate fault and repair as necessary. Clear DTCs and repeat
QUICK TEST. If no fault is found, no problem is indicated at this
time. Testing is complete. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST FB - BRAKE PRESSURE APPLIED (BPA) SWITCH
Diagnostic Aids
Perform this test when directed by QUICK TEST. Brake Pressure
Applied (BPA) switch is a pressure switch that senses brake pressure
and is redundant with the Brake On/Off (BOO) switch to provide a back-
up to deactivate cruise control.
Fig. 19: Brake Pressure Applied Switch Circuit & Connector Terminals
1) DTC P0571: Check BPA Parameter Identification (PID)

scan tool, select BPA PID from PID/DATA monitor menu. With brake pedal
depressed, observe BPA PID reading. If BPA PID reading indicates ON
only, go to next step. If BPA PID reading does not indicate ON only,
go to step 5).
G - TESTS W/CODES - 7.3L DIESEL Article Tex
2) Check BPA Switch
Turn ignition off. Disconnect BPA switch. If BPA PID switches
to OFF, replace BPA switch. Reconnect all connectors and recheck BPA
PID. If BPA PID does not switch to OFF, go to step 4).

have been omitted.

ignition on. Measure voltage between ground and Red/Light Green wire
at BPA switch wiring harness connector. If battery voltage is present,
locate and repair short to power in Red/Light Green wire. Reconnect
all connectors and recheck BPA PID. If battery voltage is not present,
replace PCM. Reconnect all connectors, clear DTCs and repeat
QUICK TEST.
5) Check BPA PID
Using scan tool observe BPA PID reading. Depress and release
brake pedal. If BPA PID reading indicates OFF only, go to step 7). If
BPA PID reading does not indicate OFF only, fault may be intermittent.
Go to step 14).

have been omitted.
7) Check Fuse
Remove and inspect fuse No. 1 (15-amp) from instrument panel
fuse block. If fuse is blown, replace fuse. If fuse blows again, go to
step 19). If fuse is okay, go to step 16).

have been omitted.

Disconnect PCM 104-pin connector. Measure resistance between
ground and Black/Yellow wire at BPA switch wiring harness connector.
If resistance is more than 10,000 ohms, go to step 21). If resistance
is 10,000 ohms or less, locate and repair short to ground in
Black/Yellow wire. Reconnect all connectors, clear DTCs and repeat
QUICK TEST.

have been omitted.
11) Check For Open In Circuit No. 298

Turn ignition off. Measure resistance of Purple/Orange wire
between BPA switch wiring harness connector and No. 5 fuse holder. If
resistance is less than 5 ohms, go to next step. If resistance is 5 Copyright © 199
ohms or more, locate and repair open circuit in Purple/Orange wire.
Reconnect all connectors, clear DTCs and repeat QUICK TEST.
Disconnect jumper wire. Turn ignition off. Disconnect PCM
104-pin connector and inspect for damaged pins, corrosion and loose
wires. Repair as necessary. Install Breakout Box (014-00950), leaving
PCM disconnected. Measure resistance between Black/Yellow wire at BPA
switch wiring harness connector and test pin No. 31 at breakout box.
If resistance is less than 5 ohms, reconnect all connectors and go to
next step. If resistance is 5 ohms or more, locate and repair open
circuit in Black/Yellow wire. Reconnect all connectors, clear DTCs and
repeat QUICK TEST.
Turn ignition on. Using scan tool, select BPA PID from
PID/DATA monitor menu. While observing BPA PID reading, depress and
release brake pedal. If BPA PID switches from ON to OFF, no problem is
indicated at this time. If BPA PID does not switch from ON to OFF,
replace PCM. Reconnect all connectors and recheck BPA PID.
14) Check For Intermittent Open Or Short
Ensure BPA switch is disconnected. Turn ignition on. Connect
a jumper wire between Red/Light Green wire and Light Green/Red wire at
BPA switch wiring harness connector. Using scan tool, select BPA PID
from PID/DATA monitor menu. BPA PID reading should indicate ON. While
observing BPA PID, wiggle and bend small sections of wiring harness
working toward PCM. If fault is indicated (BPA PID switches to OFF),
isolate fault and repair as necessary. Reconnect all connectors, clear
DTCs and repeat QUICK TEST. If no fault is indicated, go to next step.
15) Check For Intermittent Short To Power
Ensure jumper wire is still connected. Remove fuse No. 1 at
instrument panel fuse block. Turn ignition on. Using scan tool, select
BPA PID from PID/DATA monitor menu. BPA PID should indicate OFF. While
observing BPA PID reading, wiggle and bend small sections of wiring
harness working toward PCM. If fault is indicated (BPA PID switches to
ON), isolate fault and repair as necessary. Reconnect all connectors,
clear DTCs and repeat QUICK TEST. If no fault is indicated, no problem
is indicated at this time. Repeat QUICK TEST.
Turn ignition off. Measure resistance of Light Green/Red wire
ohms or more, locate and repair open circuit in Light Green/Red wire.
17) Check For Open BPA Switch
Reinstall fuse No. 1. Ensure BPA switch is disconnected. Turn
ignition on. Connect a jumper wire between Red/Light Green wire and
Light Green/Red wire at BPA switch wiring harness connector. Using
scan tool, select BPA PID from PID/DATA monitor menu. If BPA PID
reading indicates ON, replace BPA switch and retest. If BPA PID
reading does not indicate ON, go to next step.
104-pin connector and inspect for damaged pins, corrosion and G loose
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 7
PCM disconnected. Measure resistance of Red/Light Green wire between
BPA switch wiring harness connector and test pin No. 31 at breakout
box. If resistance is less than 5 ohms, replace PCM and retest. If
Red/Light Green wire and retest.
19) Check Circuit No. 10 For Short To Ground
Remove fuse No. 1 at instrument panel fuse block. Measure
resistance between ground and Light Green/Red wire at BPA switch
wiring harness connector. If resistance is more than 10,000 ohms, go
to next step. If resistance is 10,000 ohms or less, locate and repair
short to ground in Light Green/Red wire. Replace fuse and retest.
ground and Red/Light Green wire at BPA switch wiring harness
connector. If resistance is more than 10,000 ohms, go to next step. If
resistance is 10,000 ohms or less, locate and repair short to ground
in Red/Light Green wire. Replace fuse and retest.
21) Check PCM For Internal Short
breakout box. If all readings are more than 10,000 ohms, no problem is
indicated at this time. If any reading is 10,000 ohms or less, replace
PCM. Reinstall fuse and retest.
CIRCUIT TEST FD - BRAKE ON/OFF (BOO) SWITCH
Diagnostic Aids
intended to diagnose a faulty BOO switch circuit or PCM. To prevent
* Brakelight bulb.

Fig. 20: Identifying Brake On/Off Switch Circuit
1) DTC P0703: Check BOO PID

Using scan tool, select BOO PID from PID/DATA monitor menu.
Turn ignition on. While observing PID, firmly depress and release
brake pedal. If PID reading indicates ON only, go to next step. If PID
reading does not indicate ON only, go to step 4).
2) Check BOO Switch
Turn ignition on. Disconnect BOO switch connector. If BOO PID
reading switched to OFF, replace BOO switch. Clear DTCs and repeat
QUICK TEST. If BOO PID reading did not switch to OFF, go to next step.
ignition on. Measure voltage between ground and Light Green wire at
BOO switch wiring harness connector. If battery voltage is present,
locate and repair short to power in Light Green wire. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, inspect PCM
necessary. Reconnect all connectors and go to step 12).
4) Check BOO PID
If BOO PID reading indicates OFF only, go to step 6). If BOO
PID reading does not indicate OFF only, fault is intermittent. Go to
step 13).

have been omitted.
6) Check Fuse No. 1

fuse block. If fuse is okay, go to step 9). If fuse is blown, go to
next step.
7) Check For Short to Ground
Measure resistance between ground and Light Green/Red wire at
BOO switch wiring harness connector. If resistance is less than 10,000
ohms, locate and repair short to ground in wiring harness between fuse
block and BOO switch. Clear DTCs and repeat QUICK TEST. If resistance
is 10,000 ohms or more, go to next step.
ground and Light Green wire at BOO switch wiring harness connector. If
resistance is less than 10,000 ohms, locate and repair short to ground
in Light Green wire. Clear DTCs and repeat QUICK TEST. If resistance
is 10,000 ohms or more, inspect PCM connector for damaged pins,
corrosion and loose wires. Repair as necessary. Reconnect all
connectors and go to step 12).
between BOO switch wiring harness connector and output side of No. 1
fuse holder. If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, locate and repair open circuit in wiring
harness between fuse block and BOO switch connector. Clear DTCs and
repeat QUICK TEST.
10) Check For Open BOO Switch
Turn ignition on. Connect a jumper wire between BOO switch
wiring harness connector terminals. Using scan tool, select BOO PID
from PID/DATA monitor menu. If PID reading indicates ON, replace BOO
switch. Clear DTCs and repeat QUICK TEST. If PID reading does notG - TESTS W/CODES - 7.3L DIESEL Article Text
indicate ON, remove jumper wire and go to next step.
Turn ignition on. Measure resistance between Light Green wire at BOO
circuit in Light Green wire. Clear DTCs and repeat QUICK TEST.
Turn ignition on. Using scan tool, select BOO PID from
PID/DATA monitor menu. If PID reading switches from ON to OFF, no
problem is indicated at this time. If PID reading does not switch from
ON to OFF, replace PCM. Repeat QUICK TEST.
13) Check For Intermittent Open Or Short Circuit
Ensure BOO switch is disconnected. Turn ignition on. Connect
a jumper wire between BOO switch wiring harness connector terminals.
Confirm BOO PID reading on scan tool indicates ON and brakelights are
also on. While observing BOO PID, wiggle and bend small sections of
wiring harness starting at BOO switch connector and working toward
PCM. If fault is indicated (PID changes to OFF), isolate fault in
wiring harness and repair as necessary. Clear DTCs and repeat
QUICK TEST. If no fault is indicated, go to next step.
Remove fuse No. 1. Confirm BOO PID reading on scan tool
indicates OFF and brakelights are also off. While observing BOO PID,
wiggle and bend small sections of wiring harness starting at BOO
switch connector and working toward PCM. If fault is indicated (PID
changes to ON), isolate fault in wiring harness and repair as
necessary. Clear DTCs and repeat QUICK TEST. If no fault is indicated,
fault cannot be duplicated at this time. Reconnect all connectors and
repeat QUICK TEST.
CIRCUIT TEST FE - IDLE VALIDATION SWITCH (IVS)
Diagnostic Aids
Perform this test when directed by QUICK TEST. IVS provides
PCM with a signal to verify when accelerator pedal is in idle
position.

Fig. 21: Idle Validation Switch Circuit & Connector Terminals
1) DTC P0221 Or P0220

This DTC indicates a malfunction has occurred in Idle
Validation Switch (IVS) circuit. Possible causes for this fault are:
* Faulty accelerator pedal assembly.

* Open circuit.
* Short to power in IVS circuit.
Turn ignition off. Ensure scan tool is connected to Data Link

G - TESTS
Connector W/CODES
(DLC). - 7.3L
Turn ignition on.DIESEL Article
Using scan Text (p.
tool, access AP78)1998
and IVSFord Econoline E250For 1 Copyright © 1998 Mitchell Repai
PID from PID/DATA monitor menu. With accelerator pedal in the up
position, if IVS PID reading indicates ON, go to step 10). If IVS PID
2) Check IVS Transition Voltage
Observe AP (voltage) and IVS (state) PID reading and slowly
depress accelerator pedal. If IVS PID reading switches to ON at .4-1.6
volts, replace accelerator pedal assembly. Clear DTCs and repeat
QUICK TEST. If IVS PID does not switch to ON at .4-1.6 volts, go to
next step.
3) Check IVS
Observe IVS PID reading and fully depress accelerator pedal.
If IVS PID reading switches to ON at any time, replace accelerator
pedal assembly. Clear DTCs and repeat QUICK TEST. If IVS PID does not
switch to ON at any time, go to next step.
4) Check IVS Resistance
Disconnect IVS and inspect connector for damaged pins,
corrosion and loose wires. Repair as necessary. With accelerator pedal
depressed, measure resistance between IVS terminals. If resistance is
replace accelerator assembly. Clear DTCs and repeat QUICK TEST.

have been omitted.

Remove fuse No. 17 at power distribution box in engine
compartment. Measure resistance between non-powered side of No. 17
fuse holder (Yellow wire) and power side of No. 3 fuse holder
(Red/Light Green wire). If resistance is less than 5 ohms, go to next
between fuse holders. Clear DTCs and repeat QUICK TEST.
Turn ignition off. Measure resistance of Brown wire between
non-powered side of No. 3 fuse holder and IVS wiring harness
connector. If resistance is less than 5 ohms, go to step 9). If
resistance is 5 ohms or more, locate and repair open circuit in Brown
8) Check Circuit No. 16 Resistance
Turn ignition off. Ensure IVS is disconnected. Remove fuse
No. 8 from power distribution box in engine compartment. Measure
resistance of Red/Light Green wire between non-powered side of fuse
No. 8 holder and IVS wiring harness connector. If resistance is less
and repair open circuit in Red/Light Green wire. Clear memory and
repeat QUICK TEST.
Measure resistance between Red/Orange wire at IVS wiring harness
than 5 ohms, replace PCM. Clear memory and repeat QUICK TEST. If
Red/Orange wire. Clear DTCs and repeat QUICK TEST.
Disconnect IVS connector. If IVS PID reading indicates OFF,
replace accelerator pedal assembly. Clear DTCs and repeat QUICK TEST.
If IVS PID does not indicate OFF, locate and repair short to power in
Red/Orange wire between PCM and IVS wiring harness connector. Clear
CIRCUIT TEST FF - PARKING BRAKE APPLIED (PBA) SWITCH

Diagnostic Aids
Perform this test when directed by QUICK TEST. Parking Brake
Applied (PBA) switch detects when parking brake is applied to enable
Power Take-Off (PTO) raised-idle mode.
Fig. 22: Parking Brake Applied Switch Circuit & Connector Terminals
1) DTC P1536
This DTC indicates that PCM does not detect a PBA state
change during KOEO ON-DEMAND SELF-TEST. Possible causes for this fault
are:
* Low brake fluid.

* Short to ground or power.
* Open circuit.
Start engine and observe BRAKE warning and ABS warning lights
(bulb check). If both lights are on, go to next step. If one or both
lights are off, repair wiring in bulb circuit(s) as necessary. After
repair is completed, perform bulb check again.
2) Check For Brake System Problem
Turn ignition on. Ensure parking brake is fully off. Check
BRAKE warning and ABS warning lights. If both lights are on, a fault
exists in brake system. Check and repair brake system as necessary. If
one or both lights are off, go to next step.
3) Check PBA Parameter Identification (PID)
Using scan tool, select PBA PID from PID/DATA monitor menu. Observe
PBA PID reading and cycle parking brake. If PBA PID reading indicates
ON only, go to next step. If PBA PID reading does not indicate ON
only, go to step 6). G - TESTS W/CODES - 7.3L DIESEL Article Te
4) Check PBA Switch
Turn ignition on. Disconnect PBA switch. If PBA PID switches
to OFF, replace PBA switch. Reconnect all connectors, Clear DTCs and
repeat QUICK TEST. If PBA PID does not switch to OFF, go to next step.
Turn ignition off. Disconnect PCM 104-pin connector. Measure
resistance between ground and Purple/White wire at PBA switch wiring
harness connector. If resistance is less than 10,000 ohms, locate and
repair short to ground in Purple/White wire. Reconnect all connectors,
Clear DTCs and repeat QUICK TEST. If resistance is 10,000 ohms or
more, inspect PCM 104-pin connector for damaged pins, corrosion and
loose wires. Repair as necessary. Reconnect all connectors and go to
step 9).
6) Check PBA PID
Using scan tool, observe PBA PID reading. Cycle parking
brake. If PBA PID reading indicates OFF only, go to next step. If PBA
PID reading does not indicate OFF only, fault may be intermittent. Go
to step 10).
7) Check PBA Switch
Turn ignition on. Ensure PBA switch is disconnected. Connect
a jumper wire between ground and Purple/White wire at PBA switch
wiring harness connector. Using scan tool, check PBA PID reading. If
PBA PID reading indicates ON, replace PBA switch. Reconnect all
connectors, Clear DTCs and repeat QUICK TEST. If PBA PID reading does
not indicate ON, go to next step.
PCM disconnected. Turn ignition on. Measure voltage between ground and
test pin No. 5 at breakout box. If battery voltage is present,
reconnect all connectors and go to next step. If battery voltage is
not present, locate and repair open circuit in circuit No. 162 (Light
Green/Red wire) or circuit No. 977 (Purple/White wire). Reconnect all
connectors, Clear DTCs and repeat QUICK TEST.
Turn ignition on. Using scan tool, select PBA PID from
PID/DATA monitor menu. While observing PBA PID reading, cycle parking
brake. If PBA PID switches from ON to OFF, no problem is indicated at
this time. If PBA PID does not switch from ON to OFF, replace PCM.
Reconnect all connectors, Clear DTCs and repeat QUICK TEST.
Ensure PBA switch is disconnected. Turn ignition on. Using
scan tool, select PBA PID from PID/DATA monitor menu. PBA PID reading
should indicate OFF. While observing PBA PID, wiggle and bend small
sections of wiring harness working toward PCM. If fault is indicated
(PBA PID switches to ON), isolate fault and repair as necessary.
Reconnect all connectors, Clear DTCs and repeat QUICK TEST. If no
fault is indicated, go to next step.
11) Check For Intermittent Open
Engage parking brake. Using scan tool, select PBA PID from
PID/DATA monitor menu. PBA PID should indicate ON. While observing PBA
PID reading, wiggle and bend small sections of wiring harness working
toward PCM. If fault is indicated (PBA PID switches to OFF), isolate
fault and repair as necessary. Reconnect all connectors, Clear DTCs
and repeat QUICK TEST. If no fault is indicated, no problem is
indicated at this time. Repeat QUICK TEST.
CIRCUIT TEST FG - SPEED CONTROL COMMAND SWITCH (SCCS)
WARNING: Deactivate air bag system before working around steering

column. See AIR BAG RESTRAINT SYSTEMS article in the
Diagnostic Aids
Perform this test when directed by QUICK TEST or by another
circuit test. This CIRCUIT TEST is intended to diagnose the following:
* Speed control switches.

* Wiring harness circuits (SCCS).
Fig. 23: Identifying SCCS Circuits & Connector Terminals
Diagnostic Aids
When performing KOER SWITCH SELF-TEST, wait 5 seconds after G - TESTS W/CODES - 7.3L DIESEL
pressing trigger to the test before running through driver operated
controls. Test may take up to 5 minutes to complete.
1) DTC P0565, P0566, P0567, P0568 Or P0569: Speed Control

DTC P0565, P0566, P0567, P0568 Or P0569 will set if PCM does
not detect when a switch has been pressed during KOER SWITCH SELF-
TEST. Possible causes for these faults are:
* Switch not depressed during test.

* Faulty speed control switch.
* Faulty SCCS circuit.
* Open or short in SC GND circuit.
* Open in power supply circuit.
With scan tool connected, turn ignition on. Access SCCS PID
from PID/DATA monitor menu on scan tool. Do not depress any switches.
If SCCS PID voltage is 10 volts, go to step 5). If SCCS PID voltage is
zero volts, go to step 8). If SCCS PID voltage is 6.58-6.78 volts, go
to next step.
2) Switch On Function Check
Depress speed control On switch. If SCCS PID voltage is 10
volts, go to next step. If SCCS PID voltage is not 10 volts, go to
step 20).
3) Switch Off Function Check
Depress speed control Off switch. If SCCS PID voltage is zero
volts, go to next step. If SCCS PID voltage is not zero volts, go to
step 26).
4) Command Switches Function
Depress speed control Resume, Coast and Set/Accel switches.
Observe voltage reading on scan tool as each switch is depressed. If
SCCS PID voltage reading agrees with voltage specification, repeat
KOER SWITCH SELF-TEST. If DTC is still present, replace PCM. See SPEED
CONTROL COMMAND SWITCH PID SPECIFICATIONS table. If any SCCS PID
voltage reading does not agree with voltage specification, replace
speed control switch assembly. Clear DTCs and repeat KOER SWITCH SELF-
TEST.
SPEED CONTROL COMMAND SWITCH PID SPECIFICATIONS TABLE
Switch Volts
Coast ............................................ .48-.88

Set/Accel ...................................... 2.54-2.94
Resume ......................................... 4.46-4.86
5) Check For Shorted Command Switch

Remove driver-side air bag module. See AIR BAG RESTRAINT
SYSTEMS article in the ACCESSORIES & EQUIPMENT section. Disconnect
speed control switch 5-pin connector. If SCCS PID voltage reading is
6.58-6.78 volts, switch assembly is shorted. Replace speed control
switch assembly. If SCCS PID voltage reading is not 6.58-6.78 volts, G - TESTS W/CODES - 7.3L DIESEL Article
go to next step.
6) Check Sliding Contact (Clockspring)
Disconnect clockspring-to-steering column 6-pin connector.
Connector is located below steering column. If SCCS PID voltage
reading is 6.58-6.78 volts, clockspring is shorted to power. Replace
clockspring. Clear DTCs and repeat KOER SWITCH SELF-TEST. If SCCS PID
voltage reading is not 6.58-6.78 volts, go to next step.
7) Signal Circuit Check
Turn ignition off. Ensure steering column connector and speed
control switch 5-pin connector are disconnected. Disconnect PCM 104-
pin connector and inspect for damaged pins, corrosion and loose wires.
disconnected. Turn ignition on. Measure voltage between ground and
test pin No. 61 at breakout box. If SCCS PID voltage reading is zero
volts, replace PCM. Clear DTCs and repeat KOER SWITCH SELF-TEST. If
SCCS PID voltage reading is not zero volts, locate and repair short to
power in Light Blue/Black wire.
SYSTEMS article in the ACCESSORIES & EQUIPMENT. Disconnect speed
control switch 5-pin connector. If SCCS PID voltage is 6.58-6.78
volts, clockspring wiring harness in steering column is shorted to
ground. Replace clockspring. Clear DTCs and repeat
KOER SWITCH SELF-TEST. If SCCS PID voltage is not 6.58-6.78 volts, go
to next step.
Connector is located below steering column. If SCCS PID voltage is 6.
58-6.78 volts, clockspring and wiring harness in steering column are
shorted to ground. Replace clockspring. Clear DTCs and repeat
to next step.
Turn ignition off. Ensure clockspring-to-steering column
connector is disconnected. Disconnect PCM 104-pin connector and
76, 77 and 103 at breakout box. If each reading is more than 10,000
ohms, replace PCM. Clear DTCs and repeat KOER SWITCH SELF-TEST. If any
Light Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.

have been omitted.

Remove horn pad. Disconnect 3-pin speed control switch
connector. Remove No. 3 fuse from power distribution box. Measure
resistance between non-powered side of No. 3 fuse holder and terminal
"C" (Dark Blue wire) at speed control switch 3-pin connector. If G - TESTS W/CODES - 7.3L DIESEL Article Text
resistance is less than 75 ohms, go to step 14). If resistance is 75
13) Check Clockspring Resistance
Disconnect clockspring-to-steering column 10-pin Gray
connector. Connector is located below steering column. Measure
resistance of Dark Blue wire between terminal "C" at 3-pin speed
control switch connector and terminal No. 6 at 10-pin Gray connector
(steering column side of connector). If resistance is less than 5
ohms, locate and repair open circuit between fuse No. 3 and 10-pin
connector or replace defective horn relay. Clear DTCs and repeat
KOER SWITCH SELF-TEST. If resistance is 5 ohms or more, replace
clockspring. Clear DTCs and repeat KOER SWITCH SELF-TEST.
14) Check Speed Control Switch
Depress speed control On switch. Measure resistance between
terminals "C" (Dark Blue wire) and "B" (Light Blue/Black wire) at
speed control switch 3-pin connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, replace speed
control switch assembly. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Ensure speed control switch 3-pin connector is disconnected.
Measure resistance of Light Blue/Black wire between terminal "B" at 3-
pin connector and terminal No. 5 at clockspring-to-steering column 10-
pin Gray connector. If resistance is less than 5 ohms, go to next
in Light Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Disconnect clockspring-to-steering column 10-pin Gray wiring harness
resistance between test pin No. 61 at breakout box and terminal No. 5
(Light Blue/Black wire) at 10-pin wiring harness connector. If
17) Check Switch Ground
Remove horn pad. Turn ignition on. Disconnect speed control
switch 3-pin connector. Measure voltage between terminals "A" and "C"
at clockspring side of speed control switch 3-pin connector. If
battery voltage is present, replace speed control switch assembly.
Clear DTCs and repeat KOER SWITCH SELF-TEST. If battery voltage is not
present, go to next step.
18) Check For Open Clockspring Circuit
resistance of Dark Green/Orange wire between terminal "A" at speed
control switch 3-pin connector and terminal No. 2 at clockspring-to-
steering column 10-pin Gray connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, replace
19) Check For Open Circuit G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 85
Measure resistance between Dark Green/Orange wire at terminal No. 2 of
clockspring-to-steering column 10-pin Gray connector and test pin No.
40 at breakout box. If resistance is less than 5 ohms, replace PCM.
Clear DTCs and repeat KOER SWITCH SELF-TEST. If resistance is 5 ohms
or more, locate and repair open circuit in Dark Green/Orange wire.
Clear DTCs and repeat KOER SWITCH SELF-TEST.
20) Check Fuse
Remove and inspect fuse No. 27 from power distribution box
located in engine compartment. If fuse is blown, check for cause of
blown fuse. Repair as necessary and replace fuse. Clear DTCs and
repeat KOER SWITCH SELF-TEST. If fuse is okay, go to next step.
speed control switch 5-pin connector. Measure resistance Of
Yellow/Light Blue wire between non-powered side of fuse No. 27 holder
and terminal "C" at speed control switch 3-pin connector (clockspring
side). If resistance is less than 75 ohms, go to next step. If
resistance is 75 ohms or more, go to step 25).
terminals "A" (Light Blue/Black wire) and "C" (Dark Blue wire) at
Turn ignition off. Disconnect clockspring-to-steering column
6-pin wiring harness connector. Connector is located below steering
column. Measure resistance between terminal No. 6 (Light Blue/Black
wire) at 10-pin wiring harness connector and test pin No. 61 at
resistance is 5 ohms or more, locate and repair open circuit in Light
Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Disconnect speed control switch 5-pin connector. Measure
resistance of Light Blue/Black wire between terminal "C" at 5-pin
connector and terminal No. 5 at clockspring-to-steering column 6-pin
connector. If resistance is less than 5 ohms, replace PCM. Clear DTCs
and repeat KOER SWITCH SELF-TEST. If resistance is 5 ohms or more,
replace clockspring. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Measure resistance of Dark Blue wire between terminal "C" at 5-pin
connector (steering column side). If resistance is less than 5 ohms,
locate and repair open circuit between fuse No. 27 and clockspring-to-
steering column 6-pin wiring harness connector or replace faulty horn
relay. Clear DTCs and repeat KOER SWITCH SELF-TEST. If resistance is 5
ohms or more, replace clockspring. G -Clear
TESTSDTCs and repeat-KOER
W/CODES SWITCH Article Text (p. 86)1998 Ford Econoline E250
7.3L DIESEL
SELF-TEST.
control switch 5-pin connector. Turn ignition on. Measure voltage
between terminals "B" and "C" at clockspring side of speed control
switch 5-pin connector. If battery voltage is present, replace speed
If battery voltage is not present, go to next step.
6-pin connector. Connector is located below steering column. Measure
resistance of Dark Green/Orange wire between terminal "B" at speed
CIRCUIT TEST FH - 4x4 LOW
Diagnostic Aids
* 4x4 low switch.

* Wiring harness circuits for 4x4 low switch.
Fig. 24: Identifying 4x4 Low Switch Circuit & Connector Terminals
1) DTC P1729 Or P1781: Perform Switch Functional Check

Turn ignition on. Observe 4x4L indicator and switch to and
from 4x4L. If indicator light agrees with lever position, go to next
step. If indicator light does not agree with lever position, go to
step 4).
2) Check 4x4L Parameter Identification (PID)
Using scan tool, select 4x4L PID from PID/DATA monitor menu. Observe
4x4L PID reading and switch to and from 4x4L. If 4x4L PID reading
agrees with lever position, go to next step. If 4x4L PID reading does
not agree with lever position, go to step 11).
While observing 4x4L PID, wiggle and bend all wiring harness
circuits for 4x4L. If 4x4L PID switched states (on/off) at any time,
isolate fault and repair as necessary. Reconnect all connectors. Clear
DTCs and repeat QUICK TEST. If 4x4L PID did not switch states, no
problem is indicated at this time. Clear DTCs and repeat QUICK TEST.
4) Check Voltage At Switch
Disconnect 4x4L switch 2-pin connector. Switch is located on
front of transfer case. Measure voltage between ground and Light
Blue/Black wire at 4x4L switch wiring harness connector. If voltage is
more than 10.5 volts, replace 4x4L switch. Clear DTCs and repeat QUICK
TEST. If voltage is 10.5 volts or less, go to next step.
5) Check Indicator Light
Observe 4x4L indicator light and shift to and from 4x4L. If
indicator light always stays on, locate and repair short to ground
between indicator light and switch connector. Clear DTCs and repeat
QUICK TEST. If indicator light does not always stay on, go to next
step.
6) Check Voltage At Fuse
Measure voltage between ground and both sides of fuse No. 17
at instrument panel fuse block. If battery voltage is present at both
readings, go to step 9). If battery voltage is not present at both
readings, go to next step.
7) Check Power Feed To Fuse
Measure voltage between ground and power side of No. 17 fuse
holder (Red/Light Green wire). If battery voltage is present, go to
next step. If battery voltage is not present, repair open circuit in
Red/Light Green wire. Clear DTCs and repeat QUICK TEST.
Ensure 4x4 lever is not in LOW position. Turn ignition off.
Measure resistance between ground and non-powered side of No. 17 fuse
holder (Red/Yellow wire). If resistance is more than 10,000 ohms,
replace fuse. Clear DTCs and repeat QUICK TEST. If resistance is 10,
000 ohms or less, locate and repair short to ground in Red/Yellow
wire.
9) Check 4x4L Bulb
Turn ignition off. Remove and inspect 4x4L indicator bulb.
Replace bulb as necessary. Clear DTCs and repeat QUICK TEST. If bulb
10) Check Voltage At Indicator Bulb
Turn ignition on. Shift out of 4x4 Low. Measure voltage
between ground and Red/Yellow wire at indicator bulb socket. If
battery voltage is present, locate and repair open circuit in Light
Blue/Black wire between indicator bulb and 4x4L switch. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, locate and
repair open circuit in Red/Yellow wire between fuse and indicator
bulb. Clear DTCs and repeat QUICK TEST.
Disconnect 4x4L switch connector. Measure resistance between Light
Blue/Black wire at 4x4L switch wiring harness connector and test pin
in Light Blue/Black wire. Clear DTCs and repeat QUICK TEST.
Measure resistance between ground and Light Blue/Black wire
at 4x4L switch wiring harness connector. If resistance is less than
10,000 ohms, locate and repair short to ground in Light Blue/Black
wire. Clear DTCs and repeat QUICK TEST. If resistance is 10,000 ohms
or more, replace PCM. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST FJ - INJECTOR DRIVER MODULE FEEDBACK
Diagnostic Aids
* Injector Driver Module (IDM).

* Wiring harness circuit (EF).
Fig. 25: Identifying Injector Driver Module Feedback Circuit
1) DTC P1668
This DTC indicates a PCM/IDM communication error. Possible
* Faulty Injector Driver Module (IDM).

Perform KOEO ON-DEMAND SELF-TEST again. If DTC P1668 is not

present, go to next step. If only DTC P1668 is present, go to stepG3).
If DTCs P1663, P1667 and P1668 are present, go to step 8). If DTC
P1668 is present with DTC P1298 or P1667, go to CIRCUIT TEST KA. If
DTCs P1668 and P1663 are present, go to CIRCUIT TEST KF. If DTCs P1668
and P1662 are present, go to CIRCUIT TEST NC.
2) Check EF Circuit
Start engine and allow it to idle. Wiggle and bend small
sections of wiring harness starting at IDM connector and working
toward PCM. Perform KOEO ON-DEMAND SELF-TEST. If DTC P1668 is present,
locate and repair intermittent in wiring harness. Clear DTCs and
repeat QUICK TEST. If DTC P1668 is not present, no problem is
indicated at this time.
Disconnect IDM 40-pin connector. IDM is located in left side of engine
compartment. Measure resistance between terminal No. 4 (Gray/White
wire) at IDM connector and test pin No. 48 at breakout box. If
ohms or more, locate and repair open circuit in Gray/White wire. Clear
readings are more than 10,000 ohms, go to next step. If any reading is
10,000 ohms or less, locate and repair short to ground in Gray/White
pin No. 48 and test pins No. 55, 71 and 91 at breakout box. If any
reading is 10,000 ohms or less, locate and repair short to power in
Gray/White wire. Clear DTCs and repeat QUICK TEST. If all readings are
more than 10,000 ohms, go to next step.
Measure resistance of Gray/Red wire between test pin No. 91
at breakout box and terminal No. 2 at IDM connector. If resistance is
QUICK TEST.
7) Check IDM Power
Disconnect IDM 40-pin connector. IDM is located in left side
of engine compartment. Turn ignition on. Measure voltage between
ground and terminal No. 14 (Dark Green/Light Green wire) at IDM wiring
harness connector. If battery voltage is present, go to next step. If
battery voltage is not present, go to CIRCUIT TEST NC.
8) Check IDM Ground
terminal No. 26 (Black/White wire) at IDM connector. If resistance is
less than 5 ohms, replace IDM. Clear DTCs and repeat QUICK TEST. If
Black/White wire. Clear DTCs and repeat QUICK TEST.
9) Measure EF Circuit Frequency
Reconnect IDM connector. Start engine and allow it to idle.
Using New Generation Star (NGS) scan tool, select frequency meter. Use
4V DC scale. Using a jumper wire, connect test pin No. 48 of breakout
box to SIG INPUT on scan tool. Using another jumper wire, connect test
pin No. 77 (ground) of breakout box to COMMON on scan tool. Measure
frequency at specified engine RPM. See IDM FREQUENCY SPECIFICATIONS
table. If frequency is not as specified, replace IDM. Clear DTCs and
repeat QUICK TEST. If frequency is as specified, replace PCM. Clear
IDM FREQUENCY SPECIFICATIONS TABLE
Engine RPM Frequency (Hz)
1000 .................................................. 66
2000 ................................................. 133
3000 ................................................. 200
10) DTC P1316

This DTC indicates IDM DTCs are stored in the IDM. Injector
faults are stored in the IDM and reported to PCM during KOEO ON-DEMAND
SELF-TEST and KOEO INJECTOR ELECTRICAL SELF-TEST. An intermittent
fault will store a DTC in the IDM. IDM DTCs are cleared by using CLEAR
ALL command from the RETRIEVE/CLEAR CONTINUOUS DTCs menu on scan tool.

Perform KOEO ON-DEMAND SELF-TEST again. If any IDM DTCs are

present, perform appropriate circuit test and repair as necessary.
Clear DTCs and repeat QUICK TEST. If no IDM DTCs are present, go to
next step.
11) Verify DTC P1316 Resets
Clear Continuous Memory DTCs. Road test vehicle. Retrieve and
clear Continuous Memory DTCs. Perform KOEO ON-DEMAND SELF-TEST.
Retrieve DTCs. If DTC P1316 is present in continuous memory with any
KOEO IDM DTCs, perform appropriate circuit test and repair as
necessary. Clear DTCs and repeat QUICK TEST. If DTC P1316 is present
in continuous memory without any KOEO IDM DTCs, go to next step (if
only DTC P1316 is present) or perform appropriate circuit test (if any
other Continuous Memory DTCs are present).
Turn ignition off. Disconnect IDM connector. IDM is located
in left side of engine compartment. Disconnect PCM 104-pin connector
and inspect for damaged pins, corrosion and loose wires. Repair as
Measure resistance between terminal No. 4 (Gray/White wire) at IDM
connector and test pin No. 48 at breakout box. Wiggle and bend small
toward PCM. If resistance stays at 5 ohms or less, go to next step.
G If- TESTS W/CODES - 7.3L DIESEL Article Text (p.
resistance changes to more than 5 ohms, locate and repair open circuit
in Gray/White wire between PCM and IDM. Clear DTCs and repeat
QUICK TEST.
Measure resistance between ground and test pin No. 48 at
breakout box. Wiggle and bend small sections of wiring harness
starting at IDM connector and working toward PCM. If resistance stays
at 10,000 ohms or more, go to next step. If resistance changes to less
than 10,000 ohms, locate and repair short to ground in Gray/White wire
between PCM and IDM. Clear DTCs and repeat QUICK TEST.
No. 48 at breakout box. Wiggle and bend small sections of wiring
harness starting at IDM connector and working toward PCM. If no
voltage is ever present, go to next step. If any voltage is present,
locate and repair short to power in Gray/White wire between PCM and
IDM. Clear DTCs and repeat QUICK TEST.
15) Check For Intermittent Open Circuit
Turn ignition off. Measure resistance of Brown/Orange wire
between terminal No. 17 at IDM wiring harness connector and test pin
harness starting at IDM connector and working toward PCM. If
resistance stays at 5 ohms or less, go to next step. If resistance
changes to more than 5 ohms, locate and repair open circuit in
Brown/Orange wire between PCM and IDM. Clear DTCs and repeat
QUICK TEST.
than 10,000 ohms, locate and repair short to ground in Brown/Orange
wire between PCM and IDM. Clear DTCs and repeat QUICK TEST.
locate and repair short to power in Brown/Orange wire between PCM and
in continuous memory without any KOEO IDM DTCs, go to next step.
19) Attempt To Generate IDM DTCs
Disconnect one fuel injector connector. Start engine to
generate IDM DTCs. Perform KOEO INJECTOR ELECTRICAL SELF-TEST. Perform
KOEO ON-DEMAND SELF-TEST. If any IDM DTCs are present, replace PCM.
Reconnect all connectors, clear DTCs and repeat QUICK TEST. If noGIDM - TESTS W/CODES - 7.3L DIESEL Article Text
DTCs are present, replace IDM. Reconnect all connectors, clear DTCs
CIRCUIT TEST FK - FUEL PUMP MONITOR CONTROL
Diagnostic Aids
Perform this test when directed by QUICK TEST. The Fuel Pump
Control (FPC) circuit from the PCM is used to energize the fuel pump
relay. With ignition on, fuel pump relay is energized for 20 seconds
and all the time when engine RPM is detected. The Fuel Pump Monitor
(FPM) circuit is downstream of the inertia switch and is used by the
PCM to monitor voltage going to the fuel pump. This CIRCUIT TEST is
intended to diagnose:
* Fuel pump relay.

* Inertia switch.
* Warning light.
* Wiring harness circuits (FPC and FPM).
1) KOEO DTC P0230

This DTC indicates that PCM has detected a fuel pump relay
control circuit malfunction. Possible causes for this fault are:
* Blown fuse.
* Open circuit.

fuse is okay, go to next step. If fuse is blown, replace fuse. Clear
2) Check Power To Fuel Pump Relay
Remove fuel pump from engine compartment distribution center.
Turn ignition on. Measure voltage between ground and Red/Light Green
wire at fuel pump relay wiring harness connector. If battery voltage
is present, go to next step. If battery voltage is not present, repair
open circuit in Red/Light Green wire between fuse block and fuel pump
relay. Clear DTCs and repeat QUICK TEST.
NOTE: When ignition is turned on, PCM will ground fuel pump relay
for only 20 seconds when engine is not running.
3) Check Fuel Pump Relay Ground Circuit

Measure resistance between ground and Light Blue/Orange wire
at fuel pump relay wiring harness connector. Turn ignition on. If
resistance is less than 100 ohms within 20 seconds of turning ignition
on, replace fuel pump relay. Clear DTCs and repeat QUICK TEST. If
resistance is not less than 100 ohms within 20 seconds or turning
ignition on, go to next step. G - TESTS W/CODES - 7.3L DIESEL Article
Measure resistance of Light Blue/Orange wire between fuel pump relay
QUICK TEST. If resistance is 5 ohms or more, repair open circuit in
Light Blue/Orange wire. Clear DTCs and repeat QUICK TEST.
5) KOEO DTC P0231
This DTC indicates that PCM has detected voltage was not
present at Fuel Pump Monitor (FPM) circuit when ignition was turned
on. Possible causes for this fault are:
* Blown fuse.
* Open circuit.
* Faulty inertia switch.
If DTC P0230 is also present, go to step 1). If DTC P0230 is

not also present, disconnect inertia switch connector. Inertia switch
is located behind right kick panel. Turn ignition on. Measure voltage
between ground and Dark Green/Yellow wire at fuel pump relay wiring
harness connector within 20 seconds of turning ignition on. If battery
voltage is present, go to next step. If battery voltage is not
6) Check Inertia Switch
Reconnect inertia switch connector. Measure voltage between
ground and Pink/Black wire at inertia switch wiring harness connector.
If battery voltage is present, go to next step. If battery voltage is
not present, reset or replace inertia switch. Clear DTCs and repeat
QUICK TEST.
7) Check Fuel Pump Monitor Circuit
Box (014-00950), leaving PCM disconnected. Disconnect inertia switch
connector. Measure resistance between Pink/Black wire at inertia
If resistance is less than 5 ohms, replace PCM. Clear DTCs and repeat
circuit in Pink/Black wire. Clear DTCs and repeat QUICK TEST.
8) Check Fuel Pump Fuse
Turn ignition off. Check fuse No. 17 (30-amp) in engine
compartment distribution center. If fuse is okay, go to next step. If
fuse is blown, replace fuse.
9) Check For Power To Fuel Pump Relay
Remove fuel pump relay from engine compartment distribution
center. Turn ignition on. Measure voltage between ground and Yellow
is present, go to next step. If battery voltage is not present, locate
and repair open circuit in Yellow wire. Clear DTCs and repeat
QUICK TEST. G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 94)1998 Ford Econoline E250
10) Check Inertia Switch Power Circuit
Turn ignition off. Disconnect inertia switch connector.
Measure resistance of Dark Green/Yellow wire between fuel pump relay
wiring harness connector and inertia switch wiring harness connector.
If resistance is less than 5 ohms, replace fuel pump relay. Clear DTCs
and repeat QUICK TEST. If resistance is 5 ohms or more, locate and
repair open circuit in Dark Green/Yellow wire. Clear DTCs and repeat
QUICK TEST.
11) KOEO DTC P0232
This DTC indicates that PCM has detected that voltage was
present at Fuel Pump Monitor (FPM) circuit when fuel pump was
commanded off. Possible causes for this fault are:
* Short to power.
* Open circuit.
NOTE: Ignore DTC P0230 at this time.

Turn ignition on. Perform KOEO ON-DEMAND SELF-TEST. If DTC P0232 is
present, go to next step. If DTC P0232 is not present, go to step 15).
12) Check For Fuel Pump Relay Short
Reinstall fuse. Remove fuel pump relay from engine
compartment distribution center. Perform KOEO ON-DEMAND SELF-TEST. If
DTC P0232 is present, go to next step. If DTC P0232 is not present,
replace fuel pump relay. Clear DTCs and repeat QUICK TEST.
13) Check For Short To Inertia Switch
Disconnect inertia switch connector. Inertia switch is
located behind right kick panel. Perform KOEO ON-DEMAND SELF-TEST. If
repair short to power in Dark Green/Yellow wire between inertia switch
and fuel pump relay. Clear DTCs and repeat QUICK TEST.
at breakout box. If battery voltage is present, repair short to power
in fuel pump control or fuel pump monitor circuit. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, replace PCM.
ground and test pin No. 94 at breakout box. If resistance is less than
5 ohms, repair short to ground in Light Blue/Orange wire between PCM
and fuel pump relay. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, replace PCM. Clear DTCs and repeat QUICK TEST.
This DTCGindicates
- TESTS that PCM has detected
W/CODES a fuel pump
- 7.3L DIESEL relayText (p. 95)1998 Ford Econoline E250For 1
Article Copyright © 19
control circuit fault. Possible causes for this fault are:
* Blown fuse.
* Open or intermittent circuit fault.
Perform KOEO ON-DEMAND SELF-TEST. If DTC P0230 is present, go

to step 1). If DTC P0230 is not present, go to next step.
starting at fuel pump relay and working toward PCM. Retrieve DTCs. If
Continuous Memory DTC P0230 is present, locate and repair fault in
wiring harness. Clear DTCs and repeat QUICK TEST. If Continuous Memory
DTC P0230 is not present, no fault is indicated at this time. Testing
is complete.
This DTC indicates that PCM detected voltage was not present
on fuel pump monitor circuit when fuel pump was commanded on. Possible
* Blown fuse.
* Open circuit.

16). Perform KOEO ON-DEMAND SELF-TEST. If KOEO DTC P0231 is present,
go to step 5). If KOEO P0231 is not present, go to next step.
is complete.
* Short to power.
Perform KOEO ON-DEMAND SELF-TEST. If KOEO DTC P0232 is

present, go to step 11). If KOEO DTC P0232 is not present, go to next
step.
DTC P0232 is not present, no fault is indicated at this time. TestingG - TESTS W/CODES - 7.3L DIESEL Article Text (p
is complete.
CIRCUIT TEST HA - AUXILIARY POWERTRAIN CONTROL SYSTEM
Diagnostic Aids
Perform this test only when directed by QUICK TEST or if no
DTCs are present and Auxiliary Powertrain Control Module (APCM) does
not control engine RPM. Auxiliary powertrain control system provides
an operator interface to the drive-by-wire powertrain control system
to effect charge protection, RPM control and manual throttle control
between 1300-2500 RPM. This test is intended to diagnose:
* Wiring harness circuits (KEY PWR, GND, BUS (+), BUS (-) and
hi-mount brakelight).
* Auxiliary Powertrain Control Module (APCM).
Enabling conditions:
* Parking brake set, transmission in Park (A/T). Service brake,
accelerator pedal and brakelights must be functional. To
operate system with hazard flashers, hi-mount brakelight
circuit must be complete and operational.
Error DTCs are displayed from APCM only. See Fig. 26.
Identify DTC and perform appropriate procedure or test step:
* If APCM is inoperative at all times, go to step 1).

* On all models except Cutaway, if APCM is inoperative with
hazard flashers, go to step 7).
* On Cutaway models, if APCM is inoperative with flashers on,
go to step 11).
* If APCM DTC CErr or CrSD is displayed, go to step 5).
* If APCM DTC EErr or AErr is displayed, replace APCM.
Fig. 26: Identifying Auxiliary Powertrain Control Module (APCM)

Fig. 27: Identifying Auxiliary Powertrain Control System Circuits
Fig. 28: Identifying Brake Circuit
1) Verify Operation Procedure

Refer to auxiliary powertrain control manual provided with
system to verify correct operating procedures and entry conditions. If
entry conditions are met, go to next step. If entry conditions are not
met, correct operating procedure. Retest system. If system still does
not operate. Go to next step.
2) Check For DTCs
Ensure auxiliary powertrain control system is off. Using NGS
scan tool, perform KOEO ON-DEMAND SELF-TEST,
KOER ON-DEMAND SELF-TEST and
KOER SWITCH SELF-TEST. Retrieve DTCs. If any DTCs are present, service
DTCs as necessary. If no DTCs are present, go to next step.
3) Check KEY PWR Voltage
Disconnect APCM connector. Connector is located behind left
side of instrument panel. Turn ignition on. Measure voltage between
ground and terminal No. 2 at APCM wiring harness connector. If battery
present, locate and repair open in KEY PWR circuit.
terminal No. 1 (Black wire) at APCM wiring harness connector. If
ohms or more, locate and repair open circuit in Black wire.
5) Check For Open In BUS (-) Circuit
Measure resistance of Pink/Light Blue wire between terminal
No. 3 at APCM wiring harness connector and Data Link Connector (DLC).
ohms or more, repair open in BUS (-) circuit.
6) Check For Open In BUS (+) Circuit
Measure resistance of Tan/Orange wire between terminal No. 4
at APCM wiring harness connector and Data Link Connector (DLC). If
ohms or more, locate and repair open in BUS (+) circuit.
7) APCM Inoperative With Hazard Flashers (Except Cutaway)
Turn ignition off. Depress brake pedal. If hi-mount
brakelight is on, go to CIRCUIT TEST FD. If hi-mount brakelight is
off, go to next step.
8) Check Hi-Mount Brakelight
Remove and inspect hi-mount brakelight bulb. Replace bulb as
necessary and retest system operation. If bulb is okay, go to next
step.
Measure resistance of Black wire between ground and hi-mount
brakelight bulb socket. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, locate and repair open in
ground circuit.
10) Check For Power To Bulb
Turn ignition off. Depress brake pedal. Measure voltage
between ground and Light Green wire at hi-mount brakelight bulb
socket. If battery voltage is present, check for loose connection in
bulb socket. Repair as necessary. If battery voltage is not present,
11) APCM Inoperative With Hazard Flashers (Cutaway)
Turn ignition off. Disconnect brake resistor. Resistor is
located on left side "B" pillar. Measure resistance of Black wire
between ground and resistor connector. If resistance is less than 5
12) Check Power To Resistor
Depress brake pedal. Connect a test light between ground and
Light Green wire at resistor connector. If test light is on, go to
next step. If test light is off, locate and G
repair open circuit
- TESTS W/CODESin - 7.3L DIESEL Article Text (p. 100)1998 Ford Econoline
Light Green wire.
13) Check Resistor
Measure resistance between resistor terminals. If resistance
is 130-150 ohms, reconnect resistor and go to CIRCUIT TEST FD. If
resistance is not 130-150 ohms, replace resistor. Recheck system
operation.
CIRCUIT TEST HB - PROGRAMMABLE SPEEDOMETER/ODOMETER MODULE

(PSOM)
Diagnostic Aids
* PSOM output to PCM.

* PSOM (+) and PSOM (-) wiring harness circuits.
To prevent replacement of good components, be aware following

non-EEC related areas and components may be cause of problem:
* Cruise control system.

* Rear anti-lock brake system.
* Ring gear inside differential.
* Instrumentation system.
Fig. 29: Programmable Speedometer/Odometer Module (PSOM) Circuit

Logic

Fig. 30: Identifying Programmable Speedometer/Odometer Module (PSOM)
Circuit & Connector Terminals
1) DTC P0500
DTC P0500 indicates PCM detected incorrect output from
Vehicle Speed Sensor (VSS) sometime during vehicle operation. Possible

* Faulty PCM.

Measure resistance between test pins No. 33 and 58 at breakout box. If
resistance is 21,000-55,000 ohms, go to step 4). If resistance is not
21,000-55,000 ohms, go to next step.
2) Check PSOM Circuit Continuity
Ensure ignition is off. Disconnect PSOM wiring harness
connector. PSOM is located behind left side of instrument panel.
Measure resistance between test pin No. 58 at breakout box and PSOM
(+) circuit (Gray/Black wire) at PSOM wiring harness connector. Also,
measure resistance between test pin No. 33 at breakout box and PSOM (-
) circuit (Pink/Orange wire) at PSOM wiring harness connector. If any
reading is 5 ohms or more, locate and repair open circuit. Clear DTCs
and repeat QUICK TEST. If both readings are less than 5 ohms or less,
go to next step.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 102)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Ensure ignition is off. Measure resistance between test pin
No. 58 and test pins No. 33, 51 and 71 at breakout box. If any reading
is 10,000 ohms or less, repair short circuit. Clear DTCs and repeat
QUICK TEST. If all readings are more than 10,000 ohms, go to next
step.
4) Check Rear Anti-Lock Brake System (RABS) Sensor
Turn ignition off. Disconnect RABS sensor connector. Sensor
is located on rear differential assembly. Measure resistance between
sensor terminals. If resistance is not 1300-1550 ohms, replace RABS
sensor. Clear DTCs and repeat QUICK TEST. If resistance is 1300-1550
NOTE: When road testing vehicle in the following step, use an

assistant to record data.
5) Check PSOM Output Voltage

Turn ignition off. Connect PCM to breakout box. Connect
wiring harness connector to PSOM. Set New Generation Star (NGS) scan
tool for frequency measurement with a 4-volt DC scale. Connect NGS
scan tool probes between test pins No. 33 and 58 at breakout box. Road
test vehicle at 40 MPH or 60 MPH. Frequency should by 88-92 Hz at 40
MPH or 128-132 at 60 MPH. If frequency is as specified, replace PCM.
Clear DTCs and repeat QUICK TEST. If frequency is not as specified, no
fault is indicated at this time. Check for faulty instrument cluster,
cruise control system or RABS.
CIRCUIT TEST KA - CYLINDER IDENTIFICATION (CID)
WARNING: Voltage at Cylinder Identification (CID) circuit

(Yellow/Light Blue wire) is 115 volts. Personal injury may
result if proper procedures are not followed.
Diagnostic Aids

* Wiring harness circuit (CID).
Fig. 31: Identifying Cylinder Identification Circuit
1) DTCs P1298, P1667 & P1668

These DTCs indicate that PCM has detected a Cylinder
Identification (CID) malfunction. Possible causes for this fault are:

Perform the following:

* If only DTC P1668 is present, go to CIRCUIT TEST FJ.
* If DTCs P1668 and P1667 are present, go to next step.
* If DTCs P1663, P1667 and P1668 are present, go to
CIRCUIT TEST FJ, step 8).
* If only DTC P1298 is present, replace IDM.
* If only DTC P1667 is present, go to next step.
* If DTCs P1663 and P1667 are present, go to CIRCUIT TEST FJ,
step 8).
2) Check CID Signal Circuit

DTC P1667 or DTCs P1667 and P1668 retrieved together
indicates there is a short to power, short to ground or an open at CID
circuit. Disconnect PCM 104-pin connector and inspect for damaged
Box (014-00950). Connect PCM connector to breakout box. Turn ignition
on. Measure voltage between ground and test pin No. 96 at breakout
box. If voltage is .5-.7 volt, go to next step. If voltage is less
than .5 volt, go to step 4). If battery voltage is present, go to step
5).
3) Perform Output State Check
Attach New Generation Star (NGS) scan tool. Turn ignition on.
Using NGS scan tool, perform OUTPUT STATE SELF-TEST. See
ADDITIONAL SYSTEM FUNCTIONS. Measure voltage between ground and test
pin No. 96 at breakout box. If voltage does not toggle between .5-.7
volt and 12 volts, replace PCM. Clear DTCs and repeat QUICK TEST. If
voltage toggles between .5-.7 volt and 12 volts, fault is
compartment. Measure resistance between terminal No. 16 (Yellow/Light
Blue wire) at IDM connector and test pin No. 96 at breakout box. If
resistance is less than 5 ohms, go to step 6). If resistance is 5 ohms
or more, locate and repair open circuit in Yellow/Light Blue wire.
No. 96 at breakout box. If battery voltage is present, locate and
repair short to power in Yellow/Light Blue wire. Clear DTCs and repeat
QUICK TEST. If battery voltage is not present, go to step 7).
10,000 ohms or less, locate and repair short to ground in Yellow/light
Blue wire. Clear DTCs and repeat QUICK TEST.
Ensure IDM is disconnected. Connect PCM connector to breakout
box. Attach New Generation Star (NGS) scan tool. Turn ignition on.
pin No. 96 at breakout box while depressing and releasing brake pedal.
If voltage does not toggle between .5-.7 volt and zero volts, replace
PCM. Clear DTCs and repeat QUICK TEST. If voltage toggles between .5-.
7 volt and zero volts, replace IDM. Clear DTCs and repeat QUICK TEST.
Clear DTCs. Start engine and allow it to idle. Using an
insulated tool, wiggle and bend small sections of wiring harness
starting at IDM connector and working toward PCM. Perform
KOEO ON-DEMAND SELF-TEST. If any DTCs are present, locate and repair
intermittent in wiring harness. Clear DTCs and repeat QUICK TEST. If
no DTCs are present, no problem is indicated at this time.
9) DTC 1219
P1219 is an IDM Continuous Memory DTC that is retrieved
during KOEO ON-DEMAND SELF-TEST. This DTC indicates that the PCM has
detected an intermittent short to ground in CID circuit. Possible
* Short to ground.
* Faulty Injector Driver (IDM).
Turn ignition off. Disconnect IDM 40-pin connector. IDM is

located in left side of engine compartment. Disconnect PCM 104-pin
connector and inspect for damaged pins, corrosion and loose wires.
disconnected. Measure resistance between ground and test pin No. 96 at
starting at IDM connector and working toward PCM. If resistance
changes to less than 10,000 ohms, locate and repair short to ground in
Yellow/Light Blue wire in wiring harness. Clear DTCs and repeat
QUICK TEST. If resistance does not change to less than 10,000 ohms,
reconnect PCM and IDM. Road test vehicle. If DTC resets, replace IDM.
10) DTC P1218
P1218 is a IDM Continuous Memory DTC that is retrieved during
KOEO ON-DEMAND SELF-TEST. This DTC indicates that PCM has detected a
intermittent short to power in CID circuit. Possible causes for this
fault are:
* Faulty circuit.

disconnected. Turn ignition on. Measure voltage between terminal No.
16 (Yellow/Light Blue wire) at IDM connector and test pin No. 96 at
starting at IDM connector and working toward PCM. If any voltage is
indicated, locate and repair short to power in Yellow/Light Blue wire
in wiring harness. Clear DTCs and repeat QUICK TEST. If no voltage is
indicated, reconnect PCM and IDM. Road test vehicle. If DTC resets, G - TESTS W/CODES - 7.3L DIESEL
replace IDM. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST KB - EXHAUST BACKPRESSURE REGULATOR (EPR)

* Exhaust Backpressure Regulator (EPR).

* Wiring harness circuits (PWR GND and EPR Signal).
Fig. 32: Identifying Exhaust Backpressure Regulator Circuit &

Connector Terminals
1) DTC P0475
This DTC indicates a circuit failure has occurred in EPR
control solenoid circuit. Possible causes for this fault are:
* Faulty EPR solenoid.

* Faulty PCM.
Disconnect EPR connector. EPR is located on top left rear of

engine. Turn ignition off. Measure resistance between ground and
terminal "A" at EPR wiring harness connector. See Fig. 32. If
ohms or more, locate and repair open circuit in wiring harness between
ground and EPR. Clear DTCs and repeat QUICK TEST.
2) Check EPR Coil
Measure resistance between EPR terminals. If resistance is 2.
5-12.0 ohms, go to next step. If resistance is not 2.5-12.0 ohms,
replace EPR. Clear DTCs and repeat QUICK TEST.
pins, corrosion and loose wires. Repair as necessary. While shaking G - TESTS W/CODES - 7.3L DIESEL Article Text
wiring harness, measure voltage between ground and terminal "B"
(Gray/Red wire) at EPR wiring harness connector. If battery voltage is
not present, go to next step. If battery voltage is present, locate
and repair short to power in Gray/Red wire. Clear DTCs and repeat
QUICK TEST.
While shaking wiring harness, measure resistance between
ground and terminal "B" (Gray/Red wire) at EPR wiring harness
in Gray/Red wire. Clear DTCs and repeat QUICK TEST.
While shaking wiring harness, measure resistance between terminal "B"
(Gray/Red wire) at EPR wiring harness connector and test pin No. 42 at
breakout box. If resistance is 5 ohms or less, go to next step. If
resistance is more than 5 ohms, locate and repair open circuit in
Reconnect PCM connector. Attach New Generation Star (NGS)
scan tool. Turn ignition on. Connect DVOM between ground and terminal
"B" (Gray/Red wire) at EPR wiring harness connector. Using NGS scan
tool, perform OUTPUT STATE SELF-TEST. See
ADDITIONAL SYSTEM FUNCTIONS. If voltage does not toggle between 12
volts and zero volts, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage toggles between 12 volts and zero volts, reconnect all
components. No fault is indicated at this time. Testing is complete.
7) KOER DTC P0476
This DTC indicates an Exhaust Backpressure Regulator (EPR)
malfunction was detected during KOEO ON-DEMAND SELF-TEST. Possible
* Stuck or damaged butterfly.

* Misadjusted or damaged linkage.
* Exhaust leaks.
* Faulty EPR.
* Faulty Exhaust Backpressure (EBP) sensor.
* Faulty PCM.
Repair any KOEO EBP sensor faults before continuing with this
test. Visually inspect butterfly tang. See Fig. 11 in CIRCUIT TEST DF.
If tang is in Open position, go to next step. If tang is not in Open
position, repair damaged linkage or butterfly as necessary. Clear DTCs
Using scan tool, select EBP PID from PID/DATA monitor menu. Start
engine. Briefly accelerate engine speed to Wide Open Throttle (WOT)
while monitoring EBP PID. If EBP PID reading is less than 28 psi, go
to next step. If EBP PID reading is 28 psi or more, repair restricted
exhaust system. Clear DTCs and repeat QUICK TEST.
9) Check EBP Sensor
ignition on. Using scan tool, select EBP PID from PID/DATA monitor
menu. Start engine and record EBP PID reading. While observing scan
tool, briefly accelerate engine several times. If EBP PID reading
increases 4 psi or more, go to next step. If EBP PID reading does not
increase 4 psi or more, replace EBP sensor and retest system.
Inspect turbo pipe, crossover pipe and exhaust manifolds for
exhaust leaks are found, go to next step.
11) Check EBP During KOEO
signal ground at ICP/EBP adapter cable. Perform
KOER ON-DEMAND SELF-TEST. If voltage increases 1.5-2.5 volts and then
decreases as test ends, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage does not increase 1.5-2.5 volts and then decreases as test
ends, go to next step.
12) EPR Visual Inspection
Observe EPR valve linkage while performing
KOER ON-DEMAND SELF-TEST. If linkage moves during test, adjust EPR
linkage and retest. If linkage does not move during test, replace EPR
valve. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST KC - GLOW PLUG SYSTEM
Diagnostic Aids
Perform this test when directed by QUICK TEST. Glow plug
relay controls current flow to glow plugs. Glow plug relay "On" time
is controlled by Powertrain Control Module (PCM) and is a function of
engine oil temperature, barometric pressure and battery voltage. Glow
plug "On" time varies between 10-120 seconds. This CIRCUIT TEST is
* Glow plug relay.

* Harness circuits (GP/RELAY coil).

Fig. 33: Identifying Glow Plug Relay Circuits
1) DTC P1391, P1393, P1395 & P1396

DTC P1395 or P1396 will set if a cylinder bank has a voltage
reading of less than 32-amps or if a cylinder bank has a voltage
reading of 8 1/2 volts less than the other cylinder bank.
DTC P1391 or P1393 indicates all 4 glow plugs on one bank are not
G - TESTS
being W/CODES
powered. Both P1391 - 7.3L DIESEL
and P1393 Article
output Text
together (p. 109)
indicates all1998
8 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
glow plugs are not being powered. Possible causes for this fault are:
* Faulty glow plug relay.

* Faulty glow plug shunt.
* Open in glow plug circuit(s).
* Faulty glow plug(s).
Turn ignition on. Using scan tool, select VPWR, EOT, GPCTM,
GPMR and GPML PIDs from PID/DATA monitor menu. Verify EOT PID value is
less than 120 F (49 C). Verify GPCT PID value is more than 35 seconds.
Compare GPMR and GPML PID values and record both readings. Measure
voltage between ground and Black/Orange wire at glow plug relay. Relay
is located on top of engine. If battery voltage is present, go to next
circuit in Black/Orange wire between glow plug relay and starter relay
fusible links. Clear DTCs and repeat QUICK TEST.
Perform KOEO ON-DEMAND SELF-TEST. Retrieve DTCs. If DTC P0380
is present, go to next step. If DTC P0380 is not present, go to step
8).
3) DTC P0380
This DTC indicates that PCM has detected a glow plug relay
* Short to power.
* Blown fuse.

"B" (Red/Light Green wire) at glow plug relay. See Fig. 33. If battery
present, locate and repair open circuit in Red/Light Green wire. If
fuse is blown, check for short to ground in Red/Light Green wire.
4) Check Glow Plug Relay
Turn ignition off. Disconnect terminal "A" (Purple/Orange
wire) at glow plug relay. Measure resistance between terminals "A" and
"B" at glow plug relay. If resistance is 1-8 ohms, go to next step. If
resistance is not 1-8 ohms, replace glow plug relay. Clear DTCs and
repeat QUICK TEST.
at breakout box. If battery voltage is present, repair short to power.
Clear DTCs and repeat QUICK TEST. If battery voltage is not present,
go to next step.
Turn ignition off. Ensure terminal "A" (Purple/Orange wire)
at glow plug relay is disconnected. Measure resistance between ground
and disconnected Purple/Orange wire. If resistance is more than 10,000
ohms, go to next step. If resistance is 10,000 ohms or less, locate
and repair short to ground in Purple/Orange wire. Clear DTCs and
repeat QUICK TEST.
Measure resistance of Purple/Orange wire between glow plug
relay and test pin No. 101 at breakout box. If resistance is less than
5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, locate and repair open circuit in Purple/Orange G - TESTS W/CODES - 7.3L DIESEL Article
Turn ignition on. Using scan tool, select EOT and GPCTM PIDs
from PID/DATA monitor menu. Verify EOT PID value is less than 120 F
(49 C).
NOTE: Glow plugs are not energized if EOT is more than 131 F
(55 C). GPCTM PID value can be used to verify glow plug "On"
time.
Measure voltage between ground and center terminal (Gray

wire) at glow plug shunt. If voltage is present for 30 seconds or
more, go to next step. If voltage is not present for 30 seconds or
more, replace glow plug relay. Clear DTCs and repeat QUICK TEST.
9) Check Glow Plug
Turn ignition off. On cylinder bank that set DTC, disconnect
both valve cover gasket connectors. Install Glow Plug Injector Adapter
(014-00935) to valve cover gasket. Measure resistance between ground
and each of the 4 glow plug circuits on glow plug injector adapter. If
resistance is 2 ohms or more, go to next step. If resistance is less
than 2 ohms, go to step 11) (for DTCs P1391 and P1395) or step 12)
(for DTCs P1393 and DTC P1396).
10) Check Valve Cover Gasket
Remove valve cover and check glow plug connections. Repair as
necessary. If connections are okay, disconnect suspect glow plug
connector. Measure resistance between ground and suspect glow plug. If
resistance is less than 2 ohms, replace valve cover gasket or Under
Valve Cover (UVC) wiring harness. Clear DTCs and repeat QUICK TEST. If
resistance is 2 ohms or more, replace glow plug. Clear DTCs and repeat
QUICK TEST.
11) Check Glow Plug Monitoring Circuit - DTCs P1391 & P1395
Disconnect all 4 valve cover connectors at both left and
right cylinder banks. Disconnect PCM 104-pin connector and inspect for
between test pin No. 9 at breakout box and all 4 glow plug circuits at
right cylinder bank. If all readings are within 2 ohms of each other,
go to step 13). If any reading is not within 2 ohms of each other,
locate and repair open circuit between valve cover connector and PCM.
Verify glow plug shunt nuts are clean and tight. Clear DTCs and repeat
QUICK TEST.
and all 4 glow plug circuits at left cylinder bank. If all readings
are within 2 ohms of each other, go to next step. If any reading is
not within 2 ohms of each other, locate and repair open circuit
between valve cover connector and PCM. Verify glow plug shunt nuts are
clean and tight. Clear DTCs and repeat QUICK TEST.
Measure resistance of Gray wire between center terminal of
glow plug shunt and test pin No. 8 at breakout box. If resistance is
less than 2 ohms, go to next step. If resistance is 2 ohms or more, G - TESTS W/CODES - 7.3L DIESEL Article Text (p
locate and repair open circuit in Gray wire. Clear DTCs and repeat
QUICK TEST.
14) Compare Right Bank To Left Bank
Measure resistance between all 4 glow plug circuits at left
cylinder bank and test pins No. 8, 9 and 34. Also, measure resistance
between all 4 glow plug circuits at right cylinder bank and test pins
No. 8, 9 and 34. If all readings are within 2 ohms of each other,
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is not
within 2 ohms of each other, repair open in circuit with higher
resistance reading. Verify glow plug shunt nuts are clean and tight.
15) DTC P1397
This DTC will set if system voltage is more than 14 volts or
less than 11.8 volts at any time during KOEO GLOW PLUG MONITORING
SELF-TEST under SELF-DIAGNOSTIC SYSTEM.
NOTE: During KOER GLOW PLUG MONITORING SELF-TEST It may be

necessary to raise engine RPM to maintain system voltage. If
unable to maintain system voltage, repair charging system as
necessary.
Connect a DVOM to battery. Perform

KOER GLOW PLUG MONITORING SELF-TEST. Maintain system voltage until
test is complete. If P1397 is still present, go to CIRCUIT TEST A. If
P1397 is not present, no problem is indicated at this time. Testing is
compete.
CIRCUIT TEST KD - GLOW PLUG LIGHT (GPL)
Diagnostic Aids
Perform this test when directed by QUICK TEST. Glow plugs are
energized during and after WAIT TO START light is on. When WAIT TO
START light turns off, engine is ready to be started. This CIRCUIT
* Warning light.

Fig. 34: Identifying Glow Plug Warning Light Circuit
1) DTC P0381
This DTC indicates that PCM has detected a glow plug warning
light circuit malfunction. Possible causes for this fault are:
* Open WAIT TO START light.
* Blown fuse.
Start engine and observe WAIT TO START light. If light stays

on, go to next step. If light does not stay on, turn ignition off and
go to step 3).
ignition on. If WAIT TO START light is on, locate and repair short to
ground in Black/Pink wire between WAIT TO START light and PCM. Clear
DTCs and repeat QUICK TEST. If WAIT TO START light is off, replace
PCM. Clear DTCs and repeat QUICK TEST.
3) Check For Intermittent P0381
Turn ignition on and observe WAIT TO START light. If light
turns on for at least one second, fault is intermittent. Go to step
9). If light does not turn on for at lease one second, go to next
step.
4) Check Fuse
Turn ignition off. Check fuse No. 2. If fuse is okay, go to
next step. If fuse is blown, go to step 6).
5) Check Bulb
Remove and inspect WAIT TO START bulb. If bulb is okay, go to
next step. If bulb is bad, replace bulb. Reconnect all connectors,
clear DTCs and repeat QUICK TEST.
Ensure WAIT TO START bulb is removed. Measure resistance
between ground and Red/Yellow wire at WAIT TO START bulb socket. If
resistance is more than 10,000 ohms, replace fuse. Clear DTCs and
repeat QUICK TEST. If resistance is 10,000 ohms or less, locate and
repair short to ground in Red/Yellow wire. Replace fuse. Clear DTCs
Turn ignition on. Measure voltage between ground and
Red/Yellow wire at WAITING TO START light wiring harness connector. If
present, locate and repair open circuit in Red/Yellow wire between
fuse and WAIT TO START light. Clear DTCs and repeat QUICK TEST.
Black/Pink wire at WAIT TO START light wiring harness connector and
test pin No. 70 at breakout box. If resistance is less than 5 ohms,
replace PCM. Reconnect all connectors. Clear DTCs and repeat
circuit in Black/Pink wire. Clear DTCs and repeat QUICK TEST.
Clear DTCs. Road test vehicle. Retrieve DTCs. If P0381 is
present, go to next step. If P0381 is not present, DTC was not cleared
after a previous repair. Testing is complete.
10) Check For WAIT TO START Light Flicker
If during road test in step 9) WAIT TO START light flickered
on and off, locate and repair intermittent short to ground in
Black/Pink wire between WAIT TO START light and PCM. Clear DTCs and
repeat QUICK TEST.
Using a jumper wire, ground test pin No. 70 at breakout box. Observe
WAIT TO START light and tap on instrument panel. Also, wiggle and bend
small sections of wiring harness starting at engine compartment 76-pin
bulkhead connector and working toward PCM. If WAIT TO START light ever
flickers on and off, locate and repair intermittent open circuit in
wiring harness. Clear DTCs and repeat QUICK TEST. If WAIT TO START
light does not flicker on and off, fault cannot be located. Replace
CIRCUIT TEST KE - INJECTION PRESSURE REGULATOR (IPR)
Diagnostic Aids
* Injection Pressure Regulator (IPR).

* Injection Control Pressure (ICP) sensor.
* Wiring harness circuit (IPR).
Fig. 35: Identifying Injection Pressure Regulator Circuit
1) DTC P1283: Check Power Feed Circuit

This DTC indicates that PCM has detected an IPR circuit
malfunction. Turn ignition off. Disconnect IPR connector. IPR is
mounted on high pressure oil pump, located on top of engine. Remove
PCM relay from power distribution box in engine compartment. Measure
resistance of Red wire between IPR connector and PCM relay wiring
If resistance is 5 ohms or more, locate and repair open circuit in Red
2) Check IPR Coil Resistance G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
Measure resistance between IPR terminals. If resistance is 5-
20 ohms, go to next step. If resistance is not 5-20 ohms, replace IPR.
3) Check IPR Control Circuit
Measure resistance between test pin No. 83 and test pins No. 71 and 97
at breakout box. Also, measure resistance between test pin No. 83 and
test pins No. 25, 51, 76, 77 and 103 at breakout box. If all readings
are more than 10,000 ohms, go to next step. If any reading is 10,000
ohms or less, locate and repair short to ground or short to power in
Yellow/Red wire. Clear DTCs and repeat QUICK TEST.
4) Check Wiring Harness Continuity
Check for continuity in Yellow/Red wire between test pin No.
83 at breakout box and IPR wiring harness connector. If continuity
exists, replace PCM. Clear DTCs and repeat QUICK TEST. If continuity
does not exist, locate and repair open circuit in Red/Yellow wire.
5) DTC P1282: Excessive Injection Control Pressure
This DTC indicates excessive injection control pressure was
detected during continuous diagnostic monitoring. Possible causes for
this fault are:
* Intermittent short to ground in IPR circuit.

* Stuck IPR.
Turn ignition off. Disconnect IPR connector. IPR is located

on top of engine. Attempt to start vehicle. If engine starts, replace
IPR. Clear DTCs and repeat QUICK TEST. If engine does not start, go to
next step.
ground and test pin No. 83 at breakout box. Resistance should be more
than 10,000 ohms. Wiggle and bend small sections of wiring harness
starting at IPR connector and working toward PCM. If fault is
indicated (resistance changes to 10,000 ohms or less), isolate fault
and repair as necessary. Reconnect all connectors. Clear DTCs and
repeat QUICK TEST. If no fault is indicated, no problem is indicated
at this time. Clear DTCs and repeat QUICK TEST. If DTC resets, replace
PCM.
7) KOER DTC P1211
This DTC indicates that control pressure was high/low during
SELF-TEST. Possible causes for this fault are:
* Low reservoir oil level.

* Poor oil quality.
* Injector "O" ring leak.
* Faulty IPR valve.
* Faulty Injection Control Pressure (ICP) sensor.
* Faulty oil pressure pump.
Verify correct oil quality, viscosity and fuel grade are

being used for temperature conditions. Replace oil/fuel as necessary.
Clear DTCs and repeat QUICK TEST. If oil/fuel are okay, go to next
step.
Measure fuel pressure at regulator block. Check pressure with
engine idling and while driving vehicle with a full load. Fuel
pressure should be a minimum of 20 psi (138 kPa) at idle and 30-70 psi
(206-482 kPa) while driving vehicle with a full load. If fuel pressure
is as specified, go to next step. If fuel pressure is not as
specified, repair fuel system as necessary. Clear DTCs and repeat
QUICK TEST.
level is within 1" (25.4 mm), go to next step. If oil level is not
within 1" (25.4 mm), check and repair cause of low fluid. Top off
fluid. Clear DTCs and repeat QUICK TEST.
Using scan tool, select ICP PID from PID/DATA monitor menu.
Turn ignition on. If ICP PID reading indicates zero psi, go to next
step. If ICP PID reading does not indicate zero psi, replace ICP
11) Check For Oil Aeration
Again, using scan tool, select ICP PID from PID/DATA monitor
menu. Start engine. Raise engine speed to 3300 RPM for 3 minutes. If
ICP PID reading increases to more than 1250 psi, change engine oil and
repeat test. If ICP PID reading does not increase to more than 1250
psi, go to next step.
Disconnect ICP sensor connector. Install ICP/EBP Adapter
Cable (D94T-50-A) between ICP sensor and sensor wiring harness
connector. Start engine. Measure voltage between ICP signal circuit
and ground at ICP/EBP adapter cable. Perform KOER ON-DEMAND SELF-TEST.
If voltage increases to more than 3 volts and then decreases to about
one volt during ICP portion of test, replace PCM. Clear DTCs and
repeat QUICK TEST. If voltage does not increase to more than 3 volts
and then decrease to about one volt during ICP portion of test, go to
next step.
13) Injector Leak Check
Disconnect high pressure hose from right cylinder head. Using
Oil High Pressure Leakage Adapter Set (D94T-6600-A), plug right high
pressure hose. Using scan tool, monitor IPR PID reading. Start engine
and record IPR PID reading. Turn ignition off. Reconnect right
cylinder head high pressure hose. Disconnect high pressure hose from
left cylinder head. Using oil high pressure leakage adapter set, plug
left high pressure hose. Again, monitor IPR PID reading. Start engine
and record IPR PID reading. If IPR PID readings are not within 2
percent of each other, repair internalW/CODES
G - TESTS oil leak on cylinder
- 7.3L head with Article Text (p. 117)1998 Ford Econoline E250For 1
DIESEL
the higher IPR PID reading. If both IPR PID readings are within 2
percent of each other, replace IPR and retest system. If DTC P1211 is
still set, go to next step.
pressurized oil leaks. See HARD START/NO START DIAGNOSIS in
If no leaks are found, replace high pressure oil pump.
15) DTC P1209 Or P1211
These DTCs indicate that injector control pressure was not to
specification during normal driving conditions. Possible causes for
this fault are:

* Poor oil quality.
* Faulty IPR valve.

step.
QUICK TEST.
17) Perform KOER ON-DEMAND SELF-TEST
Perform KOER ON-DEMAND SELF-TEST. If DTC P1211 is present, go
If ICP PID reading indicates zero psi, go to next step. If ICP PID
reading does not indicate zero psi, replace ICP sensor. Clear DTCs and
repeat QUICK TEST.
menu. Start engine. Raise engine speed to 3300 RPM and hold for 3
minutes. If ICP PID reading increases to more than 1250 psi, change
oil and repeat test. If ICP PID reading does not increase to more than
1250 psi, go to next step.
21) Check IPR Duty Cycle G - TESTS W/CODES - 7.3L DIESEL Article Text (p
Using scan tool, select IPR PID from PID/DATA monitor menu.
Road test vehicle at wide open throttle and full load condition. If
IPR PID value increases to 65 percent, replace IPR valve. Clear DTCs
and repeat QUICK TEST. If IPR PID value does not increase to 65
percent, no problem is indicated at this time. Clear DTCs and repeat
QUICK TEST.
CIRCUIT TEST KF - FUEL DELIVERY COMMAND SIGNAL (FDCS)
Diagnostic Aids
Perform this test when directed by QUICK TEST. FDCS controls
fuel injection timing and controls fuel quantity with Injection
Pressure Regulator (IPR). This signal is sent with the Cylinder
Identification (CID) signal to the Injector Driver Module (IDM) which
provides power and distributes the proper signal to appropriate
injector. This CIRCUIT TEST is intended to diagnose:
* Injector driver module.

* Wiring harness circuit (FDCS).
Fig. 36: Identifying Fuel Delivery Command Signal Circuit
1) DTC P1663
This DTC indicates that PCM has detected a FDCS circuit
malfunction. Possible causes for this fault are:


Box (014-00950) and connect PCM connector to breakout box. Turn
ignition on. Measure voltage between ground and test pin No. 95 at
breakout box. If voltage is .5-.7 volt, go to next step. If voltage is
less than .5 volt, go to step 3). If battery voltage is present, go to
step 4).
Turn ignition on. Using NGS scan tool, perform
OUTPUT STATE SELF-TEST. See G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 119)1998 Ford Econoline E250
pin No. 95 at breakout box while depressing and releasing accelerator
pedal. If voltage does not toggle between .5-.7 volt and 12 volts,
replace PCM. Clear DTCs and repeat QUICK TEST. If voltage toggles
between .5-.7 volt and 12 volts, fault is intermittent. Go to step 7).
Turn ignition off. Disconnect PCM connector from breakout
box. Disconnect IDM 40-pin connector. IDM is located in left side of
engine compartment. Measure resistance between terminal No. 17
(Brown/Orange wire) at IDM connector and test pin No. 95 at breakout
box. If resistance is less than 5 ohms, go to step 5). If resistance
is 5 ohms or more, locate and repair open circuit in Brown/Orange
No. 95 at breakout box. If battery voltage is not present, go to step
6). If battery voltage is present, locate and repair short to power in
Brown/Orange wire between PCM connector and IDM connector.
and test pins No. 25, 51, 76, 77, 91 and 103 at breakout box. If
10,000 ohms or less, locate and repair short to ground in Brown/Orange
6) Check PCM
Connect PCM to breakout box. Ensure IDM is disconnected. Turn
ignition on. Using NGS scan tool, perform OUTPUT STATE SELF-TEST. See
pedal. If voltages does not toggle between .5-.7 volt and zero volts,
between .5-.7 volt and zero volts, replace IDM. Clear DTCs and repeat
QUICK TEST.
Clear DTCs. Start engine and allow it to idle. Wiggle and
bend small sections of wiring harness starting at IDM connector and
working toward PCM. Perform KOEO ON-DEMAND SELF-TEST. IF DTC 1663 is
present, locate and repair intermittent fault in wiring harness. Clear
DTCs and repeat QUICK TEST. If DTC P1663 is not present, no problem is
CIRCUIT TEST KJ - OUTPUT CIRCUIT CHECK (OCC) HIGH
1) DTC P1660
This DTC indicates that output circuit check is high.
* High system voltage.

* VREF circuit fault.
Check charging system and battery. RepairW/CODES

G - TESTS as necessary. If DIESEL Article Text (p. 120)1998 Ford Econoline E2
- 7.3L
charging system is okay, go to next step.
is less than .25 volt, go to next step. If voltage is .25 volt or
more, locate and repair short to power in VREF circuit (Brown/White
wire). Clear DTCs and repeat QUICK TEST.
3) Check PCM
Reconnect PCM connector. Perform KOEO ON-DEMAND SELF-TEST. If
DTC P1660 is still present, replace PCM. Clear DTCs and repeat
QUICK TEST. If DTC P1660 is not present, no problem is indicated at
this time.
CIRCUIT TEST KK - OUTPUT CIRCUIT CHECK (OCC) LOW
1) DTC P1661
This DTC indicates that output circuit check is low. Possible
* Low system voltage.

Check charging system and battery. Repair as necessary. If

Disconnect Manifold Absolute Pressure (MAP) sensor connector.
Turn ignition on. Measure voltage between Brown/White wire and
Gray/Red wire at MAP sensor wiring harness connector. If voltage is 5
volts, go to next step. If voltage is not 5 volts, a fault exists in
VREF circuit. Perform CIRCUIT TEST C.
voltage between ground and test pins No. 71 and 97 at breakout box. If
battery voltage is present at both terminals, go to next step. If
battery voltage is not present at one or both terminals, a fault
exists in VPWR circuit. Perform CIRCUIT TEST A.
4) Check PCM Ground Circuit
Turn ignition off. Measure resistance between ground and test
pins No. 25, 51, 76, 77 and 103 at breakout box. If all readings are
less than 5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If
any reading is 5 ohms or more, a fault exists in ground circuit.
Perform CIRCUIT TEST A, step 10).
CIRCUIT TEST KM - DATA OUTPUT LINK (DOL)
Diagnostic Aids
* Wiring harness circuits (DOL, overhead console power and

ground).
Fig. 37: Identifying Data Output Link Circuit & Connector Terminals
1) DTC P1634
This DTC indicates PCM has detected a Data Output Link (DOL)
circuit malfunction. Possible causes for this fault are:
* Open DOL circuit.

* Power circuit fault.
* Ground circuit fault.
* Faulty PCM.

fuse to blow. Repair as necessary and replace fuse. Clear DTCs and
repeat QUICK TEST.
2) Check Power Circuit
Disconnect overhead console 10-pin connector. Turn ignition
on. Measure voltage between ground and Red/Yellow wire at overhead
console wiring harness connector. If battery voltage is present, go to
next step. If battery voltage is not present, locate and repair open
circuit in Red/Yellow wire. Clear DTCs and repeat QUICK TEST.
Pink/Orange wire at overhead console wiring harness connector. if
ohms or more, locate and repair open circuit in Pink/Orange wire.
Orange/Light Green wire at overhead wiring harness connector and test
pin No. 43 at breakout box. If resistance is less than 5 ohms, fault
exists in trip minder module. If resistance is 5 ohms or more, locate
and repair open circuit in Orange/Light Green wire. Clear DTCs and
repeat QUICK TEST.
CIRCUIT TEST MA - CONTINUOUS MEMORY FAILURE
Diagnostic Aids
* Wiring harness circuit (KAPWR).

NOTE: Installing a breakout box or disconnecting battery terminals

will interrupt Keep Alive Power (KAPWR) to PCM. DTC P0603
may be stored in continuous memory.
Fig. 38: Identifying KAPWR Circuit
1) DTC P0603: Check KAPWR To PCM

Connect a DVOM between test pin No. 55 and test pins No. 25, 51, 76,
77 and 103 at breakout box. While observing DVOM, wiggle and bend
small sections of wiring harness starting at PCM and working toward
instrument panel. If DVOM reading indicates less than 10.5 volts at
anytime, isolate fault and repair as necessary. Clear DTCs and repeat
QUICK TEST. If reading does not indicate less than 10.5 volts at
anytime, go to next step.
2) Confirm DTC P0603
Clear DTCs. Wait 10 minutes to allow DTC to reset. Repeat
KOEO ON-DEMAND SELF-TEST. If DTC P0603 is still present, replace PCM.
Clear DTCs and repeat QUICK TEST. If DTC P0603 is not present, no
problem is indicated at this time.G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 123)1998 Ford Econoline E250
CIRCUIT TEST MB - OBD-II READINESS CODE
1) DTC P1000
This DTC indicates operating conditions have not been
satisfied for all of the OBD-II monitors to run. Possible causes for
this fault are:
* Drive conditions not satisfied.

* Keep Alive Memory (KAM) cleared.
NOTE: If power to PCM is disconnected, P1000 will be set until

OBD-II monitors have run and cleared.
Perform all SELF-TESTS and check for DTCs. If any DTCs other
than P1000 are present, perform appropriate circuit test and repair as
necessary. Clear DTCs and repeat QUICK TEST. If DTC P1000 is only DTC
Perform drive cycle. See DRIVE CYCLE PROCEDURE under
ADDITIONAL SYSTEM FUNCTIONS. If DTC P1000 is present, go to next step.
If DTC P1000 is not present, no problem is indicated at this time.
3) Verify Certain Operating Conditions Have Been Satisfied
Using scan tool, select EOT, VPWR and GPC PIDs from PID/DATA
monitor menu. If engine is started and EOT PID value is less than
120 F (49 C), VPWR value must be 11.8-14.0 volts until GPC PID value
is zero percent. Using scan tool, monitor MFDES PID value and engine
RPM with engine under full load. MDFDES PID value must be more than 37
milligrams/stroke for 12 or more seconds with engine speed at more
than 2300 RPM. With engine at normal operating temperature, monitor
MFDES PID. MFDES PID value must be less than 12 milligrams/stroke for
12 seconds or more.
With all the conditions met in this step, if DTC P1000 is
cleared, no problem is indicated at this time. If DTC P1000 is still
present, determine DTC clearing fault. Perform all engine performance
diagnosis tests. See ENGINE PERFORMANCE DIAGNOSIS in
I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article.
CIRCUIT TEST MC - PCM INACTIVE BACKGROUND FAULT
DTC P0606: Inactive Background Fault

This DTC indicates an internal failure of PCM. If any other
DTCs are present, service other DTCs before continuing with this test.
If DTC P0606 is still present after servicing other DTCs, replace PCM.
problem is indicated at this time.
CIRCUIT TEST MD - CM ROM FAILURE
DTC P0605: PCM ROM Failure

This DTC indicates that an G
internal failure
- TESTS has occurred
W/CODES in DIESEL Article Text (p. 124)1998 Ford Econoline E250
- 7.3L
PCM. Perform this test only when directed by QUICK TEST. Repeat
QUICK TEST. If DTC P0605 is set, replace PCM. Clear DTCs and repeat
QUICK TEST. If DTC P0605 is not set, no problem is indicated at this
time.
CIRCUIT TEST NA - INJECTOR DRIVE CIRCUIT OPERATION
Diagnostic Aids
Perform this test when directed by QUICK TEST. Injector
Driver Module (IDM) is capable of detecting individual injector open
and shorts to either ground or power while engine is running. IDM is
also capable of detecting right or left bank high side circuit opens
or shorts to ground.
Fig. 39: Injector Driver Module (IDM) Circuit & Connector Terminals

Fig. 40: Identifying Engine Wiring Harness 42-Pin Connector
Terminals (Male Side Of Connector Shown)
NOTE: Each valve cover gasket has 2 fuel injector connectors that
are part of the gasket. Each connector is responsible for 2
fuel injectors. If connector is faulty, replace valve cover
gasket.
1) DTC P0261, P0264, P0267, P0270, P0273, P0276, P0279 Or

P0282
These DTCs indicate a short to ground between Injector Driver
Module (IDM) and injector. For DTC and related circuit identification,
see INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION table.
INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION TABLE
Cylinder No. DTC Circuit No. (Wire Color)
1 .................. P0261 ................... 555 (TAN)

2 .................. P0264 ................... 556 (WHT)
3 .................. P0267 ............... 557 (BRN/YEL)
4 .................. P0270 ............ 558 (BRN/LT BLU)
5 .................. P0273 ............... 559 (TAN/BLK)
6 .................. P0276 ............ 560 (LT GRN/ORG)
7 .................. P0279 ............... 561 (TAN/RED)
8 .................. P0282 ................ 562 (LT BLU)
Turn ignition off. Disconnect suspect injector connector at

valve cover gasket. Measure resistance between ground and suspect
circuit terminal at engine wiring harness 42-pin connector. Connector
is located in left rear of engine compartment, behind engine. See
INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION table.1998 If resistance Copyright © 1998 Mitchell Rep
ohms or less, go to step 4).
Install Glow Plug Injector Adapter (014-00935) to injector
connector at valve cover gasket. Measure resistance between ground and
suspect circuit at glow plug injector adapter. If resistance is more
than 10,000 ohms, fault may be intermittent. Go to step 5). If
resistance is 10,000 ohms or less, go to next step.
3) Inspect Wiring Harness For Short
Remove valve cover. Disconnect suspect injector connector.
Inspect Under Valve Cover (UVC) wiring harness for a short to ground.
Replace wiring harness as necessary. Clear DTCs and repeat QUICK TEST.
If wiring harness is okay, replace injector. Clear DTCs and repeat
QUICK TEST.
4) Check For Short
of engine compartment. Measure resistance at IDM wiring harness
connector between suspect injector circuit terminal, and all other
circuits of IDM connector and to ground. If all readings are more than
10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST. If any
reading is 10,000 ohms or less, locate and repair short between
injector connector at valve cover and IDM connector. Clear DTCs and
repeat QUICK TEST.
located in left side of engine compartment. Reconnect all other
connectors. Connect DVOM between ground and suspect injector circuit
terminal at IDM wiring harness connector. While observing DVOM, wiggle
and bend small sections of wiring harness starting at suspect injector
connector and working toward IDM. If resistance changes to less than
10,000 ohms at any time, isolate fault and repair as necessary. Clear
DTCs and repeat QUICK TEST. If resistance does not change to less than
10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST.
Diagnostic Aids
Injector Driver Module (IDM) has 2 output functions, high
side driver output and low side driver output. High side driver output
distributes voltage to proper cylinder bank based on Cylinder
Identification (CID) and provides regulated current to unit injectors.
This is based on Fuel Delivery Command Signal (FDCS) from IDM internal
115-volt supply. Injection timing and duration is commanded by PCM.
Low side driver output controls sequencing (firing order) of engine
based on CID and FDCS inputs.
INJECTOR DTC & CIRCUIT IDENTIFICATION TABLE
Low Side High Side

Circuit Circuit
Cyl. DTC (Wire Color) (Wire Color)
1 ......... P1261-P0262 ...... 555 .............. 1087

(TAN) ............ (ORG)
2 ......... P1262-P0265 ...... 556 ............... 878
(WHT) ........ (PNK/YEL)
3 ......... P1263-P0268 ...... 557 .............. 1087
(BRN/YEL) .......... (ORG)
4 ......... P1264-P0271 ...... 558 ............... 878
(BRN/LT BLU) .... (PNK/YEL)
5 ......... P1265-P0274 ...... 559 .............. 1087
(TAN/BLK) .......... (ORG)
6 ......... P1266-P0277 ...... 560 ............... 878
(LT GRN/ORG) .... (PNK/YEL)
7 ......... P1267-P0280 ...... 561 .............. 1087
(TAN/RED) .......... (ORG)
8 ......... P1268-P0283 ...... 562 ............... 878
(LT BLU) ...... (PNK/YEL)
gasket.
6) DTC P0262, P0265, P0268, P0271, P0274, P0277, P0280, P0283

Or P1261-P1268
These DTCs indicate that low side circuit is shorted to power
or high side circuit is shorted between IDM and fuel injector.
Identify DTC and use INJECTOR DTC & CIRCUIT IDENTIFICATION table and
Figs. 39 and 40 to determine which circuit to check. Turn ignition on.
compartment. Disconnect suspect injector connector at valve cover
gasket. Also, disconnect remaining injector connector on same cylinder
bank. Measure resistance between positive battery terminal and low
side circuit terminal at suspect injector connector at valve cover
gasket. Also, measure resistance between positive battery terminal and
high side circuit terminal at suspect injector connector at valve
cover gasket connector. If both readings are less than 10,000 ohms, go
to next step. If any reading is 10,000 ohms or more, locate and repair
short to power in suspect circuit between IDM and injector connector
at valve cover gasket. Clear DTCs and repeat QUICK TEST.
7) Check For Short To Injector Cover
connector at valve cover gasket. Measure resistance between high side
and low side circuit terminals at glow plug injector adapter. If
resistance is less than 2 ohms (engine cold), go to next step. If
resistance is 2 ohms or more, fault may be intermittent. Go to step
10).
8) Check For Short
Measure resistance of both high and low side circuits between glow
plug injector adapter and suspect injector connector. If both readings
are more than 10,000 ohms, replace injector. Clear DTCs and repeat
QUICK TEST. If any reading is 10,000 ohms or less, go to next step.
Remove Under Valve Cover (UVC) wiring harness. Measure
resistance between low side and high side circuits at valve cover
gasket wiring harness. If resistance is less than 5Gohms, replace
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 128)1998 Ford
gasket wiring harness. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, replace UVC wiring harness. Clear DTCs and repeat
QUICK TEST.
located in left side of engine compartment. Disconnect all 4 injector
connectors at valve cover gaskets. Connect DVOM between positive
battery terminal and suspect injector low side circuit terminal at IDM
wiring harness connector. While observing DVOM, wiggle and bend small
sections of wiring harness starting at suspect injector connector and
working toward IDM. Repeat wiggle test for suspect injector high side
circuit. If resistance changes to less than 10,000 ohms at any time,
isolate fault and repair as necessary. Clear DTCs and repeat
gasket.
11) DTC P1271-P1278: Check For Open Circuit

These DTCs indicate an open in low side circuit or high side
circuit between IDM and fuel injector. Identify DTC and use INJECTOR
DTC P1271-P1278 CIRCUIT IDENTIFICATION table and Figs. 39 and 40 to
determine which circuit to check. Turn ignition off. Disconnect
suspect injector connector at valve cover gasket. Install Glow Plug
Injector Adapter (014-00935) to injector connector at valve cover
gasket. Measure resistance between high side and low side circuit
terminals at glow plug injector adapter. If resistance is less than 5
ohms, go to step 13). If resistance is 5 ohms or more, go to next
step.
INJECTOR DTC P1271-P1278 CIRCUIT IDENTIFICATION TABLE
Low Side High Side

Circuit Circuit
1 ......... (1) P1271 ........ 555 .............. 1087

(TAN) ............ (ORG)
2 ......... (2) P1272 ........ 556 ............... 878
(WHT) ........ (PNK/YEL)
3 ......... (1) P1273 ........ 557 .............. 1087
(BRN/YEL) .......... (ORG)
4 ......... (2) P1274 ........ 558 ............... 878
5 ......... (1) P1275 ........ 559 .............. 1087
(TAN/BLK) .......... (ORG)
6 ......... (2) P1276 ........ 560 ............... 878
7 ......... (1) P1277 ........ 561 .............. 1087 G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
(TAN/RED) .......... (ORG)
8 ......... (2) P1278 ........ 562 ............... 878
(LT BLU) ....... (PNK/YEL)
(1) - Right cylinder head.

(2) - Left cylinder head.
12) Check For Open In Injector

Measure resistance of high side circuit between injector connector and
glow plug injector adapter. Also, measure resistance of low side
circuit between injector connector and glow plug injector adapter. If
both readings are less than 5 ohms, replace injector. Clear DTCs and
repeat QUICK TEST. If any reading is 5 ohms or more, go to step 23).
13) Check For Open In Low Side Circuit
Disconnect Injector Driver Module (IDM) 40-pin connector. IDM
is located in left side of engine compartment. Measure resistance of
suspect low side circuit between wiring harness side of injector
connector at valve cover gasket and IDM connector. If resistance is
repair open in low side circuit. Clear DTCs and repeat QUICK TEST.
14) Check For Open In High Side Circuit
Measure resistance of suspect high side circuit between
wiring harness side of injector connector at valve cover gasket and
IDM connector. If resistance is less than 5 ohms, fault may be
intermittent. Go to next step. If resistance is 5 ohms or more, repair
open in high side circuit. Clear DTCs and repeat QUICK TEST.
15) Check For Intermittent Open Injector Circuit
Ensure IDM is disconnected. Reconnect all other connectors.
Connect DVOM between suspect injector low side circuit terminal and
high side circuit terminal at IDM wiring harness connector. While
observing DVOM, wiggle and bend small sections of wiring harness
starting at suspect injector connector and working toward IDM. If
resistance changes to more than 5 ohms at any time, isolate fault and
repair as necessary. Clear DTCs and repeat QUICK TEST. If resistance
does not change to more than 5 ohms, replace IDM. Clear DTCs and
repeat QUICK TEST.
gasket.
16) DTC P1291 Or P1292: Check For Short In High Side Circuit
These DTCs indicate a short to ground or short to power in
high side circuit between IDM and fuel injector. Identify DTC and use
INJECTOR DTC P1291 OR P1292 CIRCUIT IDENTIFICATION table and Figs. 39
and 40 to determine which circuit to check. Turn ignition off.
Disconnect Injector Driver Module (IDM) 40-pin connector. IDM is
located in left side of engine compartment. Measure resistance between
ground and suspect high side circuit terminal atGIDM wiring harness
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 130)1998 Ford Ec
connector. If resistance is more than 10,000 ohms, go to step 18). If
INJECTOR DTC P1291 OR P1292 CIRCUIT IDENTIFICATION TABLE
DTC Circuit No. (Wire Color) Bank
P1291 ................ 1087 (ORG) ................ Right

P1292 ............... 878 (PNK/YEL) ............... Left
17) Check For Short To Ground In High Side Circuit

Disconnect both injector connectors at appropriate valve
cover gasket (bank with DTC). Measure resistance between ground and
suspect high side circuit terminal at IDM wiring harness connector. If
resistance is more than 10,000 ohms, go to step 2). If resistance is
10,000 ohms or less, locate and repair short to ground between IDM
connector and injector connector. Clear DTCs and repeat QUICK TEST.
18) Check For Short To Power In High Side Circuit
Turn ignition on. Measure resistance between positive battery
terminal and suspect high side circuit terminal at IDM wiring harness
connector. Also, measure resistance between positive battery terminal
and other high side circuit terminal at IDM wiring harness connector.
If both readings are more than 10,000 ohms, fault may be intermittent.
Go to next step. If any reading is 10,000 ohms or less, repair short
to power in high side circuit. Clear DTCs and repeat QUICK TEST.
Ensure IDM is disconnected and ignition is on. Connect DVOM
between positive battery terminal and suspect injector high side
circuit terminal at IDM wiring harness connector. While observing
DVOM, wiggle and bend small sections of wiring harness starting at
suspect injector connector and working toward IDM. Repeat wiggle test
for other injector high side circuit. If resistance changes to less
than 10,000 ohms at anytime, isolate fault and repair as necessary.
Clear DTCs and repeat QUICK TEST. If resistance does not change to
less than 10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST.
gasket.
20) DTC P1293-P1294: Check High Side Circuit

These DTCs indicate an open in high side circuit between IDM
and fuel injector. Identify DTC and use INJECTOR DTC P1293 OR P1294
CIRCUIT IDENTIFICATION table and Figs. 39 and 40 to determine which
circuit to check. Turn ignition off. Disconnect both injector
connectors at appropriate valve cover gasket (bank with DTC). Turn
ignition on. Measure voltage of high side circuit between ground
terminal "C" at injector connector. If battery voltage is present, go
to next step. If battery voltage is not present, go to step 24).
P1293 ............... 878 (PNK/YEL) ............... Left

P1294 ................ 1087 (ORG) ................ Right
21) Check Injector Resistance

Turn ignition off. Install Glow Plug Injector Adapter (014-
00935) to suspect injector connector at valve cover gasket. Measure
resistance between high side and low side circuit terminals at glow
plug injector adapter. If resistance is less than 5 ohms, fault may be
intermittent. Go to step 15). If resistance is 5 ohms or more, go to
next step.
22) Check For Open In Wiring Harness
Measure resistance between injector connector and exterior valve cover
gasket connector. If resistance is less than 5 ohms, replace injector.
Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms or more, go
to next step.
23) Determine Wiring Fault
Disconnect Under Valve Cover (UVC) wiring harness from
connector at valve cover gasket. Measure resistance between each
terminal in valve cover gasket connector. If all readings are less
than 5 ohms, connector is okay. Replace UVC wiring harness. Clear DTCs
and repeat QUICK TEST. If any reading is 5 ohms or more, an open
circuit exists in connector. Replace valve gasket. Clear DTCs and
repeat QUICK TEST.
Turn ignition off. Disconnect Injector Driver Module (IDM)
40-pin connector. IDM is located on left side of engine compartment.
Ensure both injector connectors are disconnected at appropriate valve
cover gasket. Measure resistance of suspect high side circuit between
IDM wiring harness connector and terminal "C" at both suspect injector
connectors. If all readings are less than 5 ohms, fault may be
intermittent. Go to step 15). If any reading is 5 ohms or more, locate
and repair open in high side circuit. Clear DTCs and repeat QUICK TEST
.
gasket.
25) DTC P0263, P0266, P0269, P0272, P0275, P0278, P0281 Or

P0301-P0308: Cylinder Non-Contributing
These DTCs indicate a cylinder is not contributing equally
during KOER CYLINDER CONTRIBUTION SELF-TEST. Possible causes for this
fault are:
G - *TESTS
Broken W/CODES
compression- rings.
7.3L DIESEL Article Text (p. 132)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
* Faulty injector assembly.
* Leaking or bent valve.
* Bent push rod.
* Broken rocker arm bolts.
* Bent connecting rod.
NOTE: Each cylinder is tested in numerical sequence (1-8), starting

with cylinder No. 8 and does not always set a DTC. It may be
necessary to perform KOER CYLINDER CONTRIBUTION SELF-TEST
3 or 4 times to verify that a non-contributing cylinder is
constantly same cylinder. Only 1998 1/2 models can set a
Continuous Memory DTC.
Perform KOEO ON-DEMAND SELF-TEST,

KOER CYLINDER CONTRIBUTION SELF-TEST and
CONTINUOUS MEMORY SELF-TEST. Record any DTCs. If any DTCs are present,
service DTCs as necessary. Clear DTCs and repeat QUICK TEST. If no
DTCs are present, go to next step.
CYLINDER CONTRIBUTION DTC IDENTIFICATION TABLE
Continuous
KOER DTC Memory DTC Cylinder No.
P0263 ................... P0301 ...................... 1

P0266 ................... P0302 ...................... 2
P0269 ................... P0303 ...................... 3
P0272 ................... P0304 ...................... 4
P0275 ................... P0305 ...................... 5
P0266 ................... P0306 ...................... 6
P0281 ................... P0307 ...................... 7
P0284 ................... P0308 ...................... 8
26) Cylinder Non-Contributing

On all models except 1998 1/2 models with electric fuel pump,
perform TANDEM FUEL PUMP PRESSURE, AIR IN FUEL SYSTEM, INJECTOR
CONTROL PRESSURE TESTS and CRANKCASE PRESSURE TEST. See ENGINE
PERFORMANCE DIAGNOSIS (EXCEPT 1998 1/2 "E" SERIES WITH ELECTRIC FUEL
PUMP) in I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article. Repair as
necessary. If no problems are found, check engine mechanical
condition. Repair as necessary. If engine mechanical condition is
okay, replace injector assembly. Clear DTCs and repeat QUICK TEST. On
1998 1/2 models with electric fuel pump, perform ELECTRIC FUEL PUMP
INLET RESTRICTION TEST, ELECTRIC FUEL PUMP PRESSURE TEST, FUEL
PRESSURE AT LEFT HEAD TEST, FUEL PRESSURE AT RIGHT HEAD TEST, INJECTOR
PERFORMANCE DIAGNOSIS (1998 1/2 "E" SERIES WITH ELECTRIC FUEL PUMP) in
If no problems are found, check engine mechanical condition. Repair as
necessary. If engine mechanical condition is okay, replace injector
assembly. Clear DTCs and repeat GQUICK
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 133)1998 Ford Econoline E250
TEST.
27) DTC P1297: Injector High Side Circuit Short
40-pin connector. IDM is located in left side of engine compartment.
Measure resistance between both high side circuit terminals (No. 23
and 24) at IDM wiring harness connector. See Fig. 39. If resistance is
more than 10,000 ohms, go to next step. If resistance is 10,000 ohms
or less, locate and repair short between high side circuits. Clear
28) Check For Intermittent Between High Side Circuits
Turn ignition off. Connect DVOM between both high side
circuit terminals (No. 23 and 24) at IDM wiring harness connector.
starting at IDM connector and working toward injector connectors. If
resistance changes to less than 10,000 ohms at anytime, isolate fault
and repair as necessary. Clear DTCs and repeat QUICK TEST. If
resistance does not change to less than 10,000 ohms, replace IDM.
gasket.
29) DTC P1295 Or P1926: Check For Short To Ground

These DTCs indicate that more than one fault exists on right
or left cylinder bank. A short and open on both low side and high side
circuits can exist on bank with DTC.
DTC P1295 Or P1296 IDENTIFICATION TABLE
DTC Bank
P1295 .............................................. Right

P1296 ............................................... Left

Measure resistance between ground and each injector circuit terminal
at IDM wiring harness connector. See Fig. 39. If all readings are more
less, perform the following:
* If low side circuit short to ground was found, go to step 1).

Repair short then return to this step.
* If high side circuit short to ground was found, go to
step 16). Repair short then return to this step.
NOTE: Injector low side circuits are circuits No. 555, 556, 557,
558, 559, 560, 561 and 562. Injector high side circuits are
circuits No. 878 and 1087. See Fig. 39.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 134)1998 Ford
Measure resistance between positive battery terminals and
each injector circuit terminal at IDM wiring harness connector. If all
resistance reading is 10,000 ohms or less, perform the following:
* If low side circuit short to power was found, go to step 6).

* If high side circuit short to power was found, go to
31) Check For Short

Measure resistance between high side circuit terminals (No.
23 and 24) at IDM wiring harness connectors. If resistance is more
less, repair short between high side circuits. Clear DTCs and repeat
QUICK TEST.
Disconnect all 4 injector connectors at valve cover gaskets.
Measure resistance of each injector circuit between valve cover gasket
connector and IDM wiring harness connector. If all readings are less
more, repair open in appropriate circuit.
33) Check For Open Circuit Under Valve Cover
Install Glow Plug Injector Adapter (014-00935) to valve cover
gasket injector connector. Using glow plug injector adapter, measure
resistance of each injector circuit through valve cover. See Fig. 39
If any reading is more than 5 ohms, go to step 12). If all readings
are 5 ohms or less, reconnect all connectors. Clear DTCs and repeat
KOEO INJECTOR ELECTRICAL SELF-TEST and KOEO ON-DEMAND SELF-TEST. If
DTC P1295 or P1296 resets, replace IDM. Clear DTCs and repeat
QUICK TEST.
NOTE: Malfunction Indicator Light (MIL) is also known as CHECK

ENGINE light.
Diagnostic Aids
* STO/MIL circuit.
Fig. 41: Identifying Malfunction Indicator Light Circuit
1) Check MIL Fault

In any Key On Engine Off (KOEO) or CONTINUOUS MEMORY DTCs are
present, service DTCs prior to continuing with this test. If MIL is
always on, go to next step. If MIL is not always on, go to step 3).
necessary. Turn ignition on. If MIL is on, locate and repair short to
ground in circuit No. 658 (Pink/Light Green wire). Reconnect all
connectors and repeat QUICK TEST. If MIL is off, replace PCM.
Reconnect all connectors and repeat QUICK TEST.
3) MIL Always Off
Disconnect Manifold Absolute Pressure (MAP) sensor. Start
engine. If MIL is on, no problem is indicated at this time. Reconnect
MAP sensor and clear memory. If MIL is off, reconnect MAP sensor, turn
engine off and go to next step.
4) Check Ignition Feed Circuit
Turn ignition on. Measure voltage between ground and power
side of No. 2 fuse holder (Red/Yellow wire) at instrument panel fuse
block. If battery voltage is present, go to next step. If battery
voltage is not present, locate and repair open circuit in Red/Light
Green wire between ignition switch and instrument panel fuse block or
replace defective ignition switch. Clear DTCs and repeat QUICK TEST.
5) Check Fuse
Remove and inspect fuse No. 2 at instrument panel fuse block.
If fuse is okay, go to next step. If fuse is blown, locate and repair 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
short to ground in Red/Yellow wire. Replace fuse. Clear memory and
repeat QUICK TEST.
Ensure fuse No. 2 is removed. Remove MIL bulb. Measure
resistance of Red/Yellow wire between non-powered side of No. 2 fuse
holder and MIL bulb socket. If resistance is less than 5 ohms, go to
circuit in Red/Yellow wire. Reconnect all components, clear DTCs and
repeat QUICK TEST.
7) Check MIL Bulb
Check MIL bulb. If bulb is okay, go to next step. If bulb is
bad, replace bulb. Clear DTCs and check MIL operation.
Pink/Light Green wire at MIL bulb socket and test pin No. 2 at
breakout box. If resistance is less than 5 ohms, circuit No. 658 is
okay. Replace PCM. Check MIL operation. If resistance is 5 ohms or
more, locate and repair open circuit in Pink/Light Green wire.
Reconnect all components, clear DTCs and check MIL operation.
CIRCUIT TEST NC - INJECTOR DRIVER MODULE ENABLE (IDM-EN)
Diagnostic Aids
* Injector Driver Module (IDM) relay.

* Wiring harness circuit (IDM-EN).
Fig. 42: Identifying Injector Driver Module Enable (IDM-EN) Circuit
1) DTC P1662: Check Circuit No. 814

This DTC indicates that PCM has detected a IDM-EN circuit
malfunction. Possible causes for this fault are: G - TESTS W/CODES - 7.3L DIESEL Article Tex
* Faulty IDM relay.
* Open IDM-EN circuit.
* Blow fuse.
Remove IDM relay from engine compartment power distribution

box. Turn ignition on. Measure resistance between ground and
White/Black wire at IDM relay wiring harness connector. If resistance
is 100 ohms or more, go to next step. If resistance is less than 100
ohms, go to step 3).
Measure resistance of White/Black wire between IDM relay wiring
is less than 5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If
White/Black wire between PCM connector and IDM connector.
Remove PCM relay from engine compartment power distribution
box. Measure resistance of Red wire between PCM relay wiring harness
connector and IDM relay wiring harness connector. If resistance is
less than 5 ohms, reinstall PCM relay and go to step 9). If resistance
is 5 ohms or more, locate and repair open circuit in Red wire.

have been omitted.

Ensure No. 8 fuse is removed. Measure resistance of Yellow
wire between non-powered side of No. 8 fuse holder and IDM relay
resistance is 5 ohms or more, locate and repair open circuit in Yellow
wire. Clear memory and repeat QUICK TEST.
is located on left side of engine compartment. Measure resistance of
Dark Green/Light Green wire between IDM relay connector and terminal
No. 14 at IDM connector. If resistance is less than 5 ohms, go to step
10). If resistance is 5 ohms or more, locate and repair open circuit
in Dark Green/Light Green wire. Clear DTCs and repeat QUICK TEST.
7) Check IDM Relay
Reinstall IDM relay. Ensure No. 8 fuse is removed and IDM is
disconnected. Turn ignition on. Measure resistance between non-powered
side of No. 8 fuse holder (Yellow wire) and terminal No. 14 (Dark
Green/Light Green wire) at IDM connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, replace IDM
relay. Reconnect all connectors. Clear DTCs and repeat QUICK TEST.
8) Check IDM Ground Circuit
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 138)1998 Ford Ec
Measure resistance of Black/White wire between ground and
terminal No. 26 at IDM connector. If resistance is less than 5 ohms,
replace IDM. Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms
or more, locate and repair open circuit in Black/White wire. Clear
9) Check Voltage At IDM Relay
Turn ignition off. Measure voltage between ground and Yellow
wire at IDM relay wiring harness connector. If battery voltage is
repair open circuit in Yellow wire between IDM relay and starter
relay. Clear memory and repeat QUICK TEST.
10) Check IDM Relay
Turn ignition off. Install IDM relay. Ensure IDM is
terminal No. 14 (Dark Green/Light Green wire) at IDM connector. If
battery voltage is present, go to step 8). If battery voltage is not
present, replace IDM relay. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST QA - UNABLE TO ACTIVATE SELF-TEST/COMMUNICATION

ERROR/CODE NOT LISTED
Diagnostic Aids
* Standard Corporate Protocol (SCP) communication wiring

harness circuits BUS (+) and BUS (-).
* Wiring harness circuits (chassis ground, PWR GND and VBAT).
Fig. 43: Identifying Data Link Connector (DLC) Circuits
G -Method
1) DTC P1502: Verify Self-Test TESTSUsed
W/CODES - 7.3L DIESEL Article Text (p. 139)1998 Ford Econoline E25
Verify that correct procedure was used to activate KOEO and
KOER ON-DEMAND SELF-TEST for New Generation Star (NGS) scan tool. See
QUICK TEST under SELF-DIAGNOSTIC SYSTEM. Verify NGS scan tool on
another vehicle before proceeding with this test. If correct procedure
was used, go to next step. If correct procedure was not used, repeat
QUICK TEST.
NOTE: NGS scan tool will abort if battery voltage drops to less
than 9.5 volts. If performing repeated QUICK TEST,
disconnect glow plug relay to prevent battery from going
dead. Relay is located on top, right side of engine. Ignore
DTC P0380 while glow plug relay is disconnected.
2) Check PCM Output

Ensure battery is fully charged and is not the cause of
communication error. Attempt to start engine. If engine starts, go to
next step. If engine does not start, go to CIRCUIT TEST C.
3) Check B+ At Data Link Connector (DLC)
Turn ignition off. Inspect DLC for damaged pins, corrosion
and loose wires. Repair as necessary. Measure resistance between
positive battery terminal and terminal No. 16 at DLC. If resistance is
locate and repair open circuit in DLC B+ circuit. Repeat QUICK TEST.
4) Check DLC Ground Circuit
terminal No. 4 (Black wire) at DLC. If resistance is less than 5 ohms,
go to next step. If resistance is 5 ohms or more, locate and repair
open circuit in Black wire. Repeat QUICK TEST.
terminal No. 5 at DLC wiring harness connector and test pins No. 51,
76, 77 and 103 at breakout box. If all readings are less than 5 ohms,
go to next step. If any reading is 5 ohms or more, locate and repair
open circuit in PWR GND circuit. Repeat QUICK TEST.
6) Check BUS (-) Circuit
Measure resistance between terminal No. 10 (Pink/Light Blue
wire) at DLC wiring harness connector and test pin No. 15 at breakout
is 5 ohms or more, locate and repair open circuit in Pink/Light Blue
wire. Repeat QUICK TEST.
If resistance is 10,000 ohms or less, locate and repair short to
ground Pink/Light Blue wire (BUS (-) circuit). Repeat QUICK TEST.
test pins No. 51, 76, 77 or 103 at breakout box. If voltage is more
than one volt, locate and repair short to power in Pink/Light Blue
wire (BUS (-) circuit). Repeat QUICK TEST. If voltage G -isTESTS
one voltW/CODES
or - 7.3L DIESEL Article Text (p. 140)
9) Check DLC BUS (+) Circuit Resistance
(Tan/Orange wire) at DLC wiring harness connector and test pin No. 16
at breakout box. If resistance is less than 5 ohms, go to next step.
If resistance is 5 ohms or more, locate and repair open circuit in
Tan/Orange wire (BUS (+) circuit). Repeat QUICK TEST.
10) Check BUS (+) Circuit For Short To Power
Turn ignition on. Measure voltage between terminal No. 16
(Tan/Orange wire) at DLC wiring harness connector and test pins No.
51, 76, 77 or 103 at breakout box. If voltage is more than one volt,
locate and repair short to power in Tan/Orange wire (BUS (+) circuit).
Repeat QUICK TEST. If voltage is one volt or less, go to next step.
11) Check For BUS (-) & BUS (+) Circuits Shorted Together
15 and 16 at breakout box. If resistance is more than 10,000 ohms,
replace PCM. Repeat QUICK TEST. If resistance is 10,000 ohms or less,
locate and repair short between BUS (-) and BUS (+) circuits. Repeat
QUICK TEST.
T0078994
END OF ARTICLE

Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Self-Diagnostics - Diesel
Ford; Van E350 (7.3L)
WARNING: Ensure negative battery cables are disconnected before

disconnecting engine wiring harness. The Injector Driver
Module (IDM) supplies 115-volts DC into each fuel injector
connected to engine wiring harness. Severe electrical shock
hazard exists. DO NOT pierce wires.

INTRODUCTION
If no diagnostic trouble codes or only pass codes (system

functioning properly) are found during self-diagnostics, proceed to
H - TESTS W/O CODES - 7.3L DIESEL article for diagnosis by symptom.
DIAGNOSTIC FORMATS

test and service the diesel EEC-V system. QUICK TEST allows technician
to identify problems and retrieve diagnostic trouble codes. CIRCUIT
TESTS check circuits, sensors and actuators.
faults exist, EEC-V system is functioning properly at this time.

they have been recorded or repaired. See CLEARING CODES.


Continuous Memory DTCs are retrieved after KOER ON-DEMAND SELF-TEST.
testing.
H - TESTS W/O CODES - 7.3L DIESEL article.

RETRIEVING CODES
Fault codes are retrieved from powertrain control system

through Data Link Connector (DLC). See Fig. 1. DLC is located under
left side of instrument panel, right side of steering column. Self-
scan tool. If a generic scan tool is used, ensure scan tool is
certified OBD-II standard.

READING CODES


Pass Codes
No codes present (system pass) indicates no diagnostic
trouble codes were recorded in that portion of test. If system pass is
not retrieved in KOEO ON-DEMAND SELF-TEST, DTCs retrieved during KOER
ON-DEMAND SELF-TEST may not be valid.

when KOEO ON-DEMAND SELF-TEST and KOER ON-DEMAND SELF-TEST result in a
DTC P1111 (system pass) and all steps under QUICK TEST have been
successfully completed. These codes indicate faults previously
recorded. Fault may or may not be currently present. See
CLEARING CODES
Ensure test equipment is properly attached. Program scan tool

using the following steps:

* Turn ignition on.
* Select CLEAR ALL.
All DTCs should now be cleared from PCM memory. If problem


5 minutes.

"E" Series .............. Left Rear Of Engine Compartment,

G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair I
QUICK TEST
Description
Quick test is made up of 7 functional tests of EEC-V system.
misdiagnosis. All self-tests are completely menu driven using the New
Generation Star (NGS) scan tool.
* VISUAL CHECK
* CONTINUOUS MEMORY SELF-TEST
* KOEO (KEY ON ENGINE OFF) INJECTOR ELECTRICAL SELF-TEST
* KOER (KEY ON ENGINE RUNNING) SWITCH SELF-TEST
* KOER (KEY ON ENGINE RUNNING) CYLINDER CONTRIBUTION SELF-TEST
* KOER (KEY ON ENGINE RUNNING) GLOW PLUG MONITORING SELF-TEST
Diagnostic Aids
repeat QUICK TEST to ensure all EEC-V systems are functioning properly
NOTE: If performing repeated self-tests, disconnect glow plug

relay to keep battery from going dead. Relay is located on
top, right side of engine. Ignore any glow plug DTCs while
glow plug relay is disconnected.
VISUAL CHECK
Perform the following and make all necessary repairs before


Apply parking brake and place shift lever in Park position.

Generic Scan Tool
manufacturer's instructions to hookup equipment and record DTCs.
New Generation Star (NGS) Scan Tool

cable to vehicle Data Link Connector (DLC) and NGS scan tool. See
Fig. 2. Connect NGS scan tool power supply cable to power and go to

Description
A fault must be present at time of testing for KOEO ON-DEMAND SELF-
steps:

* Select PCM - POWERTRAIN CONTROL MODULE. Copyright © 1998 Mitchell Repair I
* Turn ignition on.
Description
KOER on-demand self-test is a functional test of PCM
performed with ignition key on, engine running. A check is made on
Injection Control Pressure (ICP) and Exhaust Backpressure (EBP)
systems. During this test, engine RPM will increase, PCM will command
ICP high then low, then command EBP high and low. A fault must be
present at time of testing for KOER on-demand self-test to detect a
fault.
steps:

Description
Continuous memory self-test is a functional test of PCM. DTCs
can be retrieved or cleared with ignition on, engine off or with
engine running. Unlike KOEO and KOER self-tests, which can only be
activated on demand, continuous monitor is always active in monitoring
the system. When a fault is detected, code will be stored in memory.
This makes it possible to diagnose intermittent faults.
steps:

* Turn ignition on.
KOEO INJECTOR ELECTRICAL SELF-TEST


Description
Injector self-test is a functional test of PCM performed with
ignition key on, engine off. This test determines if injector circuits
and solenoids are electrically operating without fault. All injectors
will buzz together for about 2 seconds, then each individual injector
will buzz for about one second in numerical order.
steps:

G - *TESTS
Select PCM - POWERTRAIN
W/CODES CONTROL
- 7.3L DIESEL MODULE.
Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair I
* Select KOEO INJECTOR ELECTRICAL SELF-TEST.
* Turn ignition on.
NOTE: If no DTCs are present and injector self-test aborts while

trying to perform test, go to CIRCUIT TEST NA, step 29).
KOER SWITCH SELF-TEST
Description
KOER switch self-test is a functional test of PCM performed
with ignition key on, engine running. This test will set a code if
test does not detect a transition on one or more switches. After
pressing trigger to start self-test, wait 5 seconds before running
through driver operated controls to eliminate chance of setting a
false code. Accelerator pedal must first be depressed and released to
begin test, then parking brake, speed control on, off, set, resume,
coast, transmission control or clutch. Depress and release brake pedal
last, which will test both the Brake Pressure Applied (BPA) switch and
steps:

* Select KOER SWITCH SELF-TEST.
NOTE: Speed control DTCs will be set during KOER SWITCH SELF-TEST
if vehicle is not equipped with speed control. This is a
DTCs P0565, P0566, P0567, P0568 and P0569. G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 8)
KOER CYLINDER CONTRIBUTION SELF-TEST
Description
This test determines if all engine cylinders are contributing
equally to engine performance. PCM checks cylinders in numerical
order. A fault must be present at time of testing to detect a fault.
steps:

* Select KOER CYLINDER CONTRIBUTION SELF-TEST.
KOER GLOW PLUG MONITORING SELF-TEST
Description
This test activates glow plug relay and monitors glow plug
relay circuits. A fault must be present at time of testing to detect a
fault.
steps:

* Select KOER GLOW PLUG MONITOR SELF-TEST.
* Maintain system voltage until test is complete.

G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 9)1998 For


digital inputs and outputs, calculated values and system status
information. To access PID mode, turn ignition off. Ensure test
steps:

DRIVER OPERATED CONTROLS CHECK
Using New Generation Star (NGS) scan tool, select appropriate

PID to be checked. See PARAMETER IDENTIFICATION (PID) and
PARAMETER IDENTIFICATION (PID) VALUES table. If PID value is not as
specified, perform appropriate CIRCUIT TEST.
PARAMETER IDENTIFICATION (PID) VALUES TABLE
Go To
Test (1) PID Circuit
PID Condition Value Test
AP ............. Accelerator Released ... (2) 0.6 Volt

Wide Open Throttle .... (2) 3.8 Volts ..... DE
IVS ............ Accelerator Released ........ Off
Wide Open Throttle ......... On ........... FE
BOO ............ Brake Pedal Depressed ....... On
Brake Pedal Released ........ Off ........... FD
BPA ............ Brake Pedal Depressed ....... On
Brake Pedal Released ........ Off ........... FB
PBA .............. Parking Brake On ........... On
Parking Brake Off ......... Off ........... FF
CPP/TCS (3) ... OD CNCL Button Depressed ..... On
OD CNCL Button Released ...... Off ......... (4)
TR (3) .......... Gear Selector In "P" ....... P/N
Gear Selector In "R" ....... REV
Gear Selector In "N" ....... NTRL
Gear Selector In OD ........ OD Copyright © 1998 Mitchell Repai
Gear Selector In OD
With OD Light On ........ DRIVE
Gear Selector In L2 ........ MAN2
Gear Selector In L1 ........ MAN1 ......... (4)
TCIL (3) .......... With Ignition On ......... Off
Push OD Cancel (Latch) ...... On
Push OD Cancel (Unlatch) ..... Off .......... (4)
SCCS M (5) ........ With Ignition On ......... Open
Speed Control Off ........ Off
Speed Control On ......... On
Set/Accel ........... Set A/C
Coast .............. Coast
Resume .............. Resume ........ FG
CRUISE .......... (Speed Control/When
Driving Only) Off .......... Off
On ............... STNDBY
Set/Accel (After Pressing) ... Tap Up
Coast (After Pressing) ..... Tap Down ...... FG
4x4L ................. 4x4H Or 2H ............. Off
4x4L ................ On .......... FH
ACCS (6) ...... Max/Norm A/C Or Mix/DEF
With A/C Clutch On .......... On
Floor, Vent or A/C Clutch Off ... Off .......... FA
(1) - If PID value is not as specified, perform appropriate

CIRCUIT TESTS.
(2) - Voltage is approximate.
(3) - E4OD automatic transmission only.
(4) - See TRANSMISSION SERVICE & REPAIR section.
(5) - Speed control.
(6) - A/C controls.
OUTPUT STATE SELF-TEST
Description
Output state self-test allows a technician to energize and
de-energize output actuators on command. After accessing OUTPUT STATE
TEST MODE, outputs can be turned on and off separately. After pressing
trigger to start self-test, accelerator pedal must be depressed then
released to cycle outputs high on solenoids, IDM relay, wait to start
light, Fuel Delivery Control Signal (FDCS), Electronic Feedback (EF)
and Transmission Control Indicator Light (TCIL). Depress and release
accelerator again to cycle outputs low. This self-test does not set
any DTCs.
To perform output state self-test, turn ignition off. Ensure
following steps:
G - menu.
* Select VEHICLE & ENGINE SELECTION TESTS W/CODES - 7.3L DIESEL Article Text (p. 11)1998 Ford Econo
* Select KOEO OUTPUT STATE SELF-TEST.
* Turn ignition on.
Description
To perform freeze frame data mode, turn ignition off. Ensure
following steps:

* Turn ignition on.
* Select FREEZE FRAME PID REQUEST.
DRIVE CYCLE PROCEDURE
Description
Primary function of drive cycle procedure is to clear DTC
P1000 and to satisfy specifications for SAE J1979. Each OBD-II monitor
must run during drive cycle. If drive cycle has been completed and
P1000 is not cleared, repeat entire drive cycle. If a particular step
is interrupted, repeat drive mode. If drive cycle is interrupted with
a key-off, only drive modes that were incomplete must be run. A scan
tool can be used to observe a monitor system status, Parameter
Identification (PID) values and DTC output.

Take-Off (PTO), disengaged PTO system before performing
drive cycle.
Performing Drive Cycle

1) Turn ignition on, but do not crank engine until WAIT TO
START light turns off, or 10 seconds has passed (whichever is
greater). G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 12)
2) Start engine. Allow engine to idle with transmission in
Park or Neutral for 40 seconds.
3) The following conditions must be followed to run certain
OBD-II monitors that require engine to be under a load. On A/T models,
select OVERDRIVE CANCEL to perform test in 3rd gear. On all models,
turn on accessories (headlights, A/C compressor, blower fan, etc.). DO
NOT use hazards or PTO. Select an uphill or level road. DO NOT select
a downhill road. Driving downhill will unload engine and defeat test.
4) Accelerate steadily to 3rd gear (A/T) and keep engine
speed at 1500 RPM for 3 seconds. Accelerate steadily from 35 MPH to 65
MPH in about 15 seconds. Repeat this procedure 3 times while
maintaining conditions set in step 3). Before proceeding, turn all
accessories off and disengage OVERDRIVE CANCEL. On A/T models, go to
next step.
5) On A/T models, drive vehicle in 4th gear continuously for
one minute. Accelerate steadily from a full stop to 4th gear and then
return to a full stop. Repeat this procedure 10 times, then go to next
step.
6) Before continuing, use scan tool and select EOT PID from
PID/DATA monitor menu. Ensure EOT PID value is more than 140 F (60 C).
Allow engine to idle for 20 seconds in Park or Neutral. Turn ignition
off. State engine. Allow engine to idle for 40 seconds in Park or
Neutral. Repeat QUICK TEST. Drive cycle is complete.
7) If P1000 is present after performing drive cycle, repeat
step 4) maintaining a minimum MFDES PID value of 37 milligrams/stroke
with engine speed at more than 1500 RPM for 11 seconds. Also, repeat
step 6). MFDES PID value must remain less than 12 milligrams/stroke
for 11 seconds.
SUMMARY

problem still exists, proceed to H - TESTS W/O CODES - 7.3L DIESEL
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS
NOTE: Speed control codes will be set during KOER SWITCH SELF-TEST
is vehicle is not equipped with speed control. This is a
Codes P0565, P0566, P0567, P0568 and P0569.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART - 1998 Models

W/Mechanical Fuel Pump
Circuit Test/Step
Conti-
----- GSystem PassW/CODES

- TESTS (No DTCs Available) - ----Article
- 7.3L DIESEL ---- Text
---- (p. 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
P0113 IAT Sensor Circuit High Input DA1 ---- DA8

(1) Low Input

(1) High Input

(1)

(1)

(1)

(1)
P0236 Turbo Boost Sensor A Circuit Performance DC1 ---- DC1

(1)
P0237 Turbo Boost Sensor A Circuit Low Input DC5 ---- DC16
(1)
P0238 Turbo Boost Sensor A Circuit High Input DC15 ---- DC24
(1)

(1)

(1)

G - TESTS W/COD
(1)

(1)

(1)

(1)

(1)

(1)

(1)

(1)
P0381 Glow Plug Indicator Circuit Malfunction KD1 ---- KD3G - TESTS W/CODES - 7.3L DIESEL Article Text
Malfunction

Performance

Low Input

High Input

Malfunction

Performance

KOER Tests

Input Circuit Malfunction G - TESTS W/CODES - 7.3L DIESEL Article T
(2)

(2)

(2)

Low Input

High Input

Electrical Failure

(2)

(2)

(2)

P1184 Engine Oil Temp. Sensor Circuit ---- DB10 ----

Performance
P1209 Injection Control System Pressure ---- ---- KE15

Peak Fault
P1210 Injection Control Pressure DD11 ----G - DD22

TESTS W/CODES - 7.3L DIESEL Article Text (p. 17)


(1)

(1)
P1281 ICP Circuit Out of Range High DD8 ---- DD8 G - TESTS W/CODES - 7.3L DIESEL Article Text

(1)

Short to GND or B+

Short to GND or B+

(1)

(1)

Bank No. 1 (Right)

Bank No. 1 (Right)

Bank No. 2 (Left)

Bank No. 2 (Left)

Test G - TESTS W/CODES - 7.3L DIESEL Article Tex

Test
P1536 Parking Brake Applied Failure ---- FF ----
P1660 Output Circuit Check Signal High KJ ---- KJ
P1661 Output Circuit Check Signal Low KK ---- KK
P1668 PCM - IDM Diagnostic Communication Error FJ1 ---- FJ1
P1706 High Vehicle Speed In Park (3) (3) (3)

(2)






System Performance G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 20)1998 Ford

(2)

(2)

Code

Code

Code

present. MIL will turn off if no fault is detected for
4 consecutive drive cycles.
fault is present.
DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART - 1998 1/2 Models

W/Electric Fuel Pump
Circuit Test/Step
Conti-
----- System Pass (No DTCs Available) ---- ---- ----

P0113 IAT Sensor Circuit High Input DA ---- DA8

(1) Low Input

(1) High Input

(1)

(1)

(1)

(1)
P0230 Fuel Pump Relay Driver Fail FK1 ---- FK16
P0231 Fuel Pump Relay Driver Failed On FK5 ---- FK18
P0232 Fuel Pump Relay Driver Failed Off FK11 ---- FK11
P0236 Turbo Boost Sensor A Circuit Performance DJ1 ---- DJ1

(1)
P0237 Turbo Boost Sensor A Circuit Low Input DJ5 ---- DJ13
(1)
P0238 Turbo Boost Sensor A Circuit High Input DJ11 ---- DJ15
(1)

(1)

(1)
P0265 Injector Circuit High - Cylinder 2 NA6 ---- NA6 G - TESTS W/COD

(1)

(1)

(1)

(1)

(1)

(1)
P0301 Fault Cylinder A - ---- ---- NA25

P0302 Fault Cylinder B - ---- ---- NA25

P0303 Fault Cylinder C - ---- ---- NA25 G - TESTS W/CODES - 7.3L DIESEL Article Text
P0304 Fault Cylinder D - ---- ---- NA25

P0305 Fault Cylinder E - ---- ---- NA25

P0306 Fault Cylinder F - ---- ---- NA25

P0307 Fault Cylinder G - ---- ---- NA25

P0308 Fault Cylinder H - ---- ---- NA25


(1)

(1)
P0460 Fuel Tank Level Indicator Circuit ---- ---- ----

Malfunction

Malfunction

Performance

Low Input

High Input

Malfunction

Performance
KOER Tests


(2)

(2)

Low Input

High Input
P0731 Gear One Ratio Error ---- ---- ----

(4)
P0732 Gear Two Ratio Error ---- ---- ----

(4)
G - TESTS W/COD
P0733 Gear Three Ratio Error ---- ---- ----
(4)

Electrical Failure

(2)

(2)

(2)

P1139 Water in Fuel Indicator DM1 ---- DM1

Circuit Malfunction
P1140 Water in Fuel Condition ---- ---- DL1
P1184 Engine Oil Temp Sensor ---- DB10 ----

Circuit Performance
P1209 Injection Control System ---- ---- KE15

Pressure Peak Fault



(1)
G - TESTS W/COD

(1)

(1)

(1)
P1284 ICP Failure - Aborts KOER or CCT Test ---- DD21 ---- G - TESTS W/COD
Short to GND or B+

Short to GND or B+

(1)

(1)
P1389 Glow Plug High Side ---- KC1 KC1

Circuit Out of Range Low

Bank No. 1 (Right)

Bank No. 1 (Right)

Bank No. 2 (Left)

Bank No. 2 (Left)

Test
P1531 Invalid Test - Accelerator Pedal Movement ---- Repeat ---- G - TESTS W/CODES - 7.3L DIESEL Article T
Test
P1536 Parking Brake Applied Failure ---- FF1 ----
P1634 Data Output Link Failure ---- ---- KM1
P1660 Output Circuit Check Signal High KH ---- KH
P1661 Output Circuit Check Signal Low KJ ---- KJ
P1668 PCM-IDM Diagnostic Communication Error FJ1 ---- FJ1
P1706 High Vehicle Speed in Park (3) (3) (3)

(2)






Performance
P1746 EPC Solenoid Open Circuit (3) (3) (3) G - TESTS W/CODES - 7.3L DIESEL Article

(2)

(2)

Code

Code

Code

present. On California models, MIL will turn off if no fault
is detected for 3 consecutive drive cycles.
fault is present.
(4) - Testing information is not available from manufacturer at
CIRCUIT TESTS

necessary to perform most circuit tests. References to Test
Pin No. found in CIRCUIT TEST steps refer to test terminals
on manufacturer's breakout box.
1) Ensure all non-EEC related faults found while performing G - TESTS W/CODES - 7.3L DIESEL Article Text (p
BASIC DIAGNOSTIC PROCEDURES in F - BASIC TESTING - 7.3L DIESEL article
have been corrected. DO NOT perform any CIRCUIT TEST unless
specifically instructed by a QUICK TEST procedure or a diagnostic
trouble code reference chart. Follow each test step in order until
fault is found. DO NOT replace any part unless directed to do so. When
4) Disconnect solenoids and switches from wiring harness
before measuring continuity and resistance or applying voltage. After
each repair, check all component connections and repeat QUICK TEST.
5) An open circuit is defined as a resistance reading of more
than 5 ohms. This specification tolerance may be too high for some
grease. A short is defined as a resistance reading of less than 10,000
ohms to ground, unless stated otherwise in CIRCUIT TEST.

CIRCUIT TEST A - VEHICLE BATTERY
Diagnostic Aids
Enter this CIRCUIT TEST only if directed here from QUICK
TEST, another test or chart. This test is only intended to diagnose:
* Closed loop power relay.

* Battery positive voltage (B+).
* Wiring harness circuits (SIG RTN, PWR GND, Ignition Switch,
VREF, KAPWR and VPWR).

problem:
* Battery cables.
* Ignition switch.
* Voltage regulator.
* Ground straps.
* Generator.
Fig. 3: Vehicle Battery Test Circuits
1) DTC P0560, P0562 Or P0563: Check Battery Voltage

Turn ignition
G - TESTS W/CODESoff. Measure
- 7.3Lvoltage
DIESEL between battery
Article Textterminals.
(p. 32)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
If voltage is 10.5 volts or less, repair charging system as necessary.
2) Check For Battery Voltage
Measure voltage between negative battery terminal and output
terminal (Yellow wire) of fuse No. 9 at power distribution box. If
present, locate and repair open circuit in Yellow wire.
3) Check Fuse
Remove and inspect fuse No. 9 at power distribution box. If
fuse is okay, go to next step. If fuse is blown, locate and repair
short to ground and replace fuse.
box. Measure resistance between non-powered side of No. 9 fuse holder
and Yellow wire at PCM relay connector. If resistance is less than 5
repair open circuit in Yellow wire.
5) Check Ignition Feed To Diode
Remove diode from power distribution box. Turn ignition on.
Measure voltage between negative battery terminal and ignition feed
side of diode connector. If battery voltage is present, go to next
circuit in Red/Light Green wire or replace defective ignition switch.
6) Check Diode
Turn ignition off. Using an ohmmeter, check diode continuity.
Ensure continuity exists in one direction only. Replace diode as
necessary. If diode is okay, go to step 13).

have been omitted.

Turn ignition off. Measure resistance between negative
battery terminal and circuit No. 57 (Black wire) at PCM relay
resistance is 5 ohms or more, repair open circuit in Black wire.
Box (014-00950), leaving PCM disconnected. Measure resistance of Red
wire between PCM relay connector and test pins No. 71 and 97 at
resistance is 5 ohms or more, locate and repair open circuit in Red
wire between PCM relay and PCM connector.
Measure resistance between negative battery terminal and test
pins No. 25, 51, 76, 77 and 103 at breakout box. If each reading is
less than 5 ohms, go to step 14).

have been omitted.
12) Check Voltage At PCM Relay
box. Measure voltage between negative battery terminal and circuit No.
37 (Yellow wire) at PCM relay connector. If battery voltage is
repair open circuit in Yellow wire between PCM relay and starter
relay.
Turn ignition off. Measure resistance of Red/Light Green wire
between non-powered side of diode connector and PCM relay connector.
If resistance is less than 5 ohms, go to step 8). If resistance is 5
ohms or more, repair open circuit in Red/Light Green wire between
diode and relay.
14) Check PCM Relay
Turn ignition on. Measure voltage between negative battery
terminal and test pins No. 71 and 97 at breakout box. If battery
voltage is present, replace PCM. If battery voltage is not present,
replace PCM relay.
Diagnostic Aids
sensors. This CIRCUIT TEST is only intended to diagnose the following
* Three-wire sensors.
Fig. 4: Identifying Reference Voltage Circuits
1) Check Vehicle Battery Power Circuit

G - TESTSPCM 104-pin connector
W/CODES and
breakout box. Turn ignition on. Measure voltage between test pins No.
55, 71 and 97 and test pins No. 25, 51, 76, 77 and 103 at breakout
box. If all readings are more than 10.5 volts and within one volt of
each other, go to next step. If any reading is 10.5 volts or less or
not within one volt of each other, go to CIRCUIT TEST A.
2) Check VREF Voltage
Measure voltage between test pins No. 90 and 91 at breakout
box. If voltage is 4-6 volts, go to next step. If voltage is less than
4 volts, go to step 5). If voltage is more than 6 volts, go to step
4).
3) Check VREF & SIG RTN Circuits
Turn ignition off. Disconnect suspect sensor connector.
Disconnect PCM from breakout box. Measure resistance between test pin
No. 90 at breakout box and VREF circuit terminal at suspect sensor
wiring harness connector. Also, measure resistance between test pin
No. 91 at breakout box and SIG RTN circuit terminal at suspect sensor
wiring harness connector. If both readings are less than 5 ohms, no
problem is indicated at this time. Fault may be intermittent. If any
reading is 5 ohms or more, locate and repair open in VREF or SIG RTN
circuit. Reconnect all components and repeat QUICK TEST.
4) Check For Excess Voltage
Disconnect PCM connector from breakout box. Disconnect scan
tool. Turn ignition on. Measure voltage between negative battery
terminal and test pin No. 90 at breakout box. If voltage is less than
5 volts, replace PCM. Reconnect all components and repeat QUICK TEST.
If voltage is 5 volts or more, locate and repair short to power.
readings are less than 5 ohms, go to next step. If any reading is 5
ohms or more, replace PCM.
6) Check For Shorted Accelerator Pedal (AP) Sensor
Disconnect AP sensor connector. Sensor is located above
loose wires. Repair as necessary. Turn ignition on. Measure voltage
between test pins No. 90 and 91 at breakout box. If voltage is less
than 4 volts, leave sensor disconnected and go to next step. If
voltage is 4 volts or more, replace AP sensor. Reconnect all
7) Check For Shorted Camshaft Position (CMP) Sensor
Turn ignition off. Disconnect CMP sensor connector. Sensor is
located in front of engine. Inspect connector for damaged pins,
step. If voltage is 4 volts or more, replace CMP sensor. Reconnect all
8) Check For Shorted Injection Control Pressure (ICP) Sensor
Turn ignition off. Disconnect ICP sensor connector. Sensor is
located on top left side of engine. Inspect connector for damaged
pins, corrosion and loose wires. Repair as necessary. Turn ignition
on. Measure voltage between test pins No. 90 and 91 at breakout box.
If voltage is less than 4 volts, leave sensor disconnected and go to
next step. If voltage is 4 volts or more, replace ICP sensor.
9) Check Exhaust Back Pressure (EPB) Sensor
Turn ignition off. Disconnect EPB sensor connector. Sensor is
located on top box of engine. Inspect connector for damaged pins,
step. If voltage is 4 volts or more, replace EPB sensor. Reconnect all
10) Check For Shorted Manifold Absolute Pressure (MAP) Sensor
Turn ignition off. Disconnect MAP sensor connector. Inspect
necessary. Turn ignition on. Measure voltage between test pins No. 90
and 91 at breakout box. If voltage is less than 4 volts, leave sensor
replace MAP sensor. Reconnect all components and repeat QUICK TEST.
11) Check For Shorted Barometric Pressure (BARO) Sensor
is located behind left side of instrument panel. Inspect connector for
damaged pins, corrosion and loose wires. Repair as necessary. Turn
ignition on. Measure voltage between test pins No. 90 and 91 at
breakout box. If voltage is less than 4 volts, leave sensor
replace BARO sensor. Reconnect all components and repeat QUICK TEST.
12) Check For Shorted VREF Circuit
Disconnect PCM connector from breakout box. Ensure all 6
sensors are disconnected. Measure resistance between test pin No. 90
and test pins No. 25, 51, 76, 77, 91 and 103 at breakout box. If all
readings are more than 10,000 ohms, replace PCM. Reconnect all
components and repeat QUICK TEST. If any reading is 10,000 ohms or
less, locate and repair short to ground. Reconnect all components and
repeat QUICK TEST.
CIRCUIT TEST DA - INTAKE AIR TEMPERATURE (IAT) SENSOR
Diagnostic Aids

* Wiring harness circuits (IAT and SIG RTN).

Fig. 5: Intake Temperature Sensor Circuits & Connector Terminals
1) DTC P0113
* Faulty sensor.

monitor menu. If voltage is 4.9 volts or more, go to next step. If
voltage is less than 4.9 volts, go to step 8).
Disconnect IAT sensor connector. Connect a jumper wire
between ground and terminal No. 2 (Gray wire) at IAT sensor wiring
harness connector. If voltage is more than zero volts, go to step 4).
If voltage is zero volts, go to next step.
terminal No. 1 (Gray/Red wire) at IAT sensor wiring harness connector.
If resistance is less than 5 ohms, replace IAT sensor. Clear DTCs and
G - TESTS
Measure W/CODES
resistance - 7.3L
between DIESEL
terminal No. 2Article Textat(p.
(Gray wire) IAT37)1998 Ford Econoline E250For 1
sensor Copyright © 1998 Mitchell Repai
circuit in Gray wire. Clear DTCs and repeat QUICK TEST.
5) DTC P0112

* Faulty sensor.

monitor menu. If voltage is .13 volt or less, go to next step. If
voltage is more than .13 volt, go to step 8).
Observe scan tool and disconnect IAT sensor connector. If
voltage is 4.59 volts or more, replace IAT sensor. Clear DTCs and
repeat QUICK TEST. If voltage is less than 4.59 volts, go to next
step.
77, 91 and 103 at breakout box. If all readings are more than 10,000
ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is
10,000 ohms or less, locate and repair short to ground in Gray/Yellow
8) Continuous Memory DTC P0112 Or P1113: Check Sensor
* Faulty sensor.
* Faulty PCM.
With scan tool connected, turn ignition on. Access IAT V PID
(voltage) from PID/DATA monitor menu. While observing scan tool, tap
on sensor to simulate road shock. Wiggle sensor connector. If no
change in voltage occurs, go to next step. If any change in voltage
occurs, replace IAT sensor. Clear DTCs and repeat QUICK TEST.
While observing IAT V PID, wiggle and bend small sections of
wiring harness working toward PCM. If fault is indicated (voltage
fluctuates), isolate fault and repair as necessary. Clear DTCs and
Turn ignition off. Disconnect PCM 104-pin connector and IAT
connector. Inspect connectors for damaged pins, corrosion and loose
wires. If connectors and terminals are damaged, repair as necessary
cannot be duplicatedGat- this time and
TESTS testing is-complete.
W/CODES 7.3L DIESEL Article Text (p. 38)1998 Ford Econoline E250For 1
CIRCUIT TEST DB - ENGINE OIL TEMPERATURE (EOT) SENSOR
Diagnostic Aids
* Engine Oil Temperature (EOT) sensor.

* Wiring harness circuits (EOT and SIG RTN).
Fig. 6: Identifying Engine Oil Temperature Sensor Circuits &

Connector Terminals
1) DTC P0198
* Faulty sensor.
* Faulty harness or connector.
Disconnect EOT sensor connector. Measure resistance between

ground and terminal No. 1 (Gray/Red wire) at EOT sensor wiring harness
Turn ignition on. Connect a jumper wire between terminals at
EOT sensor wiring harness connector. Check for DTCs. If DTC P0197 is
not present, go to next step. If DTC P0197 is present, replace EOT
Turn ignition off. Disconnect PCM 104-pin connector Gand
Measure resistance between terminal No. 2 (Light Green/Red wire) at
EOT sensor wiring harness connector and test pin No. 38 at breakout
open circuit in Light Green/Red wire. Clear DTCs and repeat QUICK
TEST.
4) DTC P0197

* Faulty sensor.
Disconnect EOT sensor connector. Perform

KOEO ON-DEMAND SELF-TEST. DTC If P0198 is not present, go to next
step. If DTC P0198 is present, replace EOT sensor. Clear DTCs and
repeat QUICK TEST.
76, 77, 91 and 103 at breakout box. If all readings are more than 10,
000 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If any
wiring harness. Clear DTCs and repeat QUICK TEST.
* Faulty sensor.
* Faulty PCM.
change to 212 F (100 C), go to next step. If PID value changes to
212 F (100 C), go to step 9).
changes to 212 F (100 C), isolate fault and repair as necessary. Clear
DTCs and repeat QUICK TEST. If no fault is found, go to next step.
8) Inspect PCM & Wiring Harness Connector
connector for damaged pins, corrosion and loose wires. If connector
If connector and terminals are okay, fault cannot be duplicated at
this time and testing is complete.
9) Inspect EOT Sensor Connector
Turn ignition off. Disconnect EOT sensor connector. Inspect
connector for damaged pins, corrosion and loose wires. If connectors
If connector and terminals are okay, replace EOT sensor. Clear DTCs
10) DTC P0196 Or P1184
These DTCs indicate engine oil temperature is not warm enough
to perform KOER CYLINDER CONTRIBUTION SELF-TEST. Possible causes for
this fault are:
* Engine not normal operating temperature.

* Low oil level.
* Faulty cooling system.
* Faulty EOT sensor.
* Faulty EOT sensor circuit.
Verify no KOEO DTCs are present. Drive vehicle or operate

engine until engine is at normal operating temperature. Perform
KOER CYLINDER CONTRIBUTION SELF-TEST. If DTC P0196 or P1184 is
present, go to next step. If DTC P0196 or P1184 is not present, repair
other DTCs that are present. Clear DTCs and repeat QUICK TEST.
11) Check EOT Sensor
fluctuate or does not change to less than 165 F (74 C), go to next
step. If PID value fluctuates or changes to less than 165 F (74 C),
replace EOT sensor. Clear DTCs and repeat QUICK TEST.
13) Inspect PCM & EOT Sensor Wiring Harness Connectors
Turn ignition off. Disconnect PCM 104-pin connector and EOT
sensor connector. Inspect connectors for damaged pins, corrosion and
loose wires. If connectors and terminals are damaged, repair as
necessary and repeat QUICK TEST. If connectors and terminals are okay,
CIRCUIT TEST DC - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
NOTE: This test is for 1998 models with mechanical fuel pump.
Diagnostic Aids
* MAP sensor.
1) DTC P0236, P1247 Or P1248

DTC P0236 indicates faulty turbo boost sensor circuit

* Low turbo boost.
Inspect MAP sensor hose for damage, misrouting or

restriction. Replace hose as necessary. Clear DTCs and repeat
QUICK TEST. If hose is okay, go to next step.
2) MAP Sensor Frequency Check
DVOM to MAP sensor. Set DVOM to frequency scale. Turn ignition on. If
frequency is 90-115 Hz, leave MAP sensor tester connected and go to
3) MAP Sensor Pressure Check Copyright © 1998 Mitchell Repai
G - TESTS W/CODES
Disconnect - 7.3L
MAP sensor DIESEL
vacuum hose.Article Text (p. Adapter
Using Pressure 42)1998 Ford Econoline E250For 1
(014-00761), apply 10 psi to MAP sensor. If frequency is 135-155 Hz,
go to next step. If frequency is not 135-155 Hz, replace MAP sensor.
full boost. If boost is 12 psi or more, replace PCM. Clear DTCs and
repeat QUICK TEST. If boost is less than 12 psi, inspect intake
manifolds and crossover tubes for leaks. Check turbo condition. Repair
as necessary.
5) KOEO DTC P0237

* Faulty PCM.

connector. Connect banana plugs of tester into DVOM. Turn ignition on
and observe tester. If Green light is on, VREF and SIG RTN circuits
are okay. Go to next step. If voltage reading is less than 4 volts and
Red light is on or no light is on, go to step 11). If voltage reading
is more than 6 volts and Red light is on, go to step 14).
6) Check For Short To Ground In MAP Sensor Signal Circuit
Box (014-00950), leaving PCM disconnected. Disconnect MAP sensor
connector. Measure resistance between test pin No. 88 and test pins
No. 25, 51, 76, 77, 91 and 103 at breakout box. If all readings are
or less, locate and repair short to ground in MAP sensor signal
7) Check For Short To Power In MAP Sensor Signal Circuit
Turn ignition on. Measure resistance between test pin No. 88
and test pins No. 55, 71 and 97 at breakout box. If all readings are
or less, locate and repair short to power in MAP sensor signal
8) Check For Shorted VREF-To-MAP Sensor Signal Circuit
and test pin No. 88 at breakout box. If resistance is more than 10,000
ohms, go to next step. If resistance is 10,000 ohms or less, VREF is
shorted to MAP sensor signal circuit. Repair as necessary. Clear DTCs
and Light Green/Black wire at MAP sensor wiring harness connector. If
ohms or more, locate and repair open circuit in Light Green/Black
10) Check PCM
Disconnect MAP sensor tester from MAP sensor, leaving tester
connected to MAP sensor vehicle wiring harness connector. Turn
ignition on and observe tester. If Green light is on, replace MAP
sensor. Clear DTCs and repeat QUICK TEST. If Red light is on or no
light is on, go to next step.
Disconnect MAP sensor connector. Measure resistance between
Brown/White wire at MAP sensor wiring harness connector and test pin
in Brown/White wire between MAP sensor connector and PCM connector.
13) Check SIG RTN Circuit Continuity
and Gray/Red wire at MAP sensor wiring harness connector. If
QUICK TEST. If resistance is 5 ohms or more, locate and repair open in
is less than .25 volt, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage is .25 volt or more, locate and repair short to power in
VREF circuit. Clear DTCs and repeat QUICK TEST.
15) KOEO DTC P0238

* Faulty PCM.

banana plugs of tester into DVOM. Set DVOM to frequency scale. Turn
ignition on. If frequency is more than 125 Hz, replace MAP sensor.
Clear DTCs and repeat QUICK TEST. If frequency is 125 Hz or less,
Continuous DTC P0237 indicates low input to turbo boost G - TESTS W/CODES - 7.3L DIESEL Article Text (p.

* Faulty PCM.

frequency scale. Turn ignition on. If frequency is 105-115 Hz, go to
While observing DVOM frequency, tap on sensor to simulate
road shock. If no change in frequency occurs, go to next step. If any
change in frequency occurs, replace MAP sensor. Clear DTCs and repeat
QUICK TEST.
18) MAP Sensor Pressure Check
sensor to simulate road shock. If no change in frequency occurs, go to
next step. If any change in frequency occurs, replace MAP sensor.
Remove MAP sensor tester. Leave MAP sensor disconnected.
Connect DVOM between ground and Gray/Red wire at MAP sensor wiring
harness connector. Set DVOM to ohms scale. While observing DVOM,
wiggle and bend small sections of wiring harness starting at MAP
sensor wiring harness connector and working toward PCM. If fault is
indicated (resistance fluctuates), repair intermittent open circuit in
Gray/Red wire. Clear DTCs and repeat QUICK TEST. If no fault is found,
go to next step.
Turn ignition on. Connect DVOM between ground and Brown/White
wire at MAP sensor wiring harness connector. Set DVOM to volt scale.
PCM. If fault is indicated (voltage fluctuates), locate and repair
intermittent open circuit in Brown/White wire. Clear DTCs and repeat
QUICK TEST. If no fault is found, go to next step.
Disconnect MAP sensor connector. Measure resistance between test pin
No. 88 and Light Green/Black wire at MAP sensor wiring harness
connector. Resistance should be less than 5 ohms. While observing
DVOM, wiggle and bend small sections of wiring harness starting at MAP
sensor wiring harness connector and working toward PCM. If resistance
stays at less than 5 ohms, go to next step. If resistance does not
stay at less than 5 ohms, locate and repair intermittent open circuit
in Light Green/Black wire. Clear DTCs and repeat QUICK TEST. G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 4
25, 51, 76, 77 and 103 at breakout box. While observing DVOM, wiggle
wiring harness connector and working toward PCM. If all readings are
more than 10,000 ohms, go to next step. If any reading is less than
10,000 ohms, locate and repair intermittent short to ground in Light
No. 88 at breakout box. While observing DVOM, wiggle and bend small
sections of wiring harness starting at MAP sensor wiring harness
connector and working toward PCM. If voltage stays at zero volts,
fault cannot be duplicated at this time and testing is complete. If
voltage does not stay at zero volts, locate and repair intermittent
short to power in Light Green/Black wire. Clear DTCs and repeat
QUICK TEST.
sensor circuit. Possible causes for this fault are:

* Faulty PCM.

frequency scale. Turn ignition on. Observe DVOM and tap on MAP sensor
to simulate road shock. If frequency reading changes to more than 125
Hz, replace MAP sensor. Clear DTCs and repeat QUICK TEST. If frequency
reading does not change to more than 125 Hz, go to next step.
sensor to simulate road shock. If frequency reading changes to more
than 300 Hz, replace MAP sensor. Clear DTCs and repeat QUICK TEST. If
frequency reading does not change to more than 300 Hz, go to next
step.
26) Check MAP Sensor Wiring Harness
(014-00761), apply 10 psi to MAP sensor. While observing DVOM, wiggle
wiring harness connector and working toward PCM. If frequency reading
changes to more than 300 Hz, repair intermittent circuit failure in
wiring harness between MAP sensor and PCM. Clear DTCs and repeat
QUICK TEST. If frequency reading does not change to more than 300 Hz,
CIRCUIT TEST DD - INJECTION CONTROL PRESSURE (ICP) SENSOR
Diagnostic Aids G - TESTS W/CODES - 7.3L DIESEL Article Text (p.

Perform this test when directed by QUICK TEST. ICP sensor's
primary function is to provide a feedback signal to indicate fuel rail
pressure. PCM uses this signal to correct injector timing and pulse
width.
Fig. 8: Identifying Injection Control Pressure (ICP) Sensor Circuit

& Connector Terminals
1) DTC P1280: Low ICP Circuit Input

test range (low). Possible causes for this fault are:

* Open ICP sensor circuit.
* Open VREF circuit.
Disconnect ICP sensor connector. Turn ignition on. Measure

voltage between ground and Brown/White wire (VREF circuit) at ICP
sensor wiring harness connector. If voltage is 4.5-5.5 volts, go to
next step. If voltage is not 4.5-5.5 volts, locate and repair open
circuit in Brown/White wire. Clear DTCs and repeat QUICK TEST.
Measure voltage between Brown/White wire and Gray/Red wire at
ICP sensor wiring harness connector. If voltage is 4.5-5.5 volts, go
circuit in Gray/Red wire (SIG RTN circuit). Clear DTCs and repeat
QUICK TEST.
3) Check ICP Signal Circuit
Measure resistance between
G - TESTS LightW/CODES
Blue/Red wire at ICP
- 7.3L wiring harness
DIESEL Article Text (p. 47)1998 Ford Econoline E250For 1
and repair open circuit. Clear DTCs and repeat QUICK TEST.
Measure resistance between Brown/White wire at ICP sensor
Measure resistance between Gray/Red wire at ICP sensor wiring
QUICK TEST.
less, locate and repair short to ground in Light Blue/Red wire. Clear
7) Check For Short
ICP sensor. Clear DTCs and repeat QUICK TEST. If any reading is 10,000
ohms or less, replace PCM. Clear DTCs and repeat QUICK TEST.
8) DTC P1281: High ICP Circuit Input
test range (high). Possible causes for this fault are:

Disconnect ICP sensor connector. Turn ignition on. Repeat

QUICK TEST. If DTC P1280 is present, replace ICP sensor. Clear DTCs
and repeat QUICK TEST. If DTC P1280 is not present, go to next step.
If all readings are more than 10,000 ohms, go to next step. If any
Light Blue/Red wire. Clear DTCs and repeat QUICK TEST.
10) Check For Short
breakout box. If all readings are more than 10,000 ohms, replace ICP
sensor. Clear DTC and repeat QUICK TEST. If any reading is 10,000 ohms
or less, replace PCM. Clear DTCs and repeat QUICK TEST.
11) KOEO DTC P1210 Or P1212:
These DTCs indicate injector control signal is greater than
expected. Possible causes for this fault are:

* Open ICP SIG RTN circuit.
Turn ignition off. Disconnect ICP sensor connector. Measure

resistance between ground and Gray/Red wire at ICP sensor wiring
If resistance is 5 ohms or more, locate and repair short to ground in
Turn ignition on. Measure voltage between ground and Light
Blue/Red wire at ICP sensor wiring harness connector. If voltage is
less than .25 volt, go to next step. If voltage is .25 volt or more,
locate and repair short to power in ICP signal circuit. Clear DTCs and
repeat QUICK TEST.
Turn ignition off. Reconnect ICP sensor connector. Ensure
scan tool is connected to Data Link Connector (DLC). Turn ignition on.
Using scan tool, select ICP PID from PID/DATA monitor menu. If ICP PID
reading indicates zero psi, replace PCM. Clear DTCs and repeat
QUICK TEST. If ICP PID reading does not indicate zero psi, replace ICP
This DTC indicates that there was no ICP signal present
during cranking. Possible causes for this fault are:
* Empty/low oil reservoir.

* Injection Pressure Regulator (IPR) circuit fault.
* Faulty IPR valve.
* Faulty ICP sensor.
* Faulty high pressure pump.
If any KOEO DTCs are present, service DTCs as necessary

before continuing with this test. If DTC P1212 is still present, go to
next step. If no KOEO DTCs are present, go to next step.
NOTE: If vehicle stalls after start and reservoir empties, oil is

not being supplied from low oil pressure system.

level is not within 1" (25.4 mm), check and repair cause of low fluid.
Top off fluid. Clear DTCs and repeat QUICK TEST. If oil level is
within 1" (25.4 mm), check fuel pressure. On models with mechanical
fuel pump, see TANDEM FUEL PUMP PRESSURE TEST under HARD START/NO-
On models with electric fuel pump, see ELECTRIC FUEL PUMP PRESSURE
TEST under HARD START/NO-STARTG DIAGNOSIS in
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 49)1998 Ford Econoline
I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article. On all models,
repair as necessary. If fuel pressure is okay, check PID values while
cranking engine. On models with mechanical fuel pump, see CHECK
PARAMETER IDENTIFICATION (PID) DURING CRANKING under HARD START/NO-
Repair as necessary. If PID values are okay, clear DTCs. Using scan
tool, select ICP V PID from PID/DATA monitor menu. Crank engine for 5
seconds and observe scan tool. If ICP V PID voltage is .85 volt or
more, fault is intermittent. Go to step 19). If ICP V PID voltage is
less than .85 volt, go to next step.
Disconnect ICP sensor connector. Attempt to start vehicle. If
vehicle starts, replace ICP sensor and retest. If vehicle does not
pressurized oil leaks. See HARD START/NO-START DIAGNOSIS in
If no leaks are found, go to next step.
18) Check Injection Pressure Regulator (IPR) Valve
Reconnect all hoses and ICP sensor connector. Replace IPR
valve. Ensure oil reservoir level is full. Attempt to start vehicle.
If vehicle starts, replacing IPR valve corrected fault. Clear DTCs and
repeat QUICK TEST. If vehicle does not start, replace high pressure
oil pump. Clear DTCs and repeat QUICK TEST.
19) Check For Intermittent Faults
Turn ignition on. Using scan tool, select ICP PID from PID/DATA
monitor menu. While observing ICP PID, wiggle and bend small sections
of wiring harness starting at ICP sensor and working toward PCM. If
ICP PID reading fluctuates, isolate fault and repair as necessary.
Clear DTCs and repeat QUICK TEST. If ICP PID does not fluctuate, go to
next step.
20) Check Injection Pressure Regulator (IPR) Circuit
Inspect wiring harness and connectors between IPR valve and
PCM. Repair as necessary. Clear DTCs and repeat QUICK TEST. If wiring
harness and connectors are okay, no problem is indicated at this time.
21) DTC P1284
This DTC indicates a ICP sensor circuit failure has occurred
while performing KOER CYLINDER CONTRIBUTION SELF-TEST. Perform
KOEO ON-DEMAND SELF-TEST. If a ICP circuit fault is indicated, go to
appropriate circuit test and service DTC as necessary. Clear DTCs and
repeat QUICK TEST. If no ICP fault is indicated, replace PCM. Clear
DTC and repeat QUICK TEST.
This DTC indicates ICP signal voltage was too high during
normal driving conditions. Possible causes for this fault are:

* Injection Control Pressure (ICP) circuit fault.
Perform KOEO ON-DEMAND SELF-TEST. If any KOEO DTCs are
present, service DTCs as necessary before continuing with this test.
If DTC P1210 is still present, go to next step. If no DTCs are
present, fault is intermittent. Go to next step.
23) Check ICP Signal Ground Circuit
Turn ignition off. Disconnect ICP sensor connector.
(014-00950), leaving PCM disconnected. Connect DVOM between test pin
No. 91 at breakout box and Gray/Red wire at ICP sensor wiring harness
connector. Set DVOM to ohms scale. While observing DVOM, wiggle and
bend small sections of wiring harness starting at ICP sensor and
working toward PCM. If resistance stays at less than 5 ohms, go to
next step. If resistance changes to 5 ohms or more, isolate fault and
repair as necessary. Clear DTCs and repeat QUICK TEST.
24) Check ICP Signal Circuit For Short To Power
Measure voltage between ground and test pin No. 87 at
breakout box. No voltage should be present. While observing DVOM,
wiggle and bend small sections of wiring harness starting at ICP
sensor and working toward PCM. If no voltage is present, go to next
step. If any voltage is indicated, repair intermittent short to power
and repair as necessary. Clear DTCs and repeat QUICK TEST.
25) Check ICP Sensor Circuit
Turn ignition off. Reconnect ICP sensor connector. Remove
breakout box and reconnect PCM 104-pin connector to PCM. Clear DTCs.
Turn ignition on. Lightly tap on ICP sensor. Check for DTCs. If DTC
P1210 is present, replace ICP sensor. Clear DTCs and repeat QUICK TEST
. If DTC P1210 is not present, fault cannot be duplicated at this time
and testing is complete.
CIRCUIT TEST DE - ACCELERATOR PEDAL (AP) SENSOR
NOTE: AP sensor is not serviced separately. If AP sensor is

defective, accelerator pedal assembly must be replaced.
Diagnostic Aids
* AP sensor.
* Wiring harness circuits (VREF, SIG RTN and AP).
Fig.- TESTS
G 9: Accelerator
W/CODESPedal Sensor Circuits &Article
- 7.3L DIESEL Connector Terminals
Text (p. 51)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
1) DTC P0123
DTC P0123 indicates AP sensor circuit high input. Possible

* Faulty AP sensor.
* Short to power in wiring harness.

(voltage) from PID/DATA monitor menu. While observing scan tool,
slowly depress accelerator pedal. If voltage reading changes to more
than 4.5 volts, go to next step. If voltage reading does not change to
more than 4.5 volts, fault cannot be duplicated at this time. Clear
Disconnect AP sensor connector. AP sensor is mounted above
loose wires. Repair as necessary. If voltage reading changes from more
than 4.5 volts to zero volts when connector is disconnected, circuit
is okay. Replace accelerator pedal assembly. Clear DTCs and repeat
QUICK TEST. If voltage reading does not change from more than 4.5
volts to zero volts when connector is disconnected, go to next step.
3) Check AP Sensor Signal Wire
Turn ignition on. Measure voltage between ground and AP
signal circuit terminal (Gray/White wire) at AP sensor wiring harness
connector. If voltage is more than 4.5 volts, go to next step. If
voltage is 4.5 volts or less, replace PCM. Clear DTCs and repeat
QUICK TEST.
at breakout box. If voltage is present, locate and repair short to
power in Gray/White wire. Clear DTCs and repeat QUICK TEST. If voltage
is not present, replace PCM. Clear DTCs and repeat QUICK TEST.
5) DTC P0122
DTC P0122 indicates AP sensor circuit low input. Possible

* Faulty AP sensor.
* Grounded wiring harness.

(voltage) from PID/DATA monitor menu on scan tool. While observing
scan tool, slowly depress accelerator pedal. If voltage reading
changes to less than .37 volt, go to next step. If voltage reading
does not change to less than .37 volt, fault cannot be duplicated at
this time. Clear DTCs and repeat QUICK TEST.
Disconnect AP sensor connector. Connect a jumper wire between
VREF circuit terminal (Brown/White wire) and AP sensor signal circuit
terminal (Gray/White wire) at AP sensor wiring harness connector. If
voltage reading changes from less than .37 volt to more than 4.5 volts
with jumper connected, circuit is okay. Replace accelerator pedal
assembly. Clear DTCs and repeat QUICK TEST. If voltage reading does
not change from less than .37 volt to more than 4.5 volts with jumper
Turn ignition on. Measure voltage between ground and VREF
circuit terminal (Brown/White wire) at AP sensor wiring harness
connector. If voltage is 4.5-5.5 volts, go to next step. If voltage is
not 4.5-5.5 volts, locate and repair open in VREF circuit. Clear DTCs
Turn ignition off. Measure resistance between ground and SIG
RTN circuit terminal (Gray/Red wire) at AP sensor wiring harness
resistance is 5 ohms or more, locate and repair open in SIG RTN
9) Check AP Sensor Circuit Continuity
AP sensor signal circuit terminal (Gray/White wire) and test pin No.
89 at breakout box. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, locate and repair open in AP
signal circuit. Clear DTCs and repeat QUICK TEST.
Turn ignition off. Ensure AP sensor is disconnected. Measure
resistance between test pin No. 89 and test pins No. 51, 76, 77, 91
and 103 at breakout box. If each reading is more than 10,000 ohms, go
to next step. If any reading is 10,000 ohms or less, locate and repair
short to ground in AP sensor signal circuit (Gray/White wire). Clear
Measure resistance between VREF circuit terminal (Brown/White
wire) at AP sensor wiring harness connector and test pin No. 90 at
resistance is 5 ohms or more, locate and repair open in VREF circuit.
12) Check AP GND Circuit Continuity
Measure resistance between AP GND circuit terminal
(Yellow/Black wire) at AP sensor wiring harness connector and test pin
No. 24 at breakout box. If resistance is less than 5 ohms, replace
PCM. Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms or
more, locate and repair open in AP GND circuit. Clear DTCs and repeat
QUICK TEST.
CIRCUIT TEST DF - EXHAUST BACKPRESSURE (EBP) SENSOR
Diagnostic Aids
* Exhaust Backpressure (EBP) sensor.

* Wiring harness circuits (SIG RTN, VREF and EBP Signal).
Fig. 10: Exhaust Backpressure Sensor Circuit & Connector Terminals
1) DTC P0470
This DTC indicates PCM detected EBP sensor malfunction during
KOEO ON-DEMAND SELF-TEST. Possible causes for this DTC are:

* Faulty PCM.

scan tool, select EBP PID from PID/DATA monitor menu. If EBP reading
is less than 18.5 psi, clear DTCs. Repeat KOEO ON-DEMAND SELF-TEST. If
DTC is still present, replace PCM. If EBP reading is 18.5 psi or more,
go to next step.
2) Check Signal Ground Circuit
located on top of engine. Inspect for damaged pins, corrosion and
loose wires. Repair as necessary. Measure resistance between ground
G
and- TESTS
Gray/RedW/CODES
wire at EBP- sensor
7.3L DIESEL Article
wiring harness Text (p.If54)1998 Ford Econoline E250For 1
connector. Copyright © 1998 Mitchell Repai
resistance is less than 5 ohms, replace EBP sensor. Clear DTCs and
This DTC indicates PCM detected a EBP sensor malfunction
during normal driving conditions. Possible causes for this DTC are:

* Faulty PCM.

scan tool, select EBP PID from PID/DATA monitor menu. While observing
EBP PID, wiggle and bend small sections of wiring harness starting at
EBP sensor connector and working toward PCM. If EBP reading
repeat QUICK TEST. If reading does not fluctuate, go to next step.
4) Check Connector
Disconnect EBP sensor connector. Sensor is located on top of
engine. Disconnect PCM 104-pin connector. Inspect connectors for
damaged pins, corrosion and loose wires. Repair as necessary. Clear
DTCs and repeat QUICK TEST. If both connectors are okay, no problem is
indicted at this time. Clear DTCs and repeat QUICK TEST.
5) DTC P0471
This DTC indicates PCM detected an EBP sensor malfunction
during normal driving conditions and with EBP sensor enabled. Possible

* Plugged or restricted sensor supply tube.
* Damaged Exhaust Pressure Regulator (EPR) linkage or butterfly
damage.
* Faulty PCM.
Perform KOER ON-DEMAND SELF-TEST. If any DTCs are present,

repair fault(s) before continuing with this test. Using scan tool,
select EBP PID from PID/DATA monitor menu. Road test vehicle
performing hard accelerations while monitoring EBP PID. If EBP reading
increases to more than 25 psi with EBP sensor on, no problem is
indicated at this time. Clear DTCs and repeat QUICK TEST. If EBP
reading does not increase to more than 25 psi, go to next step.
Inspect turbo pipe, crossover pipes and exhaust manifolds for
exhaust leaks are present, go to next step.
7) Check Sensor Supply Tube
Inspect EBP sensor supply tube from exhaust manifold to
sensor bracket. Ensure tube is not restricted or plugged. Replace tube
as necessary. Clear DTCs and repeat QUICK TEST. If tube is okay, go to
next step.
8) Check EBP Sensor G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 55
signal ground at ICP/EBP adapter cable. Briefly accelerate engine to
Wide Open Throttle (WOT) several times. If voltage reading during
acceleration is more than 1.35 volts, clear DTCs and retest. If DTC is
still present, replace PCM. If voltage reading during acceleration is
not more than 1.35 volts, replace EBP sensor. Clear DTCs and repeat
QUICK TEST.
9) DTC P0472: EBP Circuit Low Input
This DTC indicates EBP sensor circuit low input was detected
* Open or shorted EBP sensor circuit.
* EBP sensor circuit shorted.
* Faulty PCM.

located on top of engine. Turn ignition on. Measure voltage between
ground and Brown/White wire at EBP sensor wiring harness connector. If
volts, locate and repair open circuit in Brown/White wire (VREF
circuit). Clear DTCs and repeat QUICK TEST.
Measure resistance between ground and Gray/Red wire at EBP
to next step. If resistance is 5 ohms or more, locate and repair open
11) Check EBP Signal Circuit
Measure resistance between Purple/Light Blue wire at EBP sensor wiring
locate and repair open circuit in Purple/Light Blue wire. Clear DTCs
Measure resistance between Brown/White wire at EBP sensor
13) Check For Grounded EBP Signal Circuit
29, 51, 76, 77, 91 and 103. If all readings are more than 10,000 ohms,
go to next step. If any reading is less than 10,000 ohms, locate and
repair short to ground in EBP signal circuit (Purple/Light Blue wire).
14) Check For InternalGPCM Short W/CODES - 7.3L DIESEL Article Text (p. 56)1998 Ford Econoline E250
- TESTS
between test pin No. 30 and test pins No. 29, 51, 76, 77, 91 and 103.
If all readings are more than 10,000 ohms, replace EBP sensor. Clear
DTCs and repeat QUICK TEST. If any reading is 10,000 ohms or less,
15) DTC P0473
This DTC indicates EBP sensor circuit high input was detected
* EBP sensor shorted to VREF circuit.
* Faulty PCM.
Turn ignition on. Disconnect EBP sensor connector. Sensor is

located on top of engine. Perform KOEO ON-DEMAND SELF-TEST. If DTC
P0472 is present, replace EBP sensor. Clear DTCs and repeat QUICK TEST
. If DTC P0472 is not present, go to next step.
If all readings are more than 10,000 ohms, replace PCM. Clear DTCs and
repeat QUICK TEST. If any reading is 10,000 ohms or less, locate and
repair short to power in Purple/Light Blue wire. Clear DTCs and repeat
QUICK TEST.
17) DTC P0478
This DTC indicates excessive backpressure existed during
normal driving. Possible causes for this DTC are:
* Stuck butterfly.
* Plugged EBP sensor tube.
* Misadjusted Exhaust Pressure Regulator (EPR) linkage.
* Faulty PCM.
Visually inspect exhaust backpressure control valve (note

tang position). See Fig. 11. If valve is in open position, go to next
step. If valve is not in open position, repair damaged linkage or
butterfly as necessary. Clear DTCs and repeat QUICK TEST.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 57)1998 Ford Econoline
Fig. 11: Open Exhaust Backpressure Control Valve Position

Using scan tool, select EBP PID from PID/DATA monitor menu.
Start engine. Briefly accelerate engine speed to Wide Open Throttle
(WOT) while monitoring EBP PID. If EBP PID reading is less than 28
psi, go to next step. If EBP PID reading is 28 psi or more, repair
restricted exhaust system. Clear DTCs and repeat QUICK TEST.
19) Check EBP System
Ensure engine is cold and Engine Oil Temperature (EOT) is
less than 70 F (21 C). Road test vehicle while monitoring EBP PID
reading on scan tool. With EBP sensor on, if EBP reading stays at less
than 50 psi, replace PCM. Clear DTCs and repeat QUICK TEST. With EBP
sensor on, if EBP reading does not stay at less than 50 psi, check and
adjust turbocharger control rod as necessary. Spring scale reading
should be 10 lbs. (4.5 kg). See Fig. 12.
Fig. 12: Adjusting Control Rod Tension
CIRCUIT TEST DG - CAMSHAFT POSITION (CMP) SENSOR
Diagnostic Aids
* Camshaft Position (CMP) sensor.

* Wiring harness circuits (CMP GND, VREF and CMP Signal).
Fig. 13: Camshaft Position Sensor Circuit & Connector Terminals
1) DTC P0340, P0341 & P0344: Clear & Attempt To Regenerate

DTC
See VEHICLE PREPARATION & EQUIPMENT HOOKUP under QUICK TEST. Clear
continuous DTCs. Using scan tool, select RPM PID from PID/DATA monitor
menu. Crank engine while monitoring RPM PID. If PID indicates cranking
RPM, go to next step. If PID does not indicate cranking RPM, go to
step 3).
2) Check For DTC P0344 Or P0341
Start and run engine until coolant is at normal operating
temperature. Raise engine speed to 3300 RPM for 2 minutes. Turn
ignition off. Check for DTCs. If DTC P0344 or P0341 is present, go to
next step. If DTC P0344 or P0341 is not present, fault is
3) Check CMP Signal
Turn ignition off. Disconnect CMP sensor connector. Measure
resistance between ground and terminal "A" (Light Blue wire) at CMP
to next step. If resistance is 5 ohms or more, go to step 9).
"B" (Brown/White wire) at CMP sensor wiring harness connector. If
volts, VREF circuit is defective. Go to CIRCUIT TEST C.
Measure voltage between ground and terminal "C" (Dark Green
wire) at CMP sensor wiring harness connector. If battery voltage is
present, go to next step. If battery voltage is not present, go to
step 7).
necessary. Turn ignition on. Measure voltage between ground and
terminal "C" (Dark Green wire) at CMP sensor wiring harness connector.
If battery voltage is present, locate and repair short to power in
Dark Green wire. Confirm repair by repeating steps 1) and 2). If
battery voltage is not present, replace CMP sensor.
necessary. Measure resistance between ground and terminal "C" (Dark
Green wire) at CMP sensor wiring harness connector. If resistance is
less than 5 ohms, locate and repair short to ground in Dark Green
wire. Confirm repair by repeating steps 1) and 2). If resistance is 5
Measure resistance between Dark Green wire at CMP sensor wiring
is less than 5 ohms, an open circuit exists at test pin No. 21.
Inspect PCM 104-pin connector and inspect for damaged pins, corrosion
and loose wires. Repair as necessary. Reconnect all components and go
to step 11). If resistance is 5 ohms or more, locate and repair open
circuit in Dark Green wire. Confirm repair by repeating steps 1) and
2).
9) Check For Open In CMP Sensor Ground Circuit
Turn ignition off. Ensure CMP sensor is disconnected.
(014-00950), leaving PCM disconnected. Measure resistance between
Light Blue wire at CMP sensor wiring harness connector and test pin
in Light Blue wire. Confirm repair by repeating steps 1) and 2).
10) Check For CMP Sensor Ground Through PCM
Connect PCM to breakout box. Measure resistance between
ground and test pins No. 25, 51, 76, 77 and 103. If all readings are
less than 5 ohms, PCM internal ground is not supplied to terminal No.
65. Reconnect all components and go to next step. If any reading is 5
ohms or more, locate and repair open in ground circuit. Confirm repair
by repeating steps 1) and 2).
Repeat steps 1) and 2). If fault is still present, replace
PCM. If fault is not present, no problem is indicated at this time.
inspect for damaged pins, corrosion and loose wires. Repair as G - TESTS W/CODES - 7.3L DIESEL Article Text
necessary. Install Breakout Box (014-00950) and connect PCM. To
prevent vehicle from starting, disconnect Injector Driver Module (IDM)
relay. Relay is located in power distribution box in engine
compartment. Connect DVOM between test pin No. 65 and test pin No. 21
at breakout box. Rotate crankshaft (by hand) until voltage toggles
from battery voltage to .3-2.7 volts. If lower voltage reading is .3-
2.7 volts, go to next step. If lower voltage reading is not .3-2.7
With DVOM still connected between test pins No. 21 and 65,
rotate crankshaft (by hand) until voltage stays at .3-2.7 volts. While
observing DVOM, wiggle wiring harness. If a fault occurs, voltage
reading will jump to battery voltage or zero volts. If fault occurs,
locate and repair intermittent in wiring harness. Confirm repair by
repeating steps 1) and 2). If no fault occurs, no problem is indicated
at this time. Repeat steps 1) and 2).
CIRCUIT TEST DH - BAROMETRIC PRESSURE (BARO) SENSOR
Diagnostic Aids
Perform this test when directed by QUICK TEST. A BARO sensor
that is detected out of range (high or low) by PCM will cause the PCM
to ignore BARO sensor signal and use Manifold Absolute Pressure (MAP)
sensor signal as an indication of barometric pressure.
Fig. 14: Identifying Barometric Pressure (BARO) Sensor Circuit &

Connector Terminals
1) DTC P0107: BARO Circuit Low Input G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 6
This DTC indicates BARO sensor circuit low input was detected

* Open BARO or VREF sensor circuit.
* Shorted SIG RTN or PWR GND circuit.
* Faulty PCM.

is located behind left side of instrument panel. Turn ignition on.
Measure voltage between ground and Brown/White wire at BARO sensor
wiring harness connector. If voltage is 4.5-5.5 volts, go to next
step. If voltage is not 4.5-5.5 volts, locate and repair open circuit
in Brown/White wire. Clear DTCs and repeat QUICK TEST.
Measure voltage between Gray/Red wire and Brown/White wire at
BARO sensor wiring harness connector. If voltage is 4.5-5.5 volts, go
3) Check BARO Signal Circuit
Measure resistance between Dark Blue/Light Green wire at BARO sensor
wiring harness connector and No. 63 at breakout box. If resistance is
locate and repair open circuit in Dark Blue/Light Green wire. Clear
Measure resistance between Brown/White wire at BARO sensor
Measure resistance between Gray/Red wire at BARO sensor
ohms or more, locate and repair open circuit in Gray/Red wire. Clear
less, locate and repair short to ground in Dark Blue/Light Green wire
(BARO signal circuit). Clear DTCs and repeat QUICK TEST.
BARO sensor. Clear DTCs and repeat QUICK TEST. If any reading is 10,
000 ohms or less, replace PCM. Clear DTCs and repeat QUICK TEST.
8) DTC P0108
This DTC indicates BARO sensor circuit high input was
detected during KOEO ON-DEMAND SELF-TEST or during continuous
diagnostic monitoring. Possible causes for this fault are:

* BARO sensor circuit shorted to VREF circuit.
* Faulty PCM.
Turn ignition on. Disconnect BARO sensor connector. Sensor is

located behind left side of instrument panel. Perform
KOEO ON-DEMAND SELF-TEST. If DTC P0107 is present, replace BARO
sensor. Clear DTCs and repeat QUICK TEST. If DTC P0107 is not present,
go to next step.
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is 10,
000 ohms or less, locate and repair short to power in Dark Blue/Light
Green wire. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST DJ - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
Diagnostic Aids
* MAP sensor.
1) DTC P0236, P1247 Or P1248

DTC P0236 indicates faulty turbo boost sensor circuit G - TESTS W/CODES - 7.3L DIESEL Article Tex

* Low turbo boost.
* Faulty PCM.
Inspect MAP sensor hose and manifolds for damage, misrouting

or restriction. Replace hose and manifolds as necessary. Clear DTCs
and repeat QUICK TEST. If hose and manifolds are okay, go to next
step.

have been omitted.
3) MAP Sensor Voltage Check

DVOM to MAP sensor. Set DVOM to voltage scale. Disconnect vacuum hose
from MAP sensor. Turn ignition on. Using Pressure Adapter (014-00761),
apply 10 psi to MAP sensor. If voltage is 2.5-3.1 volts, go to next
step. If voltage is not 2.5-3.1 volts, replace MAP sensor. Clear DTCs
full boost. If boost is 12 psi or more, Clear DTCs and repeat
QUICK TEST. If DTC resets, replace PCM. If boost is less than 12 psi,
inspect intake manifolds and crossover tubes for leaks. Check turbo
condition. Repair as necessary.
5) KOEO DTC P0237

* Faulty PCM.
Turn ignition off. Disconnect MAP sensor connector. Turn

ignition on. Measure voltage between ground and Brown/White wire at
MAP sensor wiring harness connector. If voltage is about 5 volts, go
to next step. If voltage is not about 5 volts, repair Brown/White
Gray/Red wire at MAP sensor wiring harness connector. If resistance is
repair open circuit in Gray/Red wire. Clear DTCs and repeat QUICK TEST
.
G - TESTS W/CODES - 7.3L DIESEL Article
7) Check MAP Signal Circuit
Measure resistance between test pin No. 79 at breakout box and Light
Green/Black wire at MAP sensor wiring harness connector. If resistance
repair open circuit in Light Green/Black wire. Clear DTCs and repeat
QUICK TEST.
than 10,000 ohms, go to next step. If any reading is less than 10,000
ohms, locate and repair short to ground in Light Green/Black wire.
If resistance is 10,000 ohms or less, repair short to power in Light
10) Check PCM
NOTE: In the following step, ignore DTC P0237 being set because of
MAP sensor being disconnected.
11) KOEO DTC P0238


* Short to power in MAP signal circuit.
* Faulty PCM.
Disconnect MAP sensor connector. Turn ignition on. Perform

DTC P0238 is not present, replace MAP sensor. Clear DTCs and repeat
QUICK TEST.
12) Check MAP Sensor Signal Circuit
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is less
than 10,000 ohms, locate and repair short to power in Light
13) Continuous
G - TESTS W/CODES DTC -P0237
7.3L DIESEL Article Text (p. 65)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repa
Continuous DTC P0237 indicates low input to turbo boost

* Faulty PCM.
Turn ignition on. Perform KOEO ON-DEMAND SELF-TEST. If DTC

P0237 is present, go to step 5). If DTC P0237 is not present, go to
next step.
sensor during normal driving conditions. Possible cause for this fault
is:

CIRCUIT TEST DL - WATER IN FUEL (WIF) SENSOR
Diagnostic Aids
* WIF sensor output to PCM.

* WIF sensor wiring harness circuits.
Fig. 16: Identifying WIF Sensor Circuits & Connector Terminals

DTC P1140 indicates PCM detected water in the fuel filter
housing or a short to ground in the monitoring circuit. Possible
* Water in fuel filter housing.

* Short to ground in wiring harness circuit.
* Faulty WIF sensor.
* Faulty PCM.
Using a spare piece of hose, connect one end of hose to water

drain tube at bottom of fuel filter. Place remaining end of hose into
a suitable one quart container. Start engine. Open drain valve at
bottom of fuel filter housing. Fill container with fuel and close
drain valve. Check fuel in container. If water or other contaminants
are not present, go to next step. If water or other contaminants are
present, clear DTCs. Start engine and recheck for DTCs. If WIF
indicator light turns on and DTC P1140 resets, repeat step 1). If
G - TESTS
water or otherW/CODES
contaminants- 7.3L DIESEL
are still Article
present, Text
flush and (p. fuel
clean 67)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
tank and fuel system. Clear DTCs and repeat QUICK TEST.
2) Check For Short To Ground In WIF Signal Circuit
Turn ignition on. Disconnect WIF sensor connector. WIF sensor
is located on top left center of engine. Clear DTCs. Cycle ignition
switch. Retrieve DTCs. If DTC P1140 is present, go to next step. If
P1140 is not present, go to step 4).
necessary. Measure resistance between ground and Gray/Red wire at WIF
sensor wiring harness connector. If resistance is more than 10,000
ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If resistance is
10,000 ohms or less, repair short to ground in Gray/Red wire. Clear
4) Check WIF Sensor
Remove fuel filter. Visually inspect inside of filter housing
for debris. If any debris is present, clean filter housing. Remove WIF
sensor. Clean and reinstall sensor. Clear DTCs and retest. If no
debris is present, replace WIF sensor. Clear DTCs and retest.
CIRCUIT TEST DM - WATER IN FUEL INDICATOR LIGHT
Diagnostic Aids
* WIFIL circuit to PCM.

* Power circuit to water in fuel indicator light.
Fig. 17: Identifying Water In Fuel Indicator Light Circuits

DTC P1139 indicates PCM detected a WIF indicator light
circuit failure. Possible causes for this DTC are:

* Faulty PCM.
Turn ignition on and observe water in fuel indicator light.

If water in fuel indicator light turns on for about 2 seconds then
turns off, clear DTCs and retest. If P1139 resets, check for an
intermittent open or short circuit in Red wire between PCM and G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 6
water
in fuel indicator light. Repair as necessary. Clear DTCs and repeat
QUICK TEST. If water in fuel indicator light does not turn on for
about 2 seconds then turn off, go to next step.
2) State Of Indicator Light
Turn ignition off. If water in fuel indicator light stayed on
in step 1), go to next step. If water in fuel indicator light did not
stay on in step 1), go to step 4).
Disconnect PCM 104-pin connector. Turn ignition on. If water
in fuel indicator light is on, repair short to ground in WIFIL circuit
(Red wire) between PCM and water in fuel indicator light. Clear DTCs
and repeat QUICK TEST. If water in fuel indicator light if off,
replace PCM.
4) Check Fuse
blown fuse. Repair as necessary. Replace fuse. Clear DTCs and repeat
QUICK TEST.
5) Check Power To Instrument Cluster
Turn ignition off. Disconnect instrument cluster connectors.
(Red/Yellow wire) at instrument cluster 12-pin connector. If voltage
less, repair open circuit in Red/Yellow wire between instrument
cluster and fuse block.
Measure resistance between terminal No. 12 (Red/Yellow wire) at
instrument cluster 12-pin connector and test pins No. 28 at breakout
open circuit in Red wire between PCM relay and PCM connector. Clear
CIRCUIT TEST FA - AIR CONDITIONING
Diagnostic Aids
* A/C wiring harness circuits.

* A/C clutch.

Fig. 18: Identifying A/C High/Low Pressure Switch Circuits
1) DTC P1464
DTC P1464 indicates A/C was on during KOER CYLINDER
CONTRIBUTION SELF-TEST. Clear DTCs. Turn A/C heater control switch
off. Perform KOER CYLINDER CONTRIBUTION SELF-TEST. Retrieve DTCs. If
DTC P1464 is present, go to next step. If P1464 is not present, fault
may be intermittent. Go to step 4).
Turn ignition on. Turn A/C heater control switch off.
Disconnect A/C clutch connector. Measure voltage between ground and
Black/Yellow wire at A/C clutch wiring harness connector. If battery
voltage is present, repair short to power in Black/Yellow wire. Clear
DTCs and repeat QUICK TEST. If battery voltage is not present, go to
next step.
pins,
G corrosion
- TESTS and loose wires.
W/CODES - 7.3LRepair
DIESELas necessary. Install
Article Text (p.Breakout
70)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repai
voltage between ground and test pin No. 41 at breakout box. If battery
voltage is present, locate and repair short to power in Black/Yellow
wire. Clear DTCs and repeat QUICK TEST. If battery voltage is not
present, no problem is indicted at this time. Testing is complete.
voltage between ground and test pin No. 41 at breakout box. Wiggle and
bend small sections of wiring harness starting at A/C low pressure
switch and working toward PCM. If fault is indicated (voltage
present), isolate fault and repair as necessary. Clear DTCs and repeat
QUICK TEST. If no fault is found, no problem is indicated at this
time. Testing is complete. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST FB - BRAKE PRESSURE APPLIED (BPA) SWITCH
Diagnostic Aids
Perform this test when directed by QUICK TEST. Brake Pressure
Applied (BPA) switch is a pressure switch that senses brake pressure
and is redundant with the Brake On/Off (BOO) switch to provide a back-
up to deactivate cruise control.
Fig. 19: Brake Pressure Applied Switch Circuit & Connector Terminals
1) DTC P0571: Check BPA Parameter Identification (PID)

scan tool, select BPA PID from PID/DATA monitor menu. With brake pedal
depressed, observe BPA PID reading. If BPA PID reading indicates ON
only, go to next step. If BPA PID reading does not indicate ON only,
go to step 5).
2) Check BPA Switch
Turn ignition off. Disconnect BPA switch. If BPA PID switches
to OFF, replace BPA switch. Reconnect all connectors and recheck BPA
PID. If BPA PID does not switch to OFF, go to step 4).

have been omitted.

ignition on. Measure voltage between ground and Red/Light Green wire
at BPA switch wiring harness connector. If battery voltage is present,
locate and repair short to power in Red/Light Green wire. Reconnect
all connectors and recheck BPA PID. If battery voltage is not present,
replace PCM. Reconnect all connectors, clear DTCs and repeat
QUICK TEST.
5) Check BPA PID
Using scan tool observe BPA PID reading. Depress and release
brake pedal. If BPA PID reading indicates OFF only, go to step 7). If
BPA PID reading does not indicate OFF only, fault may be intermittent.
Go to step 14).

have been omitted.
7) Check Fuse
fuse block. If fuse is blown, replace fuse. If fuse blows again, go to
step 19). If fuse is okay, go to step 16).

have been omitted.

ground and Black/Yellow wire at BPA switch wiring harness connector.
If resistance is more than 10,000 ohms, go to step 21). If resistance
is 10,000 ohms or less, locate and repair short to ground in
Black/Yellow wire. Reconnect all connectors, clear DTCs and repeat
QUICK TEST.

have been omitted.

Turn ignition off. Measure resistance of Purple/Orange wire
resistance is less than 5 ohms, go to next step. If resistance is 5 Copyright © 199
ohms or more, locate and repair open circuit in Purple/Orange wire.
PCM disconnected. Measure resistance between Black/Yellow wire at BPA
circuit in Black/Yellow wire. Reconnect all connectors, clear DTCs and
repeat QUICK TEST.
Turn ignition on. Using scan tool, select BPA PID from
PID/DATA monitor menu. While observing BPA PID reading, depress and
release brake pedal. If BPA PID switches from ON to OFF, no problem is
indicated at this time. If BPA PID does not switch from ON to OFF,
replace PCM. Reconnect all connectors and recheck BPA PID.
14) Check For Intermittent Open Or Short
Ensure BPA switch is disconnected. Turn ignition on. Connect
a jumper wire between Red/Light Green wire and Light Green/Red wire at
BPA switch wiring harness connector. Using scan tool, select BPA PID
from PID/DATA monitor menu. BPA PID reading should indicate ON. While
observing BPA PID, wiggle and bend small sections of wiring harness
working toward PCM. If fault is indicated (BPA PID switches to OFF),
isolate fault and repair as necessary. Reconnect all connectors, clear
DTCs and repeat QUICK TEST. If no fault is indicated, go to next step.
Ensure jumper wire is still connected. Remove fuse No. 1 at
instrument panel fuse block. Turn ignition on. Using scan tool, select
BPA PID from PID/DATA monitor menu. BPA PID should indicate OFF. While
observing BPA PID reading, wiggle and bend small sections of wiring
harness working toward PCM. If fault is indicated (BPA PID switches to
ON), isolate fault and repair as necessary. Reconnect all connectors,
clear DTCs and repeat QUICK TEST. If no fault is indicated, no problem
is indicated at this time. Repeat QUICK TEST.
ohms or more, locate and repair open circuit in Light Green/Red wire.
17) Check For Open BPA Switch
Reinstall fuse No. 1. Ensure BPA switch is disconnected. Turn
ignition on. Connect a jumper wire between Red/Light Green wire and
Light Green/Red wire at BPA switch wiring harness connector. Using
scan tool, select BPA PID from PID/DATA monitor menu. If BPA PID
reading indicates ON, replace BPA switch and retest. If BPA PID
104-pin connector and inspect for damaged pins, corrosion and G loose
PCM disconnected. Measure resistance of Red/Light Green wire between
BPA switch wiring harness connector and test pin No. 31 at breakout
box. If resistance is less than 5 ohms, replace PCM and retest. If
Red/Light Green wire and retest.
Remove fuse No. 1 at instrument panel fuse block. Measure
resistance between ground and Light Green/Red wire at BPA switch
wiring harness connector. If resistance is more than 10,000 ohms, go
to next step. If resistance is 10,000 ohms or less, locate and repair
short to ground in Light Green/Red wire. Replace fuse and retest.
ground and Red/Light Green wire at BPA switch wiring harness
in Red/Light Green wire. Replace fuse and retest.
21) Check PCM For Internal Short
breakout box. If all readings are more than 10,000 ohms, no problem is
indicated at this time. If any reading is 10,000 ohms or less, replace
PCM. Reinstall fuse and retest.
CIRCUIT TEST FD - BRAKE ON/OFF (BOO) SWITCH
Diagnostic Aids
intended to diagnose a faulty BOO switch circuit or PCM. To prevent
* Brakelight bulb.

Fig. 20: Identifying Brake On/Off Switch Circuit
1) DTC P0703: Check BOO PID

Using scan tool, select BOO PID from PID/DATA monitor menu.
Turn ignition on. While observing PID, firmly depress and release
brake pedal. If PID reading indicates ON only, go to next step. If PID
reading does not indicate ON only, go to step 4).
2) Check BOO Switch
Turn ignition on. Disconnect BOO switch connector. If BOO PID
reading switched to OFF, replace BOO switch. Clear DTCs and repeat
QUICK TEST. If BOO PID reading did not switch to OFF, go to next step.
ignition on. Measure voltage between ground and Light Green wire at
BOO switch wiring harness connector. If battery voltage is present,
locate and repair short to power in Light Green wire. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, inspect PCM
necessary. Reconnect all connectors and go to step 12).
4) Check BOO PID
If BOO PID reading indicates OFF only, go to step 6). If BOO
PID reading does not indicate OFF only, fault is intermittent. Go to
step 13).

have been omitted.
6) Check Fuse No. 1

fuse block. If fuse is okay, go to step 9). If fuse is blown, go to
next step.
7) Check For Short to Ground
Measure resistance between ground and Light Green/Red wire at
BOO switch wiring harness connector. If resistance is less than 10,000
ohms, locate and repair short to ground in wiring harness between fuse
block and BOO switch. Clear DTCs and repeat QUICK TEST. If resistance
is 10,000 ohms or more, go to next step.
ground and Light Green wire at BOO switch wiring harness connector. If
resistance is less than 10,000 ohms, locate and repair short to ground
in Light Green wire. Clear DTCs and repeat QUICK TEST. If resistance
is 10,000 ohms or more, inspect PCM connector for damaged pins,
corrosion and loose wires. Repair as necessary. Reconnect all
connectors and go to step 12).
between BOO switch wiring harness connector and output side of No. 1
fuse holder. If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, locate and repair open circuit in wiring
harness between fuse block and BOO switch connector. Clear DTCs and
repeat QUICK TEST.
10) Check For Open BOO Switch
Turn ignition on. Connect a jumper wire between BOO switch
wiring harness connector terminals. Using scan tool, select BOO PID
from PID/DATA monitor menu. If PID reading indicates ON, replace BOO
switch. Clear DTCs and repeat QUICK TEST. If PID reading does notG - TESTS W/CODES - 7.3L DIESEL Article Text
indicate ON, remove jumper wire and go to next step.
Turn ignition on. Measure resistance between Light Green wire at BOO
circuit in Light Green wire. Clear DTCs and repeat QUICK TEST.
Turn ignition on. Using scan tool, select BOO PID from
PID/DATA monitor menu. If PID reading switches from ON to OFF, no
problem is indicated at this time. If PID reading does not switch from
ON to OFF, replace PCM. Repeat QUICK TEST.
13) Check For Intermittent Open Or Short Circuit
Ensure BOO switch is disconnected. Turn ignition on. Connect
a jumper wire between BOO switch wiring harness connector terminals.
Confirm BOO PID reading on scan tool indicates ON and brakelights are
also on. While observing BOO PID, wiggle and bend small sections of
wiring harness starting at BOO switch connector and working toward
PCM. If fault is indicated (PID changes to OFF), isolate fault in
wiring harness and repair as necessary. Clear DTCs and repeat
QUICK TEST. If no fault is indicated, go to next step.
Remove fuse No. 1. Confirm BOO PID reading on scan tool
indicates OFF and brakelights are also off. While observing BOO PID,
wiggle and bend small sections of wiring harness starting at BOO
switch connector and working toward PCM. If fault is indicated (PID
changes to ON), isolate fault in wiring harness and repair as
necessary. Clear DTCs and repeat QUICK TEST. If no fault is indicated,
fault cannot be duplicated at this time. Reconnect all connectors and
repeat QUICK TEST.
CIRCUIT TEST FE - IDLE VALIDATION SWITCH (IVS)
Diagnostic Aids
Perform this test when directed by QUICK TEST. IVS provides
PCM with a signal to verify when accelerator pedal is in idle
position.

Fig. 21: Idle Validation Switch Circuit & Connector Terminals
1) DTC P0221 Or P0220

This DTC indicates a malfunction has occurred in Idle
Validation Switch (IVS) circuit. Possible causes for this fault are:
* Faulty accelerator pedal assembly.

* Open circuit.
* Short to power in IVS circuit.
Turn ignition off. Ensure scan tool is connected to Data Link

G - TESTS
Connector W/CODES
(DLC). - 7.3L
Turn ignition on.DIESEL Article
Using scan Text (p.
tool, access AP78)1998
and IVSFord Econoline E250For 1 Copyright © 1998 Mitchell Repai
PID from PID/DATA monitor menu. With accelerator pedal in the up
position, if IVS PID reading indicates ON, go to step 10). If IVS PID
2) Check IVS Transition Voltage
Observe AP (voltage) and IVS (state) PID reading and slowly
depress accelerator pedal. If IVS PID reading switches to ON at .4-1.6
volts, replace accelerator pedal assembly. Clear DTCs and repeat
QUICK TEST. If IVS PID does not switch to ON at .4-1.6 volts, go to
next step.
3) Check IVS
Observe IVS PID reading and fully depress accelerator pedal.
If IVS PID reading switches to ON at any time, replace accelerator
pedal assembly. Clear DTCs and repeat QUICK TEST. If IVS PID does not
switch to ON at any time, go to next step.
4) Check IVS Resistance
Disconnect IVS and inspect connector for damaged pins,
corrosion and loose wires. Repair as necessary. With accelerator pedal
depressed, measure resistance between IVS terminals. If resistance is
replace accelerator assembly. Clear DTCs and repeat QUICK TEST.

have been omitted.

Remove fuse No. 17 at power distribution box in engine
compartment. Measure resistance between non-powered side of No. 17
fuse holder (Yellow wire) and power side of No. 3 fuse holder
(Red/Light Green wire). If resistance is less than 5 ohms, go to next
between fuse holders. Clear DTCs and repeat QUICK TEST.
Turn ignition off. Measure resistance of Brown wire between
non-powered side of No. 3 fuse holder and IVS wiring harness
connector. If resistance is less than 5 ohms, go to step 9). If
resistance is 5 ohms or more, locate and repair open circuit in Brown
Turn ignition off. Ensure IVS is disconnected. Remove fuse
No. 8 from power distribution box in engine compartment. Measure
resistance of Red/Light Green wire between non-powered side of fuse
No. 8 holder and IVS wiring harness connector. If resistance is less
and repair open circuit in Red/Light Green wire. Clear memory and
repeat QUICK TEST.
Measure resistance between Red/Orange wire at IVS wiring harness
than 5 ohms, replace PCM. Clear memory and repeat QUICK TEST. If
Red/Orange wire. Clear DTCs and repeat QUICK TEST.
Disconnect IVS connector. If IVS PID reading indicates OFF,
replace accelerator pedal assembly. Clear DTCs and repeat QUICK TEST.
If IVS PID does not indicate OFF, locate and repair short to power in
Red/Orange wire between PCM and IVS wiring harness connector. Clear
CIRCUIT TEST FF - PARKING BRAKE APPLIED (PBA) SWITCH

Diagnostic Aids
Perform this test when directed by QUICK TEST. Parking Brake
Applied (PBA) switch detects when parking brake is applied to enable
Power Take-Off (PTO) raised-idle mode.
Fig. 22: Parking Brake Applied Switch Circuit & Connector Terminals
1) DTC P1536
This DTC indicates that PCM does not detect a PBA state
change during KOEO ON-DEMAND SELF-TEST. Possible causes for this fault
are:
* Low brake fluid.

* Short to ground or power.
* Open circuit.
Start engine and observe BRAKE warning and ABS warning lights
(bulb check). If both lights are on, go to next step. If one or both
lights are off, repair wiring in bulb circuit(s) as necessary. After
repair is completed, perform bulb check again.
2) Check For Brake System Problem
Turn ignition on. Ensure parking brake is fully off. Check
BRAKE warning and ABS warning lights. If both lights are on, a fault
exists in brake system. Check and repair brake system as necessary. If
one or both lights are off, go to next step.
3) Check PBA Parameter Identification (PID)
Using scan tool, select PBA PID from PID/DATA monitor menu. Observe
PBA PID reading and cycle parking brake. If PBA PID reading indicates
ON only, go to next step. If PBA PID reading does not indicate ON
only, go to step 6). G - TESTS W/CODES - 7.3L DIESEL Article Te
4) Check PBA Switch
Turn ignition on. Disconnect PBA switch. If PBA PID switches
to OFF, replace PBA switch. Reconnect all connectors, Clear DTCs and
repeat QUICK TEST. If PBA PID does not switch to OFF, go to next step.
Turn ignition off. Disconnect PCM 104-pin connector. Measure
resistance between ground and Purple/White wire at PBA switch wiring
harness connector. If resistance is less than 10,000 ohms, locate and
repair short to ground in Purple/White wire. Reconnect all connectors,
Clear DTCs and repeat QUICK TEST. If resistance is 10,000 ohms or
more, inspect PCM 104-pin connector for damaged pins, corrosion and
loose wires. Repair as necessary. Reconnect all connectors and go to
step 9).
6) Check PBA PID
Using scan tool, observe PBA PID reading. Cycle parking
brake. If PBA PID reading indicates OFF only, go to next step. If PBA
PID reading does not indicate OFF only, fault may be intermittent. Go
to step 10).
7) Check PBA Switch
Turn ignition on. Ensure PBA switch is disconnected. Connect
a jumper wire between ground and Purple/White wire at PBA switch
wiring harness connector. Using scan tool, check PBA PID reading. If
PBA PID reading indicates ON, replace PBA switch. Reconnect all
connectors, Clear DTCs and repeat QUICK TEST. If PBA PID reading does
not indicate ON, go to next step.
PCM disconnected. Turn ignition on. Measure voltage between ground and
test pin No. 5 at breakout box. If battery voltage is present,
reconnect all connectors and go to next step. If battery voltage is
not present, locate and repair open circuit in circuit No. 162 (Light
Green/Red wire) or circuit No. 977 (Purple/White wire). Reconnect all
connectors, Clear DTCs and repeat QUICK TEST.
Turn ignition on. Using scan tool, select PBA PID from
PID/DATA monitor menu. While observing PBA PID reading, cycle parking
brake. If PBA PID switches from ON to OFF, no problem is indicated at
this time. If PBA PID does not switch from ON to OFF, replace PCM.
Reconnect all connectors, Clear DTCs and repeat QUICK TEST.
Ensure PBA switch is disconnected. Turn ignition on. Using
scan tool, select PBA PID from PID/DATA monitor menu. PBA PID reading
should indicate OFF. While observing PBA PID, wiggle and bend small
sections of wiring harness working toward PCM. If fault is indicated
(PBA PID switches to ON), isolate fault and repair as necessary.
Reconnect all connectors, Clear DTCs and repeat QUICK TEST. If no
fault is indicated, go to next step.
11) Check For Intermittent Open
Engage parking brake. Using scan tool, select PBA PID from
PID/DATA monitor menu. PBA PID should indicate ON. While observing PBA
PID reading, wiggle and bend small sections of wiring harness working
toward PCM. If fault is indicated (PBA PID switches to OFF), isolate
fault and repair as necessary. Reconnect all connectors, Clear DTCs
and repeat QUICK TEST. If no fault is indicated, no problem is
indicated at this time. Repeat QUICK TEST.
CIRCUIT TEST FG - SPEED CONTROL COMMAND SWITCH (SCCS)
WARNING: Deactivate air bag system before working around steering

column. See AIR BAG RESTRAINT SYSTEMS article in the
Diagnostic Aids
Perform this test when directed by QUICK TEST or by another
circuit test. This CIRCUIT TEST is intended to diagnose the following:
* Speed control switches.

* Wiring harness circuits (SCCS).
Fig. 23: Identifying SCCS Circuits & Connector Terminals
Diagnostic Aids
When performing KOER SWITCH SELF-TEST, wait 5 seconds after G - TESTS W/CODES - 7.3L DIESEL
pressing trigger to the test before running through driver operated
controls. Test may take up to 5 minutes to complete.
1) DTC P0565, P0566, P0567, P0568 Or P0569: Speed Control

DTC P0565, P0566, P0567, P0568 Or P0569 will set if PCM does
not detect when a switch has been pressed during KOER SWITCH SELF-
TEST. Possible causes for these faults are:
* Switch not depressed during test.

* Faulty speed control switch.
* Faulty SCCS circuit.
* Open or short in SC GND circuit.
* Open in power supply circuit.
With scan tool connected, turn ignition on. Access SCCS PID
from PID/DATA monitor menu on scan tool. Do not depress any switches.
If SCCS PID voltage is 10 volts, go to step 5). If SCCS PID voltage is
zero volts, go to step 8). If SCCS PID voltage is 6.58-6.78 volts, go
to next step.
2) Switch On Function Check
Depress speed control On switch. If SCCS PID voltage is 10
volts, go to next step. If SCCS PID voltage is not 10 volts, go to
step 20).
3) Switch Off Function Check
Depress speed control Off switch. If SCCS PID voltage is zero
volts, go to next step. If SCCS PID voltage is not zero volts, go to
step 26).
4) Command Switches Function
Depress speed control Resume, Coast and Set/Accel switches.
Observe voltage reading on scan tool as each switch is depressed. If
SCCS PID voltage reading agrees with voltage specification, repeat
KOER SWITCH SELF-TEST. If DTC is still present, replace PCM. See SPEED
CONTROL COMMAND SWITCH PID SPECIFICATIONS table. If any SCCS PID
voltage reading does not agree with voltage specification, replace
speed control switch assembly. Clear DTCs and repeat KOER SWITCH SELF-
TEST.
SPEED CONTROL COMMAND SWITCH PID SPECIFICATIONS TABLE
Switch Volts
Coast ............................................ .48-.88

Set/Accel ...................................... 2.54-2.94
Resume ......................................... 4.46-4.86

speed control switch 5-pin connector. If SCCS PID voltage reading is
6.58-6.78 volts, switch assembly is shorted. Replace speed control
switch assembly. If SCCS PID voltage reading is not 6.58-6.78 volts, G - TESTS W/CODES - 7.3L DIESEL Article
go to next step.
Connector is located below steering column. If SCCS PID voltage
reading is 6.58-6.78 volts, clockspring is shorted to power. Replace
clockspring. Clear DTCs and repeat KOER SWITCH SELF-TEST. If SCCS PID
voltage reading is not 6.58-6.78 volts, go to next step.
Turn ignition off. Ensure steering column connector and speed
control switch 5-pin connector are disconnected. Disconnect PCM 104-
pin connector and inspect for damaged pins, corrosion and loose wires.
test pin No. 61 at breakout box. If SCCS PID voltage reading is zero
volts, replace PCM. Clear DTCs and repeat KOER SWITCH SELF-TEST. If
SCCS PID voltage reading is not zero volts, locate and repair short to
power in Light Blue/Black wire.
control switch 5-pin connector. If SCCS PID voltage is 6.58-6.78
volts, clockspring wiring harness in steering column is shorted to
ground. Replace clockspring. Clear DTCs and repeat
to next step.
Connector is located below steering column. If SCCS PID voltage is 6.
58-6.78 volts, clockspring and wiring harness in steering column are
shorted to ground. Replace clockspring. Clear DTCs and repeat
to next step.
Turn ignition off. Ensure clockspring-to-steering column
connector is disconnected. Disconnect PCM 104-pin connector and
76, 77 and 103 at breakout box. If each reading is more than 10,000
ohms, replace PCM. Clear DTCs and repeat KOER SWITCH SELF-TEST. If any
Light Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.

have been omitted.

Remove horn pad. Disconnect 3-pin speed control switch
connector. Remove No. 3 fuse from power distribution box. Measure
resistance between non-powered side of No. 3 fuse holder and terminal
"C" (Dark Blue wire) at speed control switch 3-pin connector. If G - TESTS W/CODES - 7.3L DIESEL Article Text
resistance is less than 75 ohms, go to step 14). If resistance is 75
resistance of Dark Blue wire between terminal "C" at 3-pin speed
control switch connector and terminal No. 6 at 10-pin Gray connector
(steering column side of connector). If resistance is less than 5
ohms, locate and repair open circuit between fuse No. 3 and 10-pin
connector or replace defective horn relay. Clear DTCs and repeat
terminals "C" (Dark Blue wire) and "B" (Light Blue/Black wire) at
Ensure speed control switch 3-pin connector is disconnected.
Measure resistance of Light Blue/Black wire between terminal "B" at 3-
pin connector and terminal No. 5 at clockspring-to-steering column 10-
pin Gray connector. If resistance is less than 5 ohms, go to next
in Light Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Disconnect clockspring-to-steering column 10-pin Gray wiring harness
resistance between test pin No. 61 at breakout box and terminal No. 5
(Light Blue/Black wire) at 10-pin wiring harness connector. If
Remove horn pad. Turn ignition on. Disconnect speed control
switch 3-pin connector. Measure voltage between terminals "A" and "C"
at clockspring side of speed control switch 3-pin connector. If
battery voltage is present, replace speed control switch assembly.
Clear DTCs and repeat KOER SWITCH SELF-TEST. If battery voltage is not
resistance of Dark Green/Orange wire between terminal "A" at speed
19) Check For Open Circuit G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 85
20) Check Fuse
Remove and inspect fuse No. 27 from power distribution box
located in engine compartment. If fuse is blown, check for cause of
blown fuse. Repair as necessary and replace fuse. Clear DTCs and
repeat KOER SWITCH SELF-TEST. If fuse is okay, go to next step.
speed control switch 5-pin connector. Measure resistance Of
Yellow/Light Blue wire between non-powered side of fuse No. 27 holder
and terminal "C" at speed control switch 3-pin connector (clockspring
side). If resistance is less than 75 ohms, go to next step. If
resistance is 75 ohms or more, go to step 25).
terminals "A" (Light Blue/Black wire) and "C" (Dark Blue wire) at
6-pin wiring harness connector. Connector is located below steering
column. Measure resistance between terminal No. 6 (Light Blue/Black
wire) at 10-pin wiring harness connector and test pin No. 61 at
resistance is 5 ohms or more, locate and repair open circuit in Light
Blue/Black wire. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Disconnect speed control switch 5-pin connector. Measure
resistance of Light Blue/Black wire between terminal "C" at 5-pin
connector. If resistance is less than 5 ohms, replace PCM. Clear DTCs
and repeat KOER SWITCH SELF-TEST. If resistance is 5 ohms or more,
replace clockspring. Clear DTCs and repeat KOER SWITCH SELF-TEST.
Measure resistance of Dark Blue wire between terminal "C" at 5-pin
connector (steering column side). If resistance is less than 5 ohms,
locate and repair open circuit between fuse No. 27 and clockspring-to-
steering column 6-pin wiring harness connector or replace faulty horn
relay. Clear DTCs and repeat KOER SWITCH SELF-TEST. If resistance is 5
ohms or more, replace clockspring. G -Clear
TESTSDTCs and repeat-KOER
W/CODES SWITCH Article Text (p. 86)1998 Ford Econoline E250
7.3L DIESEL
SELF-TEST.
control switch 5-pin connector. Turn ignition on. Measure voltage
between terminals "B" and "C" at clockspring side of speed control
switch 5-pin connector. If battery voltage is present, replace speed
If battery voltage is not present, go to next step.
6-pin connector. Connector is located below steering column. Measure
resistance of Dark Green/Orange wire between terminal "B" at speed
CIRCUIT TEST FH - 4x4 LOW
Diagnostic Aids
* 4x4 low switch.

* Wiring harness circuits for 4x4 low switch.
Fig. 24: Identifying 4x4 Low Switch Circuit & Connector Terminals
1) DTC P1729 Or P1781: Perform Switch Functional Check

Turn ignition on. Observe 4x4L indicator and switch to and
from 4x4L. If indicator light agrees with lever position, go to next
step. If indicator light does not agree with lever position, go to
step 4).
2) Check 4x4L Parameter Identification (PID)
Using scan tool, select 4x4L PID from PID/DATA monitor menu. Observe
4x4L PID reading and switch to and from 4x4L. If 4x4L PID reading
agrees with lever position, go to next step. If 4x4L PID reading does
not agree with lever position, go to step 11).
While observing 4x4L PID, wiggle and bend all wiring harness
circuits for 4x4L. If 4x4L PID switched states (on/off) at any time,
isolate fault and repair as necessary. Reconnect all connectors. Clear
DTCs and repeat QUICK TEST. If 4x4L PID did not switch states, no
problem is indicated at this time. Clear DTCs and repeat QUICK TEST.
4) Check Voltage At Switch
Disconnect 4x4L switch 2-pin connector. Switch is located on
front of transfer case. Measure voltage between ground and Light
Blue/Black wire at 4x4L switch wiring harness connector. If voltage is
more than 10.5 volts, replace 4x4L switch. Clear DTCs and repeat QUICK
TEST. If voltage is 10.5 volts or less, go to next step.
5) Check Indicator Light
Observe 4x4L indicator light and shift to and from 4x4L. If
indicator light always stays on, locate and repair short to ground
between indicator light and switch connector. Clear DTCs and repeat
QUICK TEST. If indicator light does not always stay on, go to next
step.
6) Check Voltage At Fuse
Measure voltage between ground and both sides of fuse No. 17
at instrument panel fuse block. If battery voltage is present at both
readings, go to step 9). If battery voltage is not present at both
readings, go to next step.
7) Check Power Feed To Fuse
Measure voltage between ground and power side of No. 17 fuse
holder (Red/Light Green wire). If battery voltage is present, go to
next step. If battery voltage is not present, repair open circuit in
Red/Light Green wire. Clear DTCs and repeat QUICK TEST.
Ensure 4x4 lever is not in LOW position. Turn ignition off.
Measure resistance between ground and non-powered side of No. 17 fuse
holder (Red/Yellow wire). If resistance is more than 10,000 ohms,
replace fuse. Clear DTCs and repeat QUICK TEST. If resistance is 10,
000 ohms or less, locate and repair short to ground in Red/Yellow
wire.
9) Check 4x4L Bulb
Turn ignition off. Remove and inspect 4x4L indicator bulb.
Replace bulb as necessary. Clear DTCs and repeat QUICK TEST. If bulb
10) Check Voltage At Indicator Bulb
Turn ignition on. Shift out of 4x4 Low. Measure voltage
between ground and Red/Yellow wire at indicator bulb socket. If
battery voltage is present, locate and repair open circuit in Light
Blue/Black wire between indicator bulb and 4x4L switch. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, locate and
repair open circuit in Red/Yellow wire between fuse and indicator
bulb. Clear DTCs and repeat QUICK TEST.
Disconnect 4x4L switch connector. Measure resistance between Light
Blue/Black wire at 4x4L switch wiring harness connector and test pin
in Light Blue/Black wire. Clear DTCs and repeat QUICK TEST.
Measure resistance between ground and Light Blue/Black wire
at 4x4L switch wiring harness connector. If resistance is less than
10,000 ohms, locate and repair short to ground in Light Blue/Black
wire. Clear DTCs and repeat QUICK TEST. If resistance is 10,000 ohms
or more, replace PCM. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST FJ - INJECTOR DRIVER MODULE FEEDBACK


Diagnostic Aids

* Wiring harness circuit (EF).
Fig. 25: Identifying Injector Driver Module Feedback Circuit
1) DTC P1668
This DTC indicates a PCM/IDM communication error. Possible
Perform KOEO ON-DEMAND SELF-TEST again. If DTC P1668 is not

present, go to next step. If only DTC P1668 is present, go to step 3).
If DTCs P1663, P1667 and P1668 are present, go to step 8). If DTC
P1668 is present with DTC P1298 or P1667, go to CIRCUIT TEST KA. If
DTCs P1668 and P1663 are present, go to CIRCUIT TEST KF. If DTCs P1668
and P1662 are present, go to CIRCUIT TEST NC.
2) Check EF Circuit
Start engine and allow it to idle. Wiggle and bend small
toward PCM. Perform KOEO ON-DEMAND SELF-TEST. If DTC P1668 is present,
locate and repair intermittent in wiring harness. Clear DTCs and
repeat QUICK TEST. If DTC P1668 is not present, no problem is
compartment. Measure resistance between terminal No. 4 (Gray/White
wire) at IDM connector and test pin No. 48 at breakout box. If
ohms or more, locate and repair open circuit in Gray/White wire. Clear
10,000 ohms or less, locate and repair short to ground in Gray/White
pin No. 48 and test pins No. 55, 71 and 91 at breakout box. If any
reading is 10,000 ohms or less, locate and repair short to power in
Gray/White wire. Clear DTCs and repeat QUICK TEST. If all readings are
more than 10,000 ohms, go to next step.
Measure resistance of Gray/Red wire between test pin No. 91
at breakout box and terminal No. 2 at IDM connector. If resistance is
QUICK TEST.
7) Check IDM Power
of engine compartment. Turn ignition on. Measure voltage between
ground and terminal No. 14 (Dark Green/Light Green wire) at IDM wiring
harness connector. If battery voltage is present, go to next step. If
battery voltage is not present, go to CIRCUIT TEST NC.
8) Check IDM Ground
terminal No. 26 (Black/White wire) at IDM connector. If resistance is
less than 5 ohms, replace IDM. Clear DTCs and repeat QUICK TEST. If
Black/White wire. Clear DTCs and repeat QUICK TEST.
9) Measure EF Circuit Frequency
Reconnect IDM connector. Start engine and allow it to idle.
Using New Generation Star (NGS) scan tool, select frequency meter. Use
4V DC scale. Using a jumper wire, connect test pin No. 48 of breakout
box to SIG INPUT on scan tool. Using another jumper wire, connect test
pin No. 77 (ground) of breakout box to COMMON on scan tool. Measure
frequency at specified engine RPM. See IDM FREQUENCY SPECIFICATIONS
table. If frequency is not as specified, replace IDM. Clear DTCs and
repeat QUICK TEST. If frequency is as specified, replace PCM. Clear
IDM FREQUENCY SPECIFICATIONS TABLE
Engine RPM Frequency (Hz)
1000 .................................................. 66
2000 ................................................. 133
3000 ................................................. 200
10) DTC P1316

This DTC indicates IDM DTCs are stored in the IDM. Injector
faults are stored in the IDM and reported to PCM during KOEO ON-DEMAND
SELF-TEST and KOEO INJECTOR ELECTRICAL SELF-TEST. An intermittent
fault will store a DTC in the IDM. IDM DTCs are cleared by using CLEAR
ALL command from the RETRIEVE/CLEAR CONTINUOUS DTCs menu on scan tool.

Perform KOEO ON-DEMAND SELF-TEST again. If any IDM DTCs are

present, perform appropriate circuit test and repair as necessary.
Clear DTCs and repeat QUICK TEST. If no IDM DTCs are present, go to
next step.
in continuous memory without any KOEO IDM DTCs, go to next step (if
only DTC P1316 is present) or perform appropriate circuit test (if any
other Continuous Memory DTCs are present).
12) Check For Open Circuit G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 91)
Turn ignition off. Disconnect IDM connector. IDM is located
in left side of engine compartment. Disconnect PCM 104-pin connector
and inspect for damaged pins, corrosion and loose wires. Repair as
Measure resistance between terminal No. 4 (Gray/White wire) at IDM
connector and test pin No. 48 at breakout box. Wiggle and bend small
toward PCM. If resistance stays at 5 ohms or less, go to next step. If
resistance changes to more than 5 ohms, locate and repair open circuit
in Gray/White wire between PCM and IDM. Clear DTCs and repeat
QUICK TEST.
than 10,000 ohms, locate and repair short to ground in Gray/White wire
between PCM and IDM. Clear DTCs and repeat QUICK TEST.
locate and repair short to power in Gray/White wire between PCM and
Turn ignition off. Measure resistance of Brown/Orange wire
between terminal No. 17 at IDM wiring harness connector and test pin
harness starting at IDM connector and working toward PCM. If
resistance stays at 5 ohms or less, go to next step. If resistance
changes to more than 5 ohms, locate and repair open circuit in
Brown/Orange wire between PCM and IDM. Clear DTCs and repeat
QUICK TEST.
than 10,000 ohms, locate and repair short to ground in Brown/Orange
wire between PCM and IDM. Clear DTCs and repeat QUICK TEST.
locate and repair short to power in Brown/Orange wire between PCM and
Retrieve DTCs. If DTC P1316 is present in continuous
G - TESTS W/CODES memory with
- 7.3L any
DIESEL Article Text (p. 92)1998 Ford Econoline E250
in continuous memory without any KOEO IDM DTCs, go to next step.
19) Attempt To Generate IDM DTCs
Disconnect one fuel injector connector. Start engine to
generate IDM DTCs. Perform KOEO INJECTOR ELECTRICAL SELF-TEST. Perform
KOEO ON-DEMAND SELF-TEST. If any IDM DTCs are present, replace PCM.
Reconnect all connectors, clear DTCs and repeat QUICK TEST. If no IDM
DTCs are present, replace IDM. Reconnect all connectors, clear DTCs
CIRCUIT TEST FK - FUEL PUMP MONITOR CONTROL
Diagnostic Aids
Perform this test when directed by QUICK TEST. The Fuel Pump
Control (FPC) circuit from the PCM is used to energize the fuel pump
relay. With ignition on, fuel pump relay is energized for 20 seconds
and all the time when engine RPM is detected. The Fuel Pump Monitor
(FPM) circuit is downstream of the inertia switch and is used by the
PCM to monitor voltage going to the fuel pump. This CIRCUIT TEST is
* Fuel pump relay.

* Inertia switch.
* Warning light.
* Wiring harness circuits (FPC and FPM).
1) KOEO DTC P0230

* Blown fuse.
* Open circuit.

fuse is okay, go to next step. If fuse is blown, replace fuse. Clear
2) Check Power To Fuel Pump Relay
Remove fuel pump from engine compartment distribution center.
Turn ignition on. Measure voltage between ground and Red/Light Green
is present, go to next step. If battery voltage is not present, repair
open circuit in Red/Light Green wire between fuse block and fuel pump
relay. Clear DTCs and repeat QUICK TEST.
NOTE: When ignition is turned on, PCM will ground fuel pump relay
for only 20 seconds when engine is not running. G - TESTS W/CODES - 7.3L DIESEL Article Te
3) Check Fuel Pump Relay Ground Circuit
Measure resistance between ground and Light Blue/Orange wire
at fuel pump relay wiring harness connector. Turn ignition on. If
resistance is less than 100 ohms within 20 seconds of turning ignition
on, replace fuel pump relay. Clear DTCs and repeat QUICK TEST. If
resistance is not less than 100 ohms within 20 seconds or turning
ignition on, go to next step.
Measure resistance of Light Blue/Orange wire between fuel pump relay
QUICK TEST. If resistance is 5 ohms or more, repair open circuit in
Light Blue/Orange wire. Clear DTCs and repeat QUICK TEST.
5) KOEO DTC P0231
This DTC indicates that PCM has detected voltage was not
present at Fuel Pump Monitor (FPM) circuit when ignition was turned
on. Possible causes for this fault are:
* Blown fuse.
* Open circuit.
If DTC P0230 is also present, go to step 1). If DTC P0230 is

not also present, disconnect inertia switch connector. Inertia switch
is located behind right kick panel. Turn ignition on. Measure voltage
between ground and Dark Green/Yellow wire at fuel pump relay wiring
harness connector within 20 seconds of turning ignition on. If battery
6) Check Inertia Switch
Reconnect inertia switch connector. Measure voltage between
ground and Pink/Black wire at inertia switch wiring harness connector.
If battery voltage is present, go to next step. If battery voltage is
not present, reset or replace inertia switch. Clear DTCs and repeat
QUICK TEST.
7) Check Fuel Pump Monitor Circuit
Box (014-00950), leaving PCM disconnected. Disconnect inertia switch
connector. Measure resistance between Pink/Black wire at inertia
If resistance is less than 5 ohms, replace PCM. Clear DTCs and repeat
circuit in Pink/Black wire. Clear DTCs and repeat QUICK TEST.
8) Check Fuel Pump Fuse
Turn ignition off. Check fuse No. 17 (30-amp) in engine
compartment distribution center. If fuse is okay, go to G next step. If W/CODES - 7.3L DIESEL Article Text (p. 94)
- TESTS
fuse is blown, replace fuse.
9) Check For Power To Fuel Pump Relay
Remove fuel pump relay from engine compartment distribution
center. Turn ignition on. Measure voltage between ground and Yellow
is present, go to next step. If battery voltage is not present, locate
and repair open circuit in Yellow wire. Clear DTCs and repeat
QUICK TEST.
10) Check Inertia Switch Power Circuit
Turn ignition off. Disconnect inertia switch connector.
Measure resistance of Dark Green/Yellow wire between fuel pump relay
wiring harness connector and inertia switch wiring harness connector.
If resistance is less than 5 ohms, replace fuel pump relay. Clear DTCs
and repeat QUICK TEST. If resistance is 5 ohms or more, locate and
repair open circuit in Dark Green/Yellow wire. Clear DTCs and repeat
QUICK TEST.
11) KOEO DTC P0232
* Short to power.
* Open circuit.
NOTE: Ignore DTC P0230 at this time.

Turn ignition on. Perform KOEO ON-DEMAND SELF-TEST. If DTC P0232 is
present, go to next step. If DTC P0232 is not present, go to step 15).
12) Check For Fuel Pump Relay Short
Reinstall fuse. Remove fuel pump relay from engine
compartment distribution center. Perform KOEO ON-DEMAND SELF-TEST. If
replace fuel pump relay. Clear DTCs and repeat QUICK TEST.
13) Check For Short To Inertia Switch
Disconnect inertia switch connector. Inertia switch is
located behind right kick panel. Perform KOEO ON-DEMAND SELF-TEST. If
repair short to power in Dark Green/Yellow wire between inertia switch
and fuel pump relay. Clear DTCs and repeat QUICK TEST.
at breakout box. If battery voltage is present, repair short to power
in fuel pump control or fuel pump monitor circuit. Clear DTCs and
repeat QUICK TEST. If battery voltage is not present, replace PCM.
Disconnect PCM 104-pin connector and inspect for damaged G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
ground and test pin No. 94 at breakout box. If resistance is less than
5 ohms, repair short to ground in Light Blue/Orange wire between PCM
and fuel pump relay. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, replace PCM. Clear DTCs and repeat QUICK TEST.
control circuit fault. Possible causes for this fault are:
* Blown fuse.
* Open or intermittent circuit fault.
Perform KOEO ON-DEMAND SELF-TEST. If DTC P0230 is present, go

is complete.
This DTC indicates that PCM detected voltage was not present
on fuel pump monitor circuit when fuel pump was commanded on. Possible
* Blown fuse.
* Open circuit.

16). Perform KOEO ON-DEMAND SELF-TEST. If KOEO DTC P0231 is present,
go to step 5). If KOEO P0231 is not present, go to next step.
is complete.
* Short to power.
Perform KOEO ON-DEMAND SELF-TEST. If KOEO DTC P0232 is

present, go to step 11). If KOEO DTC P0232 is not present, go to next
step.
is complete.
CIRCUIT TEST HA - AUXILIARY POWERTRAIN CONTROL SYSTEM
Diagnostic Aids
Perform this test only when directed by QUICK TEST or if no
DTCs are present and Auxiliary Powertrain Control Module (APCM) does
not control engine RPM. Auxiliary powertrain control system provides
an operator interface to the drive-by-wire powertrain control system
to effect charge protection, RPM control and manual throttle control
between 1300-2500 RPM. This test is intended to diagnose:
* Wiring harness circuits (KEY PWR, GND, BUS (+), BUS (-) and
hi-mount brakelight).
* Auxiliary Powertrain Control Module (APCM).
Enabling conditions:
* Parking brake set, transmission in Park (A/T). Service brake,
accelerator pedal and brakelights must be functional. To
operate system with hazard flashers, hi-mount brakelight
circuit must be complete and operational.
Error DTCs are displayed from APCM only. See Fig. 26.
Identify DTC and perform appropriate procedure or test step:
* If APCM is inoperative at all times, go to step 1).

* On all models except Cutaway, if APCM is inoperative with
hazard flashers, go to step 7).
* On Cutaway models, if APCM is inoperative with flashers on,
go to step 11).
* If APCM DTC CErr or CrSD is displayed, go to step 5).
* If APCM DTC EErr or AErr is displayed, replace APCM.
G - TESTS W/CODES - 7.3L DIESEL Article T

Fig. 26: Identifying Auxiliary Powertrain Control Module (APCM)
Fig. 27: Identifying Auxiliary Powertrain Control System Circuits

Fig. 28: Identifying Brake Circuit
1) Verify Operation Procedure

Refer to auxiliary powertrain control manual provided with
system to verify correct operating procedures and entry conditions. If
entry conditions are met, go to next step. If entry conditions are not
met, correct operating procedure. Retest system. If system still does
not operate. Go to next step.
2) Check For DTCs
Ensure auxiliary powertrain control system is off. Using NGS Copyright © 1998 Mitchell Repai
scan tool, perform KOEO ON-DEMAND SELF-TEST,
KOER ON-DEMAND SELF-TEST and
KOER SWITCH SELF-TEST. Retrieve DTCs. If any DTCs are present, service
DTCs as necessary. If no DTCs are present, go to next step.
3) Check KEY PWR Voltage
Disconnect APCM connector. Connector is located behind left
side of instrument panel. Turn ignition on. Measure voltage between
ground and terminal No. 2 at APCM wiring harness connector. If battery
present, locate and repair open in KEY PWR circuit.
terminal No. 1 (Black wire) at APCM wiring harness connector. If
ohms or more, locate and repair open circuit in Black wire.
5) Check For Open In BUS (-) Circuit
Measure resistance of Pink/Light Blue wire between terminal
No. 3 at APCM wiring harness connector and Data Link Connector (DLC).
ohms or more, repair open in BUS (-) circuit.
6) Check For Open In BUS (+) Circuit
Measure resistance of Tan/Orange wire between terminal No. 4
at APCM wiring harness connector and Data Link Connector (DLC). If
ohms or more, locate and repair open in BUS (+) circuit.
7) APCM Inoperative With Hazard Flashers (Except Cutaway)
Turn ignition off. Depress brake pedal. If hi-mount
brakelight is on, go to CIRCUIT TEST FD. If hi-mount brakelight is
off, go to next step.
8) Check Hi-Mount Brakelight
Remove and inspect hi-mount brakelight bulb. Replace bulb as
necessary and retest system operation. If bulb is okay, go to next
step.
Measure resistance of Black wire between ground and hi-mount
brakelight bulb socket. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or more, locate and repair open in
ground circuit.
10) Check For Power To Bulb
Turn ignition off. Depress brake pedal. Measure voltage
between ground and Light Green wire at hi-mount brakelight bulb
socket. If battery voltage is present, check for loose connection in
bulb socket. Repair as necessary. If battery voltage is not present,
11) APCM Inoperative With Hazard Flashers (Cutaway)
Turn ignition off. Disconnect brake resistor. Resistor is
located on left side "B" pillar. Measure resistance of Black wire
between ground and resistor connector. If resistance is less than 5
12) Check Power To Resistor
Depress brake pedal. Connect a test light between ground and
Light Green wire at resistor connector. If test light is on, go to
next step. If test light is off, locate and G
repair open circuit
- TESTS W/CODESin - 7.3L DIESEL Article Text (p. 100)1998 Ford Econoline
Light Green wire.
13) Check Resistor
Measure resistance between resistor terminals. If resistance
is 130-150 ohms, reconnect resistor and go to CIRCUIT TEST FD. If
resistance is not 130-150 ohms, replace resistor. Recheck system
operation.
CIRCUIT TEST HB - PROGRAMMABLE SPEEDOMETER/ODOMETER MODULE

(PSOM)
Diagnostic Aids

To prevent replacement of good components, be aware following

non-EEC related areas and components may be cause of problem:
* Cruise control system.

* Rear anti-lock brake system.
* Ring gear inside differential.
* Instrumentation system.
Fig. 29: Programmable Speedometer/Odometer Module (PSOM) Circuit

Logic

Fig. 30: Identifying Programmable Speedometer/Odometer Module (PSOM)
Circuit & Connector Terminals
1) DTC P0500
DTC P0500 indicates PCM detected incorrect output from
Vehicle Speed Sensor (VSS) sometime during vehicle operation. Possible

* Faulty PCM.

Measure resistance between test pins No. 33 and 58 at breakout box. If
resistance is 21,000-55,000 ohms, go to step 4). If resistance is not
21,000-55,000 ohms, go to next step.
2) Check PSOM Circuit Continuity
Ensure ignition is off. Disconnect PSOM wiring harness
connector. PSOM is located behind left side of instrument panel.
Measure resistance between test pin No. 58 at breakout box and PSOM
(+) circuit (Gray/Black wire) at PSOM wiring harness connector. Also,
measure resistance between test pin No. 33 at breakout box and PSOM (-
) circuit (Pink/Orange wire) at PSOM wiring harness connector. If any
reading is 5 ohms or more, locate and repair open circuit. Clear DTCs
and repeat QUICK TEST. If both readings are less than 5 ohms or less,
go to next step.
Ensure ignition is off. Measure resistance between test pin
No. 58 and test pins No. 33, 51 and 71 at breakout box. If any reading
is 10,000 ohms or less, repair short circuit. Clear DTCs and repeat
QUICK TEST. If all readings are more than 10,000 ohms, go to next
step.
4) Check Rear Anti-Lock Brake System (RABS) Sensor
Turn ignition off. Disconnect RABS sensor connector. Sensor
is located on rear differential assembly. Measure resistance between
sensor terminals. If resistance is not 1300-1550 ohms, replace RABS
sensor. Clear DTCs and repeat QUICK TEST. If resistance is 1300-1550
NOTE: When road testing vehicle in the following step, use an

assistant to record data.
5) Check PSOM Output Voltage

Turn ignition off. Connect PCM to breakout box. Connect
wiring harness connector to PSOM. Set New Generation Star (NGS) scan
tool for frequency measurement with a 4-volt DC scale. Connect NGS
scan tool probes between test pins No. 33 and 58 at breakout box. Road
test vehicle at 40 MPH or 60 MPH. Frequency should by 88-92 Hz at 40
MPH or 128-132 at 60 MPH. If frequency is as specified, replace PCM.
Clear DTCs and repeat QUICK TEST. If frequency is not as specified, no
fault is indicated at this time. Check for faulty instrument cluster,
cruise control system or RABS.
CIRCUIT TEST KA - CYLINDER IDENTIFICATION (CID)
WARNING: Voltage at Cylinder Identification (CID) circuit

(Yellow/Light Blue wire) is 115 volts. Personal injury may
result if proper procedures are not followed.
Diagnostic Aids

* Wiring harness circuit (CID).
Fig. 31: Identifying Cylinder Identification Circuit
1) DTCs P1298, P1667 & P1668

These DTCs indicate that PCM has detected a Cylinder
Identification (CID) malfunction. Possible causes for this fault are:


* If only DTC P1668 is present, go to CIRCUIT TEST FJ.
* If DTCs P1668 and P1667 are present, go to next step.
* If DTCs P1663, P1667 and P1668 are present, go to
CIRCUIT TEST FJ, step 8).
* If only DTC P1298 is present, replace IDM.
* If only DTC P1667 is present, go to next step.
* If DTCs P1663 and P1667 are present, go to CIRCUIT TEST FJ,
step 8).
2) Check CID Signal Circuit

DTC P1667 or DTCs P1667 and P1668 retrieved together
indicates there is a short to power, short to ground or an open at CID
circuit. Disconnect PCM 104-pin connector and inspect for damaged
Box (014-00950). Connect PCM connector to breakout box. Turn ignition
on. Measure voltage between ground and test pin No. 96 at breakout
box. If voltage is .5-.7 volt, go to next step. If voltage is less
than .5 volt, go to step 4). If battery voltage is present, go to step
5).
Attach New Generation Star (NGS) scan tool. Turn ignition on.
pin No. 96 at breakout box. If voltage does not toggle between .5-.7
volt and 12 volts, replace PCM. Clear DTCs and repeat QUICK TEST. If
voltage toggles between .5-.7 volt and 12 volts, fault is
compartment. Measure resistance between terminal No. 16 (Yellow/Light
Blue wire) at IDM connector and test pin No. 96 at breakout box. If
resistance is less than 5 ohms, go to step 6). If resistance is 5 ohms
or more, locate and repair open circuit in Yellow/Light Blue wire.
No. 96 at breakout box. If battery voltage is present, locate and
repair short to power in Yellow/Light Blue wire. Clear DTCs and repeat
QUICK TEST. If battery voltage is not present, go to step 7).
10,000 ohms or less, locate and repair short to ground in Yellow/light
Blue wire. Clear DTCs and repeat QUICK TEST.
Ensure IDM is disconnected. Connect PCM connector to breakout
box. Attach New Generation Star (NGS) scan tool. Turn ignition on.
pin No. 96 at breakout box while depressing and releasing brake pedal.
If voltage does not toggle between .5-.7 volt and zero volts, replace
PCM. Clear DTCs and repeat QUICK TEST. If voltage toggles between .5-.
7 volt and zero volts, replace IDM. Clear DTCs and repeat QUICK TEST.
Clear DTCs. Start engine and allow it to idle. Using an
insulated tool, wiggle and bend small sections of wiring harness
starting at IDM connector and working toward PCM. Perform
KOEO ON-DEMAND SELF-TEST. If any DTCs are present, locate and repair
intermittent in wiring harness. Clear DTCs and repeat QUICK TEST. If
no DTCs are present, no problem is indicated at this time.
9) DTC 1219
P1219 is an IDM Continuous Memory DTC that is retrieved
during KOEO ON-DEMAND SELF-TEST. This DTC indicates that the PCM has
detected an intermittent short to ground in CID circuit. Possible
* Short to ground.

disconnected. Measure resistance between ground and test pin No. 96 at
starting at IDM connector and working toward PCM. If resistance
changes to less than 10,000 ohms, locate and repair short to ground in
Yellow/Light Blue wire in wiring harness. Clear DTCs and repeat
reconnect PCM and IDM. Road test vehicle. If DTC resets, replace IDM.
10) DTC P1218
P1218 is a IDM Continuous Memory DTC that is retrieved during
KOEO ON-DEMAND SELF-TEST. This DTC indicates that PCM has detected a
intermittent short to power in CID circuit. Possible causes for this
fault are:
* Faulty circuit.

disconnected. Turn ignition on. Measure voltage between terminal No.
16 (Yellow/Light Blue wire) at IDM connector and test pin No. 96 at
starting at IDM connector and working toward PCM. If any voltage is
indicated, locate and repair short to power in Yellow/Light Blue wire
in wiring harness. Clear DTCs and repeat QUICK TEST. If no voltage is
indicated, reconnect PCM and IDM. Road test vehicle. If DTC resets, G - TESTS W/CODES - 7.3L DIESEL
CIRCUIT TEST KB - EXHAUST BACKPRESSURE REGULATOR (EPR)

* Exhaust Backpressure Regulator (EPR).

* Wiring harness circuits (PWR GND and EPR Signal).
Fig. 32: Identifying Exhaust Backpressure Regulator Circuit &

Connector Terminals
1) DTC P0475
This DTC indicates a circuit failure has occurred in EPR
control solenoid circuit. Possible causes for this fault are:
* Faulty EPR solenoid.

* Faulty PCM.
Disconnect EPR connector. EPR is located on top left rear of

engine. Turn ignition off. Measure resistance between ground and
terminal "A" at EPR wiring harness connector. See Fig. 32. If
ohms or more, locate and repair open circuit in wiring harness between
ground and EPR. Clear DTCs and repeat QUICK TEST.
2) Check EPR Coil
Measure resistance between EPR terminals. If resistance is 2.
5-12.0 ohms, go to next step. If resistance is not 2.5-12.0 ohms,
replace EPR. Clear DTCs and repeat QUICK TEST.
pins, corrosion and loose wires. Repair as necessary. While shaking G - TESTS W/CODES - 7.3L DIESEL Article Text
wiring harness, measure voltage between ground and terminal "B"
(Gray/Red wire) at EPR wiring harness connector. If battery voltage is
not present, go to next step. If battery voltage is present, locate
and repair short to power in Gray/Red wire. Clear DTCs and repeat
QUICK TEST.
While shaking wiring harness, measure resistance between
ground and terminal "B" (Gray/Red wire) at EPR wiring harness
in Gray/Red wire. Clear DTCs and repeat QUICK TEST.
While shaking wiring harness, measure resistance between terminal "B"
(Gray/Red wire) at EPR wiring harness connector and test pin No. 42 at
breakout box. If resistance is 5 ohms or less, go to next step. If
resistance is more than 5 ohms, locate and repair open circuit in
Reconnect PCM connector. Attach New Generation Star (NGS)
scan tool. Turn ignition on. Connect DVOM between ground and terminal
"B" (Gray/Red wire) at EPR wiring harness connector. Using NGS scan
tool, perform OUTPUT STATE SELF-TEST. See
ADDITIONAL SYSTEM FUNCTIONS. If voltage does not toggle between 12
volts and zero volts, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage toggles between 12 volts and zero volts, reconnect all
components. No fault is indicated at this time. Testing is complete.
7) KOER DTC P0476
This DTC indicates an Exhaust Backpressure Regulator (EPR)
malfunction was detected during KOEO ON-DEMAND SELF-TEST. Possible
* Stuck or damaged butterfly.

* Misadjusted or damaged linkage.
* Exhaust leaks.
* Faulty EPR.
* Faulty Exhaust Backpressure (EBP) sensor.
* Faulty PCM.
Repair any KOEO EBP sensor faults before continuing with this
test. Visually inspect butterfly tang. See Fig. 11 in CIRCUIT TEST DF.
If tang is in Open position, go to next step. If tang is not in Open
position, repair damaged linkage or butterfly as necessary. Clear DTCs
Using scan tool, select EBP PID from PID/DATA monitor menu. Start
engine. Briefly accelerate engine speed to Wide Open Throttle (WOT)
while monitoring EBP PID. If EBP PID reading is less than 28 psi, go
to next step. If EBP PID reading is 28 psi or more, repair restricted
exhaust system. Clear DTCs and repeat QUICK TEST.
9) Check EBP Sensor
ignition on. Using scan tool, select EBP PID from PID/DATA monitor
menu. Start engine and record EBP PID reading. While observing scan
tool, briefly accelerate engine several times. If EBP PID reading
increases 4 psi or more, go to next step. If EBP PID reading does not
increase 4 psi or more, replace EBP sensor and retest system.
Inspect turbo pipe, crossover pipe and exhaust manifolds for
exhaust leaks are found, go to next step.
11) Check EBP During KOEO
signal ground at ICP/EBP adapter cable. Perform
KOER ON-DEMAND SELF-TEST. If voltage increases 1.5-2.5 volts and then
decreases as test ends, replace PCM. Clear DTCs and repeat QUICK TEST.
If voltage does not increase 1.5-2.5 volts and then decreases as test
ends, go to next step.
12) EPR Visual Inspection
Observe EPR valve linkage while performing
KOER ON-DEMAND SELF-TEST. If linkage moves during test, adjust EPR
linkage and retest. If linkage does not move during test, replace EPR
valve. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST KC - GLOW PLUG SYSTEM
Diagnostic Aids
Perform this test when directed by QUICK TEST. Glow plug
relay controls current flow to glow plugs. Glow plug relay "On" time
is controlled by Powertrain Control Module (PCM) and is a function of
engine oil temperature, barometric pressure and battery voltage. Glow
plug "On" time varies between 10-120 seconds. This CIRCUIT TEST is
* Glow plug relay.

* Harness circuits (GP/RELAY coil).

Fig. 33: Identifying Glow Plug Relay Circuits
1) DTC P1391, P1393, P1395 & P1396

DTC P1395 or P1396 will set if a cylinder bank has a voltage
reading of less than 32-amps or if a cylinder bank has a voltage
reading of 8 1/2 volts less than the other cylinder bank.
DTC P1391 or P1393 indicates all 4 glow plugs on one bank are not
G - TESTS
being W/CODES
powered. Both P1391 - 7.3L DIESEL
and P1393 Article
output Text
together (p. 109)
indicates all1998
8 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
glow plugs are not being powered. Possible causes for this fault are:

* Faulty glow plug shunt.
* Open in glow plug circuit(s).
* Faulty glow plug(s).
Turn ignition on. Using scan tool, select VPWR, EOT, GPCTM,
GPMR and GPML PIDs from PID/DATA monitor menu. Verify EOT PID value is
less than 120 F (49 C). Verify GPCT PID value is more than 35 seconds.
Compare GPMR and GPML PID values and record both readings. Measure
voltage between ground and Black/Orange wire at glow plug relay. Relay
is located on top of engine. If battery voltage is present, go to next
circuit in Black/Orange wire between glow plug relay and starter relay
fusible links. Clear DTCs and repeat QUICK TEST.
Perform KOEO ON-DEMAND SELF-TEST. Retrieve DTCs. If DTC P0380
is present, go to next step. If DTC P0380 is not present, go to step
8).
3) DTC P0380
This DTC indicates that PCM has detected a glow plug relay
* Short to power.
* Blown fuse.

"B" (Red/Light Green wire) at glow plug relay. See Fig. 33. If battery
present, locate and repair open circuit in Red/Light Green wire. If
fuse is blown, check for short to ground in Red/Light Green wire.
Turn ignition off. Disconnect terminal "A" (Purple/Orange
wire) at glow plug relay. Measure resistance between terminals "A" and
"B" at glow plug relay. If resistance is 1-8 ohms, go to next step. If
resistance is not 1-8 ohms, replace glow plug relay. Clear DTCs and
repeat QUICK TEST.
at breakout box. If battery voltage is present, repair short to power.
Clear DTCs and repeat QUICK TEST. If battery voltage is not present,
go to next step.
Turn ignition off. Ensure terminal "A" (Purple/Orange wire)
at glow plug relay is disconnected. Measure resistance between ground
and disconnected Purple/Orange wire. If resistance is more than 10,000
ohms, go to next step. If resistance is 10,000 ohms or less, locate
and repair short to ground in Purple/Orange wire. Clear DTCs and
repeat QUICK TEST.
Measure resistance of Purple/Orange wire between glow plug
relay and test pin No. 101 at breakout box. If resistance is less than
5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, locate and repair open circuit in Purple/Orange G - TESTS W/CODES - 7.3L DIESEL Article
Turn ignition on. Using scan tool, select EOT and GPCTM PIDs
from PID/DATA monitor menu. Verify EOT PID value is less than 120 F
(49 C).
NOTE: Glow plugs are not energized if EOT is more than 131 F
(55 C). GPCTM PID value can be used to verify glow plug "On"
time.
Measure voltage between ground and center terminal (Gray

wire) at glow plug shunt. If voltage is present for 30 seconds or
more, go to next step. If voltage is not present for 30 seconds or
more, replace glow plug relay. Clear DTCs and repeat QUICK TEST.
9) Check Glow Plug
Turn ignition off. On cylinder bank that set DTC, disconnect
both valve cover gasket connectors. Install Glow Plug Injector Adapter
(014-00935) to valve cover gasket. Measure resistance between ground
and each of the 4 glow plug circuits on glow plug injector adapter. If
resistance is 2 ohms or more, go to next step. If resistance is less
than 2 ohms, go to step 11) (for DTCs P1391 and P1395) or step 12)
(for DTCs P1393 and DTC P1396).
10) Check Valve Cover Gasket
Remove valve cover and check glow plug connections. Repair as
necessary. If connections are okay, disconnect suspect glow plug
connector. Measure resistance between ground and suspect glow plug. If
resistance is less than 2 ohms, replace valve cover gasket or Under
Valve Cover (UVC) wiring harness. Clear DTCs and repeat QUICK TEST. If
resistance is 2 ohms or more, replace glow plug. Clear DTCs and repeat
QUICK TEST.
Disconnect all 4 valve cover connectors at both left and
right cylinder banks. Disconnect PCM 104-pin connector and inspect for
between test pin No. 9 at breakout box and all 4 glow plug circuits at
right cylinder bank. If all readings are within 2 ohms of each other,
go to step 13). If any reading is not within 2 ohms of each other,
locate and repair open circuit between valve cover connector and PCM.
Verify glow plug shunt nuts are clean and tight. Clear DTCs and repeat
QUICK TEST.
and all 4 glow plug circuits at left cylinder bank. If all readings
are within 2 ohms of each other, go to next step. If any reading is
not within 2 ohms of each other, locate and repair open circuit
between valve cover connector and PCM. Verify glow plug shunt nuts are
clean and tight. Clear DTCs and repeat QUICK TEST.
Measure resistance of Gray wire between center terminal of
glow plug shunt and test pin No. 8 at breakout box. If resistance is
less than 2 ohms, go to next step. If resistance is 2 ohms or more, G - TESTS W/CODES - 7.3L DIESEL Article Text (p
locate and repair open circuit in Gray wire. Clear DTCs and repeat
QUICK TEST.
14) Compare Right Bank To Left Bank
Measure resistance between all 4 glow plug circuits at left
cylinder bank and test pins No. 8, 9 and 34. Also, measure resistance
between all 4 glow plug circuits at right cylinder bank and test pins
No. 8, 9 and 34. If all readings are within 2 ohms of each other,
replace PCM. Clear DTCs and repeat QUICK TEST. If any reading is not
within 2 ohms of each other, repair open in circuit with higher
resistance reading. Verify glow plug shunt nuts are clean and tight.
15) DTC P1397
This DTC will set if system voltage is more than 14 volts or
less than 11.8 volts at any time during KOEO GLOW PLUG MONITORING
SELF-TEST under SELF-DIAGNOSTIC SYSTEM.
NOTE: During KOER GLOW PLUG MONITORING SELF-TEST It may be

necessary to raise engine RPM to maintain system voltage. If
unable to maintain system voltage, repair charging system as
necessary.
Connect a DVOM to battery. Perform

KOER GLOW PLUG MONITORING SELF-TEST. Maintain system voltage until
test is complete. If P1397 is still present, go to CIRCUIT TEST A. If
P1397 is not present, no problem is indicated at this time. Testing is
compete.
CIRCUIT TEST KD - GLOW PLUG LIGHT (GPL)
Diagnostic Aids
Perform this test when directed by QUICK TEST. Glow plugs are
energized during and after WAIT TO START light is on. When WAIT TO
START light turns off, engine is ready to be started. This CIRCUIT
* Warning light.

Fig. 34: Identifying Glow Plug Warning Light Circuit
1) DTC P0381
This DTC indicates that PCM has detected a glow plug warning
light circuit malfunction. Possible causes for this fault are:
* Open WAIT TO START light.
* Blown fuse.
Start engine and observe WAIT TO START light. If light stays

on, go to next step. If light does not stay on, turn ignition off and
go to step 3).
ignition on. If WAIT TO START light is on, locate and repair short to
ground in Black/Pink wire between WAIT TO START light and PCM. Clear
DTCs and repeat QUICK TEST. If WAIT TO START light is off, replace
3) Check For Intermittent P0381
Turn ignition on and observe WAIT TO START light. If light
turns on for at least one second, fault is intermittent. Go to step
9). If light does not turn on for at lease one second, go to next
step.
4) Check Fuse
Turn ignition off. Check fuse No. 2. If fuse is okay, go to
next step. If fuse is blown, go to step 6).
5) Check Bulb
Remove and inspect WAIT TO START bulb. If bulb is okay, go to
next step. If bulb is bad, replace bulb. Reconnect all connectors,
clear DTCs and repeat QUICK TEST.
Ensure WAIT TO START bulb is removed. Measure resistance
between ground and Red/Yellow wire at WAIT TO START bulb socket. If
resistance is more than 10,000 ohms, replace fuse. Clear DTCs and
repeat QUICK TEST. If resistance is 10,000 ohms or less, locate and
repair short to ground in Red/Yellow wire. Replace fuse. Clear DTCs
Turn ignition on. Measure voltage between ground and
Red/Yellow wire at WAITING TO START light wiring harness connector. If
present, locate and repair open circuit in Red/Yellow wire between
fuse and WAIT TO START light. Clear DTCs and repeat QUICK TEST.
Black/Pink wire at WAIT TO START light wiring harness connector and
test pin No. 70 at breakout box. If resistance is less than 5 ohms,
replace PCM. Reconnect all connectors. Clear DTCs and repeat
circuit in Black/Pink wire. Clear DTCs and repeat QUICK TEST.
Clear DTCs. Road test vehicle. Retrieve DTCs. If P0381 is
present, go to next step. If P0381 is not present, DTC was not cleared
after a previous repair. Testing is complete.
10) Check For WAIT TO START Light Flicker
If during road test in step 9) WAIT TO START light flickered
on and off, locate and repair intermittent short to ground in
Black/Pink wire between WAIT TO START light and PCM. Clear DTCs and
repeat QUICK TEST.
Using a jumper wire, ground test pin No. 70 at breakout box. Observe
WAIT TO START light and tap on instrument panel. Also, wiggle and bend
small sections of wiring harness starting at engine compartment 76-pin
bulkhead connector and working toward PCM. If WAIT TO START light ever
flickers on and off, locate and repair intermittent open circuit in
wiring harness. Clear DTCs and repeat QUICK TEST. If WAIT TO START
light does not flicker on and off, fault cannot be located. Replace
CIRCUIT TEST KE - INJECTION PRESSURE REGULATOR (IPR)
Diagnostic Aids
* Injection Pressure Regulator (IPR).

* Injection Control Pressure (ICP) sensor.
* Wiring harness circuit (IPR).
Fig. 35: Identifying Injection Pressure Regulator Circuit
1) DTC P1283: Check Power Feed Circuit

This DTC indicates that PCM has detected an IPR circuit
malfunction. Turn ignition off. Disconnect IPR connector. IPR is
mounted on high pressure oil pump, located on top of engine. Remove
PCM relay from power distribution box in engine compartment. Measure
resistance of Red wire between IPR connector and PCM relay wiring
If resistance is 5 ohms or more, locate and repair open circuit in Red
2) Check IPR Coil Resistance G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
Measure resistance between IPR terminals. If resistance is 5-
20 ohms, go to next step. If resistance is not 5-20 ohms, replace IPR.
3) Check IPR Control Circuit
Measure resistance between test pin No. 83 and test pins No. 71 and 97
at breakout box. Also, measure resistance between test pin No. 83 and
test pins No. 25, 51, 76, 77 and 103 at breakout box. If all readings
are more than 10,000 ohms, go to next step. If any reading is 10,000
ohms or less, locate and repair short to ground or short to power in
Yellow/Red wire. Clear DTCs and repeat QUICK TEST.
4) Check Wiring Harness Continuity
Check for continuity in Yellow/Red wire between test pin No.
83 at breakout box and IPR wiring harness connector. If continuity
exists, replace PCM. Clear DTCs and repeat QUICK TEST. If continuity
does not exist, locate and repair open circuit in Red/Yellow wire.
5) DTC P1282: Excessive Injection Control Pressure
This DTC indicates excessive injection control pressure was
detected during continuous diagnostic monitoring. Possible causes for
this fault are:
* Intermittent short to ground in IPR circuit.

* Stuck IPR.
Turn ignition off. Disconnect IPR connector. IPR is located

on top of engine. Attempt to start vehicle. If engine starts, replace
IPR. Clear DTCs and repeat QUICK TEST. If engine does not start, go to
next step.
ground and test pin No. 83 at breakout box. Resistance should be more
than 10,000 ohms. Wiggle and bend small sections of wiring harness
starting at IPR connector and working toward PCM. If fault is
indicated (resistance changes to 10,000 ohms or less), isolate fault
and repair as necessary. Reconnect all connectors. Clear DTCs and
repeat QUICK TEST. If no fault is indicated, no problem is indicated
at this time. Clear DTCs and repeat QUICK TEST. If DTC resets, replace
PCM.
7) KOER DTC P1211
This DTC indicates that control pressure was high/low during
SELF-TEST. Possible causes for this fault are:

* Poor oil quality.
* Faulty IPR valve.
* Faulty Injection Control Pressure (ICP) sensor.

step.
QUICK TEST.
Turn ignition on. If ICP PID reading indicates zero psi, go to next
step. If ICP PID reading does not indicate zero psi, replace ICP
menu. Start engine. Raise engine speed to 3300 RPM for 3 minutes. If
ICP PID reading increases to more than 1250 psi, change engine oil and
repeat test. If ICP PID reading does not increase to more than 1250
psi, go to next step.
Disconnect ICP sensor connector. Install ICP/EBP Adapter
Cable (D94T-50-A) between ICP sensor and sensor wiring harness
connector. Start engine. Measure voltage between ICP signal circuit
and ground at ICP/EBP adapter cable. Perform KOER ON-DEMAND SELF-TEST.
If voltage increases to more than 3 volts and then decreases to about
one volt during ICP portion of test, replace PCM. Clear DTCs and
repeat QUICK TEST. If voltage does not increase to more than 3 volts
and then decrease to about one volt during ICP portion of test, go to
next step.
13) Injector Leak Check
Disconnect high pressure hose from right cylinder head. Using
Oil High Pressure Leakage Adapter Set (D94T-6600-A), plug right high
pressure hose. Using scan tool, monitor IPR PID reading. Start engine
and record IPR PID reading. Turn ignition off. Reconnect right
cylinder head high pressure hose. Disconnect high pressure hose from
left cylinder head. Using oil high pressure leakage adapter set, plug
left high pressure hose. Again, monitor IPR PID reading. Start engine
and record IPR PID reading. If IPR PID readings are not within 2
percent of each other, repair internalW/CODES
G - TESTS oil leak on cylinder
- 7.3L head with Article Text (p. 117)1998 Ford Econoline E250For 1
DIESEL
the higher IPR PID reading. If both IPR PID readings are within 2
percent of each other, replace IPR and retest system. If DTC P1211 is
still set, go to next step.
pressurized oil leaks. See HARD START/NO START DIAGNOSIS in
If no leaks are found, replace high pressure oil pump.
15) DTC P1209 Or P1211
These DTCs indicate that injector control pressure was not to
specification during normal driving conditions. Possible causes for
this fault are:

* Poor oil quality.
* Faulty IPR valve.

step.
QUICK TEST.
17) Perform KOER ON-DEMAND SELF-TEST
Perform KOER ON-DEMAND SELF-TEST. If DTC P1211 is present, go
If ICP PID reading indicates zero psi, go to next step. If ICP PID
reading does not indicate zero psi, replace ICP sensor. Clear DTCs and
repeat QUICK TEST.
menu. Start engine. Raise engine speed to 3300 RPM and hold for 3
minutes. If ICP PID reading increases to more than 1250 psi, change
oil and repeat test. If ICP PID reading does not increase to more than
1250 psi, go to next step.
21) Check IPR Duty Cycle G - TESTS W/CODES - 7.3L DIESEL Article Text (p
Using scan tool, select IPR PID from PID/DATA monitor menu.
Road test vehicle at wide open throttle and full load condition. If
IPR PID value increases to 65 percent, replace IPR valve. Clear DTCs
and repeat QUICK TEST. If IPR PID value does not increase to 65
percent, no problem is indicated at this time. Clear DTCs and repeat
QUICK TEST.
CIRCUIT TEST KF - FUEL DELIVERY COMMAND SIGNAL (FDCS)
Diagnostic Aids
Perform this test when directed by QUICK TEST. FDCS controls
fuel injection timing and controls fuel quantity with Injection
Pressure Regulator (IPR). This signal is sent with the Cylinder
Identification (CID) signal to the Injector Driver Module (IDM) which
provides power and distributes the proper signal to appropriate
injector. This CIRCUIT TEST is intended to diagnose:
* Injector driver module.

* Wiring harness circuit (FDCS).
Fig. 36: Identifying Fuel Delivery Command Signal Circuit
1) DTC P1663
This DTC indicates that PCM has detected a FDCS circuit


Box (014-00950) and connect PCM connector to breakout box. Turn
ignition on. Measure voltage between ground and test pin No. 95 at
breakout box. If voltage is .5-.7 volt, go to next step. If voltage is
less than .5 volt, go to step 3). If battery voltage is present, go to
step 4).
Turn ignition on. Using NGS scan tool, perform
OUTPUT STATE SELF-TEST. See G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 119)1998 Ford Econoline E250
pedal. If voltage does not toggle between .5-.7 volt and 12 volts,
between .5-.7 volt and 12 volts, fault is intermittent. Go to step 7).
Turn ignition off. Disconnect PCM connector from breakout
box. Disconnect IDM 40-pin connector. IDM is located in left side of
engine compartment. Measure resistance between terminal No. 17
(Brown/Orange wire) at IDM connector and test pin No. 95 at breakout
box. If resistance is less than 5 ohms, go to step 5). If resistance
is 5 ohms or more, locate and repair open circuit in Brown/Orange
No. 95 at breakout box. If battery voltage is not present, go to step
6). If battery voltage is present, locate and repair short to power in
Brown/Orange wire between PCM connector and IDM connector.
and test pins No. 25, 51, 76, 77, 91 and 103 at breakout box. If
10,000 ohms or less, locate and repair short to ground in Brown/Orange
6) Check PCM
Connect PCM to breakout box. Ensure IDM is disconnected. Turn
ignition on. Using NGS scan tool, perform OUTPUT STATE SELF-TEST. See
pedal. If voltages does not toggle between .5-.7 volt and zero volts,
between .5-.7 volt and zero volts, replace IDM. Clear DTCs and repeat
QUICK TEST.
Clear DTCs. Start engine and allow it to idle. Wiggle and
bend small sections of wiring harness starting at IDM connector and
working toward PCM. Perform KOEO ON-DEMAND SELF-TEST. IF DTC 1663 is
present, locate and repair intermittent fault in wiring harness. Clear
DTCs and repeat QUICK TEST. If DTC P1663 is not present, no problem is
CIRCUIT TEST KJ - OUTPUT CIRCUIT CHECK (OCC) HIGH
1) DTC P1660
This DTC indicates that output circuit check is high.
* High system voltage.

Check charging system and battery. RepairW/CODES

G - TESTS as necessary. If DIESEL Article Text (p. 120)1998 Ford Econoline E2
- 7.3L
is less than .25 volt, go to next step. If voltage is .25 volt or
more, locate and repair short to power in VREF circuit (Brown/White
wire). Clear DTCs and repeat QUICK TEST.
3) Check PCM
Reconnect PCM connector. Perform KOEO ON-DEMAND SELF-TEST. If
DTC P1660 is still present, replace PCM. Clear DTCs and repeat
QUICK TEST. If DTC P1660 is not present, no problem is indicated at
this time.
CIRCUIT TEST KK - OUTPUT CIRCUIT CHECK (OCC) LOW
1) DTC P1661
This DTC indicates that output circuit check is low. Possible
* Low system voltage.

Check charging system and battery. Repair as necessary. If

Disconnect Manifold Absolute Pressure (MAP) sensor connector.
Turn ignition on. Measure voltage between Brown/White wire and
Gray/Red wire at MAP sensor wiring harness connector. If voltage is 5
volts, go to next step. If voltage is not 5 volts, a fault exists in
VREF circuit. Perform CIRCUIT TEST C.
voltage between ground and test pins No. 71 and 97 at breakout box. If
battery voltage is present at both terminals, go to next step. If
battery voltage is not present at one or both terminals, a fault
exists in VPWR circuit. Perform CIRCUIT TEST A.
4) Check PCM Ground Circuit
Turn ignition off. Measure resistance between ground and test
pins No. 25, 51, 76, 77 and 103 at breakout box. If all readings are
less than 5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If
any reading is 5 ohms or more, a fault exists in ground circuit.
Perform CIRCUIT TEST A, step 10).
CIRCUIT TEST KM - DATA OUTPUT LINK (DOL)
Diagnostic Aids
* Wiring harness circuits (DOL, overhead console power and

ground).
Fig. 37: Identifying Data Output Link Circuit & Connector Terminals
1) DTC P1634
This DTC indicates PCM has detected a Data Output Link (DOL)
circuit malfunction. Possible causes for this fault are:
* Open DOL circuit.

* Power circuit fault.
* Ground circuit fault.
* Faulty PCM.

fuse to blow. Repair as necessary and replace fuse. Clear DTCs and
repeat QUICK TEST.
2) Check Power Circuit
Disconnect overhead console 10-pin connector. Turn ignition
on. Measure voltage between ground and Red/Yellow wire at overhead
console wiring harness connector. If battery voltage is present, go to
next step. If battery voltage is not present, locate and repair open
circuit in Red/Yellow wire. Clear DTCs and repeat QUICK TEST.
Pink/Orange wire at overhead console wiring harness connector. if
ohms or more, locate and repair open circuit in Pink/Orange wire.
Orange/Light Green wire at overhead wiring harness connector and test
pin No. 43 at breakout box. If resistance is less than 5 ohms, fault
exists in trip minder module. If resistance is 5 ohms or more, locate
and repair open circuit in Orange/Light Green wire. Clear DTCs and
repeat QUICK TEST.
CIRCUIT TEST MA - CONTINUOUS MEMORY FAILURE
Diagnostic Aids
* Wiring harness circuit (KAPWR).

NOTE: Installing a breakout box or disconnecting battery terminals

will interrupt Keep Alive Power (KAPWR) to PCM. DTC P0603
may be stored in continuous memory.
Fig. 38: Identifying KAPWR Circuit
1) DTC P0603: Check KAPWR To PCM

Connect a DVOM between test pin No. 55 and test pins No. 25, 51, 76,
77 and 103 at breakout box. While observing DVOM, wiggle and bend
small sections of wiring harness starting at PCM and working toward
instrument panel. If DVOM reading indicates less than 10.5 volts at
anytime, isolate fault and repair as necessary. Clear DTCs and repeat
QUICK TEST. If reading does not indicate less than 10.5 volts at
anytime, go to next step.
2) Confirm DTC P0603
Clear DTCs. Wait 10 minutes to allow DTC to reset. Repeat
KOEO ON-DEMAND SELF-TEST. If DTC P0603 is still present, replace PCM.
problem is indicated at this time.G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 123)1998 Ford Econoline E250
CIRCUIT TEST MB - OBD-II READINESS CODE
1) DTC P1000
This DTC indicates operating conditions have not been
satisfied for all of the OBD-II monitors to run. Possible causes for
this fault are:
* Drive conditions not satisfied.

* Keep Alive Memory (KAM) cleared.
NOTE: If power to PCM is disconnected, P1000 will be set until

OBD-II monitors have run and cleared.
Perform all SELF-TESTS and check for DTCs. If any DTCs other
than P1000 are present, perform appropriate circuit test and repair as
necessary. Clear DTCs and repeat QUICK TEST. If DTC P1000 is only DTC
Perform drive cycle. See DRIVE CYCLE PROCEDURE under
ADDITIONAL SYSTEM FUNCTIONS. If DTC P1000 is present, go to next step.
If DTC P1000 is not present, no problem is indicated at this time.
3) Verify Certain Operating Conditions Have Been Satisfied
Using scan tool, select EOT, VPWR and GPC PIDs from PID/DATA
monitor menu. If engine is started and EOT PID value is less than
120 F (49 C), VPWR value must be 11.8-14.0 volts until GPC PID value
is zero percent. Using scan tool, monitor MFDES PID value and engine
RPM with engine under full load. MDFDES PID value must be more than 37
milligrams/stroke for 12 or more seconds with engine speed at more
than 2300 RPM. With engine at normal operating temperature, monitor
MFDES PID. MFDES PID value must be less than 12 milligrams/stroke for
12 seconds or more.
With all the conditions met in this step, if DTC P1000 is
cleared, no problem is indicated at this time. If DTC P1000 is still
present, determine DTC clearing fault. Perform all engine performance
diagnosis tests. See ENGINE PERFORMANCE DIAGNOSIS in
I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article.
CIRCUIT TEST MC - PCM INACTIVE BACKGROUND FAULT
DTC P0606: Inactive Background Fault

This DTC indicates an internal failure of PCM. If any other
DTCs are present, service other DTCs before continuing with this test.
If DTC P0606 is still present after servicing other DTCs, replace PCM.
problem is indicated at this time.
CIRCUIT TEST MD - CM ROM FAILURE
DTC P0605: PCM ROM Failure

This DTC indicates that an G
internal failure
- TESTS has occurred
W/CODES in DIESEL Article Text (p. 124)1998 Ford Econoline E250
- 7.3L
PCM. Perform this test only when directed by QUICK TEST. Repeat
QUICK TEST. If DTC P0605 is set, replace PCM. Clear DTCs and repeat
QUICK TEST. If DTC P0605 is not set, no problem is indicated at this
time.
CIRCUIT TEST NA - INJECTOR DRIVE CIRCUIT OPERATION


Diagnostic Aids
Perform this test when directed by QUICK TEST. Injector
Driver Module (IDM) is capable of detecting individual injector open
and shorts to either ground or power while engine is running. IDM is
also capable of detecting right or left bank high side circuit opens
or shorts to ground.

Fig. 39: Injector Driver Module (IDM) Circuit & Connector Terminals
Fig. 40: Identifying Engine Wiring Harness 42-Pin Connector
Terminals (Male Side Of Connector Shown)
gasket.
1) DTC P0261, P0264, P0267, P0270, P0273, P0276, P0279 Or

P0282
These DTCs indicate a short to ground between Injector Driver
Module (IDM) and injector. For DTC and related circuit identification,
see INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION table.
INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION TABLE
Cylinder No. DTC Circuit No. (Wire Color)
1 .................. P0261 ................... 555 (TAN)

2 .................. P0264 ................... 556 (WHT)
3 .................. P0267 ............... 557 (BRN/YEL)
4 .................. P0270 ............ 558 (BRN/LT BLU)
5 .................. P0273 ............... 559 (TAN/BLK)
6 .................. P0276 ............ 560 (LT GRN/ORG)
7 .................. P0279 ............... 561 (TAN/RED)
8 .................. P0282 ................ 562 (LT BLU)
Turn ignition off. Disconnect suspect injector connector at

valve cover gasket. Measure resistance between ground and suspect
G - TESTS W/CODES - 7.3Lharness
DIESEL Article Text (p. 127)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
circuit terminal at engine wiring 42-pin connector. Connector
is located in left rear of engine compartment, behind engine. See
INJECTOR DTCS P0261-P0282 CIRCUIT IDENTIFICATION table. If resistance
ohms or less, go to step 4).
connector at valve cover gasket. Measure resistance between ground and
suspect circuit at glow plug injector adapter. If resistance is more
than 10,000 ohms, fault may be intermittent. Go to step 5). If
3) Inspect Wiring Harness For Short
Inspect Under Valve Cover (UVC) wiring harness for a short to ground.
Replace wiring harness as necessary. Clear DTCs and repeat QUICK TEST.
If wiring harness is okay, replace injector. Clear DTCs and repeat
QUICK TEST.
4) Check For Short
of engine compartment. Measure resistance at IDM wiring harness
connector between suspect injector circuit terminal, and all other
circuits of IDM connector and to ground. If all readings are more than
10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST. If any
reading is 10,000 ohms or less, locate and repair short between
injector connector at valve cover and IDM connector. Clear DTCs and
repeat QUICK TEST.
located in left side of engine compartment. Reconnect all other
connectors. Connect DVOM between ground and suspect injector circuit
terminal at IDM wiring harness connector. While observing DVOM, wiggle
and bend small sections of wiring harness starting at suspect injector
connector and working toward IDM. If resistance changes to less than
10,000 ohms at any time, isolate fault and repair as necessary. Clear
DTCs and repeat QUICK TEST. If resistance does not change to less than
10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST.
Diagnostic Aids
Injector Driver Module (IDM) has 2 output functions, high
side driver output and low side driver output. High side driver output
distributes voltage to proper cylinder bank based on Cylinder
Identification (CID) and provides regulated current to unit injectors.
This is based on Fuel Delivery Command Signal (FDCS) from IDM internal
115-volt supply. Injection timing and duration is commanded by PCM.
Low side driver output controls sequencing (firing order) of engine
based on CID and FDCS inputs.
INJECTOR DTC & CIRCUIT IDENTIFICATION TABLE
Low Side High Side

Circuit Circuit
1 ......... P1261-P0262 ...... 555 .............. 1087

(TAN) ............ (ORG)
2 ......... P1262-P0265 ...... 556 ............... 878
(WHT) ........ (PNK/YEL)
3 ......... P1263-P0268 ...... 557 .............. 1087
(BRN/YEL) .......... (ORG)
4 ......... P1264-P0271 ...... 558 ............... 878
5 ......... P1265-P0274 ...... 559 .............. 1087
(TAN/BLK) .......... (ORG)
6 ......... P1266-P0277 ...... 560 ............... 878
7 ......... P1267-P0280 ...... 561 .............. 1087
(TAN/RED) .......... (ORG)
8 ......... P1268-P0283 ...... 562 ............... 878
(LT BLU) ...... (PNK/YEL)
gasket.
6) DTC P0262, P0265, P0268, P0271, P0274, P0277, P0280, P0283

Or P1261-P1268
These DTCs indicate that low side circuit is shorted to power
or high side circuit is shorted between IDM and fuel injector.
Identify DTC and use INJECTOR DTC & CIRCUIT IDENTIFICATION table and
Figs. 39 and 40 to determine which circuit to check. Turn ignition on.
compartment. Disconnect suspect injector connector at valve cover
gasket. Also, disconnect remaining injector connector on same cylinder
bank. Measure resistance between positive battery terminal and low
side circuit terminal at suspect injector connector at valve cover
gasket. Also, measure resistance between positive battery terminal and
high side circuit terminal at suspect injector connector at valve
cover gasket connector. If both readings are less than 10,000 ohms, go
to next step. If any reading is 10,000 ohms or more, locate and repair
short to power in suspect circuit between IDM and injector connector
at valve cover gasket. Clear DTCs and repeat QUICK TEST.
7) Check For Short To Injector Cover
connector at valve cover gasket. Measure resistance between high side
and low side circuit terminals at glow plug injector adapter. If
resistance is less than 2 ohms (engine cold), go to next step. If
resistance is 2 ohms or more, fault may be intermittent. Go to step
10).
8) Check For Short
Measure resistance of both high and low side circuits between glow
plug injector adapter and suspect injector connector. If both readings
are more than 10,000 ohms, replace injector. Clear DTCs and repeat
QUICK TEST. If any reading is 10,000 ohms or less, go to next step.
Remove Under Valve Cover (UVC) wiring harness. Measure
resistance between low side and high side circuits at valve cover
gasket wiring harness. If resistance is less than 5Gohms, replace
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 129)1998 Ford
gasket wiring harness. Clear DTCs and repeat QUICK TEST. If resistance
is 5 ohms or more, replace UVC wiring harness. Clear DTCs and repeat
QUICK TEST.
located in left side of engine compartment. Disconnect all 4 injector
connectors at valve cover gaskets. Connect DVOM between positive
battery terminal and suspect injector low side circuit terminal at IDM
wiring harness connector. While observing DVOM, wiggle and bend small
sections of wiring harness starting at suspect injector connector and
working toward IDM. Repeat wiggle test for suspect injector high side
circuit. If resistance changes to less than 10,000 ohms at any time,
isolate fault and repair as necessary. Clear DTCs and repeat
gasket.
11) DTC P1271-P1278: Check For Open Circuit

These DTCs indicate an open in low side circuit or high side
circuit between IDM and fuel injector. Identify DTC and use INJECTOR
DTC P1271-P1278 CIRCUIT IDENTIFICATION table and Figs. 39 and 40 to
determine which circuit to check. Turn ignition off. Disconnect
suspect injector connector at valve cover gasket. Install Glow Plug
Injector Adapter (014-00935) to injector connector at valve cover
gasket. Measure resistance between high side and low side circuit
terminals at glow plug injector adapter. If resistance is less than 5
ohms, go to step 13). If resistance is 5 ohms or more, go to next
step.
INJECTOR DTC P1271-P1278 CIRCUIT IDENTIFICATION TABLE
Low Side High Side

Circuit Circuit
1 ......... (1) P1271 ........ 555 .............. 1087

(TAN) ............ (ORG)
2 ......... (2) P1272 ........ 556 ............... 878
(WHT) ........ (PNK/YEL)
3 ......... (1) P1273 ........ 557 .............. 1087
(BRN/YEL) .......... (ORG)
4 ......... (2) P1274 ........ 558 ............... 878
5 ......... (1) P1275 ........ 559 .............. 1087
(TAN/BLK) .......... (ORG)
6 ......... (2) P1276 ........ 560 ............... 878
7 ......... (1) P1277 ........ 561 .............. 1087 G - TESTS W/CODES - 7.3L DIESEL Article Text (p.
(TAN/RED) .......... (ORG)
8 ......... (2) P1278 ........ 562 ............... 878
(LT BLU) ....... (PNK/YEL)
(1) - Right cylinder head.

(2) - Left cylinder head.
12) Check For Open In Injector

Measure resistance of high side circuit between injector connector and
glow plug injector adapter. Also, measure resistance of low side
circuit between injector connector and glow plug injector adapter. If
both readings are less than 5 ohms, replace injector. Clear DTCs and
repeat QUICK TEST. If any reading is 5 ohms or more, go to step 23).
13) Check For Open In Low Side Circuit
is located in left side of engine compartment. Measure resistance of
suspect low side circuit between wiring harness side of injector
connector at valve cover gasket and IDM connector. If resistance is
repair open in low side circuit. Clear DTCs and repeat QUICK TEST.
14) Check For Open In High Side Circuit
Measure resistance of suspect high side circuit between
wiring harness side of injector connector at valve cover gasket and
IDM connector. If resistance is less than 5 ohms, fault may be
intermittent. Go to next step. If resistance is 5 ohms or more, repair
open in high side circuit. Clear DTCs and repeat QUICK TEST.
15) Check For Intermittent Open Injector Circuit
Ensure IDM is disconnected. Reconnect all other connectors.
Connect DVOM between suspect injector low side circuit terminal and
high side circuit terminal at IDM wiring harness connector. While
observing DVOM, wiggle and bend small sections of wiring harness
starting at suspect injector connector and working toward IDM. If
resistance changes to more than 5 ohms at any time, isolate fault and
repair as necessary. Clear DTCs and repeat QUICK TEST. If resistance
does not change to more than 5 ohms, replace IDM. Clear DTCs and
repeat QUICK TEST.
gasket.
16) DTC P1291 Or P1292: Check For Short In High Side Circuit
These DTCs indicate a short to ground or short to power in
high side circuit between IDM and fuel injector. Identify DTC and use
INJECTOR DTC P1291 OR P1292 CIRCUIT IDENTIFICATION table and Figs. 39
and 40 to determine which circuit to check. Turn ignition off.
Disconnect Injector Driver Module (IDM) 40-pin connector. IDM is
located in left side of engine compartment. Measure resistance between
ground and suspect high side circuit terminal atGIDM wiring harness
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 131)1998 Ford Ec
connector. If resistance is more than 10,000 ohms, go to step 18). If
P1291 ................ 1087 (ORG) ................ Right

P1292 ............... 878 (PNK/YEL) ............... Left
17) Check For Short To Ground In High Side Circuit

Disconnect both injector connectors at appropriate valve
cover gasket (bank with DTC). Measure resistance between ground and
suspect high side circuit terminal at IDM wiring harness connector. If
resistance is more than 10,000 ohms, go to step 2). If resistance is
10,000 ohms or less, locate and repair short to ground between IDM
connector and injector connector. Clear DTCs and repeat QUICK TEST.
18) Check For Short To Power In High Side Circuit
Turn ignition on. Measure resistance between positive battery
terminal and suspect high side circuit terminal at IDM wiring harness
connector. Also, measure resistance between positive battery terminal
and other high side circuit terminal at IDM wiring harness connector.
If both readings are more than 10,000 ohms, fault may be intermittent.
Go to next step. If any reading is 10,000 ohms or less, repair short
to power in high side circuit. Clear DTCs and repeat QUICK TEST.
Ensure IDM is disconnected and ignition is on. Connect DVOM
between positive battery terminal and suspect injector high side
circuit terminal at IDM wiring harness connector. While observing
DVOM, wiggle and bend small sections of wiring harness starting at
suspect injector connector and working toward IDM. Repeat wiggle test
for other injector high side circuit. If resistance changes to less
than 10,000 ohms at anytime, isolate fault and repair as necessary.
Clear DTCs and repeat QUICK TEST. If resistance does not change to
less than 10,000 ohms, replace IDM. Clear DTCs and repeat QUICK TEST.
gasket.
20) DTC P1293-P1294: Check High Side Circuit

These DTCs indicate an open in high side circuit between IDM
and fuel injector. Identify DTC and use INJECTOR DTC P1293 OR P1294
CIRCUIT IDENTIFICATION table and Figs. 39 and 40 to determine which
circuit to check. Turn ignition off. Disconnect both injector
connectors at appropriate valve cover gasket (bank with DTC). Turn
ignition on. Measure voltage of high side circuit between ground
terminal "C" at injector connector. If battery voltage is present, go
to next step. If battery voltage is not present, go to step 24).
P1293 ............... 878 (PNK/YEL) ............... Left

P1294 ................ 1087 (ORG) ................ Right
21) Check Injector Resistance

Turn ignition off. Install Glow Plug Injector Adapter (014-
00935) to suspect injector connector at valve cover gasket. Measure
resistance between high side and low side circuit terminals at glow
plug injector adapter. If resistance is less than 5 ohms, fault may be
intermittent. Go to step 15). If resistance is 5 ohms or more, go to
next step.
22) Check For Open In Wiring Harness
Measure resistance between injector connector and exterior valve cover
gasket connector. If resistance is less than 5 ohms, replace injector.
Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms or more, go
to next step.
23) Determine Wiring Fault
Disconnect Under Valve Cover (UVC) wiring harness from
connector at valve cover gasket. Measure resistance between each
terminal in valve cover gasket connector. If all readings are less
than 5 ohms, connector is okay. Replace UVC wiring harness. Clear DTCs
and repeat QUICK TEST. If any reading is 5 ohms or more, an open
circuit exists in connector. Replace valve gasket. Clear DTCs and
repeat QUICK TEST.
40-pin connector. IDM is located on left side of engine compartment.
Ensure both injector connectors are disconnected at appropriate valve
cover gasket. Measure resistance of suspect high side circuit between
IDM wiring harness connector and terminal "C" at both suspect injector
connectors. If all readings are less than 5 ohms, fault may be
intermittent. Go to step 15). If any reading is 5 ohms or more, locate
and repair open in high side circuit. Clear DTCs and repeat QUICK TEST
.
gasket.
25) DTC P0263, P0266, P0269, P0272, P0275, P0278, P0281 Or

P0301-P0308: Cylinder Non-Contributing
These DTCs indicate a cylinder is not contributing equally
during KOER CYLINDER CONTRIBUTION SELF-TEST. Possible causes for this
fault are:
G - *TESTS
Broken W/CODES
compression- rings.
7.3L DIESEL Article Text (p. 133)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
* Faulty injector assembly.
* Leaking or bent valve.
* Bent push rod.
* Broken rocker arm bolts.
* Bent connecting rod.
NOTE: Each cylinder is tested in numerical sequence (1-8), starting

with cylinder No. 8 and does not always set a DTC. It may be
necessary to perform KOER CYLINDER CONTRIBUTION SELF-TEST
3 or 4 times to verify that a non-contributing cylinder is
constantly same cylinder. Only 1998 1/2 models can set a
Continuous Memory DTC.
Perform KOEO ON-DEMAND SELF-TEST,

KOER CYLINDER CONTRIBUTION SELF-TEST and
CONTINUOUS MEMORY SELF-TEST. Record any DTCs. If any DTCs are present,
service DTCs as necessary. Clear DTCs and repeat QUICK TEST. If no
DTCs are present, go to next step.
CYLINDER CONTRIBUTION DTC IDENTIFICATION TABLE
Continuous
KOER DTC Memory DTC Cylinder No.
P0263 ................... P0301 ...................... 1

P0266 ................... P0302 ...................... 2
P0269 ................... P0303 ...................... 3
P0272 ................... P0304 ...................... 4
P0275 ................... P0305 ...................... 5
P0266 ................... P0306 ...................... 6
P0281 ................... P0307 ...................... 7
P0284 ................... P0308 ...................... 8
26) Cylinder Non-Contributing

On all models except 1998 1/2 models with electric fuel pump,
perform TANDEM FUEL PUMP PRESSURE, AIR IN FUEL SYSTEM, INJECTOR
PERFORMANCE DIAGNOSIS (EXCEPT 1998 1/2 "E" SERIES WITH ELECTRIC FUEL
PUMP) in I - SYSTEM/COMPONENT TESTS - 7.3L DIESEL article. Repair as
necessary. If no problems are found, check engine mechanical
condition. Repair as necessary. If engine mechanical condition is
okay, replace injector assembly. Clear DTCs and repeat QUICK TEST. On
1998 1/2 models with electric fuel pump, perform ELECTRIC FUEL PUMP
INLET RESTRICTION TEST, ELECTRIC FUEL PUMP PRESSURE TEST, FUEL
PRESSURE AT LEFT HEAD TEST, FUEL PRESSURE AT RIGHT HEAD TEST, INJECTOR
PERFORMANCE DIAGNOSIS (1998 1/2 "E" SERIES WITH ELECTRIC FUEL PUMP) in
If no problems are found, check engine mechanical condition. Repair as
necessary. If engine mechanical condition is okay, replace injector
assembly. Clear DTCs and repeat GQUICK
- TESTS W/CODES - 7.3L DIESEL Article Text (p. 134)1998 Ford Econoline E250
TEST.
27) DTC P1297: Injector High Side Circuit Short
Measure resistance between both high side circuit terminals (No. 23
and 24) at IDM wiring harness connector. See Fig. 39. If resistance is
more than 10,000 ohms, go to next step. If resistance is 10,000 ohms
or less, locate and repair short between high side circuits. Clear
28) Check For Intermittent Between High Side Circuits
Turn ignition off. Connect DVOM between both high side
circuit terminals (No. 23 and 24) at IDM wiring harness connector.
starting at IDM connector and working toward injector connectors. If
resistance changes to less than 10,000 ohms at anytime, isolate fault
and repair as necessary. Clear DTCs and repeat QUICK TEST. If
resistance does not change to less than 10,000 ohms, replace IDM.
gasket.
29) DTC P1295 Or P1926: Check For Short To Ground

These DTCs indicate that more than one fault exists on right
or left cylinder bank. A short and open on both low side and high side
circuits can exist on bank with DTC.
DTC P1295 Or P1296 IDENTIFICATION TABLE
DTC Bank
P1295 .............................................. Right

P1296 ............................................... Left

Measure resistance between ground and each injector circuit terminal
at IDM wiring harness connector. See Fig. 39. If all readings are more
less, perform the following:
* If low side circuit short to ground was found, go to step 1).

* If high side circuit short to ground was found, go to
NOTE: Injector low side circuits are circuits No. 555, 556, 557,
558, 559, 560, 561 and 562. Injector high side circuits are
circuits No. 878 and 1087. See Fig. 39.
G - TESTS W/CODES - 7.3L DIESEL Article Text (p. 135)1998 Ford
Measure resistance between positive battery terminals and
each injector circuit terminal at IDM wiring harness connector. If all
resistance reading is 10,000 ohms or less, perform the following:
* If low side circuit short to power was found, go to step 6).

* If high side circuit short to power was found, go to
31) Check For Short

Measure resistance between high side circuit terminals (No.
23 and 24) at IDM wiring harness connectors. If resistance is more
less, repair short between high side circuits. Clear DTCs and repeat
QUICK TEST.
Disconnect all 4 injector connectors at valve cover gaskets.
Measure resistance of each injector circuit between valve cover gasket
connector and IDM wiring harness connector. If all readings are less
more, repair open in appropriate circuit.
33) Check For Open Circuit Under Valve Cover
Install Glow Plug Injector Adapter (014-00935) to valve cover
gasket injector connector. Using glow plug injector adapter, measure
resistance of each injector circuit through valve cover. See Fig. 39
If any reading is more than 5 ohms, go to step 12). If all readings
are 5 ohms or less, reconnect all connectors. Clear DTCs and repeat
KOEO INJECTOR ELECTRICAL SELF-TEST and KOEO ON-DEMAND SELF-TEST. If
DTC P1295 or P1296 resets, replace IDM. Clear DTCs and repeat
QUICK TEST.
NOTE: Malfunction Indicator Light (MIL) is also known as CHECK

ENGINE light.
Diagnostic Aids
* STO/MIL circuit.
Fig. 41: Identifying Malfunction Indicator Light Circuit
1) Check MIL Fault

In any Key On Engine Off (KOEO) or CONTINUOUS MEMORY DTCs are
present, service DTCs prior to continuing with this test. If MIL is
always on, go to next step. If MIL is not always on, go to step 3).
necessary. Turn ignition on. If MIL is on, locate and repair short to
ground in circuit No. 658 (Pink/Light Green wire). Reconnect all
connectors and repeat QUICK TEST. If MIL is off, replace PCM.
Reconnect all connectors and repeat QUICK TEST.
3) MIL Always Off
Disconnect Manifold Absolute Pressure (MAP) sensor. Start
engine. If MIL is on, no problem is indicated at this time. Reconnect
MAP sensor and clear memory. If MIL is off, reconnect MAP sensor, turn
engine off and go to next step.
4) Check Ignition Feed Circuit
Turn ignition on. Measure voltage between ground and power
side of No. 2 fuse holder (Red/Yellow wire) at instrument panel fuse
block. If battery voltage is present, go to next step. If battery
voltage is not present, locate and repair open circuit in Red/Light
Green wire between ignition switch and instrument panel fuse block or
replace defective ignition switch. Clear DTCs and repeat QUICK TEST.
5) Check Fuse
Remove and inspect fuse No. 2 at instrument panel fuse block.
If fuse is okay, go to next step. If fuse is blown, locate and repair 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
short to ground in Red/Yellow wire. Replace fuse. Clear memory and
repeat QUICK TEST.
Ensure fuse No. 2 is removed. Remove MIL bulb. Measure
resistance of Red/Yellow wire between non-powered side of No. 2 fuse
holder and MIL bulb socket. If resistance is less than 5 ohms, go to
circuit in Red/Yellow wire. Reconnect all components, clear DTCs and
repeat QUICK TEST.
7) Check MIL Bulb
Check MIL bulb. If bulb is okay, go to next step. If bulb is
bad, replace bulb. Clear DTCs and check MIL operation.
Pink/Light Green wire at MIL bulb socket and test pin No. 2 at
breakout box. If resistance is less than 5 ohms, circuit No. 658 is
okay. Replace PCM. Check MIL operation. If resistance is 5 ohms or
more, locate and repair open circuit in Pink/Light Green wire.
Reconnect all components, clear DTCs and check MIL operation.
CIRCUIT TEST NC - INJECTOR DRIVER MODULE ENABLE (IDM-EN)


Diagnostic Aids
* Injector Driver Module (IDM) relay.

* Wiring harness circuit (IDM-EN).

Fig. 42: Identifying Injector Driver Module Enable (IDM-EN) Circuit
1) DTC P1662: Check Circuit No. 814

This DTC indicates that PCM has detected a IDM-EN circuit
* Faulty IDM relay.
* Open IDM-EN circuit.
* Blow fuse.
Remove IDM relay from engine compartment power distribution

box. Turn ignition on. Measure resistance between ground and
White/Black wire at IDM relay wiring harness connector. If resistance
is 100 ohms or more, go to next step. If resistance is less than 100
ohms, go to step 3).
Measure resistance of White/Black wire between IDM relay wiring
is less than 5 ohms, replace PCM. Clear DTCs and repeat QUICK TEST. If
White/Black wire between PCM connector and IDM connector.
Remove PCM relay from engine compartment power distribution
box. Measure resistance of Red wire between PCM relay wiring harness
connector and IDM relay wiring harness connector. If resistance is
less than 5 ohms, reinstall PCM relay and go to step 9). If resistance
is 5 ohms or more, locate and repair open circuit in Red wire.

have been omitted.

Ensure No. 8 fuse is removed. Measure resistance of Yellow
wire between non-powered side of No. 8 fuse holder and IDM relay
resistance is 5 ohms or more, locate and repair open circuit in Yellow
wire. Clear memory and repeat QUICK TEST.
is located on left side of engine compartment. Measure resistance of
Dark Green/Light Green wire between IDM relay connector and terminal
No. 14 at IDM connector. If resistance is less than 5 ohms, go to step
10). If resistance is 5 ohms or more, locate and repair open circuit
in Dark Green/Light Green wire. Clear DTCs and repeat QUICK TEST.
7) Check IDM Relay
Reinstall IDM relay. Ensure No. 8 fuse is removed and IDM is
disconnected. Turn ignition on. Measure resistance between non-powered
side of No. 8 fuse holder (Yellow wire) and terminal No. 14 (Dark
Green/Light Green wire) at IDM connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, replace IDM
relay. Reconnect all connectors. Clear DTCs and repeat QUICK TEST.
8) Check IDM Ground Circuit
Measure resistance of Black/White wire between ground and
terminal No. 26 at IDM connector. If resistance is less than 5 ohms,
replace IDM. Clear DTCs and repeat QUICK TEST. If resistance is 5 ohms
or more, locate and repair open circuit in Black/White wire. Clear
9) Check Voltage At IDM Relay
Turn ignition off. Measure voltage between ground and Yellow
wire at IDM relay wiring harness connector. If battery voltage is
repair open circuit in Yellow wire between IDM relay and starter
relay. Clear memory and repeat QUICK TEST.
10) Check IDM Relay
Turn ignition off. Install IDM relay. Ensure IDM is
terminal No. 14 (Dark Green/Light Green wire) at IDM connector. If
present, replace IDM relay. Clear DTCs and repeat QUICK TEST.
CIRCUIT TEST QA - UNABLE TO ACTIVATE SELF-TEST/COMMUNICATION

ERROR/CODE NOT LISTED
Diagnostic Aids
* Standard Corporate Protocol (SCP) communication wiring

harness circuits BUS (+) and BUS (-).
* Wiring harness circuits (chassis ground, PWR GND and VBAT).
Fig. 43: Identifying Data Link Connector (DLC) Circuits
G -Method
1) DTC P1502: Verify Self-Test TESTSUsed
W/CODES - 7.3L DIESEL Article Text (p. 141)1998 Ford Econoline E25
Verify that correct procedure was used to activate KOEO and
KOER ON-DEMAND SELF-TEST for New Generation Star (NGS) scan tool. See
QUICK TEST under SELF-DIAGNOSTIC SYSTEM. Verify NGS scan tool on
another vehicle before proceeding with this test. If correct procedure
was used, go to next step. If correct procedure was not used, repeat
QUICK TEST.
NOTE: NGS scan tool will abort if battery voltage drops to less
than 9.5 volts. If performing repeated QUICK TEST,
disconnect glow plug relay to prevent battery from going
dead. Relay is located on top, right side of engine. Ignore
DTC P0380 while glow plug relay is disconnected.
2) Check PCM Output

Ensure battery is fully charged and is not the cause of
communication error. Attempt to start engine. If engine starts, go to
next step. If engine does not start, go to CIRCUIT TEST C.
3) Check B+ At Data Link Connector (DLC)
Turn ignition off. Inspect DLC for damaged pins, corrosion
and loose wires. Repair as necessary. Measure resistance between
positive battery terminal and terminal No. 16 at DLC. If resistance is
locate and repair open circuit in DLC B+ circuit. Repeat QUICK TEST.
4) Check DLC Ground Circuit
terminal No. 4 (Black wire) at DLC. If resistance is less than 5 ohms,
go to next step. If resistance is 5 ohms or more, locate and repair
open circuit in Black wire. Repeat QUICK TEST.
terminal No. 5 at DLC wiring harness connector and test pins No. 51,
76, 77 and 103 at breakout box. If all readings are less than 5 ohms,
go to next step. If any reading is 5 ohms or more, locate and repair
open circuit in PWR GND circuit. Repeat QUICK TEST.
6) Check BUS (-) Circuit
Measure resistance between terminal No. 10 (Pink/Light Blue
wire) at DLC wiring harness connector and test pin No. 15 at breakout
is 5 ohms or more, locate and repair open circuit in Pink/Light Blue
wire. Repeat QUICK TEST.
If resistance is 10,000 ohms or less, locate and repair short to
ground Pink/Light Blue wire (BUS (-) circuit). Repeat QUICK TEST.
test pins No. 51, 76, 77 or 103 at breakout box. If voltage is more
than one volt, locate and repair short to power in Pink/Light Blue
wire (BUS (-) circuit). Repeat QUICK TEST. If voltage G -isTESTS
one voltW/CODES
or - 7.3L DIESEL Article Text (p. 142)
9) Check DLC BUS (+) Circuit Resistance
(Tan/Orange wire) at DLC wiring harness connector and test pin No. 16
at breakout box. If resistance is less than 5 ohms, go to next step.
If resistance is 5 ohms or more, locate and repair open circuit in
Tan/Orange wire (BUS (+) circuit). Repeat QUICK TEST.
10) Check BUS (+) Circuit For Short To Power
Turn ignition on. Measure voltage between terminal No. 16
(Tan/Orange wire) at DLC wiring harness connector and test pins No.
51, 76, 77 or 103 at breakout box. If voltage is more than one volt,
locate and repair short to power in Tan/Orange wire (BUS (+) circuit).
Repeat QUICK TEST. If voltage is one volt or less, go to next step.
11) Check For BUS (-) & BUS (+) Circuits Shorted Together
15 and 16 at breakout box. If resistance is more than 10,000 ohms,
replace PCM. Repeat QUICK TEST. If resistance is 10,000 ohms or less,
locate and repair short between BUS (-) and BUS (+) circuits. Repeat
QUICK TEST.
END OF ARTICLE

HEATER SYSTEM
Article Text
For 1
ARTICLE BEGINNING
1998 AIR CONDITIONING & HEAT

Ford Motor Co. - Heater Systems
Econoline Van
DESCRIPTION
MAIN HEATER SYSTEM
Heating system is blend-air type. Major components of system

include blower assembly, plenum assembly, control panel, air ducts,
registers, and temperature and function controls. The blower assembly
is located in engine compartment. All other components are located in
passenger compartment.
AUXILIARY HEATER SYSTEM
Some models are equipped with a recirculating air-type

auxiliary heating system. System components include auxiliary unit
assembly and airflow duct assembly. See Fig. 2.
Control panel is mounted in dashboard and contains function
selector lever, temperature control module and lever, and blower
control switch. An optional control panel mounted in the headliner at
rear of vehicle is available. Optional control panel permits local
control over auxiliary heater. Driver may override rear control panel.
Vehicles with rear heater have 2 blower switches which work
independently of one another.
SYSTEM article.
OPERATION
MAIN SYSTEM CONTROLS
Blower Switches
Control panel mounted front and rear blower switches have 4
positions: low speed, 2 intermediate speeds and high speed. Rear
blower switch can be overridden by blower switch on instrument panel.
Auxiliary switch also has an OFF position. When function selector
switch is in OFF position, blowers will not operate.
Function Selector Switch

The function selector switch can be placed in OFF, vent,
floor, mix and defrost positions. The position of function selector
switch determines whether function doors are open, partially open or
closed. Function doors direct airflow to selected outlets. The 3
vacuum motors and doors are outside/recirculated air, defrost/panel
and defrost/floor.
FUNCTION SELECTOR MODES
NOTE: The function selector switch does not affect the temperature
blend door. Any desired temperature, from full cool to full
warm, can be set regardless of which function control mode
is selected.
OFF
In OFF mode, full vacuum is applied to outside/recirculated
air and floor/defrost vacuum motors. Vacuum is not applied to
panel/defrost vacuum motor. Blower motor is off. Temperature can be
adjusted as desired. Recirculated air is directed to floor outlets.
Vent
In vent mode, outside air is allowed into system. Vacuum is
not applied to outside/recirculated air vacuum motor. Full vacuum is
applied to panel/defrost and floor/defrost vacuum motors. Airflow is
directed to panel outlets. Blower motor speed and temperature can be
adjusted to desired settings.
Floor
In floor mode, outside air is allowed through system. Vacuum
is not applied to outside/recirculated air vacuum motor. Full vacuum
is applied to floor/defrost vacuum motor. Vacuum is not applied to
panel/defrost vacuum motor. Airflow is routed to floor outlets. Blower
motor speed and temperature can be adjusted to desired settings.
Mix
In this mode, outside air is allowed into system. Vacuum is
not applied to outside/recirculated air and panel/defrost vacuum
motors. The panel/defrost and floor/defrost vacuum motors receive
partial vacuum, allowing equal outlet airflow. Blower motor speed and
temperature can be adjusted to desired settings.
Defrost
In defrost mode, outside air is routed through system and out
defrost outlets. Vacuum is not applied to outside/recirculated air,
floor/defrost and panel/defrost vacuum motors. Blower motor speed and
temperature can be adjusted to desired settings.
TEMPERATURE CONTROL SWITCH
Temperature control switch is part of a temperature control

module, attached to control frame with 2 screws. The module contains a
printed circuit board and a linear potentiometer. The potentiometer
switch is mechanically coupled to potentiometer wiper.
The temperature blend door actuator contains a reversible
electric motor and a potentiometer. The potentiometer wiper is
connected to the actuator output shaft and moves with the output shaft
HEATER SYSTEM Article Text (p. 2)1998 Ford Econoline
to indicate position of temperature blend door.
Battery voltage is applied to ends of each potentiometer. The
voltage available at each wiper indicates position of the
potentiometer. The actuator wiper voltage is sent to the control
module and matched with the wiper voltage of the module potentiometer.
The printed circuit board then drives the actuator motor in whichever
direction is necessary to make the actuator wiper voltage agree with
the control wiper voltage.
TROUBLE SHOOTING
BLOWER MOTOR INOPERATIVE
Turn ignition on and blower switch momentarily to each

position. Check for voltage and ground at blower motor connector. If
voltage and ground are present, test blower motor. If voltage is not
present, check fuse No. 13 (15-amp) at instrument panel fuse panel and
fuse No. 13 (50-amp) at engine compartment fuse box, replace fuse(s)
as necessary. Check function selector switch and wiring. If ground is
not present, check blower resistor, blower switch and wiring.
BLOWER MOTOR ONLY RUNS IN LOW
Check blower switch. Check wiring for open circuit. Check

ground circuit for open circuit. Check for open blower motor resistor.
BLOWER MOTOR ONLY RUNS IN HIGH
Check for open blower motor resistor. Check for open thermal
limiter. Check blower switch.
AIR FLOWS FROM WRONG OUTLETS
Test vacuum check valve. Check for vacuum leaks and

inoperative vacuum motor. Check for correct vacuum hose routing. See
Fig. 3.
INSUFFICIENT HEAT
Ensure cooling system is operating properly. Check heater

system hoses and core for coolant flow. Test vacuum check valve. Check
temperature control switch. Check wiring between temperature control
switch and blend door actuator.
ERRATIC FUNCTION MODE SELECTION
1) Check for vacuum source at engine manifold and vacuum

canister. Ensure check valve is installed correctly. Check for leak at
vacuum controller. Ensure all vacuum hoses are correctly routed and
connections are tight. See Fig. 3.
2) Check vacuum motors and vacuum hoses for leaks and kinks.
Check all mode doors and blower motor for binding and foreign HEATER SYSTEM Article Text (p. 3)1998 Ford Ec
material.
TESTING
SYSTEM article.
NOTE: For testing of heater system components not covered in this

article, see A/C-HEATER SYSTEM article.
BLOWER MOTOR
Unplug blower motor harness connector. Using a jumper wire,

connect battery voltage to blower motor connector Orange/Red wire
terminal. Connect a second jumper wire from ground to blower motor
connector Orange/Black wire terminal. Replace motor if it does not
operate at high speed.
BLOWER MOTOR RESISTOR
NOTE: Blower motor resistor controls medium-high, medium-low and

low blower speeds. Blower motor resistor resistance test
specifications are the same for both main and auxiliary
systems.
Remove blower motor resistor. See BLOWER MOTOR RESISTOR R & I

. Measure resistance between indicated terminals. See Fig. 1. See
BLOWER MOTOR RESISTOR RESISTANCE TEST table. If resistance is not as
specified, replace resistor.
BLOWER MOTOR RESISTOR RESISTANCE TEST TABLE
Blower Motor Speed Terminal No. Resistance
Medium-High ............ 3 & 4 ............... 0.25 Ohms

Medium-Low ............. 3 & 1 ................ 0.8 Ohms
Low .................... 3 & 2 ................ 2.7 Ohms
HEATER SYSTEM Article Text (p. 4)1998 Ford Econoline

Fig. 1: Identifying Blower Motor Resistor Terminals
MAIN BLOWER MOTOR SWITCH
Remove control panel from dash. See MAIN CONTROL PANEL under
REMOVAL & INSTALLATION. Check for continuity in all switch positions.
See MAIN BLOWER MOTOR SWITCH CONTINUITY table. If continuity is not as
specified, replace blower motor switch.
MAIN BLOWER MOTOR SWITCH CONTINUITY TABLE
Switch Position Continuity Between
High .......................... Black & Orange/Black Wires

Medium-High .............. Black & Light Blue/Orange Wires
Medium-Low ...................... Black & Red/Orange Wires
REAR BLOWER MOTOR SWITCH
Remove control switch from overhead console. See

REAR (AUXILIARY) CONTROL PANEL under REMOVAL & INSTALLATION. Check for
continuity in all switch positions. See
REAR BLOWER MOTOR SWITCH CONTINUITY table. If continuity is not as
specified, replace rear blower motor switch.
HEATER SYSTEM Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
REAR BLOWER MOTOR SWITCH CONTINUITY TABLE
Switch Position Continuity Between
High ................. Light Green/White & Red/White Wires

Medium-High .... Light Green/White & Dark Blue/White Wires
Medium-Low .......... Light Green/White & Yellow/Red Wires
FUNCTION SELECTOR SWITCH
Place function selector switch in specified position. Using a

vacuum gauge, check for presence or absence of vacuum as specified.
See Fig. 3. If test results are not as specified, check for kinked or
broken vacuum lines. If vacuum lines are okay, replace function
selector valve.
SYSTEM article.
BLOWER MOTOR ASSEMBLY

Disconnect battery cables. Remove battery and battery tray.
Disconnect blower motor lead wire at wiring harness. Remove blower
motor housing tube. Remove ground wire mounting screw from firewall
and 4 screws from blower motor mounting plate. Carefully remove blower
motor assembly. To install, reverse removal procedure.
BLOWER MOTOR RESISTOR R & I
CAUTION: DO NOT touch resistor during or immediately after blower

motor operation. Severe burns may result.
Removal & Installation (Front Blower Motor)

Locate blower resistor in engine compartment. Unplug
electrical connector from resistor. Remove 2 screws and resistor from
heater case. To install, reverse removal procedure. Check blower motor
operation.
Removal & Installation (Rear Blower Motor)

Remove bench seat and service cover. Disconnect wiring
harness at resistor assembly. Remove mounting screws and resistor
assembly. To install, reverse removal procedure. Check blower motor
operation.
MAIN CONTROL PANEL

Remove trim applique and 3 screws retaining control panel to
mounting bracket. Carefully pull control panel from opening.
Disconnect electrical connectors, vacuum hoses, illumination bulb and
temperature control module. Remove push-on vacuum hose retaining clips
from function selector valve, and remove harness. To install, reverse
removal procedure.
HEATER SYSTEM Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
REAR (AUXILIARY) CONTROL PANEL

Carefully pry control panel away from overhead console.
Disconnect lamp and blower motor switch connectors from switch. Remove
control knob. Remove screw and blower motor switch. To install,
HEATER CORE

1) Drain cooling system. Disconnect negative battery cable.
Remove heater hoses from heater core in engine compartment. Plug
hoses. Remove instrument panel. See INSTRUMENT PANEL.
2) Remove 7 screws from heater core cover. Remove heater core
cover. Remove screw and retaining bracket at bottom of heater core.
Remove heater core and seal from case. To install, reverse removal
procedure. Install NEW case seal. Refill and leak test cooling system.
INSTRUMENT PANEL

1) Disable air bag system. See AIR BAG RESTRAINT SYSTEM
article. Place wheels in straight ahead position. Remove back cover
plugs from driver side air bag module. Remove screws from module.
Disconnect horn connector. Disconnect air bag sliding contact
connector. Remove driver side air bag.
2) Remove passenger side finish panel and finish panel
reinforcement. Remove passenger side air bag module retaining nuts.
Carefully slide flat bladed screwdriver under right bottom edge of air
bag module door and lift up. Separate remainder of door using finger
pressure. Disconnect air bag electrical connector. Remove passenger
air bag module.
3) Remove engine cover. Remove steering wheel bolt. Using
appropriate 2-jaw puller, remove steering wheel. Remove steering
column molding. Unscrew steering column release lever. Rotate ignition
switch to RUN position. Use an 1/8" drift to press lock cylinder
retaining pin through access hole in column shroud. Remove lock
cylinder. Remove clockspring. Remove steering column shrouds.
4) Remove lower trim panel and knee brace retaining bolts.
Remove steering column support retaining nuts. Disconnect shift
indicator cable and cable loop from shift tube hook. Remove 2
retaining screws, electrical connectors and multi-function switch.
Remove pinch bolt from steering column universal joint. Disconnect
shift cable from selector lever pivot arm.
5) Remove shift cable by pushing tab on cable in and sliding
cable off bracket. Disconnect ignition switch. Lower steering column
bend bracket and disconnect plastic electrical connectors. Support
steering column and remove 4 column retaining nuts. Remove steering
column.
6) Remove instrument panel cowl top screws. Remove upper Copyright © 1998 Mitchell Repair In
HEATER SYSTEM Article Text (p. 7)1998 Ford Econoline E250For 1
center instrument panel access panel. Disconnect vacuum harness
connector. Remove left upper access panel and remove instrument panel
cowl top nut. Remove instrument panel dash brace.
7) From inside engine compartment, position coolant reservoir
aside. Remove lower main wiring assembly bulkhead connector bolt.
Disconnect bulkhead connector clips and remove bulkhead. From inside
vehicle, remove right side cowl trim panel. Disconnect electronic
crash sensor electrical connector. Disconnect 3 cowl side wiring
connectors.
8) Disconnect antenna from radio and antenna wire from
instrument panel clip. Remove 4 bolts attaching instrument panel to
cowl. Have an assistant support panel, and move it rearward.
9) Disconnect any remaining wires and components. Working
with an assistant, remove instrument panel through driver-side door.
To install, reverse removal procedure.
PLENUM ASSEMBLY

1) Disconnect negative battery cable. Remove instrument
panel. See INSTRUMENT PANEL. Disconnect vacuum hoses from
panel/defrost vacuum motor and floor/defrost vacuum motor. Remove
retainers attaching center register duct and heater air outlet duct to
plenum.
2) Separate plenum from heater housing, center register duct
and heater air outlet duct. Remove plenum assembly. Remove vacuum
motors from plenum. To install, reverse removal procedure.
REAR (AUXILIARY) HEATER ASSEMBLY

Remove third, fourth and fifth bench seats (if equipped).
Drain cooling system. Disconnect heater hoses located under left side
of body. Disconnect rear heater assembly harness connectors. See
Fig. 2. Remove mounting bolts and lift assembly off locating dowel
pin. Remove assembly while guiding heater hoses through from
underbody. To install, reverse removal procedure.
Fig. 2: Identifying Auxiliary (Rear) Heater Components

HEATER SYSTEM Article Text (p. 8)1998 Ford Econ
REAR (AUXILIARY) HEATER CORE
Remove auxiliary heater cover attaching screws, and remove cover
assembly. Remove strap retaining heater core in auxiliary heater case.
2) Drain coolant from radiator. Disconnect heater hoses from
auxiliary heater core. Plug openings. Disengage wire assembly from
auxiliary heater core seal. Slide heater core and seal assembly out of
case. To install, reverse removal procedure. Fill cooling system.
VACUUM DIAGRAM
Fig. 3: Heater System Vacuum Diagram

WIRING DIAGRAMS
HEATER SYSTEM Article Text (p. 9)1998 Ford Econoline E250For 1
Fig. 4: Main & Auxiliary Heater System Wiring Diagram
END OF ARTICLE
HEATER SYSTEM Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
HOW TO USE SYSTEM WIRING DIAGRAMS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Using Wiring Diagrams
All Models
INTRODUCTION
Mitchell obtains wiring diagrams and technical service

bulletins, containing wiring diagram changes from the domestic and
import manufacturers. These are checked for accuracy and are all
redrawn into a consistent format for easy use.
In the past, when cars were simpler, diagrams were simpler.
All components were connected by wires and diagrams seldom exceeded 4
pages in length. Today, some wiring diagrams require more than 16
pages. It would be impractical to expect a service technician to trace
a wire from page 1 across every page to page 16.
Removing some of the wiring maze reduces eyestrain and time
wasted searching across several pages. Today the majority of Mitchell
diagrams follow a much improved format, which permits space for
internal switch details.
Wiring diagrams are drawn in a "top-down" format. The

diagrams are drawn with the power source at the top of the diagram and
the ground point at the bottom of the diagram. Components locations
are identified on the wiring diagrams. Any wires that don't connect
directly to a component are identified on the diagram to indicate
where they go.
COLOR ABBREVIATIONS
COLOR ABBREVIATIONS TABLE
Color Normal Optional
Black ................ BLK .......................... BK

Blue ................. BLU .......................... BU
Brown ................ BRN .......................... BN
Clear ................ CLR .......................... CR
Dark Blue .......... DK BLU ...................... DK BU
Dark Green ......... DK GRN ...................... DK GN
Green ................ GRN .......................... GN
Gray ................. GRY .......................... GY
Light Blue ......... LT BLU ...................... LT BU
Light Green ........ LT GRN ...................... LT GN
Orange ............... ORG .......................... OG
Pink ................. PNK .......................... PK
Purple ............... PPL .......................... PL
Red .................. RED .......................... RD
Tan .................. TAN .......................... TN
Violet ............... VIO .......................... VI
White ................ WHT .......................... WT
Yellow ............... YEL .......................... YL
IDENTIFYING WIRING DIAGRAM ABBREVIATIONS
NOTE: Abbreviations used on Mitchell diagrams are normally

self-explanatory. If necessary see ABBREVIATIONS
article in GENERAL INFORMATION.
IDENTIFYING WIRING DIAGRAM SYMBOLS
NOTE: Standard wiring symbol are used in Mitchell diagrams. The

illustration below will help clarify any symbols that are
not easily understood at a glance. Most components are
labeled "Motor", "Switch" or "Relay" in addition to being
drawn with the standard symbol.
HOW TO USE SYSTEM WIRING DIAGRAMS Article Text (p. 2)1998 For
HOW TO USE SYSTEM WIRING DIAGRAMS Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
Fig. 1: Identifying Wiring Diagram Symbols
WIRING DIAGRAM COMPONENT LOCATIONS

When trying to locate a component in a wiring diagram and you
don't know the specific system where it is located, use this handy
component locator to find the system wiring diagram in which the
component is located. Then, go to that system and locate the component
within the wiring diagram.
For example, if you don't know the specific system in which
the ignition switch is located, look up ignition switch in the wiring
diagram component location tables and go to the appropriate wiring
diagram(s) which contain either full or partial views of the ignition
switch. The full view of the ignition switch is located in Power
Distribution.
The first listing for the component will be the full or most
complete view of the component. Additional listings will be partial
views of the component. Not all components are used on all models.
All components will have a partial view in Ground
Distribution and Power Distribution. Data Link Connectors show
connecting circuits between modules. Alternate names for components
may be listed in wiring diagram component locations tables.
WIRING DIAGRAM COMPONENT LOCATIONS TABLE
Component Wiring Diagram
ABS Electronic Control Unit ....................... Anti-Lock Brakes

Data Link Connectors
ABS Hydraulic Unit ................................ Anti-Lock Brakes
Acceleration Sensor ............................... Anti-Lock Brakes
Accessory Delay Relay ................................ Power Windows
A/C Compressor Clutch Relay ..................... Engine Performance
A/C Sensor ...................................... Engine Performance
A/C Pressure Switch ............................. Engine Performance
Adaptive Lamp Control Module ....................... Exterior Lights
Air Bag(s) ................................ Air Bag Restraint System
Air Bag Module ............................ Air Bag Restraint System
Air Bag Sensor(s) ......................... Air Bag Restraint System
Air Injection Pump Relay ........................ Engine Performance
Air Temperature Sensor ............................ Overhead Console
Alternator (Generator) ..................... Generators & Regulators
Anti-Theft Control Module ........................ Anti-Theft System
Starters
Autolamp Control Relay ........................... Headlight Systems
Daytime Running Lights
Automatic Shutdown (ASD) Relay .................. Engine Performance
Generators & Regulators
Autostick Switch ................................ Engine Performance
Auxiliary Battery Relay .................... Generators & Regulators
Back-Up Lights ...................................... Back-Up Lights
Exterior Lights
Barometric (BARO) Pressure Sensor ............... Engine Performance
Battery ......................................... Power Distribution
Battery Temperature Sensor ...................... Engine Performance
Body Control
HOW TO USE Module
SYSTEM ..........................
WIRING DIAGRAMS Body Control Article
ComputerText (p. 4)1998 Ford Econoline E250For 1 Copyright © 1998 Mitc
Anti-Theft System
Engine Performance
Headlight Systems
Warning Systems
Boost Control Solenoid .......................... Engine Performance
Boost Sensor .................................... Engine Performance
Brake Fluid Level Switch .................. Analog Instrument Panels
Brake On/Off (BOO) Switch ................... Cruise Control Systems
Engine Performance
Shift Interlock Systems
Buzzer Module ...................................... Warning Systems
Camshaft Position (CMP) Sensor .................. Engine Performance
Central Control Module ........................... Anti-Theft System
Clockspring ............................... Air Bag Restraint System
Cruise Control Systems
Steering Column Switches
Clutch Pedal Position Switch .............................. Starters
Clutch Start Switch ....................................... Starters
Combination Meter ......................... Analog Instrument Panels
Constant Control Relay Module (CCRM) ............ Engine Performance
Electric Cooling Fans
Convenience Center .............................. Power Distribution
Illumination/Interior Lights
Convertible Top Motor ........................ Power Convertible Top
Convertible Top Switch ....................... Power Convertible Top
Crankshaft Position (CKP) Sensor ................ Engine Performance
Cruise Control Module ....................... Cruise Control Systems
Cruise Control Switch ....................... Cruise Control Systems
Condenser Fan Relay(s) ....................... Electric Cooling Fans
Data Link Connector (DLC) ....................... Engine Performance
Daytime Running Lights Module ............... Daytime Running Lights
Exterior Lights
Defogger Relay ................................ Rear Window Defogger
Diagnostic Energy Reserve Module (DERM) ... Air Bag Restraint System
Discriminating Sensor (Air Bag) ........... Air Bag Restraint System
Distributor ..................................... Engine Performance
Door Lock Actuators ............................... Power Door Locks
Remote Keyless Entry
Door Lock Relay(s) ................................ Power Door Locks
Electrochromic Mirror ................................ Power Mirrors
Electronic Level Control (ELC)
Height Sensor .............................. Electronic Suspension
Electronic Level Control (ELC) Module ........ Electronic Suspension
Engine Coolant Temperature (ECT)
Sending Unit ............................ Analog Instrument Panels
Engine Coolant Temperature (ECT) Sensor ......... Engine Performance
Engine Control Module ........................... Engine Performance
Starters
ETACS ECU .......................................... Warning Systems
Power Windows HOW TO USE SYSTEM WIRING DIAGRAMS Article T
Remote Keyless Entry
Evaporative (EVAP) Emissions Canister ........... Engine Performance
EVAP Canister Purge Solenoid .................... Engine Performance
EVAP Canister Vent Solenoid ..................... Engine Performance
Exhaust Gas Recirculation (EGR) Valve ........... Engine Performance
Fuel Tank Vacuum Sensor ......................... Engine Performance
Fog Lights ....................................... Headlight Systems
Fog Light Relay .................................. Headlight Systems
Fuel Door Release Solenoid ................. Power Fuel Door Release
Fuel Gauge Sending Unit ................... Analog Instrument Panels
Fuel Injectors .................................. Engine Performance
Fuel Pump ....................................... Engine Performance
Fuel Pump Relay ................................. Engine Performance
Power Distribution
Fuse/Relay Block ................................ Power Distribution
Fusible Links ................................... Power Distribution
Starters
Generator .................................. Generators & Regulators
Engine Performance
Power Distribution
Generic Electronic Module (GEM) ............... Body Control Modules
Electronic Suspension
Glow Plug Relay ................................. Engine Performance
Glow Plugs ...................................... Engine Performance
Grounds ........................................ Ground Distribution
Headlight Door Module .............................. Headlight Doors
Headlight Relay .................................. Headlight Systems
Headlights ....................................... Headlight Systems
Heated Oxygen Sensor(s) (HO2S) .................. Engine Performance
Heated Windshield Control Module ................ Heated Windshields
Height Sensor ................................ Electronic Suspension
Horns ..................................... Steering Column Switches
Horn Relay ................................ Steering Column Switches
Idle Air Control (IAC) Motor/Valve .............. Engine Performance
Ignition Coil(s) ................................ Engine Performance
Ignition Key Lock Cylinder ....................... Anti-Theft System
Ignition Module ................................. Engine Performance
Ignition Switch ................................. Power Distribution
Engine Performance
Starters
Illuminated Entry Module .............. Illumination/Interior Lights
Illumination Lights ................... Illumination/Interior Lights
Impact Sensor ............................. Air Bag Restraint System
Inertia Fuel Shutoff Switch ..................... Engine Performance
Inhibit Relay ............................................. Starters
Instrument Cluster ........................ Analog Instrument Panels
HOW TO USE SYSTEM WIRING DIAGRAMS Article Text (p. 6)
Intake Air Temperature (IAT) Sensor ............. Engine Performance
Interior Lights ....................... Illumination/Interior Lights
Interlock Switch .......................................... Starters
Junction Block .................................. Power Distribution
Keyless Entry Receiver ........................ Remote Keyless Entry
Key Reminder Switch ....................................... Starters
Knock Sensor .................................... Engine Performance
Lamp Control Module ................................ Exterior Lights
License Plate Lamp ................................. Exterior Lights
Lighting Control Module ................... Lighting Control Modules
Anti-Theft System
Headlight Systems
Lower Relay .................................. Power Convertible Top
Malfunction Indicator Light (MIL) ............... Engine Performance
Instrument Panels
Manifold Absolute Pressure (MAP) Sensor ......... Engine Performance
Mass Airflow (MAF) Sensor ....................... Engine Performance
Mega Fuse .................................. Generators & Regulators
Memory Seat/Mirror Module ........................... Memory Systems
Mirror Defogger ............................... Rear Window Defogger
Moon Roof Motor .................................... Power Moon Roof
Moon Roof Relay .................................... Power Moon Roof
Multi-Function Control Module ...................... Warning Systems
Neutral Safety Switch ..................................... Starters
Oil Level Switch ................................ Engine Performance
Oil Pressure Switch/Sending Unit .......... Analog Instrument Panels
Engine Performance
Overhead Console .................................. Overhead Console
Oxygen Sensor(s) (O2S) .......................... Engine Performance
Parking Brake Switch ...................... Analog Instrument Panels
Park Lights ........................................ Exterior Lights
Park/Neutral Position Switch .............................. Starters
Engine Performance
Anti-Theft System
Body Control Module
Perimeter Lighting Control Relay ................... Exterior Lights
Power Amplifier ..................................... Power Antennas
Power Antenna Module ................................ Power Antennas
Power Antenna Motor ................................. Power Antennas
Power Distribution Center ....................... Power Distribution
Starters
Power Door Lock Motors ............................ Power Door Locks
Power Mirror Motors .................................. Power Mirrors
Memory Systems
Power Sliding Door Controller .............. Power Sliding Side Door
Power Seat Motors ...................................... Power Seats
Memory Systems
Power Steering Pressure Switch .................. Engine Performance
Power Top Motor .............................. Power Convertible Top
Power Top Relay(s) ........................... Power Convertible TopHOW TO USE SYSTEM WIRING DIAGRAMS Article Te
Powertrain Control Module ....................... Engine Performance
Analog Instrument Panels
Data Link Connectors
Starters
Power Window Motors .................................. Power Windows
Power Window Relay(s) ................................ Power Windows
Radiator Fan Motor(s) ........................ Electric Cooling Fans
Radiator Fan Relay(s) ........................... Engine Performance
Electric Cooling Fans
Rainsense Module .............................. Wiper/Washer Systems
Raise Relay .................................. Power Convertible Top
Remote Anti-Theft Personality (RAP) Module ....... Anti-Theft System
Starters
Warning Systems
Seat Belt Pretensioners ................... Air Bag Restraint System
Seat Belt Retractor Solenoid .................... Passive Restraints
Seat Belt Switch .......................... Air Bag Restraint System
Passive Restraints
Shift Interlock Solenoid ................... Shift Interlock Systems
Shift Lock Actuator ........................ Shift Interlock Systems
Side Marker Lights ................................. Exterior Lights
SIR Coil Assembly (Clockspring) ........... Air Bag Restraint System
Slip Ring (Clockspring) ................... Air Bag Restraint System
Steering Column Switches
SRS Control Module ........................ Air Bag Restraint System
Starter Motor ............................................. Starters
Starter Interrupt Relay ................................... Starters
Starter Solenoid .......................................... Starters
Starter Relay ............................................. Starters
Steering Wheel Position Sensor .................... Anti-Lock Brakes
Stoplights ......................................... Exterior Lights
Stoplight Switch ................................ Engine Performance
Anti-Lock Brakes
Sun Roof ECU ........................................ Power Sun Roof
Sun Roof Motor ...................................... Power Sun Roof
Sun Roof Position Sensor ............................ Power Sun Roof
Taillights ......................................... Exterior Lights
Throttle Position (TP) Sensor ................... Engine Performance
Torque Converter Clutch Solenoid/Switch ......... Engine Performance
Traction Control Switch ........................... Anti-Lock Brakes
Trailer Tow Connector .............................. Exterior Lights
Trailer Tow Relay .................................. Exterior Lights
Transmission/Transaxle .......................... Engine Performance
Transmission Control Module (TCM) ............... Engine Performance
Starters
Transmission Range Sensor ................................. Starters
Back-Up Lights
Engine Performance
Transmission Range Switch ........................... Back-Up LightsHOW TO USE SYSTEM WIRING DIAGRAMS Article Te
Engine Performance
Anti-Theft System
Turn Signal Flasher ................................ Exterior Lights
Turn Signal Lights ................................. Exterior Lights
Twilight Sentinel Switch ......................... Headlight Systems
Vapor Canister Leak Detection Pump .............. Engine Performance
Vehicle Control Module (VCM) .................... Engine Performance
Vehicle Dynamic Module ....................... Electronic Suspension
Vehicle Speed Control Servo ................. Cruise Control Systems
Vehicle Speed Sensor .......................... Data Link Connectors
Electronic Suspension
Voltage Regulator .......................... Generators & Regulators
Water-In-Fuel Sensor ............................ Engine Performance
Wheel Speed Sensors ............................... Anti-Lock Brakes
Window Timer Module .......................... Power Convertible Top
Windshield Intermittent Wiper Relay ........... Wiper/Washer Systems
Windshield Washer Motor ....................... Wiper/Washer Systems
Wiper Motor ................................... Wiper/Washer Systems
END OF ARTICLE
HOW TO USE SYSTEM WIRING DIAGRAMS Article T

H - TESTS W/O CODES - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Trouble Shooting (EEC-V) - No Codes
INTRODUCTION
Before diagnosing symptoms or intermittent faults, perform

BASIC DIAGNOSTIC PROCEDURES in appropriate article:
For Pickup, see F - BASIC TESTING - 5.4L.

For Van, see F - BASIC TESTING - 5.4L.
Also, perform QUICK TEST in appropriate article:

Use this article to diagnose driveability problems existing when a

hard fault code is not present.
NOTE: Some driveability problems may have been corrected by

manufacturer with a revised Powertrain Control Module (PCM).
Check with manufacturer for latest PCM application.
Symptom checks can direct the technician to malfunctioning

component(s) for further diagnosis. A symptom should lead to a
specific component or system test and/or adjustment.
Use intermittent test procedures to locate driveability
problems that DO NOT occur when the vehicle is being tested. These
test procedures should also be used if a soft (intermittent) trouble
code was present, but no problem was found during self-diagnostic
testing.
NOTE: For specifications, see D - ADJUSTMENTS or

C - SPECIFICATIONS - 5.4L CNG.
SYMPTOMS

See COMPUTER RELEARN PROCEDURES article in the GENERAL
SYMPTOM DIAGNOSIS
Symptom checks cannot be used properly unless problem occurs
while vehicle is being tested. To reduce diagnostic time, ensure steps
in appropriate articles were performed before diagnosing a symptom:
For Pickup, see F - BASIC TESTING - 5.4L and

G - TESTS W/CODES - 5.4L CNG.
For Van, see F - BASIC TESTING - 5.4L and
G - TESTS W/CODES - 5.4L CNG.
Symptom checks are listed in order of probability, ease of

accomplishment, and accessibility. Symptoms available for diagnosis
are as follows.
* No Crank
* Hard Start/Long Crank
* No Start/Normal Crank
* Slow Return To Idle
* High Idle (Diesels/Runs On)
* Low Idle (Stalls On Deceleration)
* Rough Idle, Stalls, Misses, Hesitation Or Surge
* Backfires
* Loss Of Power
* Spark Knock
* Poor Fuel Economy
* Emissions Compliance
* Warning Indicator Lights
* Improper Automatic Transmission Shift
* Tachometer, Speedometer Or Fuel Gauge Inoperative
* High Oil Consumption
* Electric Cooling Fan Does Not Run At Low/& Or High Speed
* Electric Cooling Fan Always On
* Exhaust Smoke
* Fuel Smell
* Engine Noise
* Climate Control (Lack Of Cooling)
* Climate Control (A/C Always On)
* A/C Does Not Turn Off During WOT
* Brakelights Always On Or Off
* Sulfur Smell
* Fuel Pump Always Runs
NO CRANK
Preliminary Checks
Check battery connections. Check starter relay connections.
Check all fuse/fuse links. Ensure gearshift lever is in Park position.
If vehicle is equipped with anti-theft system, ensure system is
deactivated.
Symptom Checks
Check the following items:
H - TESTS W/O CODES - 5.4L CNG Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
* Check starter relay.
* Check starter circuit.
* Check charging circuit.
* Check for defective flywheel.
* Check ignition switch.
* Check for seized/hydro-locked engine.
* Check transmission linkage adjustment or Transmission Range
(TR) sensor adjustment. See ADJUSTMENTS in
AUTOMATIC TRANSMISSION article in the TRANSMISSION SERVICING
section. If no problems are indicated, return to
SYMPTOM DIAGNOSIS to identify any additional symptoms or go
to CIRCUIT TEST Z in appropriate article and check for
intermittent faults:

HARD START/LONG CRANK
Preliminary Checks
Check for vacuum leaks. Check fuel quality (octane,
winter/summer grade fuel, methanol, etc.). Check air intake system and
air cleaner for leaks and/or restrictions. Check battery condition and
starter current draw.
Symptom Checks
* Check secondary ignition system. See CIRCUIT TEST JB in


* Check fuel delivery system. See CIRCUIT TEST HB in


* Check for restricted exhaust system. See CIRCUIT TEST HF in


* Check cooling system for overheating (hard hot start symptom

only).
* Check Positive Crankcase Ventilation (PCV) system. See
CIRCUIT TEST HG in appropriate article:
For Pickup,
H - TESTS W/Osee G - TESTS
CODES W/CODES
- 5.4L - 5.4LText
CNG Article CNG.(p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
* Check Fuel Evaporation (EVAP) system.

* Check intake air system. See CIRCUIT TEST HU in

* Check starting system.

* Check for contaminated Mass Airflow (MAF) sensor. If MAF
sensor is okay, return to SYMPTOM DIAGNOSIS to identify any
additional symptoms or go to CIRCUIT TEST Z in appropriate
article and check for intermittent faults:

NO START/NORMAL CRANK
Extended cranking, due to a no-start condition, can load

exhaust system with raw fuel, which can ruin catalytic converter after
engine is started. On vehicles with Secondary Air Injection (AIR)
system, perform the following procedure after the no-start condition
has been repaired.
* On vehicles with electric AIR system, disconnect AIR solid

state relay. Start and run engine until surplus fuel is used,
and then reconnect relay. Disconnecting AIR solid state relay
may set a Diagnostic Trouble Code (DTC). After repairs are
completed, clear DTCs. See appropriate article:

* On vehicles with mechanical Secondary Air Injection (AIR),

disconnect secondary air supply. Start and run engine until
surplus fuel is used, and then reconnect air supply.
Preliminary Checks
Check Inertia Fuel Shutoff (IFS) switch. Check fuel pressure
and quality (octane, winter/summer grade fuel, methanol, etc.). Check
alarm/anti-theft devices. Check wiring harness connectors. Check for
disconnected or restricted air intake duct. Check fuses and relays.
Symptom Checks
* Check if engine will start with throttle closed. If engine

starts, go to CIRCUIT TEST Z in appropriate article and check
for intermittent causes of no-start condition:
H - TESTS W/O CODES - 5.4L CNG Article Text (p. 4)
* Check if engine will start at part throttle. If engine

starts, Idle Air Control (IAC) system may be defective. Go to
CIRCUIT TEST KE, step 2) in appropriate article:

* Check ignition and fuel system. See CIRCUIT TEST A in




* Check engine mechanical condition. Check compression,

camshaft, valve train components, etc. If no problems are
indicated, return to SYMPTOM DIAGNOSIS to identify any

SLOW RETURN TO IDLE
Preliminary Checks
Check for vacuum leaks. Check throttle linkage operation.
Check throttle body.
Symptom Checks
* Check PCV system. See CIRCUIT TEST HG in appropriate article:

* Check intake air system. See CIRCUIT TEST HU in appropriate

article:

If air intake system is okay, return to SYMPTOM DIAGNOSIS to

identify W/O
H - TESTS any additional
CODESsymptoms or go
- 5.4L CNG to CIRCUIT
Article TEST
Text (p. Z in Ford Econoline E250For 1
5)1998 Copyright © 1998 Mitchell Repair In
appropriate G - TESTS W/CODES article and check for
intermittent faults.
HIGH IDLE (DIESELS/RUNS ON)
Preliminary Checks
Check for vacuum leaks. Check for carbon build-up on throttle
plate. Check throttle linkage operation. Check for binding/sticking
cruise control linkage. Check for air intake duct leaks. Check for
leaking intake manifold gasket.
Symptom Checks
* Check air intake system. See CIRCUIT TEST HU in appropriate

article:


identify any additional symptoms or go to CIRCUIT TEST Z in
LOW IDLE (STALLS ON DECELERATION)
Preliminary Checks
Check Idle Air Control (IAC) wiring harness connector. Check
for vacuum leaks. Ensure vacuum hoses are routed properly. Check air
intake duct.
Symptom Checks
* With engine running, check if idle speed decreases or engine

stalls when IAC valve is disconnected. If idle speed does not
decrease or if engine does not stall, check for IAC system
fault. See CIRCUIT TEST KE in appropriate article:

* Torque converter may not be functioning properly. See

TRANSMISSION SERVICE & REPAIR article for symptom diagnosis.
* If idle is low (with A/C on), check ACCS Parameter
Identification (PID) value. See appropriate article:
For Van, see J - PIN VOLTAGE CHARTS - 5.4L CNG.

For Pickup, see J - PIN VOLTAGE CHARTS - 5.4L.
If PID value is incorrect, go to CIRCUIT TEST KM, step 10) inH - TESTS W/O CODES - 5.4L CNG Article Text (p

* Check fuel delivery fuel system. See CIRCUIT TEST HB in



article:


camshaft, valve train components, etc. If mechanical
condition is okay, return to SYMPTOM DIAGNOSIS to identify
any additional symptoms or go to CIRCUIT TEST Z in
appropriate article and check for intermittent faults:

ROUGH IDLE, STALLS, MISSES, HESITATION OR SURGE
NOTE: The Powertrain Control Module (PCM) is equipped with an over

RPM/speed limiting function that will shut off fuel delivery
when predetermined speed is exceeded.
WARNING: On some vehicles, vehicle may stall if engine is left running

during refueling. Advise customer to always turn engine off
during refueling to avoid contamination or damage to EVAP
system.
Preliminary Checks
Check for vacuum leaks. Check air intake duct and air filter.
Check ignition wiring. Check fuel quality (octane, winter/summer grade
fuel, methanol, etc.). Check wiring harness connector for poor
connections.
Symptom Checks
* With transmission in Park, if engine stalls, check Idle Air

Control (IAC) system. See CIRCUIT TEST KE, step 2) in

For Van, see G - TESTS W/CODES - 5.4L CNG. H - TESTS W/O CODES - 5.4L CNG Article Text (p
* With transmission in Park, if engine idles rough, check if
idle speed decreases or engine stalls when IAC valve is
disconnected. If idle speed does not decrease or if engine
does not stall, check for IAC system fault. See
CIRCUIT TEST KE in appropriate article:

* Check the following Parameter Identification (PID) values:

DPFEGR, ECT, IAC, LONGFT 1, LONGFT 2, VPWR and VREF. See

On some vehicles, all PIDs may not be applicable.




* Check exhaust system for restriction. See CIRCUIT TEST HF in


* Check PCV system. See CIRCUIT TEST HG in


* Ensure transmission is functioning properly. If engine stalls

during transmission engagement, check transmission solenoids.
See TRANSMISSION SERVICE & REPAIR article.
* Check EVAP system. If engine stalls, go to CIRCUIT TEST HX,
step 19) in appropriate article:

For all other symptoms, go to CIRCUIT TEST HX,

Hstep 44) in W/O CODES - 5.4L CNG Article Text (p. 8)1998 For
- TESTS
appropriate G - TESTS W/CODES article.
camshaft, valve train components, etc.
* If engine stalls at idle, runs rough at idle, has a rolling
idle or has any symptoms associated with a sticking throttle
body, go to CIRCUIT TEST HU in appropriate article:

* Check for driveline faults. Check charging system. Check for

engine surge with A/C on. Check for engine surge with cruise
control on. On vehicles with rolling idle and/or engine
stumbles when A/C cycles on, check A/C compressor diode. If
no problems are indicated, return to SYMPTOM DIAGNOSIS to
appropriate article and check for intermittent faults:

BACKFIRES
Preliminary Checks
Check vacuum hose routing. Check spark plug wiring (if
equipped) for incorrect firing order.
Symptom Checks






If no problems are indicated, return to SYMPTOM DIAGNOSIS to

intermittent faults. H - TESTS W/O CODES - 5.4L CNG Article Text (p
LOSS OF POWER
NOTE: The PCM is equipped with an over RPM/speed limit function.

If programmed speed is exceeded, fuel delivery will shut off
and DTC P1270 will be set in PCM memory.
Preliminary Checks
Verify symptom is reported under normal driving conditions
without engine under excessive load conditions. Check vacuum hose
routing. Check for restricted air filter. Check wiring harness
connectors. Check throttle linkage. Check for obstructed radiator.
Check transmission fluid.
Symptom Checks



* Check intake manifold tuning valve. Using scan tool, select
IMTVF PID. PID value should indicate NO. Turn ignition on and
note PID value. Start engine and raise engine speed to
3000 RPM. Again, note PID value. If either PID value
indicates YES, go to CIRCUIT TEST HU, step 65) in





* Check exhaust system. See CIRCUIT TEST HF in


For Van, see G - TESTS W/CODES
H - TESTS W/O -CODES
5.4L CNG.
- 5.4L CNG Article Text (p. 10)1998 Ford Econoline E250For 1
* Check engine compression. Check engine mechanical condition.
Check intake manifold gasket, camshaft and valves.
* Ensure transmission is functioning properly. If engine stalls
during transmission engagement, check transmission solenoids.
See TRANSMISSION SERVICE & REPAIR article.
* Check for binding/dragging brakes.
* Check charging system. Check customer driving habits (i.e.,
driving with excessive loads). If no problems are indicated,
return to SYMPTOM DIAGNOSIS to identify any additional
symptoms or go to CIRCUIT TEST Z in appropriate article and
check for intermittent faults:

SPARK KNOCK
Preliminary Checks
Check vacuum hose routing. Check for restricted air intake
system. Check fuel quality.
Symptom Checks
* Check cooling system for overheating. If cooling system is
overheating, go to ENGINE RUNS HOT symptom.



* Check PCV system. See CIRCUIT TEST HB in


* On vehicles with OCT ADJ circuit (PCM terminal No. 30), check
octane adjust input to PCM. See CIRCUIT TEST FG, step 5) in

For Van, see G - TESTS W/CODES - 5.4L CNG.H - TESTS W/O CODES - 5.4L CNG Article Text (p. 11)
* On vehicles with Knock Sensor (KS), check KS input to PCM.
See CIRCUIT TEST DG in appropriate article:

* Check intake air system. Check engine oil quality. If

available, check Technical Service Bulletins (TSBs) for
octane adjust information. If no problems are indicated,

POOR FUEL ECONOMY
NOTE: Fuel consumption will increases during stop-and-go driving,

trailer towing, short-run operation, extended winter warm-up
periods, etc. Determine if these factors are the cause of
poor fuel mileage before proceeding with diagnostic
procedure.
Preliminary Checks
Check for restricted air filter/air intake duct. Check
transmission fluid level. Check fuel quality and coolant level.
Symptom Checks






* Check exhaust system. See CIRCUIT TEST HF in appropriate
article:


* Check engine mechanical condition. Check intake manifold

gasket, camshaft and valves.
* Check for contaminated Mass Airflow (MAF) sensor.
* Ensure engine operates at normal operating temperature.
* Ensure transmission operates properly.
* Check for dragging brakes.
EMISSIONS COMPLIANCE
Canada and some states or metropolitan areas in the United

States require periodic emission, or Inspection/Maintenance (I/M)
tests. All Ford products have been designed to pass these tests. If a
Ford product fails an I/M test, it is probable that the engine
temperature was not warm and stabilized prior to the test or the
vehicle had idled excessively long prior to the test. Before starting
any services, verify complaints of idle emission test failure.
The following encompasses most of the emissions measurement
modes of current state idle test procedures:
* Ensure engine is at normal operating temperature and all

accessories are turned off.
* Check emissions at idle.
* Operate engine at 2500 RPM.
* Check emissions within 30 seconds.
* Return engine speed to idle.
If any emission component is changed, Keep-Alive Memory (KAM)

should be cleared before repeating state emission test procedure. To
minutes. See appropriate article:

To relearn adaptive strategy, see COMPUTER RELEARN PROCEDURES article

in the GENERAL INFORMATION section.
Preliminary Checks
Check for vacuum leaks/blockage. Check wiring harness
connectors.
H - TESTSEnsure proper scheduled
W/O CODES maintenance
- 5.4L CNG has been
Article Text performed.
(p. 13)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Symptom Checks
* If vehicle failed an EVAP Leak Test or a Purge Flow Test

only, check for damaged fuel filler cap. Visually check all
EVAP lines/hoses for proper connections, damage or blockage.
Check EVAP canister for damage. If no problems are indicated,
go to CIRCUIT TEST HX, step 44) in appropriate article:




* Check engine emissions. If HC emissions are excessive, check
fuel delivery system. See CIRCUIT TEST HB in

If fuel delivery system is okay, check secondary ignition

system. See CIRCUIT TEST JB in appropriate G - TESTS W/CODES
article. If ignition system is okay, check PCV system. See
CIRCUIT TEST HG in appropriate G - TESTS W/CODES article. If
PCV system is okay, check engine compression. Check engine
mechanical condition. Check intake manifold gasket, camshaft
and valves.
* If NOx emissions are excessive, check engine mechanical
condition (excessive cylinder carbon build-up). If engine
mechanical condition is okay, check transmission torque
converter operation. Check cooling system. If cooling system
is okay, check for causes for engine running lean (vacuum
leaks, low fuel pressure, etc.). If no problems are found,
check catalytic converter efficiency. See
I - SYSTEM/COMPONENT TESTS - 5.4L CNG article.
* If CO emissions are excessive, check secondary ignition
system. See CIRCUIT TEST JB in appropriate article:

If ignition system is okay, check fuel delivery system. See

CIRCUIT TEST HB in appropriate G - TESTS W/CODES article. If
fuel system is okay, check PCV system. See CIRCUIT TEST HG inH - TESTS W/O CODES - 5.4L CNG Article Te
appropriate G - TESTS W/CODES article. If PCV system is okay,
check exhaust system for restriction. See CIRCUIT TEST HF in
appropriate G - TESTS W/CODES article. If exhaust system is
okay, check engine compression. Check engine mechanical
condition. Check intake manifold gasket, camshaft and valves.
WARNING INDICATOR LIGHTS
Preliminary Check
Check for wiring harness connectors.
Symptom Checks
* If Malfunction Indicator Light (MIL) is always on, go to

CIRCUIT TEST NB, step 1) in appropriate article:

* If Malfunction Indicator Light (MIL) does not come on, go to


* If Transmission Control Indicator (TCIL) does not come on, go

to CIRCUIT TEST TB, step 8) in appropriate article:

* If engine does not start, go to CIRCUIT TEST A in


IMPROPER AUTOMATIC TRANSMISSION SHIFT
Preliminary Checks
Check transmission fluid level and condition. Check for
transmission leaks. Check wiring harness connectors. Check for vehicle
modifications. Check for electronic add-on items. Check for
misadjusted shift linkage.
Symptom Checks
* Check transmission mechanical components. See

TRANSMISSION SERVICE & REPAIR article.
H - TESTS W/O CODES - 5.4L CNG Article Te
TACHOMETER, SPEEDOMETER OR FUEL GAUGE INOPERATIVE
Preliminary Checks
Check wiring harness connectors for loose, damaged or
corroded terminals.
Symptom Checks
* If tachometer is inoperative, go to CIRCUIT TEST JH in


* If fuel gauge is inoperative, check instrument cluster and

fuel gauge circuits. See INSTRUMENT PANELS article in the
ACCESSORIES & EQUIPMENT section for diagnosis and testing.
* If speedometer is inoperative, go to INSTRUMENT PANELS
article in the ACCESSORIES & EQUIPMENT section for diagnosis
and testing.
HIGH OIL CONSUMPTION
Preliminary Checks
Check for external engine oil leaks. Check for proper oil
dipstick. Check for proper oil viscosity.
Symptom Checks

* Check engine mechanical condition. Check valves, valve

guides, valve stem oil seals, intake manifold gaskets,
cylinder head oil drain passages and piston rings. If no
problems are indicated, return to SYMPTOM DIAGNOSIS to
identify any additional symptoms.
ELECTRIC COOLING FAN DOES NOT RUN AT LOW/& OR HIGH SPEED
Preliminary Checks
Perform the following checks:
* Engine coolant level.

* Cooling fan wiring harness connections.
* Coolant leaks.
* Water/anti-freeze mixture.
H - *TESTS
Radiator condition.
W/O CODES - 5.4L CNG Article Text (p. 16)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
* Collapsed/restricted radiator hoses.
* Radiator pressure cap.
* Overflow system.
Symptom Checks
* If cooling fan(s) operates at all speeds, check for other

causes of overheating symptom (internal engine problems,
excessive vehicle load, transmission overheating, brake drag
or faulty gauge/sender). Repair as necessary.
ELECTRIC COOLING FAN ALWAYS ON
Symptom Checks
* Ensure all accessories, A/C and defroster are off, and engine
is cooled (so cooling fan would not normally come on). Start
engine. Check electric cooling fan. If cooling fan runs
continuously, check wiring harness to cooling fan. Check
wiring harness to A/C high pressure switch (on 2-speed
cooling fan applications) or A/C pressure sensor.
* If cooling fan still runs continuously, start engine and
allow to idle. Using scan tool, select ACP PID. If PID value
indicates CLOSED, with engine running at idle, disconnect A/C
high pressure switch. Again, using scan tool, view ACP PID.
If PID value still indicates CLOSED, check for short to
ground in ACPSW circuit. See appropriate wiring diagram in

If circuit is not shorted to ground, check A/C high pressure

switch operation. Also, check for overcharged A/C system.
EXHAUST SMOKE
Black Smoke (Rich Mixture)
* Check for restricted air cleaner/air intake duct.



For Pickup, see G -HTESTS W/CODES

- TESTS - 5.4L CNG.
W/O CODES - 5.4L CNG Article Text (p. 17)1998 Ford Econoline E250For 1
Blue Smoke (Burning Oil)

* Check engine mechanical condition. Check valve guides, valve

stems, valve seals, oil drain passages in cylinder heads
(Blue smoke on start-up), piston rings and cylinder bores.
White Smoke (Water In Combustion)
* Check for cylinder head gasket leaks, intake manifold gasket

leaks and cracked engine block.
FUEL SMELL
Preliminary Checks
Check fuel system for leaks.
Symptom Checks
* When ignition is turned on, fuel pump should run for about 5
seconds then shut off. If fuel pump does not shut off, go to
FUEL PUMP ALWAYS ON symptom.
* Check fuel delivery system for leaks. See CIRCUIT TEST HB,

* Check EVAP system. Go to CIRCUIT TEST HX, step 44) in


ENGINE NOISE
Symptom Checks
Squeal, Click Or Chirp
* Check for low oil level.

* Check valve train components.
* Check drive belts. On vehicles with mechanical secondary air
injection pump, if air pump belt is noisy, go to CIRCUIT
TEST HM, step 81) in appropriate article:

* Check EEC-V solenoids.
Rattle
* Check for loose components.
Hiss
* Check for cooling system leaks.

* Check for vacuum leaks.
* Check for loose spark plugs.
* Check for air intake leaks.
* Check for secondary air injection leaks.
* Check for Evaporative Emission (EVAP) system leaks.
Snap
* Perform a visual/audible check of secondary ignition system.
Rap Or Roar
* Check for exhaust leak.

Knock
* Check for worn rod/main bearings.

* Check for loose piston pins.
* Check piston to cylinder bore clearance.
* Knock (Detonation) - See SPARK KNOCK under SYMPTOMS.
NOTE: For additional A/C system information, see appropriate

article:
For Pickup, see A/C-HEATER SYSTEMS.

For Van, see A/C-HEATER SYSTEMS.
CLIMATE CONTROL (LACK OF COOLING)
For diagnosis and repair, see appropriate article:

CLIMATE CONTROL (A/C ALWAYS ON)
For diagnosis and repair, see appropriate article: H - TESTS W/O CODES - 5.4L CNG Article Text (p. 19)
A/C DOES NOT GO OFF DURING WOT
Symptom Checks
* This symptom cannot be present without another A/C symptom

also being present. For diagnosis of other A/C symptoms, see

BRAKELIGHTS ALWAYS ON OR OFF
Preliminary Checks
Check brakelight fuse. Check Brake Pedal Position (BPP)
switch installation. Check brakelight bulbs. Check trailer tow wiring
harness and relay (if equipped). Check any brake circuit add-on
devices.
Symptom Checks
* Check brakelight circuits for open and short circuits. See

appropriate wiring diagram in EXTERIOR LIGHTS article in the
* If vehicle has a PCM controlled electronic transmission,
perform QUICK TEST. See appropriate article:

If any Diagnostic Trouble Codes (DTCs) are present, perform

appropriate CIRCUIT TEST.
SULFUR SMELL
NOTE: On vehicles with a NEW catalytic converter or vehicles with

5000-10,000 miles, sulfur smell may be normal due to the
highly active state of the converter. Replacing the
catalytic converter on these vehicles may make the Sulfur
smell worse.
Preliminary Checks
corroded terminals. Check vacuum hoses. Verify odor is from exhaust
and not from under hood odor, such as battery acid.
Symptom Checks


* Check Evaporative Emission (EVAP) system. See

CIRCUIT TEST HX, step 44) in appropriate article:

FUEL PUMP ALWAYS ON
Symptom Checks
* If engine cannot be turned off, check for damaged ignition

switch or short to power in IGN RUN circuit or VPWR circuit.
See appropriate wiring diagram in appropriate article:

* Perform QUICK TEST. See appropriate article:

If any DTCs are present, perform appropriate CIRCUIT TEST.
INTERMITTENTS
Intermittent fault testing requires duplicating circuit or

component failure to identify the problem. These procedures may lead
to the PCM setting a fault code, which may help in diagnosis. If fault
code is not present, check for intermittents. See CIRCUIT TEST Z in

END OF ARTICLE
H - TESTS W/O CODES - 5.4L CNG Article Text (p. 21)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
H - TESTS W/O CODES - GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Trouble Shooting (EEC-V) - No Codes
INTRODUCTION
Before diagnosing symptoms or intermittent faults, perform

BASIC DIAGNOSTIC PROCEDURES in appropriate article:
For 4.2L & 4.6L vehicles,

see F - BASIC TESTING - 4.2L & 4.6L.
For 5.4L Pickup, see F - BASIC TESTING - 5.4L.
For 5.4L Van, see F - BASIC TESTING - 5.4L.
Also perform QUICK TEST in appropriate article:

Use this article to diagnose driveability problems existing when a

hard fault code is not present.
NOTE: Some driveability problems may have been corrected by

manufacturer with a revised Powertrain Control Module (PCM).
Check with manufacturer for latest PCM application.
Symptom checks can direct the technician to malfunctioning

component(s) for further diagnosis. A symptom should lead to a
specific component or system test and/or adjustment.
Use intermittent test procedures to locate driveability
problems that DO NOT occur when the vehicle is being tested. These
test procedures should also be used if a soft (intermittent) trouble
code was present, but no problem was found during self-diagnostic
testing.
NOTE: For specifications, see D - ADJUSTMENTS or

For 4.2L Pickup, see C - SPECIFICATIONS - 4.2L.

For 4.6L Pickup, see C - SPECIFICATIONS - 4.6L.
For 5.4L Pickup, see C - SPECIFICATIONS - 5.4L GASOLINE.
For 4.2L Van, see C - SPECIFICATIONS - 4.2L.
For 5.4L Van, see C - SPECIFICATIONS - 5.4L GASOLINE.
SYMPTOMS

SYMPTOM DIAGNOSIS
Symptom checks cannot be used properly unless problem occurs

while vehicle is being tested. To reduce diagnostic time, ensure steps
in appropriate articles were performed before diagnosing a symptom:

For 5.4L Pickup, see F - BASIC TESTING - 5.4L.

Symptom checks are listed in order of probability, ease of

accomplishment, and accessibility. Symptoms available for diagnosis
are as follows.
* No Crank
* Hard Start/Long Crank
* No Start/Normal Crank
* Slow Return To Idle
* High Idle (Diesels/Runs On)
* Low Idle (Stalls On Deceleration)
* Rough Idle, Stalls, Misses, Hesitation Or Surge
* Backfires
* Loss Of Power
* Spark Knock
* Poor Fuel Economy
* Emissions Compliance
* Warning Indicator Lights
* Improper Automatic Transmission Shift
* Tachometer, Speedometer Or Fuel Gauge Inoperative
H - TESTS W/O CODES - GASOLINE Article Text (p. 2)
* High Oil Consumption
* Electric Cooling Fan Does Not Run At Low/& Or High Speed
* Electric Cooling Fan Always On
* Exhaust Smoke
* Fuel Smell
* Engine Noise
* Climate Control (Lack Of Cooling)
* Climate Control (A/C Always On)
* A/C Does Not Turn Off During WOT
* Brakelights Always On Or Off
* Sulfur Smell
* Fuel Pump Always Runs
NO CRANK
Preliminary Checks
Check battery connections. Check starter relay connections.
Check all fuse/fuse links. On A/T vehicles, ensure gearshift lever is
in Park position. On M/T vehicles, ensure clutch is fully depressed.
On all vehicles, if vehicle is equipped with anti-theft system, ensure
system is deactivated.
Symptom Checks
* Check starter relay.

* Check starter circuit.
* Check charging circuit.
* Check for defective flywheel.
* Check ignition switch.
* Check for seized/hydro-locked engine.
* Check transmission linkage adjustment or Transmission Range
(TR) sensor adjustment. See ADJUSTMENTS in
AUTOMATIC TRANSMISSION article in the TRANSMISSION SERVICING
section. If no problems are indicated, return to
SYMPTOM DIAGNOSIS to identify any additional symptoms or go
to CIRCUIT TEST Z in appropriate article and check for
intermittent faults:

HARD START/LONG CRANK
Preliminary Checks
Check for vacuum leaks. Check fuel quality (octane,
winter/summer grade fuel, methanol, etc.). Check air intake system and
air cleaner for leaks and/or restrictions. Check battery condition and
starter current draw.
Symptom Checks


* Check fuel delivery system. See CIRCUIT TEST HC in

* Check cooling system for overheating (hard hot start symptom
only).
* Check Positive Crankcase Ventilation (PCV) system. See
CIRCUIT TEST HG in appropriate article:

* Check Fuel Evaporation (EVAP) system.

G - TESTS W/CODES article.
* Check starting system.
* Check for contaminated Mass Airflow (MAF) sensor. If MAF
sensor is okay, return to SYMPTOM DIAGNOSIS to identify any

NO START/NORMAL CRANK H - TESTS W/O CODES - GASOLINE Article T

Extended cranking, due to a no-start condition, can load
exhaust system with raw fuel, which can ruin catalytic converter after
engine is started. On vehicles with Secondary Air Injection (AIR)
system, perform the following procedure after the no-start condition
has been repaired.
* On vehicles with electric AIR system, disconnect AIR solid

state relay. Start and run engine until surplus fuel is used,
and then reconnect relay. Disconnecting AIR solid state relay
may set a Diagnostic Trouble Code (DTC). After repairs are
completed, clear DTCs. See appropriate article:

* On vehicles with mechanical Secondary Air Injection (AIR),

disconnect secondary air supply. Start and run engine until
surplus fuel is used, and then reconnect air supply.
Preliminary Checks
Check Inertia Fuel Shutoff (IFS) switch. Check fuel pressure
and quality (octane, winter/summer grade fuel, methanol, etc.). Check
alarm/anti-theft devices. Check wiring harness connectors. Check for
disconnected or restricted air intake duct. Check fuses and relays.
Symptom Checks
* Check if engine will start with throttle closed. If engine

starts, go to CIRCUIT TEST Z in appropriate article and check
for intermittent causes of no-start condition:

* Check if engine will start at part throttle. If engine

starts, Idle Air Control (IAC) system may be defective. Go to
CIRCUIT TEST KE, step 2) in appropriate G - TESTS W/CODES
article.
* Check ignition and fuel system. See CIRCUIT TEST A in
appropriate article: H - TESTS W/O CODES - GASOLINE Article Text (p. 5)1998 Ford Econoline E25

camshaft, valve train components, etc. If no problems are
indicated, return to SYMPTOM DIAGNOSIS to identify any

SLOW RETURN TO IDLE
Preliminary Checks
Check for vacuum leaks. Check throttle linkage operation.
Check throttle body.
Symptom Checks


G - TESTS W/CODES article. If air intake system is
okay, return to SYMPTOM DIAGNOSIS to identify any additional
symptoms or go to CIRCUIT TEST Z in appropriate
G - TESTS W/CODES article and check for intermittent faults.
HIGH IDLE (DIESELS/RUNS ON)

H - TESTS W/O CODES - GASOLINE Article Text (p. 6)1998 Ford Econoline E250For 1
Preliminary Checks
Check for vacuum leaks. Check for carbon build-up on throttle
plate. Check throttle linkage operation. Check for binding/sticking
cruise control linkage. Check for air intake duct leaks. Check for
leaking intake manifold gasket.
Symptom Checks

article:


LOW IDLE (STALLS ON DECELERATION)
Preliminary Checks
Check Idle Air Control (IAC) wiring harness connector. Check
for vacuum leaks. Ensure vacuum hoses are routed properly. Check air
intake duct.
Symptom Checks
* With engine running, check if idle speed decreases or engine

stalls when IAC valve is disconnected. If idle speed does not
decrease or if engine does not stall, check for IAC system
fault. See CIRCUIT TEST KE in appropriate article:

* On A/T vehicles, torque converter may not be functioning

properly. See TRANSMISSION SERVICE & REPAIR article for
symptom diagnosis.
H - *TESTS
If idle isW/O
low (with
CODESA/C on), check ACCS
- GASOLINE Parameter
Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair
Identification (PID) value. See appropriate article:
For 4.2L Pickup, see J - PIN VOLTAGE CHARTS - 4.2L.

For 4.2L & 4.6L Van,
see J - PIN VOLTAGE CHARTS - 4.2L & 4.6L.
For 5.4L Van, see J - PIN VOLTAGE CHARTS - 5.4L GASOLINE.
For 6.8L Van, see J - PIN VOLTAGE CHARTS - 6.8L.
If PID value is incorrect, go to CIRCUIT TEST KM, step 10) in


* Check fuel delivery fuel system. See CIRCUIT TEST HC in

article:


camshaft, valve train components, etc. If mechanical
condition is okay, return to SYMPTOM DIAGNOSIS to identify
any additional symptoms or go to CIRCUIT TEST Z in
ROUGH IDLE, STALLS, MISSES, HESITATION OR SURGE
NOTE: The Powertrain Control Module (PCM) is equipped with an over

RPM/speed limiting function that will shut off fuel delivery
when predetermined speed is exceeded.
WARNING: On some vehicles, vehicle may stall if engine is left running

during refueling. Advise customer to always turn engine off
during refueling to avoid contamination or damage to EVAP
system.
Preliminary Checks
Check for vacuum leaks. Check air intake duct and air filter.
Check ignition wiring. Check fuel quality (octane, winter/summer grade
fuel, methanol, etc.). Check wiring harness connector for poor
connections.
Symptom Checks
* With transmission in Park or Neutral, if engine stalls, check

Idle Air Control (IAC) system. See CIRCUIT TEST KE, step 2)

* With transmission in Park or Neutral, if engine idles rough,

check if idle speed decreases or engine stalls when IAC valve
is disconnected. If idle speed does not decrease or if engine
does not stall, check for IAC system fault. See
CIRCUIT TEST KE in appropriate G - TESTS W/CODES article.




appropriate
H - TESTS W/OGCODES
- TESTS-W/CODES
GASOLINEarticle.
Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair

* Check PCV system. See CIRCUIT TEST HG in appropriate

* On A/T vehicles, ensure transmission is functioning properly.
If engine stalls during transmission engagement, check
transmission solenoids. See TRANSMISSION SERVICE & REPAIR
article.
* Check EVAP system. If engine stalls, go to CIRCUIT TEXT HX,

For all other symptoms, go to CIRCUIT TEST HX, step 44) in

* If engine stalls at idle, runs rough at idle, has a rolling
idle or has any symptoms associated with a sticking throttle
body, go to CIRCUIT TEST HU in appropriate article:

* Check for driveline faults. On M/T vehicles, check clutch

operation. On all vehicles, check charging system. Check for
engine surge with A/C on. Check for engine surge with cruise
control on. On vehicles with rolling idle and/or engine
stumbles when A/C cycles on, check A/C compressor diode. If
no problems are indicated, return to SYMPTOM DIAGNOSIS to
appropriate article and check for intermittent
H -faults:
TESTS W/O CODES - GASOLINE Article Text (p. 10)1998 Ford E
BACKFIRES
Preliminary Checks
Check vacuum hose routing. Check spark plug wiring (if
equipped) for incorrect firing order.
Symptom Checks




If no problems are indicated, return to SYMPTOM DIAGNOSIS to

LOSS OF POWER
NOTE: The PCM is equipped with an over RPM/speed limit function.

If programmed speed is exceeded, fuel delivery will shut off
and DTC P1270 will be set in PCM memory. H - TESTS W/O CODES - GASOLINE Article Text (p. 11)
Preliminary Checks
Verify symptom is reported under normal driving conditions
without engine under excessive load conditions. Check vacuum hose
routing. Check for restricted air filter. Check wiring harness
connectors. Check throttle linkage. Check for obstructed radiator.
Check transmission fluid.
Symptom Checks



* On 4.6L and 5.4L models, check intake manifold tuning valve.
Using scan tool, select IMTVF PID. PID value should indicate
NO. Turn ignition on and note PID value. Start engine and
raise engine speed to 3000 RPM. Again, note PID value. If
either PID value indicates YES, go to CIRCUIT TEST HU,



H - TESTS W/O CODES - GASOLINE Article Text (p. 12)1998 Ford
* Check engine compression. Check engine mechanical condition.
Check intake manifold gasket, camshaft and valves.
* On A/T vehicles, ensure transmission is functioning properly.
If engine stalls during transmission engagement, check
transmission solenoids. See TRANSMISSION SERVICE & REPAIR
article.
* Check for binding/dragging brakes.
* On M/T vehicles, check clutch operation. On all vehicles,
check charging system. Check customer driving habits (i.e.,
driving with excessive loads). If no problems are indicated,

SPARK KNOCK
Preliminary Checks
Check vacuum hose routing. Check for restricted air intake
system. Check fuel quality.
Symptom Checks
* Check cooling system for overheating. If cooling system is
overheating, go to ENGINE RUNS HOT symptom.


* Check PCV system. See CIRCUIT TEST HB in appropriate article:
For 4.2LW/O
H - TESTS Van,CODES
see G - TESTS W/CODES
- GASOLINE - 4.2L.Text (p. 13)1998 Ford Econoline E250For 1
Article Copyright © 1998 Mitchell Repa
* On vehicles with OCT ADJ circuit (PCM terminal No. 30), check
octane adjust input to PCM. See CIRCUIT TEST FG, step 5) in
* On vehicles with Knock Sensor (KS), check KS input to PCM.
See CIRCUIT TEST DG in appropriate article:

* Check intake air system. Check engine oil quality. If

available, check Technical Service Bulletins (TSBs) for
octane adjust information. If no problems are indicated,
symptoms or go to CIRCUIT TEST Z in appropriate
G - TESTS W/CODES article and check for intermittent faults.
POOR FUEL ECONOMY
NOTE: Fuel consumption will increases during stop-and-go driving,

trailer towing, short-run operation, extended winter warm-up
periods, etc. Determine if these factors are the cause of
poor fuel mileage before proceeding with diagnostic
procedure.
Preliminary Checks
Check for restricted air filter/air intake duct. Check
transmission fluid level. Check fuel quality and coolant level.
Symptom Checks


see J - PIN VOLTAGE CHARTS - 4.2L & 4.6L. H - TESTS W/O CODES - GASOLINE Article Text (p. 14)



article:

* Check PCV system. See CIRCUIT TEST HG in appropriate

* Check engine mechanical condition. Check intake manifold
gasket, camshaft and valves.
* Check for contaminated Mass Airflow (MAF) sensor.
* Ensure engine operates at normal operating temperature.
* Ensure transmission operates properly.
* Check for dragging brakes.
EMISSIONS COMPLIANCE
Canada and some states or metropolitan areas in the United

States require periodic emission, or Inspection/Maintenance (I/M)
tests. All Ford products have been designed to pass these tests. If a
Ford product fails an I/M test, it is probable that the engine
temperature was not warm and stabilized prior to the test or the
vehicle had idled excessively long prior to the test. Before starting
any services, verify complaints of idle emission test failure.
The following encompasses most of the emissions measurement
modes of current state idle test procedures:
* Ensure engine is at normal operating temperature and all

accessories are turned off.
* Check emissions at idle. H - TESTS W/O CODES - GASOLINE Article Text (p. 15)
* Operate engine at 2500 RPM.
* Return engine speed to idle.
If any emission component is changed, Keep-Alive Memory (KAM)

should be cleared before repeating state emission test procedure. To
minutes. See appropriate article:

To relearn adaptive strategy, see COMPUTER RELEARN PROCEDURES article

in the GENERAL INFORMATION section.
Preliminary Checks
Check for vacuum leaks/blockage. Check wiring harness
connectors. Ensure proper scheduled maintenance has been performed.
Symptom Checks
* If vehicle failed an EVAP Leak Test or a Purge Flow Test

only, check for damaged fuel filler cap. Visually check all
EVAP lines/hoses for proper connections, damage or blockage.
Check EVAP canister for damage. If no problems are indicated,
go to CIRCUIT TEST HX, step 44) in appropriate article:



For 5.4L Van, see J - PINHVOLTAGE
- TESTS CHARTS - 5.4L -GASOLINE.
W/O CODES GASOLINE Article Text (p. 16)1998 Ford Econoline E250

* Check engine emissions. If HC emissions are excessive, check
fuel delivery system. See CIRCUIT TEST HC in appropriate
article:

If fuel delivery system is okay, check secondary ignition

system. See CIRCUIT TEST JB in appropriate G - TESTS W/CODES
article. If ignition system is okay, check PCV system. See
CIRCUIT TEST HG in appropriate G - TESTS W/CODES article. If
PCV system is okay, check engine compression. Check engine
mechanical condition. Check intake manifold gasket, camshaft
and valves.
* If NOx emissions are excessive, check engine mechanical
condition (excessive cylinder carbon build-up). If engine
mechanical condition is okay, on A/T vehicles, check
transmission torque converter operation. On all vehicles,
check cooling system. If cooling system is okay, check for
causes for engine running lean (vacuum leaks, low fuel
pressure, etc.). If no problems are found, check catalytic
converter efficiency. See I - SYSTEM/COMPONENT TESTS article.
* If CO emissions are excessive, check secondary ignition
system. See CIRCUIT TEST JB in appropriate article:

If ignition system is okay, check fuel delivery system. See

CIRCUIT TEST HC in appropriate G - TESTS W/CODES article. If
fuel system is okay, check PCV system. See CIRCUIT TEST HG in
appropriate G - TESTS W/CODES article. If PCV system is okay,
check exhaust system for restriction. See CIRCUIT TEST HF in
appropriate G - TESTS W/CODES article. If exhaust system is
okay, check engine compression. Check engine mechanical
condition. Check intake manifold gasket, camshaft and valves.
WARNING INDICATOR LIGHTS

H - TESTS W/O CODES - GASOLINE Article Te
Preliminary Check
Check for wiring harness connectors.
Symptom Checks
* If Malfunction Indicator Light (MIL) is always on, go to


* If Malfunction Indicator Light (MIL) does not come on, go to

CIRCUIT TEST NB, step 2) in appropriate G - TESTS W/CODES
article.
* If Transmission Control Indicator (TCIL) does not come on, go
to CIRCUIT TEST TB, step 8) in appropriate article:

* If engine does not start, go to CIRCUIT TEST A in appropriate

IMPROPER AUTOMATIC TRANSMISSION SHIFT
Preliminary Checks
Check transmission fluid level and condition. Check for
transmission leaks. Check wiring harness connectors. Check for vehicle
modifications. Check for electronic add-on items. Check for
misadjusted shift linkage.
Symptom Checks
* Check transmission mechanical components. See

TRANSMISSION SERVICE & REPAIR article.
TACHOMETER, SPEEDOMETER OR FUEL GAUGE INOPERATIVE
Preliminary Checks
Check wiring
H - TESTS harness connectors
W/O CODES - GASOLINEfor loose, damaged
Article or 18)1998 Ford Econoline E250For 1
Text (p. Copyright © 1998 Mitchell Repa
corroded terminals.
Symptom Checks
* If tachometer is inoperative, go to CIRCUIT TEST JH in


* If fuel gauge is inoperative, check instrument cluster and

fuel gauge circuits. See INSTRUMENT PANELS article in the
ACCESSORIES & EQUIPMENT section for diagnosis and testing.
* If speedometer is inoperative, go to INSTRUMENT PANELS
article in the ACCESSORIES & EQUIPMENT section for diagnosis
and testing.
HIGH OIL CONSUMPTION
Preliminary Checks
Check for external engine oil leaks. Check for proper oil
dipstick. Check for proper oil viscosity.
Symptom Checks

* Check engine mechanical condition. Check valves, valve

guides, valve stem oil seals, intake manifold gaskets,
cylinder head oil drain passages and piston rings. If no
problems are indicated, return to SYMPTOM DIAGNOSIS to
identify any additional symptoms.
ELECTRIC COOLING FAN DOES NOT RUN AT LOW/& OR HIGH SPEED
Preliminary Checks
Perform the following checks: H - TESTS W/O CODES - GASOLINE Article Text (p. 19
* Engine coolant level.
* Cooling fan wiring harness connections.
* Coolant leaks.
* Water/anti-freeze mixture.
* Radiator condition.
* Collapsed/restricted radiator hoses.
* Radiator pressure cap.
* Overflow system.
Symptom Checks
* If cooling fan(s) operates at all speeds, check for other

causes of overheating symptom (internal engine problems,
excessive vehicle load, transmission overheating, brake drag
or faulty gauge/sender). Repair as necessary.
ELECTRIC COOLING FAN ALWAYS ON
Symptom Checks
* Ensure all accessories, A/C and defroster are off, and engine
is cooled (so cooling fan would not normally come on). Start
engine. Check electric cooling fan. If cooling fan runs
continuously, check wiring harness to cooling fan. Check
wiring harness to A/C high pressure switch (on 2-speed
cooling fan applications) or A/C pressure sensor.
* If cooling fan still runs continuously, start engine and
allow to idle. Using scan tool, select ACP PID. If PID value
indicates CLOSED, with engine running at idle, disconnect A/C
high pressure switch. Again, using scan tool, view ACP PID.
If PID value still indicates CLOSED, check for short to
ground in ACPSW circuit. See appropriate wiring diagram in

For 5.4L Van, see L - WIRING DIAGRAMS - 5.4L GASOLINE.
For 5.4L Pickup, see L - WIRING DIAGRAMS - 5.4L GASOLINE.
If circuit is not shorted to ground, check A/C high pressure

switch operation. Also, check for overcharged A/C system.
EXHAUST SMOKE
Black Smoke (Rich Mixture)

H - TESTS W/O CODES - GASOLINE Article Text (p. 20)1998 Ford Econoline E25
* Check for restricted air cleaner/air intake duct.


Blue Smoke (Burning Oil)

* Check engine mechanical condition. Check valve guides, valve

stems, valve seals, oil drain passages in cylinder heads
(Blue smoke on start-up), piston rings and cylinder bores.
White Smoke (Water In Combustion)
* Check for cylinder head gasket leaks, intake manifold gasket

leaks and cracked engine block.
FUEL SMELL
Preliminary Checks
Check fuel system for leaks.
Symptom Checks
* When ignition is turned on, fuel pump should run for about 5
seconds then shut off. If fuel pump does not shut off, go to
FUEL PUMP ALWAYS ON symptom.
* Check EVAP system. Go to CIRCUIT TEST HX, step 44) in

For 4.6LW/O
H - TESTS Van,CODES
ENGINE NOISE
Symptom Checks
Squeal, Click Or Chirp
* Check for low oil level.

* Check valve train components.
* Check drive belts. On vehicles with mechanical secondary air
injection pump, if air pump belt is noisy, go to CIRCUIT
TEST HM, step 81) in appropriate article:

* Check EEC-V solenoids.
Rattle
* Check for loose components.
Hiss
* Check for cooling system leaks.

* Check for vacuum leaks.
* Check for loose spark plugs.
* Check for air intake leaks.
* Check for Evaporative Emission (EVAP) system leaks.
Snap
* Perform a visual/audible check of secondary ignition system.
Rap Or Roar
* Check for exhaust leak.

Knock H - TESTS W/O CODES - GASOLINE Article Text (p. 22)

* Check for worn rod/main bearings.
* Check for loose piston pins.
* Check piston to cylinder bore clearance.
* Knock (Detonation) - See SPARK KNOCK under SYMPTOMS.
NOTE: For additional A/C system information, see appropriate

article:
For Pickup, see A/C-HEATER SYSTEMS article.

For Van, see A/C-HEATER SYSTEMS article.
CLIMATE CONTROL (LACK OF COOLING)
Preliminary Checks

CLIMATE CONTROL (A/C ALWAYS ON)
Preliminary Checks

Symptom Checks
* Ensure that voltage at A/C clutch is less than 2 volts with

A/C switch off. If voltage is 2 volts or more, go to CIRCUIT
TEST X, step 125) in appropriate article:

A/C DOES NOT GO OFF DURING WOT
Symptom Checks
* This symptom cannot be present without another A/C symptom

also being present. For diagnosis of other A/C symptoms, see
H - TESTS W/O CODES - GASOLINE Article Text (p. 23)1998 Ford Econoline E250For 1 Copyright © 1998
BRAKELIGHTS ALWAYS ON OR OFF
Preliminary Checks
Check brakelight fuse. Check Brake Pedal Position (BPP)
switch installation. Check brakelight bulbs. Check trailer tow wiring
harness and relay (if equipped). Check any brake circuit add-on
devices.
Symptom Checks
* Check brakelight circuits for open and short circuits. See

appropriate wiring diagram in EXTERIOR LIGHTS article in the
* If vehicle has a PCM controlled electronic transmission,
perform QUICK TEST. See appropriate article:

If any Diagnostic Trouble Codes (DTCs) are present, perform

appropriate CIRCUIT TEST.
SULFUR SMELL
NOTE: On vehicles with a NEW catalytic converter or vehicles with

5000-10,000 miles, sulfur smell may be normal due to the
highly active state of the converter. Replacing the
catalytic converter on these vehicles may make the Sulfur
smell worse.
Preliminary Checks
corroded terminals. Check vacuum hoses. Verify odor is from exhaust
and not from under hood odor, such as battery acid.
Symptom Checks


For 4.6LW/O
H - TESTS Van,CODES
* Check Evaporative Emission (EVAP) system. See

CIRCUIT TEST HX, step 44) in appropriate G - TESTS W/CODES
article.
FUEL PUMP ALWAYS ON
Symptom Checks
* If engine cannot be turned off, check for damaged ignition

switch or short to power in IGN RUN circuit or VPWR circuit.
See appropriate wiring diagram in appropriate article:

* Perform QUICK TEST. See appropriate article:

If any DTCs are present, perform appropriate CIRCUIT TEST.
INTERMITTENTS
Intermittent fault testing requires duplicating circuit or

component failure to identify the problem. These procedures may lead
to the PCM setting a fault code, which may help in diagnosis. If fault
code is not present, check for intermittents. See CIRCUIT TEST Z in

For 5.4L Van, see G - TESTS W/CODES - 5.4L H - TESTS W/O CODES - GASOLINE Article Text (p. 25)
GASOLINE.
END OF ARTICLE
H - TESTS W/O CODES - GASOLINE Article Text (p

INSTRUMENT PANEL - ANALOG
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Analog Instrument Panels
Ford; Van
Instrument cluster contains a speedometer, odometer, fuel

gauge, temperature gauge, oil pressure gauge and a voltmeter. Warning
lights are located in instrument cluster face panel. See Fig. 1.
Intensity of illumination is controlled by rotating headlight switch
knob, controlling output of pulse width module.
The gauges within the instrument cluster are not separately
replaceable. The only serviceable parts within instrument cluster are
illumination bulbs, indicator bulbs and cluster mask.
TROUBLE SHOOTING
BASIC INSPECTION
Check the following items before proceeding with testing:
* Fuse No. 2 (15-amp), No. 14 (5-amp) and No. 36 (5-amp) in

instrument panel fuse panel
* Fuse No. 4 (10-amp) in engine compartment Power Distribution
Center (PDC)
* Loose or damaged harness connectors
* Damaged vehicle speed sensor
* Low oil level
* Damaged oil filter or oil pump
* Tripped inertia fuel shutoff switch
* Engine oiling system function
* Cooling system function
* Charging system function
* Fuel delivery system function
Fig. 1: Identifying Instrument Panel
TESTING
SPEEDOMETER INOPERATIVE BUT ODOMETER OPERATES PROPERLY
Replace instrument cluster.
SPEEDOMETER & ODOMETER INOPERATIVE
Test Vehicle Speed Sensor (VSS). See appropriate G - TESTS

W/CODES article in the ENGINE PERFORMANCE section.
TRIP ODOMETER INOPERATIVE BUT SPEEDOMETER OPERATES

PROPERLY
INSTRUMENT PANEL - ANALOG Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Infor
Ensure trip reset lever is not binding. If okay, replace
instrument cluster.
FUEL GAUGE INACCURATE
1) Disconnect negative battery cable. Reconnect negative

battery cable. Turn ignition on. If fuel gauge is now okay, problem is
intermittent. If gauge is still incorrect and fuel tank is full, go to
next step. If gauge is still incorrect and fuel tank is empty, go to
step 5).
2) Ensure fuel tank is full. Disconnect negative battery
cable.Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL
& INSTALLATION. Disconnect instrument cluster harness connector C224.
See Fig. 2. Measure resistance between connector C224 terminal No. 5
(Black/White wire) and terminal No. 10 (Yellow/White wire). If
resistance is more than 140 ohms, go to next step. If resistance is
140 ohms or less, replace instrument cluster. Retest system.
Fig. 2: Identifying Instrument Cluster Connector C224 Terminals

3) Disconnect fuel gauge sending unit. Measure resistance of

Yellow/White wire between instrument panel harness connector C224
terminal No. 10 and fuel sending unit harness connector. If resistance
is less than 5 ohms, go to next step. If resistance is more than 5
ohms, repair open Yellow/White wire. Check gauge operation.
4) Measure resistance between Black/Yellow wire at fuel gauge
sending unit and ground. If resistance is less than 5 ohms, replace
fuel gauge sending unit. If resistance is more than 5 ohms, repair
open ground (Black/Yellow) wire. Fuel sending unit chassis ground
point is located under upper/left side of instrument panel.
5) Ensure fuel tank is completely empty. Disconnect negative
battery cable. Disconnect instrument cluster harness connector C224.
See Fig. 2. Measure resistance between cluster connector C224 terminal
No. 5 (Black/White wire) and terminal No. 10 (Yellow/White wire). If
resistance is more than 20 ohms, go to step 3). If resistance is less
than 20 ohms, replace instrument cluster. Retest system.
VOLTMETER INACCURATE
NOTE: Ensure charging system is operating properly before

proceeding with this test. See appropriate GENERATOR
article in the ELECTRICAL section.
1) Start engine and observe voltmeter. If voltmeter does not

operate or is below NORMAL band, go to next step. If voltmeter needle
is at mid-scale in NORMAL band, go to step 5). If voltmeter needle is
above mid-scale, replace instrument cluster.
2) Turn ignition switch off. Using an ohmmeter, check for
continuity across Power Distribution Center (PDC) fuse No. 4. If fuse
is okay, go to next step. If fuse is blown, replace fuse and retest
system. If fuse blows again, repair short to ground in circuit between
PDC and instrument cluster. See WIRING DIAGRAMS.
NOTE: Power feed to voltmeter from fuse No. 4 in PDC changes wire
colors at junction connector where harness enters passenger
compartment. This circuit is a Yellow wire at PDC and
Red/White wire at instrument cluster. INSTRUMENT PANEL - ANALOG Article Te
3) Remove instrument cluster. See INSTRUMENT CLUSTER under
REMOVAL & INSTALLATION. Disconnect instrument cluster harness
connector C224. See Fig. 2. Measure voltage between ground and
connector C224 terminal No. 3 (Red/White wire). If voltage is more
than 10 volts, replace instrument cluster. Retest system. If voltage
is less than 10 volts, repair open or short in Red/White wire between
instrument cluster connector and fuse No. 4 in PDC.
4) Start engine. If gauge is in NORMAL range, system is okay.
If gauge is not in NORMAL range, check for poor connection at bulkhead
connector and instrument cluster ground connections. See WIRING
DIAGRAMS. Repair as necessary. Retest system.
OIL PRESSURE GAUGE INACCURATE
1) Ensure oil level is okay. Ensure oil pressure switch wire

is securely connected. Turn ignition on, engine off. If oil pressure
gauge indicates about zero, go to next step. If oil pressure gauge
does not indicate about zero, go to step 5).
2) Start engine. If oil pressure gauge indicates normal oil
pressure, check for intermittent problem. If oil pressure gauge does
not indicate normal oil pressure, go to next step.
3) Turn ignition off. Remove instrument cluster. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Disconnect instrument
cluster harness connector C224. See Fig. 2. Start engine. Measure
resistance between Connector C224 terminal No. 6 (White/Red wire) and
terminal No. 5 (Black/White wire). If resistance is less than 5 ohms,
replace instrument cluster. If resistance is more than 5 ohms, go to
next step.
4) Turn ignition off. Disconnect oil pressure switch. Connect
jumper wire between oil pressure switch connector and ground. Measure
resistance between ground and connector C224 terminal No. 6 (White/Red
wire). If resistance is less than 5 ohms, replace oil pressure switch.
If resistance is more than 5 ohms, repair open White/Red wire.
cluster harness connector C224. Measure resistance between connector
C224 terminal No. 6 and ground. If resistance is less than 5 ohms, go
to next step. If resistance is more than 5 ohms, replace instrument
cluster.
6) Turn ignition off. Disconnect oil pressure switch harness
connector. Measure resistance between connector C224 terminal No. 6
and ground. If resistance is less than 5 ohms, repair short to ground
in White/Red wire. Retest system. If resistance is more than 5 ohms,
replace oil pressure switch. Retest system.
TEMPERATURE GAUGE INACCURATE
1) Start and run engine until it reaches operating

temperature. If temperature gauge indicates normal operating
temperature, check for an intermittent problem. If temperature gauge
reads high, go to next step. If temperature gauge reads low, go to
INSTRUMENT PANEL - ANALOG Article Text (p. 4)1998 Ford Econoline E
step 5).
2) Turn ignition off. Disconnect temperature sending unit.
Turn ignition on. If temperature gauge reads HOT and vehicle is
equipped with 6-cyl engine, go to step 4). If temperature gauge reads
HOT and vehicle is equipped with V8 or V10 engine, go to next step. If
temperature gauge reads COLD, replace temperature sending unit and
recheck gauge operation.
3) Turn ignition off. Disconnect PCM. Turn ignition on. If
temperature gauge reads HOT, go to next step. If temperature gauge
reads COLD, PCM may be faulty. See appropriate G - TESTS W/CODES
article in the ENGINE PERFORMANCE section, for PCM diagnostics.
cluster harness connector C224. See Fig. 2. Measure resistance between
connector C224 terminal No. 9 (Red/White wire) and ground. If
resistance is more than 10 k/ohms, replace instrument cluster. Retest
system. If resistance is less than 10 k/ohms, repair short to ground
in Red/White wire between temperature sending unit and instrument
cluster or Yellow/Light Blue wire between PCM and instrument cluster,
if equipped with V8 or V10 engine.
5) Turn ignition off. Disconnect temperature sending unit
harness connector. Connect a jumper wire across temperature sending
unit harness connector terminals. Turn ignition on. If temperature
gauge does not indicate HOT, go to next step. If temperature gauge
indicates HOT, replace temperature sending unit. Retest system.
6) Turn ignition off. Measure resistance between Yellow/Red
wire (Pink/Orange wire on diesel) at temperature sending unit harness
connector and ground. If resistance is less than 5 ohms, go to next
step. If resistance is more than 5 ohms, repair open Yellow/Red or
Pink/Orange wire. Check gauge operation.
7) Remove instrument cluster. See INSTRUMENT CLUSTER under
REMOVAL & INSTALLATION. Disconnect instrument cluster harness
connector C224. See Fig. 2. Measure resistance or Red/White wire
between connector C224 terminal No. 9 and temperature sending unit
harness connector. If resistance is less than 5 ohms, replace
instrument cluster. If resistance is more than 5 ohms, repair open
Red/White wire. Check gauge operation.
TEMPERATURE WARNING LIGHT FLICKERS & GAUGE READS FULLY HOT
1) Turn ignition on. Wiggle Red/White and Yellow/Red wires

(Pink/Orange wire on diesel) at temperature sending unit harness
connector. If temperature gauge and light remains steady, go to next
step. If gauge fluctuates or light flickers, repair open temperature
sending unit wire.
2) Turn ignition off. Disconnect temperature sending unit.
Connect a jumper wire between temperature sending unit harness
connector terminals. Turn ignition on. Temperature gauge should
indicate fully HOT with jumper wire installed and fully COLD with
jumper wire removed. If gauge indicates as specified, replace
temperature sending unit. If gauge does not indicate as specified and
vehicle is equipped with V8 or V10 engine, go to next step. If gauge INSTRUMENT PANEL - ANALOG Article Text (p. 5)
does not indicate as specified and vehicle is equipped with 6-cyl
engine, go to TEMPERATURE GAUGE INACCURATE test.
3) Turn ignition off. Disconnect PCM. With a jumper wire
still connected between temperature sending unit harness connector
terminals. Turn ignition on. Temperature gauge should indicate fully
HOT with jumper wire installed and fully COLD with jumper wire
removed. If gauge indicates as specified, check PCM for stored
Diagnostic Trouble Codes (DTCs). If gauge does not indicate as
specified, go to TEMPERATURE GAUGE INACCURATE test.
SEAT BELT WARNING INDICATOR INOPERATIVE

cluster harness connector C225. Turn ignition on. Measure voltage
between ground and instrument cluster connector C225 terminal No. 7
(Dark Green/Light Green wire). See Fig. 3. If voltage is less than 10
volts, go to step 3). If voltage is more than 10 volts, go to next
step.
2) Remove seat belt warning indicator bulb from instrument
cluster. Check continuity between bulb terminals. If continuity
exists, replace instrument cluster. If continuity does not exist,
replace bulb and retest system.
3) Cycle key off and back on. Measure voltage between ground
and instrument cluster connector C225 terminal No. 7 (Dark Green/Light
Green wire). See Fig. 3. This is a prove out circuit test and voltage
will only last for a few seconds. If voltage is less than 10 volts, go
to next step. If voltage is more than 10 volts, repair open ground
circuit between instrument cluster connector C224 terminal No. 1 and
ground.
4) Turn ignition off. Disconnect chime module. Chime module
is located behind center of instrument cluster. Measure resistance of
Dark Green/Light Green wire between instrument cluster connector C225
terminal No. 7 and chime module connector C214 terminal No. 6. See
Figs. 3 & 4. If resistance is less than 5 ohms, see appropriate
WARNING SYSTEMS wiring diagrams in SYSTEM WIRING DIAGRAMS article in
the WIRING DIAGRAMS section. If resistance is 5 ohms or more, repair
open Dark Green/Light Green wire.

INSTRUMENT PANEL - ANALOG Article Text (p. 6

Fig. 4: Identifying Chime Module Connector C214 Terminals
SPEEDOMETER READING INACCURATE
Using New Generation Star (NGS) scan tester or equivalent,

drive vehicle at a steady speed until VSS PID indicates 60 MPH (97
km/h). If speedometer indication is 58-62 (94-100 km/h), speedometer
is okay at this time, problem is intermittent. If speedometer
indication is not 58-62 (94-100 km/h), replace instrument cluster.
BRAKE WARNING INDICATOR INOPERATIVE
1) Set parking brake. Turn ignition on. If Red brake warning

indicator does not illuminate, go to next step. If Red brake warning
indicator illuminates, system is okay.
2) Disconnect parking brake switch connector. Connect jumper
wire between ground and parking brake switch connector. If Red brake
warning indicator illuminates, replace parking brake switch. Retest
system. If Red brake warning indicator does not illuminate and vehicle
is equipped with Daytime Running Lights (DRL), go to step 5). If Red
brake warning indicator does not illuminate and vehicle is not
equipped with DRL, go to next step.
cluster electrical connector C226. See Fig. 5. Measure resistance
between instrument cluster connector C226 terminal No. 4 (Purple/White
wire) and parking brake switch connector. If resistance is less than 5
ohms, go to next step. If resistance is more than 5 ohms and vehicle
is equipped with Rear Anti-Lock Brakes System (RABS), repair open
circuit between instrument cluster, dual brake warning diode/resister
assembly and park brake switch. See WIRING DIAGRAMS. If resistance is
more than 5 ohms and vehicle is equipped with 4 Wheel Anti-Lock Brakes
System (4WABS), repair open circuit between instrument cluster, 4WABS Copyright © 1998 Mitchell Repair Infor
INSTRUMENT PANEL - ANALOG Article Text (p. 7)1998 Ford
relay, 4WABS module and park brake switch. See WIRING DIAGRAMS.
Econoline E250For 1
4) Remove brake system warning light bulb. Check continuity
between terminals of bulb. If continuity exists, replace instrument
cluster. Retest system. If continuity does not exist, replace bulb.
Retest system.
5) Disconnect Daytime Running Lights (DRL) module connector.
DRL module is located in left front of engine compartment, near horns.
Connect jumper wire between ground and DRL module connector terminal
No. 5 (Pink/Yellow wire). See Fig. 6. If Red brake warning indicator
does not illuminate, go to step 7). If Red brake warning indicator
illuminates, go to next step.
6) Measure resistance of Light Green/Red wire between DRL
module connector terminal No. 4 and parking brake switch connector. If
resistance is less than 5 ohms, replace DRL module. Retest system. If
resistance is more than 5 ohms, repair open in Light Green/Red wire.
7) Measure resistance between DRL module connector terminal
No. 5 (Purple/Yellow) and instrument cluster connector C226 terminal
No. 4 (Purple/White wire). If resistance is less than 5 ohms, go to
step 4). If resistance is more than 5 ohms and vehicle is equipped
with Rear Anti-Lock Brakes System (RABS), repair open circuit between
instrument cluster, dual brake warning diode/resister assembly and DRL
module. See WIRING DIAGRAMS. If resistance is more than 5 ohms and
vehicle is equipped with 4 Wheel Anti-Lock Brakes System (4WABS),
repair open circuit between instrument cluster, 4WABS relay, 4WABS
module and DRL module. See WIRING DIAGRAMS.

Fig. 6: Identifying Daytime Running Lights (DRL) Module Connector

Terminals
CHARGE WARNING INDICATOR INOPERATIVE INSTRUMENT PANEL - ANALOG Article Text (p. 8
1) Using a voltmeter, measure voltage by backprobing between
instrument cluster connector C226 terminals No. 5 (Light Green/Red
wire) and No. 7 (White/Yellow wire). If voltage is more than 9 volts,
go to next step. If voltage is 9 volts or less, go to step 3).
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove charge system
warning light bulb. Check continuity between terminals of bulb. If
continuity exists, replace instrument cluster. Retest system. If
continuity does not exist, replace bulb. Retest system.
3) Disconnect instrument cluster connector C226. Turn
ignition on. Measure voltage between ground and instrument cluster
connector C226 terminal No. 7 (White/Yellow wire). If voltage is more
repair open White/Yellow wire. Retest system.
4) Turn ignition off. Disconnect generator harness 3-pin
connector. Measure resistance of Light Green/Red wire between
generator harness 3-pin connector and instrument cluster connector
C226 terminal No. 5. If resistance is less than 5 ohms, refer to
generator diagnosis in appropriate GENERATOR or STARTER article in the
ELECTRICAL section. If resistance is 5 ohms or more, repair open in
Light Green/Red wire. Retest system.
ANTI-LOCK BRAKE WARNING LIGHT INOPERATIVE
NOTE: Voltage measurement is step 1) is for prove-out circuit.

Voltage will only exist for a few seconds after key returns
to RUN position.
1) Start engine. Using a voltmeter, measure voltage by

backprobing between instrument cluster connector C225 terminal No. 8
(Dark Green wire) and connector C226 terminal No. 12 (Red/Yellow
wire). See Figs. 3 and 5. If voltage is 9 volts or less, go to step
3). If voltage is more than 9 volts, go to next step.
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove anti-lock
brake warning light bulb. Check continuity between terminals of bulb.
If continuity exists, replace instrument cluster. Retest system. If
3) Turn ignition off. Disconnect instrument cluster connector
C225. Disconnect Rear Anti-Lock Brakes System (RABS) module connector
C217, if equipped. Disconnect 4 Wheel Anti-Lock Brakes System (4WABS)
module connector C144, if equipped. RABS module is located behind
center of instrument panel to right of lighter. 4WABS module is
located of left front frame rail. On RABS models, measure resistance
of Dark Green wire between RABS module connector C217 terminal No. 7
and instrument cluster connector C225 terminal No. 8. On 4WABS models,
measure resistance of Dark Green wire between 4WABS module connector
C144 terminal No. 1 and instrument cluster connector C225 terminal No.
8. On all models, if resistance is less than 5 ohms, see appropriate
ANTI-LOCK BRAKE SYSTEM article in the BRAKES section. If resistance is
5 ohms or more, repair open in Dark Green wire. Retest system.
INSTRUMENT PANEL - ANALOG Article Text (p. 9)1998 Ford
SERVICE ENGINE SOON LIGHT INOPERATIVE
NOTE: Voltage measurement is step 1) is for prove-out circuit.

Voltage will only exist for a few seconds when key is turned
to RUN position.
1) Turn ignition on. Using a voltmeter, measure voltage by

(Pink/Light Green wire) and connector C226 terminal No. 12 (Red/Yellow
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove anti-lock
brake warning light bulb. Check continuity between terminals of bulb.
C225. Install EEC-V 104-Pin Breakout Box (014-00950) following
manufacturer's instructions. Measure resistance between breakout box
pin No. 2 and instrument cluster connector C225 terminal No. 5
(Pink/Light Green wire). If resistance is less than 5 ohms, see
appropriate G - TESTS W/CODES article in the ENGINE PERFORMANCE
section, for PCM diagnostics. If resistance 5 ohms or more, repair
open in Pink/Light Green wire. Retest system.
HIGH BEAM INDICATOR INOPERATIVE

cluster connector C225. See Fig. 3. Turn ignition on. Turn
multifunction switch to high beam lights on position. Measure voltage
between ground and instrument cluster connector C225 terminal No. 9
(Gray/White wire). If voltage is more than 10 volts, go to next step.
If voltage is less than 10 volts and vehicle is equipped with Daytime
Running Lights (DRL), go to step 4). If voltage is less than 10 volts
and vehicle is not equipped with DRL, repair open in Gray/White wire.
2) Remove high beam indicator bulb. Check for continuity
across high beam indicator bulb terminals. If continuity exists,
replace instrument cluster. Retest system. If continuity does not
exist, replace bulb and retest system.
3) Disconnect multifunction switch 7-pin connector C251.
Measure resistance between multifunction switch 7-pin connector C251
terminal No. 5 (Light Green/Black wire) and instrument cluster
connector C225 terminal No. 5 (Gray/White wire). See Figs. 3 and 7. If
resistance is less than 5 ohms, see HEADLIGHT SYSTEMS wiring diagrams
in SYSTEM WIRING DIAGRAMS article in the WIRING DIAGRAMS section. If
resistance is 5 ohms or more, repair open in Gray/White or Light
Green/Black wire. High beam indicator wire changes from Gray/White to
Light Green/Black at bulkhead connector near blower motor. Retest
system.
4) Measure resistance of Gray/White wire between instrument INSTRUMENT PANEL - ANALOG Article Text (p. 10)
cluster connector C225 terminal No. 5 and DRL module connector
terminal No. 1. See Figs. 3 and 6. If resistance is less than 5 ohms,
see DAYTIME RUNNING LIGHTS wiring diagrams in SYSTEM WIRING DIAGRAMS
article in the WIRING DIAGRAMS section. If resistance 5 ohms or more,
repair open in Gray/White wire. Retest system.
Fig. 7: Identifying Multifunction Switch 7-pin Connector C251

Terminals
TURN INDICATOR INOPERATIVE
Left Turn Indicator

appropriate INSTRUMENT CLUSTER under REMOVAL & INSTALLATION.
Disconnect instrument cluster connector C224. Place multi-function is
left turn position. Measure voltage between ground and instrument
cluster connector C224 terminal No. 16 (Light Green/White wire). See
Fig. 2. If voltage is more than 10 volts, go to next step. If voltage
i s 10 volts or less, go to step 3).
2) Turn ignition off. Check for continuity across left turn
indicator bulb. If continuity exists, replace instrument cluster. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Retest system. If
Measure resistance of Light Green/White wire between multifunction
switch 11-pin connector C250 circuit No. 3 and instrument cluster
connector C224 terminal No. 16. See Figs. 2 and 8. If resistance is
less than 5 ohms, see EXTERIOR LIGHTS wiring diagrams in SYSTEM WIRING
DIAGRAMS article in the WIRING DIAGRAMS section. If resistance 5 ohms
or more, repair open in Light Green/White wire.
Right Turn Indicator INSTRUMENT PANEL - ANALOG Article Text (p.

appropriate INSTRUMENT CLUSTER under REMOVAL & INSTALLATION.
Disconnect instrument cluster connector C224. Place multi-function is
right turn position. Measure voltage between ground and instrument
cluster connector C224 terminal No. 14 (White/Light Blue wire). See
Fig. 2. If voltage is 10 volts or less, go to step 3). If voltage is
more than 10 volts, go to next step.
2) Turn ignition off. Check for continuity across right turn
indicator bulb. If continuity exists, replace instrument cluster. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Retest system. If
Measure resistance of White/Light Blue wire between multifunction
switch 11-pin connector C250 circuit No. 2 and instrument cluster
connector C224 terminal No. 14. See Figs. 2 and 8. If resistance is
less than 5 ohms, see EXTERIOR LIGHTS wiring diagrams in SYSTEM WIRING
DIAGRAMS article in the WIRING DIAGRAMS section. If resistance 5 ohms
or more, repair open in White/Light Blue wire.
Fig. 8: Identifying Multifunction Switch 11-pin Connector C250

Terminals
AIR BAG INDICATOR INOPERATIVE
1) Turn ignition on. Using a voltmeter, measure voltage by

backprobing between instrument cluster connector C226 terminals No. 6
(Black/Yellow wire) and No. 7 (White/Yellow wire). If voltage is 9
volts or less, go to step 3). If voltage is more than 9 volts, go to
next step.
2) Turn ignition off. Remove air bag indicator bulb. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Check for continuity
between air bag indicator bulb terminals. If continuity exists,
replace instrument cluster. Retest system. If continuity does not
exist, replace bulb. Retest system.
3) Turn ignition off. Disconnect air bag diagnostic monitor
connector C200. C200 is located under right side of instrument panel.
Measure resistance of Black/Yellow wire between instrument cluster
connector C226 terminal No. 6 and air bag diagnostic monitor connector
C200 terminal No. 7. SeeINSTRUMENT PANEL - isANALOG
Figs. 3 and 9. If resistance less than 5Article Text (p. 12)1998 Ford Econoline E250For 1
ohms, see AIR BAG RESTRAINT SYSTEM article. If resistance is 5 ohms or
more, repair open in Black/Yellow wire. Retest system.
Fig. 9: Identifying Air Bag Diagnostic Monitor Connector C200

Terminals
LOW OIL PRESSURE/HIGH COOLANT TEMPERATURE WARNING INDICATOR

INOPERATIVE
Remove indicator bulb. See INSTRUMENT CLUSTER under REMOVAL &

INSTALLATION. Check for continuity between indicator bulb terminals.
WATER IN FUEL WARNING INDICATOR INOPERATIVE
1) Disconnect starter relay start terminal connector. Using a

voltmeter, measure voltage by backprobing between instrument cluster
connector C225 terminal No. 1 (Red wire) and connector C224 terminal
No. 13 (Black wire). See Figs. 2 and 3. If voltage is more than 9
volts, go to next step. If voltage is 9 volts or less, go to step 3).
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove water in fuel
C225. Measure voltage between ground and instrument cluster connector
C225 terminal No. 1 (Red wire). If voltage is more than 10 volts,
repair open Black wire between instrument cluster connector C224
terminal No. 13 and ground behind left side of instrument panel near
cowl. If voltage is 10 volts or less, go to next step.
4) Turn ignition off. Disconnect fuel water switch connector.
Fuel water switch is located at top right center of engine. Measure
resistance of Red wire between instrument cluster connector C225
terminal No. 1 and fuel water switch connector. See Fig. 3. If
resistance is less than 5 ohms, see appropriate G - TESTS W/CODES
article in the ENGINE PERFORMANCE section, for fuel water switch
diagnosis. If resistance is 5 ohms or more, repair open in Red wire.
INSTRUMENT PANEL - ANALOG Article Text (p. 1
FUEL FILTER WARNING INDICATOR INOPERATIVE
1) Turn ignition off. Disconnect plugged fuel filter vacuum

switch. Plugged fuel filter vacuum switch is located at top right
center of engine. Connect jumper wire between ground and plugged fuel
filter vacuum switch Green wire. Turn ignition on. Measure voltage by
(Black/Pink wire) and connector C226 terminal No. 12 (Red/Yellow
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove fuel filter
C225. Install EEC-V 104-Pin Breakout Box (014-00950) following
manufacturer's instructions. Measure resistance between breakout box
pin No. 70 and instrument cluster connector C225 terminal No. 2
(Black/Pink wire). See Fig. 3. If resistance is less than 4 ohms, see
appropriate G - TESTS W/CODES article in the ENGINE PERFORMANCE
section, for PCM diagnostics. If resistance 4 ohms or more, repair
open in Black/Pink wire. Retest system.
INSTRUMENT CLUSTER
1) Disconnect negative battery cable. Remove headlight switch

knob and bezel. Remove 2 screws above cluster lens. See Fig. 10.
Remove instrument cluster bezel.
Fig. 10: Removing Instrument Cluster Bezel

2) Remove PANEL
INSTRUMENT 4 screws -retaining
ANALOG instrument
Articlecluster.
Text (p.Pull14)
cluster
1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
out and disconnect harness connectors. Remove transmission range
indicator. Remove instrument cluster.
3) To disassemble cluster, remove all cluster warning and
illumination bulbs. Remove printed circuit.
4) Disengage 4 locking tabs at top and bottom of cluster.
Remove instrument cluster mask. To install, reassemble cluster and
WIRING DIAGRAMS
Fig. 11: Analog Instrument Panel Wiring Diagram (Except Diesel)
INSTRUMENT PANEL - ANALOG Article Text (p.

Fig. 12: Analog Instrument Panel Wiring Diagram (Diesel - 1 of 2)
INSTRUMENT PANEL - ANALOG Article Text (p. 16)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
Fig. 13: Analog Instrument Panel Wiring Diagram (Diesel - 2 of 2)
INSTRUMENT PANEL - ANALOG Article Text (p. 17)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
END OF ARTICLE
I - SYSTEM/COMPONENT TESTS - CNG
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - System & Component Testing - EEC-V
INTRODUCTION
Before testing separate components or systems, perform BASIC

DIAGNOSTIC PROCEDURES in appropriate article:
For Pickup, see F - BASIC TESTING - 5.4L.

For Van, see F - BASIC TESTING - 5.4L.
Since many computer-controlled and monitored components set a

Diagnostic Trouble Code (DTC) if they malfunction, also perform SELF-
DIAGNOSTICS in appropriate article:

NOTE: Testing individual components does not isolate short or open

circuits. Perform all voltage tests with a Digital
Volt-Ohmmeter (DVOM) with a minimum 10-megohm input
impedance, unless stated otherwise in test procedure. Use
ohmmeter to isolate shorted or open wiring harness.
NOTE: For identification of circuits and terminals referenced in

test procedures, see appropriate article:

POWERTRAIN CONTROL MODULE (PCM)
Ground Circuits
1) Using a DVOM, check for continuity to ground at the
following PCM connector terminals. See Fig. 1. Resistance should be
approximately zero ohms. If resistance is not approximately zero ohms,
repair circuit open to ground.
* Terminals No. 24, 25, 51, 76, 77 and 103.
2) Touch negative lead of voltmeter to a good ground. With

vehicle running, backprobe positive lead of voltmeter to each
ground terminal. Voltmeter should indicate less than one volt. If
reading is greater than one volt, check for open, corrosion or
loose connection on ground lead.
Power Circuits
Turn ignition off. Using a voltmeter, check for battery
voltage between ground and PCM terminal No. 55 (KAPWR). Turn ignition
switch to START or RUN position. Check for battery voltage between
ground and PCM connector terminals No. 71 and 97 (VPWR). If battery
voltage is not present, power is not being supplied from EEC power
relay. See CIRCUIT TEST B in appropriate article:

PCM LOCATIONS TABLE
Model Location

Fig. 1: Identifying PCM 104-Pin Connector Terminals
ENGINE SENSORS & SWITCHES
NOTE: For additional sensor testing specifications, see

K - SENSOR RANGE CHARTS article.

For testing procedure and specifications, see CIRCUIT TEST TA


Sensor uses a 5-volt reference voltage during engine
operation. To check ECT signal voltage, backprobe between signal
terminal and ground with engine running. To check sensor resistance,
disconnected sensor and measure resistance between sensor terminals.
For specifications, see ECT SENSOR SPECIFICATIONS table. For
additional testing information, see CIRCUIT TEST DA in appropriate
article: I - SYSTEM/COMPONENT TESTS - CNG Article Text (p. 2)1998 Ford Econoline E2
ECT SENSOR SPECIFICATIONS TABLE (1)
Temperature (2) Resistance

F ( C) Volts (3) Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 37,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7600
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
230 (110) ............... 0.35 .................... 1550
(1) - Values may differ by as much as 15 percent.

(2) - Backprobe between signal terminal and ground with
engine running.
(3) - Measure resistance between sensor terminals.

Faults in sensor or circuit should set a Diagnostic Trouble
Code (DTC). See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, go to step 34) of CIRCUIT

TEST H in appropriate G - TESTS W/CODES article to check HO2S heater
resistance.

Ensure ignition is off. Locate IFS switch. See
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Shake or jar IFS
switch to cause switch to open and reset button should pop up. Fuel
pump should not operate and car should stall. Push down on reset
button. Fuel pump should operate.
I - SYSTEM/COMPONENT TESTS - CNG Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 M
operation. To check IAT signal voltage, backprobe between signal
For specifications, see IAT SENSOR SPECIFICATIONS table. For
article:

IAT SENSOR SPECIFICATIONS TABLE (1)
Temperature (2) (3)

F ( C) Volts Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 37,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7600
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
230 (110) ............... 0.35 .................... 1550

engine running.

Faults in MAF sensor or circuit should set a Diagnostic
Trouble Code (DTC). See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, go to CIRCUIT TEST DC in

appropriate G - TESTS W/CODES article for MAF sensor and circuit
testing.

For test procedure, see CIRCUIT TEST TA in appropriate
article:

I - SYSTEM/COMPONENT TESTS - CNG
For Van, see G - TESTS W/CODES - 5.4L Article
CNG. Text (p. 4)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
Ensure none of following conditions exist:
* Binding throttle linkage.

* TP sensor loose or not seated properly.
* Throttle plate not fully closed.
Faults in TP sensor or circuit should set a diagnostic

trouble code. See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, see CIRCUIT TEST DH in

appropriate G - TESTS W/CODES article for additional sensor testing
and specifications.
RELAYS & SOLENOIDS
RELAYS
Fuel Pump Relay

1) Turn ignition off. Leave fuel pump relay disconnected.
Measure resistance between terminals No. 1 or No. 85 and all other
terminals. To identify fuel pump relay terminals, refer to numbers
molded on relay.
2) One resistance measurement should be 40-120 ohms; all
other measurements should be greater than 10,000 ohms. Replace fuel
pump relay if resistance is not as specified. If resistance is okay,
for additional testing procedures, see CIRCUIT TEST KA in appropriate
article:

SOLENOIDS
Canister Vent (CV) Solenoid

See FUEL EVAPORATION under EMISSION SYSTEMS & SUB-SYSTEMS.
Canister Purge (CANP) Solenoid

EGR Vacuum Regulator (EVR) Solenoid

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS &
SUB-SYSTEMS.
Idle Air Control (IAC) Solenoid Resistance

1) Solenoid is by-pass air type. Ensure ignition is off.
Disconnect IAC solenoid harness connector. Measure resistance between
IAC solenoid connector terminals. Solenoid has diode andI - SYSTEM/COMPONENT
resistance TESTS - CNG Article Text (p. 5)
will be infinite if voltmeter is hooked up wrong.
2) Resistance should be 6-13 ohms. If resistance is not 6-13
ohms, replace solenoid. If resistance is 6-13 ohms, IAC solenoid may
be okay. For additional testing and specifications, see CIRCUIT TEST
KE in appropriate article:

FUEL SYSTEM
With Fuel Pressure Gauge

Remove fuel tank cap to release fuel tank pressure. Connect
Fuel Pressure Gauge (T80L-9974-B) to pressure relief valve (Schrader
valve) located on fuel injection manifold rail. Using a suitable
container, release fuel pressure.
Without Fuel Pressure Gauge

If fuel pressure gauge is not available, disconnect Inertia
Fuel Shutoff (IFS) switch. For IFS location, see
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table under ENGINE SENSORS
& SWITCHES. Remove fuel cap to release fuel tank pressure. Crank
engine for 15 seconds to release system pressure.
FUEL DELIVERY
Fuel Pump Relay

See RELAYS under RELAYS & SOLENOIDS.
CAUTION: Inspect fuel system for leaks and damage before testing fuel
pump.
1) System Integrity Check

* Visually inspect fuel system (fuel lines, filter, pump,

injectors, pressure regulator, etc.).
* Ensure Inertia Fuel Shutoff (IFS) switch reset button is not
in upper (tripped) position.
* Ensure battery is fully charged and fuel-related fuses are
okay.
* Check fuel tank contents and fuel gauge accuracy. On vehicles
with 2 fuel tanks, check both tanks. If any fault is
detected, repair as necessary. If system checks are okay, go
to next step.

Install fuel pressure gauge. Check and record fuel pressure.
See C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article. If fuel
pressure is as specified, testing is complete. If fuel pressure is not I - SYSTEM/COMPONENT TESTS - CNG Article T
as specified, go to step 43) of CIRCUIT TEST HA in appropriate
article:

FUEL PRESSURE REGULATOR
See CIRCUIT TEST HC in appropriate article:

FUEL CONTROL

specification.
Fuel Injector Check

operating. If clicking sound is not heard, go to step 8) of CIRCUIT
TEST HD in appropriate article:

Engine Ohms
Natural Gas Vehicles ................................. 4-6
IDLE CONTROL SYSTEM
IDLE AIR CONTROL SOLENOID
Turn ignition off. Disconnect IAC wiring harness connector.

Connect DVOM positive lead to VPWR (White/Red wire) terminal of IAC
solenoid wiring harness connector. Connect DVOM negative lead to IAC
terminal. If resistance is 6-13 ohms, go to next step. If resistance
IGNITION SYSTEM
I - SYSTEM/COMPONENT TESTS - CNG Article Te
NOTE: Vehicles use Coil On Plug (COP). COP faults should set a DTC.
For additional testing, see CIRCUIT TEST JF in appropriate
article:

NOTE: For additional information and descriptions, see IGNITION

SYSTEMS in E - THEORY/OPERATION - EEC-V article.
Preliminary Check
Perform following preliminary checks:
* Visually inspect engine compartment to verify vacuum hoses

and spark plug wires are properly routed and securely
connected.
* Examine all wiring harnesses and connectors for damage.
* Ensure all ground connections are clean and tight.
* Ensure battery is fully charged.
* All accessories should be off during diagnosis.
Test Equipment
Following test equipment should be used.
* Spark Tester (D81P-6666-A Or D89P-6666-A)

* Digital Volt-Ohmmeter (DVOM)
* 12-Volt Test Light
* Remote Starter Switch
* Hand Held Scan Tool
* EEC-V Breakout Box (014-00950)
Diagnostic Aids
Test procedures are intended to identify faulty components or
wiring while fault is present. If complaint is an intermittent
condition, refer to H - TESTS W/O CODES - EEC-V article or CIRCUIT
TEST Z in appropriate article:

1) Check For Diagnostic Trouble Codes (DTC)

Perform QUICK TEST. See appropriate article:

If DTCs are present, service codes as necessary. If codes are not

2) Check Battery
Turn ignition on. Check battery voltage. If battery voltage
is less than 12 volts, service battery as necessary. If battery
voltage is more than 12 volts, go to next step.
I - SYSTEM/COMPONENT TESTS - CNG Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
3) Check For Spark
Using Spark Tester (D81P-6666-A Or D89P-6666-A), check for
spark at each spark plug wire or coil while cranking. If spark is
consistent at all spark plug wires, go to next step. If spark is not
consistent, to test crankshaft position sensor, go to CIRCUIT TEST JD


Remove and inspect spark plugs. Replace plugs as necessary.
If spark plugs are okay, testing is complete. If fault is still
present, go to H - TESTS W/O CODES article. If vehicle has a no-start
condition, go to CIRCUIT TEST A in appropriate article:

EMISSION SYSTEMS & SUB-SYSTEMS
EXHAUST CATALYST
1) Disable secondary air injection system. Run engine at 2500

RPM for 2 minutes. Turn ignition off. Disconnect and ground one spark
plug wire or disconnect one ignition coil for coil on plug
applications.
2) Start engine and run at 1000 RPM. Disconnect IAC valve.
Using an infrared temperature probe, measure surface temperature at
catalytic converter inlet and outlet. Outlet temperature should be at
least 50 F (28 C) greater than inlet temperature. Replace catalytic
converter if necessary. Reconnect ignition system, IAC valve and
secondary air injection.
SECONDARY AIR INJECTION
NOTE: On models equipped with Electronic Air Injection System

(EAIR), go to step 1) of CIRCUIT TEST HM in appropriate
article:

On models equipped with mechanical secondary air injection

system, go to step 40) of CIRCUIT TEST HM in appropriate
EXHAUST GAS RECIRCULATION (EGR)
EGR Valve
1) Ensure all vacuum hoses are correctly routed and securely
I - SYSTEM/COMPONENT
attached. Replace any crimped or broken hoses. Ensure there is less TESTS - CNG Article Text (p. 9)1998 Ford E
than one in. Hg vacuum to EGR valve at idle with engine at normal
operating temperature.
2) Install tachometer. Disconnect Idle Air Control (IAC)
wiring harness connector. Remove and plug vacuum hose at EGR valve.
Start engine. Idle in Neutral. Note idle speed. Using hand vacuum
pump, slowly apply 5-10 in. Hg vacuum to EGR valve. When vacuum is
fully applied, engine should do one or more of the following:
* Engine should stall.

* Idle speed should drop more than 100 RPM.
* Idle speed should return to normal when vacuum is released.
3) Service or replace EGR valve if engine does not stall or

idle speed does not respond as specified. Reconnect IAC harness
connector. Unplug and reconnect vacuum hose at EGR valve.

Turn ignition off. Disconnect EVR solenoid wiring harness
connector. Measure resistance across EVR solenoid terminals. If
resistance is not 26-40 ohms, replace EVR solenoid. For additional
testing, go to CIRCUIT TEST HE in appropriate article:

FUEL EVAPORATION
NOTE: For testing of any evaporative emission system component not

found here, see CIRCUIT TEST HW in appropriate article:


Turn ignition off. Disconnect CANP solenoid wiring harness
connector. Measure resistance between CANP solenoid terminals. If
resistance is not as specified, replace CANP solenoid. For additional
testing, go to CIRCUIT TEST HW in appropriate article:

Purge Flow (PF) Sensor

Turn ignition off. Disconnect PF sensor wiring harness
connector. Allow sensor to cool to room temperature. Measure
resistance between PFS SIG terminal and VPWR terminal. See Fig. 2. If
resistance is not 40-230 ohms, replace PF sensor. If resistance is 40-
230 ohms, sensor is okay. If fault is still present, go to CIRCUIT
TEST HW in appropriate article:

I - SYSTEM/COMPONENT TESTS - CNG Article
Fig. 2: Identifying Purge Flow Sensor Connector Terminals

Turn ignition off. Disconnect CV solenoid wiring harness
connector. Measure resistance between CV solenoid terminals. If
resistance is not 45-65 ohms, replace CV solenoid and repeat QUICK
TEST. If resistance is 45-65 ohms, solenoid is okay. If fault is still
present, go to CIRCUIT TEST HX in appropriate article:

EVAP Canister
There are no moving parts in canister. Check for loose,
missing, cracked or broken connections and parts. Repair or replace as
necessary. There should be no liquid in canister.
1) Check PCV Valve

valve rattles when shaken, go to next step. Replace PCV valve if it
does not rattle when shaken.
2) Check PCV System
paper in place for one minute, repair clogged or leaking hose as
necessary. If vacuum from hose holds paper in place for one minute,
PCV system is okay and testing is complete.
END OF ARTICLE
I - SYSTEM/COMPONENT TESTS - CNG Article Text (p. 11)

I - SYSTEM/COMPONENT TESTS - GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - System & Component Testing - EEC-V
INTRODUCTION
Before testing separate components or systems, perform BASIC

DIAGNOSTIC PROCEDURES in appropriate article:

For 5.4L Pickup, see F - BASIC TESTING - 5.4L GASOLINE.
For 5.4L Van, see F - BASIC TESTING - 5.4L GASOLINE.
Since many computer-controlled and monitored components set a

Diagnostic Trouble Code (DTC) if they malfunction, also perform SELF-
DIAGNOSTICS in appropriate article:

NOTE: Testing individual components does not isolate short or open

circuits. Perform all voltage tests with a Digital
Volt-Ohmmeter (DVOM) with a minimum 10-megohm input
impedance, unless stated otherwise in test procedure. Use
ohmmeter to isolate shorted or open wiring harness.
NOTE: For identification of circuits and terminals referenced in

test procedures, see appropriate article:

POWERTRAIN CONTROL MODULE (PCM)

Ground Circuits
1) Using a DVOM, check for continuity to ground at the
following PCM connector terminals. See Fig. 1. Resistance should be
approximately zero ohms. If resistance is not approximately zero ohms,
repair circuit open to ground.
* Terminals No. 24, 25, 51, 76, 77 and 103.
2) Touch negative lead of voltmeter to a good ground. With

vehicle running, backprobe positive lead of voltmeter to each
ground terminal. Voltmeter should indicate less than one volt. If
reading is greater than one volt, check for open, corrosion or
loose connection on ground lead.
Power Circuits
Turn ignition off. Using a voltmeter, check for battery
voltage between ground and PCM terminal No. 55 (KAPWR). Turn ignition
switch to START or RUN position. Check for battery voltage between
ground and PCM connector terminals No. 71 and 97 (VPWR). If battery
voltage is not present, power is not being supplied from EEC power
relay. See CIRCUIT TEST B in appropriate article:

PCM LOCATIONS TABLE
Model Location

Fig. 1: Identifying PCM 104-Pin Connector Terminals
ENGINE SENSORS & SWITCHES
* PLEASE READ THIS FIRST * Copyright © 1998 M

I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 2)1998 Ford Econoline E250For 1
NOTE: For additional sensor testing specifications, see
K - SENSOR RANGE CHARTS article.

For testing procedure and specifications, see CIRCUIT TEST TA


operation. To check ECT signal voltage, backprobe between signal
For specifications, see ECT SENSOR SPECIFICATIONS table. For
article:

ECT SENSOR SPECIFICATIONS TABLE (1)
Temperature (2) Resistance

F ( C) Volts (3) Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 37,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7600
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
230 (110) ............... 0.35 .................... 1550

engine running.
I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 M

Faults in sensor or circuit should set a Diagnostic Trouble
Code (DTC). See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, go to step 34) of CIRCUIT

TEST H in appropriate G - TESTS W/CODES article to check HO2S heater
resistance.

Ensure ignition is off. Locate IFS switch. See
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Shake or jar IFS
switch to cause switch to open and reset button should pop up. Fuel
pump should not operate and car should stall. Push down on reset
button. Fuel pump should operate.

operation. To check IAT signal voltage, backprobe between signal
For specifications, see IAT SENSOR SPECIFICATIONS table. For
article:

IAT SENSOR SPECIFICATIONS TABLE (1)

I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 4)1998 Ford Econoline E250
Temperature (2) (3)
F ( C) Volts Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 37,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7600
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
230 (110) ............... 0.35 .................... 1550

engine running.

Faults in MAF sensor or circuit should set a Diagnostic
Trouble Code (DTC). See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, go to CIRCUIT TEST DC in

appropriate G - TESTS W/CODES article for MAF sensor and circuit
testing.

For test procedure, see CIRCUIT TEST TA in appropriate
article:


Ensure none of following conditions exist:
I - SYSTEM/COMPONENT TES
* Binding throttle linkage.
* TP sensor loose or not seated properly.
* Throttle plate not fully closed.
Faults in TP sensor or circuit should set a diagnostic

trouble code. See QUICK TEST in appropriate article:

If no diagnostic trouble code has been set, see CIRCUIT TEST DH in

appropriate G - TESTS W/CODES article for additional sensor testing
and specifications.
RELAYS & SOLENOIDS
RELAYS
Fuel Pump Relay

1) Turn ignition off. Leave fuel pump relay disconnected.
Measure resistance between terminals No. 1 or No. 85 and all other
terminals. To identify fuel pump relay terminals, refer to numbers
molded on relay.
2) One resistance measurement should be 40-120 ohms; all
other measurements should be greater than 10,000 ohms. Replace fuel
pump relay if resistance is not as specified. If resistance is okay,
see CIRCUIT TEST KA in appropriate article for additional testing
procedures:

SOLENOIDS


EGR Vacuum Regulator (EVR) Solenoid Copyright © 1998 M

See EXHAUST GAS RECIRCULATION Article
(EGR) under Text (p.
EMISSION 6)1998 Ford
SYSTEMS &
Econoline E250For 1
SUB-SYSTEMS.
Idle Air Control (IAC) Solenoid Resistance

1) Solenoid is by-pass air type. Ensure ignition is off.
Disconnect IAC solenoid harness connector. Measure resistance between
IAC solenoid connector terminals. Solenoid has diode and resistance
will be infinite if voltmeter is hooked up wrong.
2) Resistance should be 6-13 ohms. If resistance is not 6-13
ohms, replace solenoid. If resistance is 6-13 ohms, IAC solenoid may
be okay. For additional testing and specifications, see CIRCUIT TEST
KE in appropriate article:

FUEL SYSTEM
With Fuel Pressure Gauge

Remove fuel tank cap to release fuel tank pressure. Connect
Fuel Pressure Gauge (T80L-9974-B) to pressure relief valve (Schrader
valve) located on fuel injection manifold rail. Using a suitable
container, release fuel pressure.
Without Fuel Pressure Gauge

If fuel pressure gauge is not available, disconnect Inertia
Fuel Shutoff (IFS) switch. For IFS location, see
INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table under ENGINE SENSORS
& SWITCHES. Remove fuel cap to release fuel tank pressure. Crank
engine for 15 seconds to release system pressure.
FUEL DELIVERY
Fuel Pump Relay

See RELAYS under RELAYS & SOLENOIDS.
CAUTION: Inspect fuel system for leaks and damage before testing fuel
pump.
1) System Integrity Check

* Visually inspect fuel system (fuel lines, filter, pump,

injectors, pressure regulator, etc.).
* Ensure Inertia Fuel Shutoff (IFS) switch reset button is not
in upper (tripped) position. I - SYSTEM/COMPONENT TESTS -
* Ensure battery is fully charged and fuel-related fuses are
okay.
* Check fuel tank contents and fuel gauge accuracy. On vehicles
with 2 fuel tanks, check both tanks. If any fault is
detected, repair as necessary. If system checks are okay, go
to next step.

Install fuel pressure gauge. Check and record fuel pressure.
See C - SPECIFICATIONS - FUEL PRESSURE SPECIFICATIONS article. If fuel
pressure is as specified, testing is complete. If fuel pressure is not
as specified, go to step 52) of CIRCUIT TEST H in appropriate article:

See CIRCUIT TEST HC in appropriate article:

FUEL CONTROL

specification.
Fuel Injector Check

operating. If clicking sound is not heard, go to step 8) of CIRCUIT
TEST HD in appropriate article:

I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 8)1998 Ford Econol
Engine Ohms
Pickup & Van ....................................... 11-18
IDLE CONTROL SYSTEM
IDLE AIR CONTROL SOLENOID
Turn ignition off. Disconnect IAC wiring harness connector.

Connect DVOM positive lead to VPWR (White/Red wire) terminal of IAC
solenoid wiring harness connector. Connect DVOM negative lead to IAC
terminal. If resistance is 6-13 ohms, go to next step. If resistance
IGNITION SYSTEM
NOTE: 5.4L and 6.8L vehicles use Coil On Plug (COP). COP faults
should set a DTC. For additional testing, see CIRCUIT TEST JF

NOTE: For additional information and descriptions, see IGNITION

SYSTEMS in appropriate article:
For Pickup, see E - THEORY/OPERATION - GASOLINE.

For Van, see E - THEORY/OPERATION - GASOLINE.
Preliminary Check
Perform following preliminary checks:
* Visually inspect engine compartment to verify vacuum hoses

and spark plug wires are properly routed and securely
connected.
* Examine all wiring harnesses and connectors for damage.
* Ensure all ground connections are clean and tight.
I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p
* Ensure battery is fully charged.
* All accessories should be off during diagnosis.
Test Equipment
Following test equipment should be used.
* Spark Tester (D81P-6666-A Or D89P-6666-A)

* Digital Volt-Ohmmeter (DVOM)
* 12-Volt Test Light
* Remote Starter Switch
* Hand Held Scan Tool
* EEC-V Breakout Box (014-00950)
Diagnostic Aids
Test procedures are intended to identify faulty components or
wiring while fault is present. If complaint is an intermittent
condition, refer to H - TESTS W/O CODES - GASOLINE article or CIRCUIT
TEST Z in appropriate article:

1) Check For Diagnostic Trouble Codes (DTC)

Perform QUICK TEST. See appropriate article:

If DTCs are present, service codes as necessary. If codes are not

2) Check Battery
Turn ignition on. Check battery voltage. If battery voltage
is less than 12 volts, service battery as necessary. If battery
voltage is more than 12 volts, go to next step.
3) Check For Spark
Using Spark Tester (D81P-6666-A Or D89P-6666-A), check for
spark at each spark plug wire or coil while cranking. If spark is
consistent at all spark plug wires, go to next step. If spark is not
consistent, go to CIRCUIT TEST JD in appropriate article to test
crankshaft position sensor:

I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 10)1998 Ford E

Remove and inspect spark plugs. Replace plugs as necessary.
If spark plugs are okay, testing is complete. If fault is still
present, go to H - TESTS W/O CODES - GASOLINE article. If vehicle has
a no-start condition, go to CIRCUIT TEST A in appropriate article:

EMISSION SYSTEMS & SUB-SYSTEMS
EXHAUST CATALYST
1) Disable secondary air injection system. Run engine at 2500

RPM for 2 minutes. Turn ignition off. Disconnect and ground one spark
plug wire or disconnect one ignition coil for coil on plug
applications.
2) Start engine and run at 1000 RPM. Disconnect IAC valve.
Using an infrared temperature probe, measure surface temperature at
catalytic converter inlet and outlet. Outlet temperature should be at
least 50 F (28 C) greater than inlet temperature. Replace catalytic
converter if necessary. Reconnect ignition system, IAC valve and
secondary air injection.
SECONDARY AIR INJECTION
NOTE: On models equipped with Electronic Air Injection System

(EAIR), go to step 1) of CIRCUIT TEST HM in appropriate
article:

On models equipped with mechanical secondary air injection

system, go to step 40) of CIRCUIT TEST HM in appropriate
G - TESTS W/CODES article. I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text
EXHAUST GAS RECIRCULATION (EGR)
EGR Valve
1) Ensure all vacuum hoses are correctly routed and securely
attached. Replace any crimped or broken hoses. Ensure there is less
than one in. Hg vacuum to EGR valve at idle with engine at normal
operating temperature.
2) Install tachometer. Disconnect Idle Air Control (IAC)
wiring harness connector. Remove and plug vacuum hose at EGR valve.
Start engine. Idle in Neutral. Note idle speed. Using hand vacuum
pump, slowly apply 5-10 in. Hg vacuum to EGR valve. When vacuum is
fully applied, engine should do one or more of the following:
* Engine should stall.

* Idle speed should drop more than 100 RPM.
* Idle speed should return to normal when vacuum is released.
3) Service or replace EGR valve if engine does not stall or

idle speed does not respond as specified. Reconnect IAC harness
connector. Unplug and reconnect vacuum hose at EGR valve.

Turn ignition off. Disconnect EVR solenoid wiring harness
connector. Measure resistance across EVR solenoid terminals. If
resistance is not 26-40 ohms, replace EVR solenoid. For additional
testing, go to CIRCUIT TEST HE in appropriate article:

FUEL EVAPORATION
NOTE: For testing of any evaporative emission system component not

found here, see CIRCUIT TEST HW in appropriate article:


Turn ignition off. Disconnect CANP solenoid wiring harness
connector. Measure resistance between CANP solenoid terminals. If
I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 12)1998 Ford Ec
resistance is not as specified, replace CANP solenoid. For additional
testing, go to CIRCUIT TEST HW in appropriate article:

Purge Flow (PF) Sensor

Turn ignition off. Disconnect PF sensor wiring harness
connector. Allow sensor to cool to room temperature. Measure
resistance between PFS SIG terminal and VPWR terminal. See Fig. 2. If
resistance is not 40-230 ohms, replace PF sensor. If resistance is 40-
230 ohms, sensor is okay. If fault is still present, go to CIRCUIT
TEST HW in appropriate article:

Fig. 2: Identifying Purge Flow Sensor Connector Terminals

Turn ignition off. Disconnect CV solenoid wiring harness
connector. Measure resistance between CV solenoid terminals. If
resistance is not 45-65 ohms, replace CV solenoid and repeat QUICK
TEST. If resistance is 45-65 ohms, solenoid is okay. If fault is still
present, go to CIRCUIT TEST HX in appropriate article:
EVAP Canister
There are no moving parts in canister. Check for loose,
missing, cracked or broken connections and parts. Repair or replace as
necessary. There should be no liquid in canister.
1) Check PCV Valve

valve rattles when shaken, go to next step. Replace PCV valve if it
does not rattle when shaken.
2) Check PCV System
paper in place for one minute, repair clogged or leaking hose as
necessary. If vacuum from hose holds paper in place for one minute,
PCV system is okay and testing is complete.
END OF ARTICLE
I - SYSTEM/COMPONENT TESTS - GASOLINE Article Text (p. 14)1998 Ford Econoline E250For 1 Copyright © 1998
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Pin Voltage/PID Value Charts
INTRODUCTION
Pin voltage (value) charts are used for diagnosing

intermittent symptoms and faults that are unable to be resolved during
self-diagnostics. Pin tests ensure the Powertrain Control Module is
receiving and transmitting proper voltage and other signals.
Parameter Identification (PID) values also check PCM input
and output signals. PID values are retrieved using an OBD-II compliant
scan tool. PID values can only be accessed on OBD-II models. See
PID TESTING under TEST PROCEDURES.
Before performing tests, ensure mechanical conditions have
been inspected and self-diagnostics has been attempted. Service
bulletins may also be helpful in correcting a hard to diagnose
problem.
TEST EQUIPMENT
OBD-II
In order to read Parameter Identification (PID) values, a New

Generation Star (007-00500) scan tool or other OBD-II compliant scan
tool is required. A DVOM, 104-pin Breakout Box (014-00950) and
appropriate adapter cable are required to check pin values.
Manufacturer does not recommend checking values directly at PCM
connector, as damage to wiring harness or Powertrain Control Module
(PCM) harness connector may occur.
TEST PROCEDURES

PIN VOLTAGE TESTING
Disconnect negative battery cable. Access PCM, and disconnect

PCM connector. See POWERTRAIN CONTROL MODULE LOCATION. Connect
breakout box to PCM harness connector and PCM. Reconnect negative
battery cable. Take desired measurements between ground pin and
specified pin on breakout box. See appropriate chart under
PIN VOLTAGE/PID VALUE CHARTS.
PID TESTING
Connect OBD-II compliant scan tool to Data Link Connector

(DLC). See TEST EQUIPMENT. Access DIAGNOSTIC DATA LINK menu, and
select PCM. Highlight and select PID/DATA MONITOR AND RECORD.
Highlight and select the PID desired abbreviation(s). Press the "7"
button to view all selected PIDs.
PCM CONNECTORS
Fig. 1: Identifying PCM Connector Terminals (EEC-V)

TEST DIRECTORY
PIN VOLTAGE/PID VALUE CHART DIRECTORY TABLE
Application See
5.4L Gasoline ..................................... Fig. 2
POWERTRAIN CONTROL MODULE LOCATIONS
PCM LOCATIONS TABLE
PIN VOLTAGE/PID VALUE CHARTS
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE Article Tex

Fig. 2: Pin Voltage/PID Values (A/T - 1 Of 2)
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mi
J - PIN VOLTAGE CHARTS - 5.4L GASOLINE Article Text (p. 4)1998 Ford Econoline E250For 1 Copyright © 1998 Mi
END OF ARTICLE
KEYLESS ENTRY SYSTEM - REMOTE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Remote Keyless Entry Systems
Ford; Van
The remote keyless entry system consists of a control module,

hand-held transmitter(s) and necessary wiring. The control module
performs the following functions:
* Locks and unlocks all doors.

* Turns on interior and key hole lights.
* Arms and disarms anti-theft system (if equipped).
* Activates security feature to sound horn and flash exterior
lights.
* Activates battery saver, which removes power from interior
lights 40-45 minutes after last input to control module.
The remote entry system receives inputs from the following.
* Interior Light Switch

* Door Ajar Switches
* Door Lock Cylinders
* Door Lock Switches
* Ignition Switch
* Program Connector
* Remote Transmitter(s)
Control module sends outputs to the following.
* Interior Lights
* Door Lock Actuators
* Horn Relay
* Headlights
* Parking Lights
To unlock driver's door, press UNLOCK button on transmitter.

This also disarms anti-theft system. To unlock all doors, press UNLOCK
button twice within 5 seconds. To turn on interior lights press UNLOCK
or PANIC button. To lock all doors, press LOCK button once. This also
arms anti-theft system. To confirm all doors are locked, press LOCK
button again. Horn will sound and doors will lock again. To activate
security alarm, press PANIC button. Horn will sound and exterior
lights will flash for a maximum of 3 minutes. To deactivate security
alarm, press PANIC button again or turn ignition switch to ON
position.
PROGRAMMING REMOTE TRANSMITTER

Turn ignition on. Using shorting pin, temporarily short
terminals of program connector together. Program connector is located
at base of steering column. All doors should lock, then unlock. Remove
shorting pin from program connector. Press any button on
transmitter(s). All doors should lock, then unlock to verify
transmitter(s) have been programmed.
NOTE: If doors do not respond, press button again (3 times

maximum) with same transmitter. Repeat procedure for
additional transmitters (4 maximum). Turn ignition off. All
doors should lock, then unlock. Check operation.
TROUBLE SHOOTING
WARNING: Disable air bag system before working around steering column
or removing any air bag system component.
See AIR BAG RESTRAINT SYSTEMS article.

Before performing individual component tests, check the

following for possible cause of system malfunction.
* Low Battery Charge

* Blown Fuse(s)
* Loose Or Corroded Connectors
* Damaged Wiring
* Damaged Transmitter(s)
* Faulty Transmitter Batteries
* Binding Locks Or Latches
Before proceeding with testing, disconnect and reconnect negative

battery cable to reset system.
SYSTEM TESTS
NOTE: Keep driver's window rolled down when performing system

tests to avoid getting locked out of vehicle.
NOTE: Before beginning any testing, ensure battery is fully

charged. Lubricate door lock latch and linkage system.
Manually cycle door locks 10 times to ensure proper
operation.
NOTE: A New Generation Star (NGS) tester is KEYLESS ENTRY SYSTEM - REMOTE Article Text (p. 2)1998 Ford
required for testing
the power door lock system.
DOOR LOCKS DO NOT OPERATE USING REMOTE TRANSMITTER
1) Turn ignition off. Reprogram remote transmitter. See

PROGRAMMING REMOTE TRANSMITTER. After reprogramming, if remote
transmitter and door lock control module still do not respond
correctly, go to next step. After reprogramming, if remote transmitter
and door lock control module respond correctly, test entire system for
normal operation.
2) Replace remote transmitter batteries. Reprogram remote
transmitter. See PROGRAMMING REMOTE TRANSMITTER. After battery
replacement and reprogramming, if remote transmitter and door lock
control module still do not respond correctly, go to next step. After
battery replacement and reprogramming, if remote transmitter and door
lock control module respond correctly, test entire system for normal
operation.
3) Using a known good transmitter, reprogram remote
transmitter. See PROGRAMMING REMOTE TRANSMITTER. After reprogramming
known good transmitter, if remote transmitter and door lock control
module still do not respond correctly, go to next step. After
reprogramming known good transmitter, replace original remote
transmitter. Reprogram NEW remote transmitter and test entire system
for normal operation.
4) Disconnect door lock control module connectors C335 and
C336. Turn ignition on. Measure voltage between ground and door lock
control module connector C336 terminals No. 2 and 16. See Fig. 3. If
voltage is greater than 10 volts, go to next step. If voltage is less
than 10 volts, repair open in Yellow/Black wire, then retest system.
5) Measure voltage between ground and door lock control
module connector C335 terminal No. 22. See Fig. 2. If voltage is
greater than 10 volts, go to next step. If voltage is less than 10
volts, repair open in Black/White wire, then retest system.
6) Turn ignition off. Measure resistance between ground and
door lock control module connector C335 terminal No. 8. Measure
resistance between ground and door lock control module connector C335
terminal No. 21. Measure resistance between ground and door lock
control module connector C335 terminal No. 23. If resistance is less
than 5 ohms, go to next step. If resistance is greater than 5 ohms,
repair open Black/Light Blue wire, then retest system.
7) Reconnect door lock control module connectors. Measure
voltage by backprobing door lock control module connector C336
terminal No. 3 and ground while pressing remote transmitter UNLOCK
button twice. Measure voltage by backprobing door lock control module
connector C336 terminal No. 17 and ground while pressing remote
transmitter UNLOCK button twice. If voltage is greater than 10 volts
while UNLOCK button is pressed, repair Pink/Orange wire, then retest
system. If voltage is less than 10 volts while UNLOCK button is
pressed, go to next step.
8) Measure voltage by backprobing door lock control module
transmitter UNLOCK button. If voltage is greater than 10 volts while
KEYLESS ENTRY SYSTEM - REMOTE Article Tex
UNLOCK button is pressed, repair Red/Orange wire, then retest system.
If voltage is less than 10 volts while UNLOCK button is pressed, go to
next step.
transmitter LOCK button. Measure voltage by backprobing door lock
control module connector C336 terminal No. 18 and ground while
pressing remote transmitter LOCK button. If voltage is greater than 10
volts while LOCK button is pressed, repair open in Pink/Black wire,
then retest system. If voltage is less than 10 volts while LOCK button
is pressed, go to next step.
transmitter LOCK button. Measure voltage by backprobing door lock
control module connector C336 terminal No. 19 and ground while
pressing remote transmitter LOCK button. If voltage is greater than 10
volts while LOCK button is pressed, repair Yellow/Black wire, then
retest system. If voltage is less than 10 volts while LOCK button is
pressed, replace door lock control module, then retest system.
Fig. 1: Identifying Door Lock Control Module Connector C241

Fig. 2: Identifying Door Lock Control Module Connectors C240 & C335
KEYLESS ENTRY SYSTEM - REMOTE Article Tex

Fig. 3: Identifying Door Lock Control Module Connectors C242 & C336
UNABLE TO PROGRAM REMOTE TRANSMITTER
1) Ensure shorting pin is removed from program connector. Try

another remote transmitter. If no other remote transmitter is
available, go to next step. If other remote transmitter operates,
replace original remote transmitter, then retest system. If other
remote transmitter does not operate, go to next step.
2) Turn ignition off. Disconnect door lock control module
connectors C335 and C336. Measure resistance between ground and door
lock control module connector C335 terminal No. 10. See Fig. 2. If
resistance is greater than 10 k/ohms, go to next step. If resistance
is less than 10 k/ohms, repair short to ground in White/Yellow wire,
then retest system.
3) Measure voltage between ground and door lock control
module connector C335 terminal No. 10. If voltage is not present, go
to next step. If voltage is present, repair short to voltage in
White/Yellow wire, then retest system.
4) Reconnect all door lock control module connectors. Measure
terminal No. 10 and ground. If voltage is between 5-9 volts, go to
next step. If voltage is less than 5 volts, or more than 9 volts,
replace door lock control module, then retest system.
5) Measure voltage between ground and program connector
White/Yellow wire terminal. If voltage is between 5-9 volts, go to
next step. If voltage is less than 5 volts, or more than 9 volts,
repair open in White/Yellow wire, then retest system.
6) Measure resistance between ground and program connector
Black wire terminal. If resistance is less than 5 ohms, go to next
step. If resistance is greater than 5 ohms, repair open in Black wire,
then retest system.
7) Turn ignition on. Insert shorting pin into program
connector. If all doors lock and unlock, go to next step. If all doors
do not lock and unlock, return to step 2).
8) Press any button on remote transmitter (may have to press
button more than once). Repeat sequence for additional remote
transmitter(s). If all doors lock and unlock using any remote Copyright © 1998 Mitchell Rep
KEYLESS
transmitter, goENTRY
to nextSYSTEM - REMOTE
step. If all doors Article
do not lock and Text
unlock(p. 5)
using any remote transmitter, replace remote transmitter batteries. If
remote transmitter still does not operate, replace door lock control
module, then retest system.
9) Turn ignition off. Remove shorting pin from program
connector. If all doors lock and unlock, go to
DOOR LOCKS DO NOT OPERATE USING REMOTE TRANSMITTER test. If all doors
do not lock and unlock, replace door lock control module, then retest
system.
HORN DOES NOT SOUND WITH LOCK VERIFICATION OR WHEN PANIC

ALARM IS ACTIVATED FROM REMOTE TRANSMITTER
1) Check operation of panic alarm with all remote

transmitters. If horn will not sound with all remote transmitters, go
to next step. If horn sounds with some remote transmitters but not
with all, reprogram malfunctioning remote transmitter(s). See
PROGRAMMING REMOTE TRANSMITTER. If malfunctioning transmitter(s) still
do not operate after reprogramming, replace remote transmitter(s).
Retest system.
2) Check horn operation by pressing horn switch. If horn
operates, go to next step. If horn does not operate, repair horn, then
retest system.
connector C335 terminal No. 13 and ground while pressing PANIC button
on remote transmitter. See Fig. 2. If voltage is greater than 10 volts
with PANIC button pressed, repair Dark Blue wire, then retest system.
If voltage is less than 10 volts with PANIC button pressed, replace
door lock control module, then retest system.
PARKING LIGHTS DO NOT OPERATE WHEN PANIC ALARM IS ACTIVATED

WITH REMOTE TRANSMITTER
1) Check operation of panic alarm with all remote

transmitters. If parking lights will not operate with all remote
transmitters, go to next step. If parking lights operate with some
remote transmitters but not with all, reprogram malfunctioning remote
transmitter(s). See PROGRAMMING REMOTE TRANSMITTER. If malfunctioning
transmitter(s) still do not operate after reprogramming, replace
remote transmitter(s). Retest system.
2) Check operation of all parking lights. If all parking
lights operate properly, go to next step. If all parking lights do not
operate properly, repair inoperative parking light(s), then retest
system.
3) Turn headlight switch off. Measure voltage by backprobing
door lock control module connector C336 terminal No. 1 and ground
while pressing PANIC button on remote transmitter. See Fig. 3. Measure
terminal No. 15 and ground while pressing PANIC button on remote
transmitter. If voltage is less than 10 volts with PANIC button
pressed, go to next step. If voltage is greater than 10 volts with
PANIC button pressed, repair Red/Black wire, then retest system.
connector C335 terminal No. 9 and ground while pressing PANIC button
KEYLESS ENTRY SYSTEM - REMOTE Article Te
with PANIC button pressed, repair Brown wire, then retest system. If
voltage is less than 10 volts with PANIC button pressed, replace door
lock control module, then retest system.
ILLUMINATED ENTRY DOES NOT OPERATE WITH REMOTE TRANSMITTER
1) Check operation of illuminated entry with all remote

transmitters. If illuminated entry will not operate with all remote
transmitters, go to next step. If illuminated entry operate with some
remote transmitters but not with all, reprogram malfunctioning remote
transmitter(s). See PROGRAMMING REMOTE TRANSMITTER. If malfunctioning
transmitter(s) still do not operate after reprogramming, replace
remote transmitter(s). Retest system.
2) Check operation of interior lights. If interior lights
operate properly, go to next step. If interior lights do not operate
properly, repair interior lighting, then retest system.
connector C336 terminal No. 7 and ground while pressing UNLOCK button
with UNLOCK button pressed, repair Black/Light Blue wire, then retest
system. If voltage is less than 10 volts with UNLOCK button pressed,
replace door lock control module, then retest system.
DOOR LOCK CONTROL MODULE

Disconnect negative battery cable. Remove left-side quarter
trim panel. Disconnect electrical connectors. Remove 2 nuts and
module. To install, reverse removal procedure.
ANTENNA

Antenna is part of harness and cannot be removed. If damaged
or faulty, disconnect antenna connector from control module. Secure
connector aside. Connect NEW antenna to control module. Using plastic
tape, complete installation by securing antenna along path followed by
original antenna.
WIRING DIAGRAMS
KEYLESS ENTRY SYSTEM - REMOTE

Fig. 4: Remote Keyless Entry System Wiring Diagram
END OF ARTICLE
KEYLESS ENTRY SYSTEM - REMOTE Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Sensor Operating Range Charts
Ford; Contour, Crown Victoria, Escort, Escort ZX2,

Expedition, Explorer, Mustang, Pickup F150/250 (Gasoline),
Ranger, Taurus, Van E150/250/350 (Gasoline), Windstar
Mercury; Grand Marquis, Mountaineer, Mystique, Sable,
Tracer
Lincoln; Continental, Mark VIII, Navigator, Town Car
NOTE: For sensor information on Van E350 with 7.3L diesel, see
G - TESTS W/CODES - DIESEL article.
INTRODUCTION
Sensor operating range information can help determine if a

sensor is out of calibration. An out-of-calibration sensor may not set
a trouble code, but it will cause driveability problems. To determine
correct engine control system, see SYSTEM APPLICATION table.
SYSTEM APPLICATION TABLE
Application System
All Models ......................................... EEC-V
NOTE: Unless specified otherwise, perform all voltage tests using

a Digital Volt-Ohmmeter (DVOM) with minimum 10-megohm input
impedance.
DPFE SENSOR SPECIFICATIONS TABLE (1)
Pressure (psi) In. Hg (2) Volts
4.34 .................... 8.83 .................... 4.56

3.25 .................... 6.62 .................... 3.54
2.17 .................... 4.41 .................... 2.51
1.08 .................... 2.21 .................... 1.48
0 ........................ 0 ....................... 0.5
(1) - This table applies to EEC-V models only.

(2) - Voltage specifications are calculated for a VREF
equaling 5 volts. Specification may differ by as much
as 15 percent. See CIRCUIT TEST HE in appropriate
G - TESTS W/CODES - EEC-V article in the
ENGINE PERFORMANCE section for further testing.
ECT, IAT & TFT SENSOR SPECIFICATIONS (1) TABLE
Temperature Resistance
F ( C) (2) Volts (3) Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 37,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7600
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
230 (110) ............... 0.35 .................... 1550

(2) - Measure by backprobing signal circuit to ground.
(3) - Measure between sensor terminals.
EFT SENSOR SPECIFICATIONS (1) TABLE
Temperature Resistance
F ( C) (2) Volts (3) Ohms
50 (10) ................. 3.51 .................. 58,750

68 (20) ................. 3.07 .................. 27,300
86 (30) ................. 2.60 .................. 24,270
104 (40) ................ 2.13 .................. 16,150
122 (50) ................ 1.70 .................. 10,970
140 (60) ................ 1.33 .................... 7700
158 (70) ................ 1.02 .................... 5370
176 (80) ................ 0.78 .................... 3840
194 (90) ................ 0.60 .................... 2800
212 (100) ............... 0.46 .................... 2070
248 (120) ............... 0.27 .................... 1180

(2) - Measure by backprobing signal circuit to ground.
(3) - Measure between sensor terminals.
FUEL RAIL PRESSURE SENSOR VOLTAGE TABLE
psi (kPa) Volts
0 (0) ................................................ 0.5

10 (69) .............................................. 1.1
20 (138) ............................................. 1.6
30 (207) ............................................. 2.2
40 (275) ............................................. 2.8
50 (344) ............................................. 3.4
60 (413) ............................................. 3.9
70 (482) ............................................. 4.5
TR SENSOR RESISTANCE TABLE
Selector Position (1) Ohms
Park ........................................... 3770-4607

Reverse ........................................ 1304-1593
Neutral .......................................... 660-807
Overdrive ........................................ 361-442
Second/Drive ..................................... 190-232
First .............................................. 78-95
(1) - Values may differ by as much as 15 percent. Measure

between Gray/Red and Light Blue/Yellow wires at
TR sensor with transmission selector in specified
position.
TP SENSOR VOLTAGE TABLE
Throttle Angle (1) Volts
0 ................................................... .65
10 .................................................. .97
20 ................................................. 1.44
30 ................................................. 1.90
40 ................................................. 2.37
50 ................................................. 2.84
60 ................................................. 3.31
70 ................................................. 3.78
80 ................................................. 3.90
(1) - Values may vary by 15 percent. For testing, see

CIRCUIT TEST DH in appropriate
G - TESTS W/CODES - EEC-V article in the
END OF ARTICLE
K - SENSOR RANGE CHARTS Article Text (p. 3)1998 Ford Econoline E250
L - WIRING DIAGRAMS - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Wiring Diagrams
Fig. 1: PCM Wiring Diagram (1 Of 5)

L - WIRING DIAGRAMS - 5.4L CNG Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair In
END OF ARTICLE
L - WIRING DIAGRAMS - 5.4L GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Wiring Diagrams

L - WIRING DIAGRAMS - 5.4L GASOLINE Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
END OF ARTICLE
L - WIRING DIAGRAMS - 4.2L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Wiring Diagrams - 4.2L
Van E150/250

L - WIRING DIAGRAMS - 4.2L Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
END OF ARTICLE
MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES
Article Text
For 1
ARTICLE BEGINNING
1994-99 MAINTENANCE
Ford Motor Co. Maintenance Information
E-150 Club Wagon

E-250 Club Wagon
E-350 Club Wagon
E-150 Econoline Van
E-250 Econoline Van
E-350 Econoline Van
E-350 Cut-Away Van
NOTE: For scheduled maintenance intervals and the related fluid

capacities, fluid specifications and labor times for major
service intervals, see appropriate SCHEDULED SERVICES article
listed below.
1994-96 VEHICLES
* SCHEDULED SERVICES - GASOLINE

* SCHEDULED SERVICES - DIESEL
1997-98 VEHICLES
* SCHEDULED SERVICES - NORMAL SERVICE

* SCHEDULED SERVICES - SEVERE SERVICE
NOTE: For scheduled maintenance of Motor Home Vehicles perform

severe service requirements with service schedule.
Warranty information and specifications for fluid

capacities, lubrication specifications, wheel and tire size,
and battery type are covered in this article.
MODEL IDENTIFICATION
VIN LOCATION
The Vehicle Identification Number (VIN) is located on the

left side of the dash panel at the base of the windshield. The VIN
chart explains the code characters.
VIN CODE ID EXPLANATION
Numbers preceding the explanations in the legend below refer

to the sequence of characters as listed on VIN identification label.
See VIN example below.
(VIN) 1 F T B F 2 5 G 5 M L 1 0 0 0 0 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1 - Manufacturer
1 * Ford Motor Co., United States
2 * Ford Motor Co. Of Canada, Ltd.
2 - Make
F * Ford
3 - Type
B * Bus
C * Basic (Stripped) Chassis
D * Truck (Incomplete Vehicle)
M * Multi-Purpose Passenger Vehicle
T * Truck (Complete Vehicle)
4 - Brake System/Gross Vehicle Weight

A * Hydraulic Brakes/Under 3000 Lbs.
B * Hydraulic Brakes/3001-4000 Lbs.
C * Hydraulic Brakes/4001-5000 Lbs.
D * Hydraulic Brakes/5001-6000 Lbs.
E * Hydraulic Brakes/6001-7000 Lbs.
F * Hydraulic Brakes/7001-8000 Lbs.
G * Hydraulic Brakes/8001-8500 Lbs.
H * Hydraulic Brakes/8501-9000 Lbs.
J * Hydraulic Brakes/9001-10,000 Lbs.
K * Hydraulic Brakes/10,000-14,000 Lbs.
L * Hydraulic Brakes/14,001-16,000 Lbs.
M * Hydraulic Brakes/16,001-19,500 Lbs.
5 - Model
E * Econoline (Regular Van)
S * Econoline (Super Van)
6 - Chassis Code
1 * E150
2 * E250
3 * E350
7 - Body Type
1 * Club Wagon
3 * RV Basic Stripped Chassis
4 * Pickup/Van
7 * Chassis Cab
8 * Chassis Cab
9 * Commercial Basic Stripped Chassis
0 * RV Cut Away
8 - Engine Type
MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 2)1998 Ford Econoline E250
2 * 4.2L V6
6 * 4.6L V8
F * 7.3L V8 Turbo Diesel
G * 7.5L V8
H * 5.8L V8
K * 7.3L V8 IDI Turbo Diesel
L * 5.4L V8
M * 7.3L V8 Diesel (1994)
M * 5.4L V8 CNG (1998)
N * 5.0L V8
S * 6.8L V10
Y * 4.9L 6-Cylinder
9 - VIN Check Digit

* Manufacturer's Internal Code
10 - Vehicle Model Year

R * 1994
S * 1995
T * 1996
V * 1997
W * 1998
X * 1999
11 - Assembly Plant Code

C * Ontario Truck: Oakville, Ontario
E * Kentucky Truck: Jefferson, Kentucky
H * Lorain: Lorain, Ohio
K * Kansas City: Claycomo, Missouri
L * Michigan Truck: Wayne, Michigan
N * Norfolk: Norfolk, Virginia
P * Twin Cities: St. Paul, Minnesota
U * Louisville: Louisville, Kentucky
12-17 - Serial Number

* Sequential Production Number
MAINTENANCE SERVICE INFORMATION
SEVERE & NORMAL SERVICE DEFINITIONS
NOTE: Use the Severe Service schedule if the vehicle to be serviced

is operated under ANY (one or more) of these conditions:
Service is recommended at mileage intervals based on vehicle

operation. Service schedules are based on the following primary
operating conditions:
Severe Service
* Short Trips (About 10 Miles) In Freezing Temperatures

* Towing OrMAINTENANCE
Heavily Loaded INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 3)
1998 Ford Econ
* Severe Dust Conditions
* Hot Weather, Stop-And-Go Driving
* Extensive Idling Conditions (Taxi Or Delivery Type Service)
* Snow Plowing
* Off-Road Operation
* High Speed Operation With Fully Loaded Vehicle
Normal Service
* Driven More Than 10 Miles Daily

* No Operating Conditions From Severe Service List
CAUTION: Diesel-powered models require additional servicing. Refer to

SCHEDULED SERVICES - DIESEL article in this section.
TIRE ROTATION & WHEEL TORQUE INFORMATION
On dual rear wheel light trucks, rotate the front tires side
to side without disturbing the rear tires. Wheel lug nuts must be
retightened to proper torque specifications after 500 miles (800 km)
of new vehicle operation (100 miles (160 km) for vehicles equipped
with dual rear wheels or equipped for snowplowing)), and 500 miles
(800 km) after any wheel change, or any other time lug nuts have been
loosened.
REAR AXLE LUBRICATION
Rear axle lube quantities must be replaced every 100,000

miles (Except F-Super Duty), or if the axle has been submerged in
water. Otherwise lube should not be checked unless a leak is suspected
or repair required. F-Super Duty rear axle lube quantities must be
replaced every 30,000 miles unless synthetic oil is used. Super Duty
vehicles are NOT equipped with synthetic oil from the factory.
COOLING SYSTEM, HOSES & CLAMPS INFORMATION
Replace engine coolant every 36 months or 30,000 miles. Add

supplemental coolant additive every 18 months or 15,000 miles (Diesel
Engine Only). Check coolant strength, condition of hoses and clamps
annually regardless of mileage or driving conditions. Replace hoses
and clamps as necessary.
OFF-HIGHWAY VEHICLES INFORMATION
If vehicle is operated off-highway, perform the following

items every 1000 miles. If vehicle is operated in mud and/or water,
perform the following items daily.
* Lubricate Front Axle, Steering And Clutch Linkages, Axle And

Driveshaft U-Joints, And Slip Yoke If Equipped With Fittings.
MAINTENANCE
* Lubricate Automatic Transmission INFORMATION/FLUID
External Controls (Cables). SPECS & CAPACITIES Article Text (p. 4
* Inspect Front Wheel Bearings And Lubrication.
* Inspect Disc And Drum Brake Systems, Hoses And Lines, Lube
Caliper Slide Rails.
* Inspect Exhaust System For Leaks, Damage, Or Loose Parts And
Remove Any Foreign Material Trapped By Shielding.
* Lubricate Clutch Release Lever Pivot.
SERVICE POINT LOCATIONS
Fig. 1: Underhood Service Points (4.9L)

MAINTENANCE INFORMATION/FLUID SPECS & C

Fig. 2: Underhood Service Points (5.0L & 5.8L)
Fig. 3: Underhood Service Points (7.3L Diesel, 1994)
Fig. 4: Underhood Service Points (7.3L Turbo-Diesel, 1995-96)
Fig. 5: Underhood Service Points (7.5L)
SERVICE LABOR TIMES

NOTE: Labor times are provided, where available, within appropriate
SERVICE INTERVAL table in SCHEDULED SERVICES article.
LUBRICATION SPECIFICATIONS
LUBRICATION SPECIFICATIONS TABLE
Automatic Transmission .................. Motorcraft Mercon ATF

Brake Fluid ...................... DOT 3 Heavy Duty Brake Fluid
Coolant
Diesel (1) ........................ Ford Cooling System Fluid
Part No. E2FZ-19549-AA
Gasoline Engines .......... 50/50 Mix Ethylene Glycol & Water
Engine Oil
Gasoline Engines (2)(3)
Average Operating Temperature
Below 32 F (0 C) ....................... SAE 5W-30 API SH
Above 0 F (-18 C) ..................... SAE 10W-30 API SH
Above 32 F (0 C) ...................... SAE 15W-40 API SH
Diesel Engines (4)
Average Operating Temperature
Below 32 F (0 C) ........ SAE 15W-40 API SG/CE Or CF-4/SG
Above 32 F (0 C) ............ SAE 30 API SG/CE Or CF-4/SG
Power Steering Fluid .................... Motorcraft Type F ATF
Differential (5)
Normal Service .......................... SAE 80W-90 API GL-6
Trak-Loc Additive ......... Friction Modifier C8AZ-19B546-A
Severe Service ............. 75W-140 Synthetic (F1TZ-19580-B)
Trak-Loc Additive .............. M2C196-A Friction Modifier
Manual Transmission
5-Speed
ZF S5-42 ....................................... Mercon ATF
Mazda-R2 ....................................... Mercon ATF
Drive Shaft U-Joints ............. Multi-Purpose NLGI Grade 2EP
Wheel Bearings ................. Multi-Purpose NLGI Grade GC-LB
Parking Brake Ratio Lever .................... Spray White Lube
Clutch Cross-Shaft ........................ NLGI Grade 2, GC-LB
Transmission Linkage ......................... Light Engine Oil
Steering Linkage (6)(7) ................... NLGI Grade 2, GC-LB
Ball Joints (6)(8) ........................ NLGI Grade 2, GC-LB
Weatherstrip ........... Silicone Lubricant P/N (COAZ-19553-AA)
Wheel Lug Nut Torque
150 (5 Stud Wheel) ................... 100 ft. lbs. (140 N.m)
250/350 (8 Stud Wheel) ............... 140 ft. lbs. (190 N.m)
(1) - Add 2 Pts. of supplemental coolant additive FW-15 for

complete refill of cooling system after drain and flush.
Add 8-10 Ozs. of supplemental coolant additive FW-15
every 18 months or 15,000 MAINTENANCE
miles. INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 10)
(2) - SAE 10W-30 is preferred for 4.9L, 5.0L & 7.5L engines.
(3) - SAE 5W-30 is preferred for vehicles with 5.8L engines.
(4) - SAE 30W is preferred and should be used under prolonged
idle/PTO use or severe warm weather conditions. When
temperatures are repeatedly below freezing SAE 15W-40 is
recommended for improved oil flow and cold starting.
(5) - Add 4 Ozs. of EST-M2C118-A (Friction Modifier Part No.
C8AZ-19B546-A) for complete refill of Traction-Lok front
axles and 8.8" ring gear rear axles. Add 8 Ozs. of same for
F-250/F-350 vehicles with 10.25" ring gear Traction-Lok
rear axles.
(6) - Use low pressure grease gun to prevent seal damage.
(7) - Fill until lubricant squeezes out from the base of seals.
(8) - Fill ball joint until seal starts to swell.
FLUID CAPACITIES
FLUID CAPACITIES TABLE
Application Quantity (1)
A/C R-134a System Refrigerant Capacity (2)(3)

Standard ........................................ 53 55 Ozs.
With Aux A/C .................................... 63 65 Ozs.
Cooling System (4)(5)(6)
4.9L .......................................... 17 Qts. (16L)
5.0L & 5.8L
Standard Cool .......................... 19.8 Qts. (18.7L)
With A/C or Super Cool ................. 20.2 Qts. (19.1L)
7.5L ...................................... 23.6 Qts. (22.3L)
7.3L Diesel ................................... 31 Qts. (29L)
Differential (7)(8)
Dana 60 Monobeam ............................ 5.8 Pts. (2.7L)
Dana 60 (Rear) .............................. 6.3 Pts. (3.0L)
Dana 70 (Rear) .............................. 6.5 Pts. (3.1L)
Dana 70HD (Rear) ............................ 7.4 Pts. (3.5L)
Dana 80 11.25" Ring Gear .................... 8.3 Pts. (3.9L)
Ford 8.8" Ring Gear ......................... 5.5 Pts. (2.6L)
Ford 10.25" Ring Gear ....................... 7.5 Pts. (3.5L)
Engine Oil (With Filter Change)
Gasoline Engines (9) ........................ 6.0 Qts. (5.6L)
Diesel Engines
1994-95 .................................. 10.0 Qts. (9.5L)
1996 .................................... 15.0 Qts. (14.2L)
Fuel Tank
E-Series Van & Club Wagon
4.9L Engine ............................... 23.0 Gal. (87L)
5.0L, 5.8L & 7.5L ........................ 35.0 Gal. (133L)
7.3L Diesel .............................. 31.0 Gal. (117L)
E-350 Cut Away or Stripped Chassis ......... 36.5 Gal. (136L)
Automatic Transmission MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES Article Text (
AOD (4R70W) ............................... 14.0 Qts. (13.3L)
C-6 ....................................... 12.0 Qts. (11.4L)
E4OD ...................................... 15.7 Qts. (14.9L)
Manual Transmission
4-Speed (Warner T-18) ....................... 3.5 Qts. (3.3L)
5-Speed Overdrive
Mazda R2 .................................. 3.8 Qts. (3.6L)
ZF S5-42 .................................. 3.4 Qts. (3.2L)
(1) - Capacities are recommended or calculated levels. Always use

dipstick (if available) to measure level.
(2) - Plus 4 Ozs. more if temperature is below zero.
(3) - Due to late changes always refer to underhood A/C
specification label while servicing A/C system. If A/C
specification label and specifications in this article
differ, use label specifications.
NOTE: R-12 in a R134a system will result in SEVERE DAMAGE.
(4) - Add 2.0 Pts. of supplemental coolant additive FW-15 for
complete refill of cooling system after drain and flush.
Add 8-10 Ozs. of supplemental coolant additive FW-15
every 18 months or 15,000 miles.
(5) - Add 1.0 Qt. (0.9L) for heater.
(6) - Add 1.8 Qts. (1.7L) for auxiliary heater.
(7) - Add 4 Ozs. (Ford 8.8" & Dana Axles) or 8 Ozs. (Ford 10.25")
of EST-M2C118-A (Friction Modifier P/N C8AZ-19B546-A) for
complete refill of Traction-Lok axles.
(8) - On 7.5L engines with oil cooler, add 0.5 Qt. (0.45L).
(9) - Fill to bottom of filler hole.
WHEEL & TIRE SPECIFICATIONS
WHEEL & TIRE SPECIFICATIONS TABLE
Wheel Size Tire Size
15 x 6 in. (Steel) ........................... P215/75R-15

15 x 6 in. (Steel) ........................... P225/75R-15
15 x 6 in. (Steel) ........................... P235/75R-15
16 x 6 in. ................................. LT215/85R-16D
16 x 6 in. ................................. LT225/75R-16D
16 x 7 in. ................................. LT225/75R-16E
16 x 7 in. ................................. LT245/75R-16E
TIRE INFLATION
Inflation pressure and recommended tire size can be found on

the Safety Compliance Certification Label decal attached to the
driver's door latch post pillar.
WHEEL TORQUE MAINTENANCE

SPECIFICATIONSINFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 12)
WHEEL LUG NUT TORQUE SPECIFICATIONS TABLE
E150 (5 Lug Wheel) .................................. 100 (135)

E250/350 (8-Lug Wheel) .............................. 140 (190)
NOTE: If wheels are equipped with locking type lug nuts, ALWAYS
position the keyed nut opposite the valve stem.
BATTERY SPECIFICATIONS
CAUTION: When battery is disconnected, vehicles equipped with

computers may lose memory data. When battery power is
restored, driveability problems may exist on some vehicles.
These vehicles may require a relearn procedure. See
INFORMATION section.
Engine Size & Application Group
All Engines (1)

Standard .................................... BXT-65-650
Optional .................................... BXT-65-850
(1) - All diesel-powered vehicles use 2 BXT-65-850 batteries.
CAUTIONS & WARNINGS
SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIR BAG SYSTEM
NOTE: See the AIR BAG RESTRAINT SYSTEM article in the

ACCESSORIES/SAFETY EQUIPMENT Section.
The SRS has no user-servicable parts. Always have servicing

done by an authorized dealer.
When performing maintenance on air bag equipped vehicles

always observe proper safety precautions.
carefully follow all warnings and service precautions. See
appropriate AIR BAG RESTRAINT SYSTEM article in the
ACCESSORIES/SAFETY EQUIPMENT section.
CAUTION: Disconnect negative battery cable before servicing any air

MAINTENANCE
bag system, steering column or passenger side dash INFORMATION/FLUID SPECS & CAPACITIES Article
component. After any repair, turn ignition key to the ON
position from passenger's side of vehicle in case of
accidental air bag inflation
ANTI-LOCK BRAKE SYSTEM (ABS)
CAUTION: Never mix different diameter tires. On loose or uneven

surfaces, the ABS system may require longer stopping
distances than conventional brake systems. Exercise caution
when removing mud or snow from the wheels so as not to
damage the ABS wiring or speed sensors.
BATTERY WARNING
WARNING: When battery is disconnected, vehicles equipped with

computers may lose memory data. When battery power is
restored, driveability problems may exist on some vehicles.
These vehicles may require a relearn procedure. See
appropriate COMPUTER RELEARN PROCEDURES article in the
GENERAL INFORMATION section below.
REPLACING BLOWN FUSES
Before replacing a blown fuse, remove ignition key, turn off

all lights and accessories to avoid damaging the electrical system. Be
sure to use fuse with the correct indicated amperage rating. The use
of an incorrect amperage rating fuse may result in a dangerous
electrical system overload.
BRAKE PAD WEAR INDICATOR
Indicator will cause a squealing or scraping noise, warning

that brake pads need replacement.
CATALYTIC CONVERTER
Continued operation of vehicle with a severe malfunction

could cause converter to overheat, resulting in possible damage to
converter and vehicle.
COOLANT (PROPYLENE-GLYCOL FORMULATIONS)
CAUTION: To avoid possible damage to vehicle use only ethylene-glycol

based coolants with a mixture ratio from 44-68% anti-freeze.
DO NOT use 100% anti-freeze as it will cause the formation
of cooling system deposits. This results in coolant
temperatures of over 300 F (149 C) which can melt plastics.
100% anti-freeze has a freeze point of only -8 F (-22 C).
CAUTION: Propylene-Glycol Mixtures has a smaller temperature range

than Ethylene-Glycol. The temperature range (freeze-boil)
of a 50/50 Anti-Freeze/Water Mix is as follows:
MAINTENANCE INFORMATION/FLUID SPECS & CAPACI
Propylene-Glycol -26 F (-32 C) - 257 F (125 C)
Ethylene-Glycol -35 F (-37 C) - 263 F (128 C)
CAUTION: Propylene-Glycol/Ethylene-Glycol Mixtures can cause the

destabilization of various corrosion inhibitors. Also
Propylene-Glycol/Ethylene-Glycol has a different specific
gravity than Ethylene-Glycol coolant, which will result in
inaccurate freeze point calculations.
ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS
WARNING: Many solid state electrical components can be damaged by

static electricity (ESD). Some will display a warning label,
but many will not. Discharge personal static electricity by
touching a metal ground point on the vehicle prior to
servicing any ESD sensitive component.
ENGINE OIL
CAUTION: Never use non-detergent or straight mineral oil.
FUEL SYSTEM SERVICE
WARNING: Relieve fuel system pressure prior to servicing any fuel

system component (fuel injection models).
HALOGEN BULBS
WARNING: Halogen bulbs contain pressurized gas which may explode if

overheated. DO NOT touch glass portion of bulb with bare
hands. Eye protection should be worn when handling or working
around halogen bulbs.
RADIATOR CAP
CAUTION: Always disconnect the fan motor when working near the
radiator fan. The fan is temperature controlled and could
start at any time even when the ignition key is in the OFF
position. DO NOT loosen or remove radiator cap when cooling
system is hot.
RADIATOR FAN
WARNING: Keep hands away from radiator fan. Fan is controlled by a

thermostatic switch which may come on or run for up to
15 minutes even after engine is turned off.
DIESEL FUEL ANTI-FUNGAL ADDITIVES
CAUTION: If fuel contamination due to fungi or other microorganisms is

suspected a fuel additive with a biocide may be used. Follow
the manufacturers dosage as recommended onMAINTENANCE
product label. UseINFORMATION/FLUID SPECS & CAPACITIES
biocides ONLY when necessary, excessive use can may cause
other fuel system problems.
DIESEL FUEL CONTAMINATION
WARNING: Diesel fuel system may be contaminated with fungi or other

microorganisms. Keep contaminated fuel away from open skin
cuts or sores to prevent skin irritation or infection.
DIESEL FUEL REQUIREMENTS
CAUTION: All diesel engines are to use Diesel Fuel #2 when the outside
temperature is above 20 F (-7 C). In temperatures that are
below 20 F (-7 C) use Diesel Fuel #1, this will reduce the
chance of the fuel thickening and forming wax.
Note: A Diesel Fuel #1 & #2 combination (Blended Fuel) may be

used, and is recommended for mild winter driving.
FUEL PUMP SHUT-OFF SWITCH
This switch stops flow of fuel to engine after a collision.

The impact does not have to be great to trigger the switch. To reset,
press White reset button on switch located on floorboard, to left and
above where steering column passes through the floorboard.
FUEL CONDITIONER (DIESEL ENGINES)
Allowing water to remain in fuel conditioner could result in

extensive damage to or failure of fuel injection system. Diesel fuel
can damage asphalt and other surfaces. Always place a drain pan under
fuel conditioner to collect fuel, and dispose of fuel properly.
JUMP STARTING (TURBO DIESEL)
WARNING: DO NOT USE a booster battery or power source that has more
than 12 volts of power. NEVER USE a 24 volt power source.
STARTING FLUID USE (TURBO DIESEL)
WARNING: DO NOT USE starting fluids (ether) or flammable liquids to

aid the starting of a Diesel engine. NEVER pour diesel
fuel, flammable liquids or starting fluids into the air
cleaner canister, air intake or turbocharger housing in an
attempt to start the vehicle. A flash fire may result causing
personal injury.
TURBOCHARGED MODELS (TURBO-DIESEL)
CAUTION: Do not race engine immediately after starting. When

stopping engine, allow engine to idle for approximately 60
seconds before shutting it off. Failure to do so may cause MAINTENANCE INFORMATION/FLUID SPECS
turbocharger damage due to lack of oil flowing to
the turbocharger bearings.
WARRANTY INFORMATION
CAUTION: Due to the different warranties offered in various regions

and the variety of after-market extended warranties
available, please refer to the warranty package that came
with the vehicle to verify all warranty options.
BASIC NEW CAR LIMITED WARRANTY
All parts of the vehicle, except tires, are covered against

defects in factory-supplied materials and workmanship for 12 months or
12,000 miles, whichever occurs first.
POWERTRAIN WARRANTY
NOTE: Powertrain Warranty varies in coverage length (either 4

years/50,000 miles or 6 years/60,000 miles) depending on
model year.
Under this warranty, certain parts of the engine,

transmission, axle and driveline are warranted against defects in
materials and workmanship. This coverage begins after 12 months or 12,
000 miles. See copy of warranty for specific components covered and
length of coverage.
BUMPER-TO-BUMPER COVERAGE
All 1994 vehicles have complete warranty coverage against

defects in materials and workmanship for 3 years or 36,000 miles,
whichever occurs first. There is no deductible with this warranty.
Items not covered include tires and parts that are subject to normal
wear and tear, such as windshield wiper blades, brake linings, brake
pads, clutch linings and scheduled maintenance items. There is no
extended powertrain coverage included in this warranty.
BATTERY COVERAGE
Begins at warranty start date and lasts up to 3 years or 36,

000 miles, whichever occurs first. For the first 12 months in service
(less than 36,000 miles), battery will be replaced at no charge. After
that, battery will be replaced on a customer-participation basis: For
the 13th-24th month in service, Ford will pay 50%; for the 25th-36th
month, Ford will pay 25%. Labor is covered for 3 years or 36,000
miles, whichever occurs first.
SAFETY RESTRAINT SYSTEM COVERAGE
Begins at warranty start date and lasts for 5 years or 50,000

miles, whichever occurs first. Covers safety restraint problems MAINTENANCE
not INFORMATION/FLUID SPECS & CAP
related to comfort or appearance.
CORROSION COVERAGE
Begins at warranty start date and lasts for 6 years or 60,000

miles, whichever occurs first. Covers any holes in body sheet metal
caused by corrosion.
EMISSIONS DEFECT & PERFORMANCE WARRANTIES (EXCEPT CALIFORNIA)
Defect Warranty ensures that vehicle meets applicable EPA

regulations and that vehicle's emission control system is free from
defects in materials and workmanship for a period of 5 years or 50,000
miles, whichever occurs first.
The Performance Warranty covers all costs of repairing or
adjusting any components or parts as needed for the vehicle to pass a
Federally required state or local emissions test.
Other emission control parts related to these components are
covered by the Performance Warranty, where applicable. If another part
fails due to the failure of one of these components, both parts are
covered. See customer's copy of warranty information for specific
items covered. Performance Warranty coverage is limited to fewer
components after 2 years or 24,000 miles.
EMISSIONS PERFORMANCE WARRANTY (CALIFORNIA)
If vehicle fails a Smog Check inspection, all necessary

repairs and adjustments will be made by manufacturer to ensure that
vehicle passes the inspection. Warranty begins at warranty start date
and lasts for a period of 3 years or 50,000 miles, whichever occurs
first.
EMISSIONS DEFECT WARRANTY (CALIFORNIA)
If any emission-related part on the vehicle is defective, the

part will be repaired or replaced by manufacturer. Warranty begins at
warranty start date and lasts for a period of 3 years or 50,000 miles,
whichever occurs first.
Some emission-related parts are warranted for 7 years or 70,
000 miles whichever occurs first, and will be repaired or replaced by
manufacturer if found to be defective in material or workmanship. See
customer's copy of warranty information for specific items covered.
GVWR Over 8500 Lbs.

If an emission-related part on a vehicle with a GVWR over
8500 lbs. is defective, the part will be repaired or replaced by Ford
Motor Co. for a period of 5 years or 50,000 miles (gasoline engines),
or 5 years or 100,000 miles (diesel engines), whichever occurs first.
FUSES & CIRCUIT BREAKERS
INTERIOR FUSE PANEL IDENTIFICATION (E-SERIES) - 1994-96

MAINTENANCE INFORMATION/FLUID SPECS & C
The fuse panel for E-150/250/350 is located on a mounting
bracket under the instrument panel, left of the steering column.
Fig. 6: Interior Fuse Panel Identification E-Series

Interior Fuse & Circuit Breaker Identification
1 - 15 Amp (1994-95)
Stoplights, Hazard Flasher, Speed Control
15 Amp (1996)
Brake Pressure Switch, DLC, PSOM, Stoplights, Hazard Flasher,
Speed Control
2 - 8.25 Amp (Circuit Breaker) (1994-95)
Wiper/Washer
30 Amp (1996)
Wiper Control Module, Windshield Wiper Motor
3 - Not Used
4 - 20 Amp
Turn, Instrument Illumination, License & Running Lights,
Flash-To-Pass, Anti-Theft Module, Warning Chime, Trailer
Running/Backup Light Relay
5 - 15 Amp
Air Bag Module, DRL Module, Trailer Battery Charge Relay, Aux MAINTENANCE INFORMATION/FLUID SPECS
Battery Relay, Starting System, Turn Signal, Back-Up Lights,
Transmission Control Switch
6 - 20 Amp
Speed Control, Illuminated Entry, Anti-Theft Module
Customer Convenience Plug (located Below Fuse) Hot
In RUN or ACCY
7 - 10 Amp
Ignition Coil, Anti-Theft Module, Transmission Range Sensor,
Park/Neutral Position Switch, PCM
8 - 15 Amp
Courtesy Light Switch, Illuminated Entry, Power Mirrors,
Power Door Lock, Anti-Theft Indicator, Dome, Map & Rear
Cargo Lights, Radio Memory, PSOM, Remote Convenience Module
9 - 15 Amp
A/C-Heater Blower Motor Switch
10 - 20/30 Amp (1994-95)
Cigarette Lighter, Rear Power Outlet
25 Amp (1996)
Cigarette Lighter, Power Amplifier, Rear Power Outlet
11 - 15 Amp
Radio, Clock, Headlight Switch
12 - 20 Amp (Circuit Breaker)
Power Door Locks, Anti-Theft Module, Remote
Convenience Module, Memory Lock Module
13 - 5 Amp
Instrument Panel Illumination
Power Windows
15 - 20 Amp
Air Bag Module
16 - 30 Amp
Power Lumbar, Modified Vehicle Tap
17 - 20 Amp
Anti-Lock Brake Module, PSOM
18 - 15 Amp
Instrument Warning Lights, Warning Buzzer,
Rear Anti-Lock Warning
UNDERHOOD FUSE PANEL IDENTIFICATION - 1994-96
The underhood fuse panel (power distribution box) is located

in the engine compartment near the left-hand fender apron.
WARNING: Always disconnect battery ground cable before servicing

"high-current fuses. It is recommended that "high-current"
fuses be replaced by a qualified technician.
MAINTENANCE INFORMATION/FLUID SPECS &

Fig. 7: Underhood Fuse Panel Identification (Early 1994)
Fig. 8: Underhood Fuse Panel Identification (Late 1994-96)

Fuse & Relay Identification

A - 60 Amp (1994-95)
Aux Heater-A/C, Remote Convenience Module
50 Amp (1996)
Aux Heater-A/C
B - 50 Amp
Modified Vehicle Power
C - 30 Amp
EEC/TCM
D - 20 Amp
Electric Brake
E - 50 Amp
Power Seats, Driver Power Lumbar
F - 60 Amp
Blower Motor, Cigarette Lighter
G - 60 Amp
Ignition Switch
H - 30 Amp
Fuel Pump
J - 40 Amp
Trailer Tow
K - 30 Amp
Trailer Tow, Back-up Lights
L - Diode
Electronic Engine Control
M - 10 Amp
Trailer R/H Turn/Stop Light
N - 10 Amp
Trailer L/H Turn/Stop Light
P - 10 Amp
Class I Trailer Running Lights, Class II Trailer
Running Lights Relay
R - 15 Amp
DRL Module, Horn Relay, Underhood Light
S - 60 Amp (1994-95)
Headlight Switch, I/P
60 Amp (1996)
Interior Fuse Panel Power Feed
T - 60 Amp
Trailer Tow, Aux Battery Relay
RA - Relay
Electronic Engine Control
RB - Relay
Fuel Pump
RC - Relay
Horn
RD - Relay (1994-95)
Blower Motor
RD - 60 Amp & 30 Amp (1996)
ABS Module, ECC Relay Coil
INTERIOR FUSE PANEL IDENTIFICATION (E-SERIES) - 1997-99

The fuse panel for E-150/250/350 is located on a mounting
bracket under the instrument panel, left of the steering column.
Fig. 9: Interior Fuse Panel Identification - 1997-99

Interior Fuse & Circuit Breaker Identification
1 - 20 Amp
RABS/4WABS Module
2 - 15 Amp
Brake Warinin Diode/Resistor, Instrument Cluster, Warning
Chime, 4WABS Relay, Warning Indicators
3 - 15 Amp
Main Light Switch, RKE Module, Radio
4 - 15 Amp
Power Locks w/ RKE, Illuminated Entry, Warning Chime,
Modified Vehcicle, Power Mirrors, Main Light Switch, Courtesy
Lamps
5 - 20 Amp
RKE Module, Power Lok Switches, Memory Lock
6 - 10 Amp
Shift Interlock, Speed Control, DRL Module
7 - 10 Amp MAINTENANCE INFORMATION/FLUID SPECS
Multi-Function Switch
8 - 30 Amp
Radio Capacitors, Ignition Coil, PCM Diode, PCM Power Relay,
Fuel Heater, Glow Plug Relay (Diesel)
9 - 30 Amp
Wiper Control Module, Windshield Wiper Motor
10 - 20 Amp
Main Light Switch, (External Lamps) Multi-Function Switch
(Flash to Pass)
11 - 15 Amp
Brake Pressure Switch, Multi-Function Switch (Hazards), RABS,
Brake Pedal Position Switch
12 - 15 Amp
Transmission Range Sensor, Auxiliary Battery Relay
13 - 15 Amp
Blend Door Actuator, Function Selector Switch
14 - 5 Amp
Instrument Cluster (Air Bag & Charge Indicator)
15 - 5 Amp
Trailer Battery Charge Relay
16 - 30 Amp
Power Seats
17 - Not Used
18 - Not Used
19 - 10 Amp
Airbag Diagnostic Monitor
20 - 5 Amp
Overdrive Cancel Switch
21 - 30 Amp
Power Windows
22 - 15 Amp
Memory Power Radio
23 - 20 Amp
Cigar Lighter, Data Link Connector (DLC)
24 - 5 Amp
Illuminated Entry Module
25 - 10 Amp
Left Headlamp (Low Beam)
26 - Not Used
27 - 5 Amp
Radio
28 - 25 Amp
Power Plug
29 - Not Used
30 - 15 Amp
Headlamps (High Beam Indicator), DRL
31 - 10 Amp
Right Headlamp (Low Beam), DRL
32 - Not Used
33 - Not Used
34 - 10 Amp
Transmission Range Sensor
35 - Not Used
MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 25)
36 - 5 Amp
(Cluster, A/C, Illumination, Radio), Steering Column Assembly
37 - Not Used
38 - 10 Amp
Air Bag Diagnostic Monitor
39 - Not Used
40 - 30 Amp
Modified Vehicle
41 - 30 Amp
Modified Vehicle
42 - Not Used
Power Windows
44 - Not Used
UNDERHOOD FUSE PANEL IDENTIFICATION - 1997-99
The underhood fuse panel (power distribution box) is located

in the engine compartment near the left-hand fender apron.
WARNING: Always disconnect battery ground cable before servicing

"high-current fuses. It is recommended that "high-current"
fuses be replaced by a qualified technician.
MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 26)1998 Ford Econ
Fig. 10: Underhood Fuse Panel Identification (1997-99)

Fuse & Relay Identification

1 - Not Used
2 - Not Used
3 - Not Used
4 - 5 Amp (1997)
PCM Keep Alive Memory
10 Amp (1998)
PCM Keep Alive Memory, Instrument Cluster
5 - 10 Amp
Right Trailer Turn Signal
6 - 10 Amp
Left Trailer Turn Signal
7 - Not Used
8 - 60 Amp
I/P Fuses 5,11,23,38,4,10,16,28
9 - 30 Amp
PCM Power Relay
10 - 60 Amp
Auxiliary Battery Relay, Engine Compartment Fuses 14, 22
11 - Not Used
12 - 60 Amp
Engine Compartment Fuses 26,27
13 - 50 Amp
Blower Motor Relay (Blower Motor)
14 - 30 Amp
Trailer Running Lamps, Trailer Back-Up Lamps
15 - 40 Amp
Main Light Switch
16 - 50 Amp
Auxiliary A/C, RKE Module
17 - 30 Amp
Fuel Pump Relay, IDM (Diesel)
18 - 60 Amp
I/P Fuses 40 & 41
19 - 60 Amp
4WABS Module
20 - 20 Amp
Electric Brake Controller
21 - 50 Amp
Modified Vehicle Power
22 - 40 Amp
Trailer Battery Charge Relay, Modified Vehicle
23 - 60 Amp
Ignition Switch
24 - Not Used
25 - Not Used
26 - 10 Amp
Generator/Voltage Regulator (Diesel Only)
27 - 15 Amp
Horn, DRL Module
28 - Diode
PCM Diode
29 - Not Used
A - Not Used
B - Not Used
C - Relay
Trailer Backup Lamps Relay
D - Relay
Trailer Running Lamps Relay
E - Relay
Trailer Battery Charge Relay
F - Relay
Not Used
G - Relay
PCM Relay
H - Relay
Blower Motor Relay
J - Relay
Horn Relay
K - Relay
Fuel Pump Relay, IDM Relay (Diesel)
END OF ARTICLE
MAINTENANCE INFORMATION/FLUID SPECS & CAPACITIES Article Text (p. 29)1998 Ford Econ
METRIC CONVERSIONS
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
METRIC CONVERSIONS
METRIC CONVERSIONS
Metric conversions are making life more difficult for the

mechanic. In addition to doubling the number of tools required,
metric-dimensioned nuts and bolts are used alongside English
components in many new vehicles. The mechanic has to decide which tool
to use, slowing down the job. The tool problem can be solved by trial
and error, but some metric conversions aren't so simple. Converting
temperature, lengths or volumes requires a calculator and conversion
charts, or else a very nimble mind. Conversion charts are only part of
the answer though, because they don't help you "think" metric, or
"visualize" what you are converting. The following examples are
intended to help you "see" metric sizes:
LENGTH
Meters are the standard unit of length in the metric system.

The smaller units are 10ths (decimeter), 100ths (centimeter), and
1000ths (millimeter) of a meter. These common examples might help you
to visualize the metric units:
* A meter is slightly longer than a yard (about 40 inches).

* An aspirin tablet is about one centimeter across (.4 inches).
* A millimeter is about the thickness of a dime.
VOLUME
Cubic meters and centimeters are used to measure volume, just

as we normally think of cubic feet and inches. Liquid volume
measurements include the liter and milliliter, like the English quarts
or ounces.
* One teaspoon is about 4 cubic centimeters.

* A liter is about one quart.
* A liter is about 61 cubic inches.
WEIGHT
The metric weight system is based on the gram, with the most
common unit being the kilogram (1000 grams). Our comparable units are
ounces and pounds:
* A kilogram is about 2.2 pounds.

* An ounce is about 28 grams.
TORQUE
Torque is somewhat complicated. The term describes the amount
of effort exerted to turn something. A chosen unit of weight or force
is applied to a lever of standard length. The resulting leverage is
called torque. In our standard system, we use the weight of one pound
applied to a lever a foot long, resulting in the unit called a foot-
pound. A smaller unit is the inch-pound (the lever is one inch long).
Metric units include the meter kilogram (lever one meter long
with a kilogram of weight applied) and the Newton-meter (lever one
meter long with force of one Newton applied). Some conversions are:
* A meter kilogram is about 7.2 foot pounds.

* A foot pound is about 1.4 Newton-meters.
* A centimeter kilogram (cmkg) is equal to .9 inch pounds.
PRESSURE
Pressure is another complicated measurement. Pressure is

described as a force or weight applied to a given area. Our common
unit is pounds per square inch. Metric units can be expressed in
several ways. One is the kilogram per square centimeter (kg/cm ).
Another unit of pressure is the Pascal (force of one Newton on an area
of one square meter), which equals about 4 ounces on a square yard.
Since this is a very small amount of pressure, we usually see the
kiloPascal, or kPa (1000 Pascals). Another common automotive term for
pressure is the bar (used by German manufacturers), which equals 10
Pascals. Thoroughly confused? Try the examples below:
* Atmospheric pressure at sea level is about 14.7 psi.

* Atmospheric pressure at sea level is about 1 bar.
* Atmospheric pressure at sea level is about 1 kg/cm .
* One pound per square inch is about 7 kPa.
CONVERSION FACTORS
CONVERSION FACTORS
TO CONVERT TO MULTIPLY BY
LENGTH
Millimeters (mm) Inches .03937
Inches Millimeters 25.4
Meters (M) Feet 3.28084
Feet Meters .3048
Kilometers(Km) Miles .62137
AREA
Square Centimeters (cm ) Square Inches .155
Square Inches Square Centimeters 6.45159
VOLUME
Cubic Centimeters Cubic Inches .06103
METRIC CONVERSIONS Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repa
Cubic Inches Cubic Centimeters 16.38703
Liters Cubic Inches 61.025
Cubic Inches Liters .01639
Liters Quarts 1.05672
Quarts Liters .94633
Liters Pints 2.11344
Pints Liters .47317
Liters Ounces 33.81497
Ounces Liters .02957
WEIGHT
Grams Ounces .03527
Ounces Grams 28.34953
Kilograms Pounds 2.20462
Pounds Kilograms .45359
WORK
Centimeter Kilograms Inch Pounds .8676
Pounds/Sq. Inch Kilograms/Sq.Centimeter .07031
Bar Pounds/Sq. Inch 14.504
Pounds/Sq. Inch Bar .06895
Atmosphere Pounds/Sq. Inch 14.696
Pounds/Sq. Inch Atmosphere .06805
TEMPERATURE
Centigrade Degrees Fahrenheit Degrees ( Cx(9)/5)+32
Fahrenheit Degrees Centigrade Degrees ( F-32)x(5)/9
CONVERSION FACTORS (Cont.)
INCHES DECIMALS mm
1/64 ...................... .016 ........................ .397

1/32 ...................... .031 ........................ .794
3/64 ...................... .047 ....................... 1.191
1/16 ...................... .063 ....................... 1.588
5/64 ...................... .078 ....................... 1.984
3/32 ...................... .094 ....................... 2.381
7/64 ...................... .109 ....................... 2.778
1/8 ....................... .125 ....................... 3.175
9/64 ...................... .141 ....................... 3.572
5/32 ...................... .156 ....................... 3.969
11/64 ..................... .172 ....................... 4.366
3/16 ...................... .188 ....................... 4.763
13/64 ..................... .203 ....................... 5.159
7/32 ...................... .219 ....................... 5.556
15/64 ..................... .234 ....................... 5.953
1/4 ....................... .250 ....................... 6.350
17/64 ..................... .266 ....................... 6.747
9/32 ...................... .281 ....................... 7.144 METRIC CONVERSIONS Article Text (p. 3)1998 Ford Ec
19/64 ..................... .297 ....................... 7.541
5/16 ...................... .313 ....................... 7.938
21/64 ..................... .328 ....................... 8.334
11/32 ..................... .344 ....................... 8.731
23/64 ..................... .359 ....................... 9.128
3/8 ....................... .375 ....................... 9.525
25/64 ..................... .391 ....................... 9.992
13/32 ..................... .406 ...................... 10.319
27/64 ..................... .422 ...................... 10.716
7/16 ...................... .438 ...................... 11.113
29/64 ..................... .453 ...................... 11.509
15/32 ..................... .469 ...................... 11.906
31/64 ..................... .484 ...................... 12.303
1/2 ....................... .500 ...................... 12.700
33/64 ..................... .516 ...................... 13.097
17/32 ..................... .531 ...................... 13.494
35/64 ..................... .547 ...................... 13.891
9/16 ...................... .563 ...................... 14.288
37/64 ..................... .578 ...................... 14.684
19/32 ..................... .594 ...................... 15.081
39/64 ..................... .609 ...................... 15.478
5/8 ....................... .625 ...................... 15.875
41/64 ..................... .641 ...................... 16.272
21/32 ..................... .656 ...................... 16.669
43/64 ..................... .672 ...................... 17.066
11/16 ..................... .687 ...................... 17.463
45/64 ..................... .703 ...................... 17.859
23/32 ..................... .719 ...................... 18.256
47/64 ..................... .734 ...................... 18.653
3/4 ....................... .750 ...................... 19.050
49/64 ..................... .766 ...................... 19.447
25/32 ..................... .781 ...................... 19.844
51/64 ..................... .797 ...................... 20.241
13/16 ..................... .813 ...................... 20.638
53/64 ..................... .828 ...................... 21.034
27/32 ..................... .844 ...................... 21.431
55/64 ..................... .859 ...................... 21.828
7/8 ....................... .875 ...................... 22.225
57/64 ..................... .891 ...................... 22.622
29/32 ..................... .906 ...................... 23.019
59/64 ..................... .922 ...................... 23.416
15/16 ..................... .938 ...................... 23.813
61/64 ..................... .953 ...................... 24.209
31/32 ..................... .969 ...................... 24.606
63/64 ..................... .984 ...................... 25.003
1 ......................... 1.000 ..................... 25.400
END OF ARTICLE
METRIC CONVERSIONS Article Text (p. 4)1998 Ford Econoline E25

MIRRORS - POWER
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Power Mirrors
Ford; Van
Power side view mirror system consists of mirror head with

integral reversible servomotor assembly and mirror control switch.
TROUBLE SHOOTING
Before performing individual component tests or diagnostic

tests, check the following for possible cause of system malfunction
and repair as necessary:
* Blown fuses or faulty circuit breaker.

* Loose or corroded connectors.
* Damaged wiring.
* Damaged motors.
* Damaged mirror assemblies.
* Faulty switches.
COMPONENT TESTS
MIRROR CONTROL SWITCH
Remove mirror control switch. Measure resistance between

specified terminals while operating switch in appropriate direction.
See appropriate MIRROR SWITCH TEST table. See Figs. 1 and 2.
Resistance in all tests should be less than 5 ohms. If switch fails
any portion of test, replace switch.
MIRROR SWITCH TEST TABLE (WITH DOOR TRIM)
Switch Continuity
Position Between Terminals No.
Driver Mirror
Up ........................................ 1 & 7; 5 & 6
Down ...................................... 1 & 6; 5 & 7
Left ...................................... 1 & 4; 5 & 6
Right ..................................... 1 & 6; 4 & 5
Passenger Mirror
Up ........................................ 1 & 8; 5 & 6
Down ...................................... 1 & 6; 5 & 8
Left ...................................... 1 & 3; 5 & 6
Right ..................................... 1 & 6; 3 & 5
MIRROR SWITCH TEST TABLE (WITHOUT DOOR TRIM)
Switch Continuity
Position Between Terminals No.
Driver Mirror
Up ........................................ 1 & 5; 2 & 4
Down ...................................... 1 & 4; 2 & 5
Left ...................................... 1 & 5; 2 & 8
Right ..................................... 1 & 8; 2 & 5
Passenger Mirror
Up ........................................ 1 & 5; 2 & 3
Down ...................................... 1 & 3; 2 & 5
Left ...................................... 1 & 5; 2 & 7
Right ..................................... 1 & 7; 2 & 5
Fig. 1: Identifying Power Mirror Control Switch Terminals (With

Door Trim)
Fig. 2: Identifying Power Mirror Control Switch Terminals

(Without Door Trim)
MIRRORS - POWER Article Te

SYSTEM TESTS
Verify customer complaint by operating power seat. Visually

inspect for obvious sign of mechanical and electrical damage. If no
visual damage is evident, perform appropriate diagnostic test. See
SYMPTOM CHART table. A digital volt-ohmmeter is required to test power
seat system.
SYMPTOM CHART TABLE
Symptom Perform
One Or Both Mirrors Malfunctioning ................ TEST B
TEST B: ONE OR BOTH SIDE MIRRORS MALFUNCTIONING
1) Remove mirror control switch and disconnect harness

connector. Measure voltage at Light Green/Yellow wire at mirror
control switch harness connector. If battery voltage exists, go to
next step. If battery voltage does not exist, go to step 3).
2) Measure resistance between ground and Black wire at mirror
control switch harness connector. If resistance is 5 ohms or less, go
to step 5). If resistance is greater than 5 ohms, repair open Black
wire.
3) Check fuse No. 4 (15-amp) in instrument panel fuse box. If
fuse is okay, go to next step. If fuse is blown, repair short to
ground in Light Green/Yellow wire or power distribution circuit. See
appropriate POWER DISTRIBUTION wiring diagram in SYSTEM WIRING
DIAGRAMS article in the WIRING DIAGRAMS section.
4) Measure voltage at input side of fuse No. 4. If battery
voltage exists, repair open in Light Green/Yellow wire. If battery
voltage does not exist, repair power distribution. See appropriate
POWER DISTRIBUTION wiring diagram in SYSTEM WIRING DIAGRAMS article in
the WIRING DIAGRAMS section.
5) Test mirror control switch. See MIRROR CONTROL SWITCH
under COMPONENT TESTS. If switch is okay, go to next step. If switch
is defective, replace mirror control switch.
6) Disconnect driver and passenger mirror harness connectors.
Turn ignition switch to RUN position. Measure voltage at terminals at
mirror control switch harness connector. See TERMINAL IDENTIFICATION
table. See Figs. 3 and 4. If voltage does not exist at any terminal,
go to next step. If voltage exists at any terminal, repair short to
voltage in appropriate wire.
TERMINAL IDENTIFICATION TABLE
Terminal No. Wire Color
With Door Trim

3 ........................................... Dark Green 1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
MIRRORS - POWER Article Text (p. 3)
4 .................................................. Red
6 ............................................... Yellow
7 ............................................ Dark Blue
8 ............................................... Purple
Without Door Trim
3 ............................................... Purple
4 ............................................ Dark Blue
5 ............................................... Yellow
7 ........................................... Dark Green
8 .................................................. Red
7) Ignition off. Measure resistance between ground and

terminals at mirror control switch harness connector. See TERMINAL
IDENTIFICATION table. If all resistance readings are greater than 10,
000 ohms, go to next step. If any resistance reading is 10,000 ohms or
less, repair short to ground in appropriate wire.
8) Measure resistance in wires between mirror control switch
harness connector and appropriate mirror harness connector. See
CIRCUIT RESISTANCE table. If any resistance reading is greater than 5
ohms, repair open in appropriate wire. If all resistance readings are
5 ohms or less, replace appropriate mirror assembly.
CIRCUIT RESISTANCE TABLE
Mirror Switch Wire

Terminal No. (1) Terminal No. Color
With Door Trim

Driver Side .............. 4 ...................... Red
6 ................... Yellow
7 ................ Dark Blue
Passenger Side ........... 8 ................... Purple
6 ................... Yellow
3 ............... Dark Green
Without Door Trim
Driver Side .............. 8 ...................... Red
5 ................... Yellow
4 ................ Dark Blue
Passenger Side ........... 3 ................... Purple
5 ................... Yellow
7 ............... Dark Green
(1) - Mirror harness connector is a 3-terminal connector.

Identify terminal by wire color. See WIRING DIAGRAMS.
MIRRORS - POWER Article Text (p. 4)1998 Ford Econoline E250For 1

Fig. 3: Identifying Mirror Control Switch Harness Connector
Terminals (With Door Trim)
Fig. 4: Identifying Mirror Control Switch Harness Connector

Terminals (Without Door Trim)
WARNING: When battery is disconnected, vehicle computer and memory

MIRRORS - POWER Article Text (p. 5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
SIDE MIRROR ASSEMBLY

Disconnect negative battery cable. Remove mirror mounting
hole cover. See Fig. 5. Remove door panel. Remove and disconnect
speaker. Disconnect mirror wiring harness connector. Remove mirror
attaching nuts. Remove mirror assembly while guiding wiring and
connector through hole in door. To install, reverse removal procedure.
Tighten nuts to approximately 53 INCH lbs. (6 N.m).
Fig. 5: Removing Side Mirror

MIRROR CONTROL SWITCH

Pry control switch assembly from driver arm rest. Disconnect
mirror harness connector. Depress retaining clips on switch housing.
Push base of switch out of switch assembly plate. Remove switch. To
WIRING DIAGRAMS
MIRRORS - POWER Article Text (p. 6)1998 Ford E

Fig. 6: Power Mirror System Wiring Diagram
END OF ARTICLE
MIRRORS - POWER Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
MODULE COMMUNICATIONS NETWORK
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Module Communications Network
Ford; Van
Vehicle has 2 module communications networks. The module

communications network provides the ability for module-to-module
communication by sharing inputs and outputs instead of each component
having an input and output wired directly to each module. A BUS which
consists of a pair of twisted wires is used to transfer information
between each module. The BUS network is also referred to as Standard
Corporate Protocol (SCP) network. The BUS consists of a (+) circuit
No. 914 and a (-) circuit No. 915. The BUS is routed throughout the
vehicle to the Powertrain Control Module (PCM) and on natural gas
vehicles, the Natural Gas Vehicle (NGV) module.
The air bag diagnostic monitor and the 4-Wheel Anti-Lock
Brake System (4WABS) module do not use the BUS to communicate with
other modules. The air bag diagnostic monitor and 4WABS module are
connected to the International Standards Organization (ISO) 9141
diagnostic communications network through a single wire (circuit No.
70). Both networks are connected to the Data Link Connector (DLC).
This article is used to diagnose BUS and ISO communications network
circuit faults. For module locations, see COMPONENT LOCATIONS table.
COMPONENT LOCATIONS TABLE
Component Location
Air Bag Diagnostic Monitor (1) ... Behind Right Kick Panel
Auxiliary Powertrain
Control Module ...................... Below Left Side Of
Instrument Panel
Data Link Connector ............... Below Driver's Side Of
Instrument Panel, To
Right Of Steering
Column
Natural Gas Vehicle Module ........... Left Side Of Engine
Compartment, On
Inner Fender
Powertrain Control Module ............ Left Rear Of Engine
Compartment, Near
Brake Master
Cylinder
4-Wheel Anti-Lock
Brake Module .................. On Left Front Frame Rail
(1) - Air bag diagnostic monitor may also be referred to as

Electronic Crash Sensor (ECS) module.
REPAIRING BUS WIRING
NOTE: Following procedure must be used to ensure proper repair is

performed on BUS wiring. BUS wiring is sensitive to moisture
and oxidation and must be properly sealed to ensure proper
operation of the module communications network. Regular heat
shrink tubing is NOT sufficient, heat shrink tubing
containing hot melt wax is required.
1) When performing a repair on the BUS wiring, ensure the

wires on the BUS are twisted at a rate of 33-40 winds per 3.3 ft. (1
m). The twists should start approximately 4.9" (124 mm) from any
connector. Use only 20 AWG standard wire gauge for repairs.
2) If performing a splice in the wiring, strip .75" (19.0 mm)
of insulation from one wire and 1.50" (38.1 mm) of insulation from the
other wire. Perform STEP 1. See Fig. 1. Place hot melt wax type heat
shrink tubing over one wire.
3) Twist stripped portion of the wires together. Solder
connection using resin core RMA solder. DO NOT use acid core solder.
Bend wires to allow installation of heat shrink tubing. Perform STEP
2. See Fig. 1.
4) Position heat shrink tubing over splice area. Using heat
gun, evenly heat the heat shrink tubing until wax flows from both ends
of heat shrink tubing.
Fig. 1: Repairing BUS Wiring

COMMUNICATION NETWORK DIAGNOSTICS

MODULE COMMUNICATIONS NETWORK Article Text (p. 2)1998 Ford E
INSPECTION & VERIFICATION
1) Verify customer's original problem by operating system in

question. Inspect vehicle for any obvious electrical component wiring
or connector damage. Inspect connectors for loose, damaged or corroded
terminals. Check related fuses for system in question.
2) Inspect 16-pin Data Link Connector (DLC) pins for damage.
See Fig. 2. The DLC is located below driver's side of instrument
panel, to the right of steering column. If pins are okay, go to next
step. If pins are damaged, repair as necessary and proceed to next
step.
3) If problem is still present after performing inspection,
connect New Generation Star (NGS) tester to DLC. Select vehicle to be
tested from NGS tester menu. If NGS tester does not communicate with
vehicle, ensure program card is properly installed. Check NGS tester
cable connections and ensure ignition is on. If NGS tester still does
not communicate with vehicle, go to TEST H: NO MODULE/NETWORK
COMMUNICATION under TESTING. If NGS tester communicates with vehicle,
perform data link diagnostic procedure. See DATA LINK DIAGNOSTIC TEST.

DATA LINK DIAGNOSTIC TEST

Connector (DLC), if not already connected. Select vehicle to be tested
from NGS tester menu.
2) Turn ignition on. Rotate dial on NGS tester to menu item
DIAGNOSTIC DATA LINK and press trigger. A test will be performed on
the BUS (circuits No. 914 and 915) for the module communications
network and the ISO 9141 communication link (circuit No. 70). This is
the Light Blue/White wire that is between terminal No. 7 on DLC, air
bag diagnostic monitor and 4WABS module.
3) If NGS tester displays CKT 914 (+) = SYSTEM PASSED and CKT
915 (-) = SYSTEM PASSED, module communications network is okay. If NGS
tester displays CKT 70 = SYSTEM PASSED, ISO 9141 communication link is
operating properly. Return to article that directed you here and
continue diagnosis.
4) If NGS tester does not display CKT 914 (+) = SYSTEM
PASSED, CKT 915 (-) = SYSTEM PASSED and CKT 70 = SYSTEM PASSED,
perform the following as applicable.
* If no response from NGS tester, go to TEST H:MODULE

NO COMMUNICATIONS NETWORK Article Text (p. 3)
MODULE/NETWORK COMMUNICATION under TESTING.
* If NGS tester displays CKT 70, CKT 914 and/or CKT 915 = SOME
ECUS NO RESP/NOT EQUIP, go to SYMPTOM INDEX table to continue
diagnosis.
* If NGS tester displays CKT 70 = ALL ECUS NO RESP/NOT EQUIP,
go to TEST F: NO MODULE/NETWORK COMMUNICATION - ISO 9141 LINK
under TESTING.
go to TEST G: NO MODULE/NETWORK COMMUNICATION - BUS LINK
under TESTING.
go to TEST G: NO MODULE/NETWORK COMMUNICATION - BUS LINK
under TESTING.
* If module in question is NO RESPONSE/NOT EQUIPPED, go to
SYMPTOM INDEX table to continue diagnosis.
* If module in question is NO RESPONSE ON CKT 914 (BUS +), go
to SYMPTOM INDEX table to continue diagnosis.
* If module in question is NO RESPONSE ON CKT 915 (BUS -), go
to SYMPTOM INDEX table to continue diagnosis.
SYMPTOM TESTING
SYMPTOM INDEX TABLE
Condition Go To Test
4-Wheel Anti-Lock Brake System (4WABS)

Module Does Not Respond To NGS Tester ................ A
Air Bag Diagnostic Monitor
Does Not Respond To NGS Tester (1) ................... B
Does Not Respond To NGS Tester ....................... C
Auxiliary Powertrain Control Module (APCM)
Does Not Respond To NGS Tester ....................... D
Natural Gas Vehicle (NGV) Module
Does Not Respond To NGS Tester ...................... E
No Module/Network
Communications - ISO 9141 Link ....................... F
No Module/Network
Communications - BUS Link ............................ G
No Module/Network
Communication ........................................ H
(1) - Air bag diagnostic monitor may also be referred to as

air bag Electronic Crash Sensor (ECS) module.
TESTING
NOTE: Always check module power and ground circuits prior to

replacing a control module. See appropriate DATA LINK
CONNECTORS, GROUND DISTRIBUTION or POWER DISTRIBUTION
MODULE COMMUNICATIONS NETWORK Article Text (p. 4
wiring diagram in SYSTEM WIRING DIAGRAMS article in the
WIRING DIAGRAMS section.
TEST A: 4-WHEEL ANTI-LOCK BRAKE SYSTEM (4WABS) MODULE DOES

NOT RESPOND TO NGS TESTER
1) Turn ignition off. Disconnect 4WABS module 24-pin

connector, located on left front frame rail. Inspect connector for
loose, damaged or corroded terminals. Repair connector as necessary
and retest system for normal operation. If connector is okay, go to
next step.
2) Measure resistance of Light Blue/White wire between
terminal No. 5 at 4WABS module connector and terminal No. 7 at DLC.
See Figs. 2 and 3. If resistance is 5 ohms or more, go to next step.
If resistance is less than 5 ohms, replace 4WABS module and retest
system for normal operation.
3) Disconnect Natural 76-pin connector C234 located on
driver's side of engine compartment on firewall. Inspect connector for
next step.
terminal No. 43 at female half of connector C234 and terminal No. 7 at
DLC. See Figs. 2 and 4. If resistance is less than 5 ohms, repair open
Light Blue/White wire between 4WABS module connector and connector
C234. If resistance is 5 ohms or more, repair Light Blue/White wire
between DLC and connector C234. Retest system for normal operation.
Fig. 3: Identifying 4WABS Module Connector Terminals


Fig. 4: Identifying Connector C234 Terminals
TEST B: AIR BAG DIAGNOSTIC MONITOR DOES NOT RESPOND TO

NGS
1) Turn ignition off. Deactivate air bag system. See

appropriate AIR BAG RESTRAINT SYSTEMS article. Disconnect air bag
diagnostic monitor Gray 28-pin connector located behind right kick
panel. Inspect connector for loose, damaged or corroded terminals.
Repair connector as necessary and retest system for normal operation.
If connector is okay, go to next step.
MODULE COMMUNICATIONS
2) Measure resistance of LightNETWORK Article
Blue/White wire Text (p. 6)1998 Ford Econoline E250For 1
between Copyright © 1998 Mitchell
terminal No. 19 at air bag diagnostic monitor connector and terminal
No. 7 at DLC. See Figs. 2 and 5. If resistance is 5 ohms or more, go
to next step. If resistance is less than 5 ohms, replace air bag
diagnostic monitor and retest system for normal operation.
3) Disconnect Black 14-pin connector C201 located behind
right kick panel. Inspect connector for loose, damaged or corroded
terminals. Repair connector as necessary and retest system for normal
operation. If connector is okay, go to next step.
terminal No. 2 at connector C201 and terminal No. 7 at DLC. See
Figs. 2 and 6. If resistance is less than 5 ohms, repair open Light
Blue/White wire between female half of connector C201 and air bag
diagnostic monitor connector. Retest system for normal operation. If
resistance is 5 ohms or more, repair open Light Blue/White wire
between male half of connector C201 and DLC. Retest system for normal
operation.
Fig. 5: Identifying Air Bag Diagnostic Monitor Connector Terminals

Fig. 6: Identifying Connector C201 Terminals

TEST C: POWERTRAIN CONTROL MODULE (PCM) DOES NOT RESPOND TO

NGS
NOTE: If test results indicate PCM is faulty, always check for any
engine performance related Diagnostic Trouble Codes (DTCs)
prior to replacing PCM. If any DTCs are present, serviceMODULE COMMUNICATIONS NETWORK Article Text
DTCs as necessary and retest. See appropriate
G - TESTS W/CODES article in the ENGINE PERFORMANCE
section.
1) Turn ignition off. Disconnect PCM connector located in

left rear of engine compartment, near brake master cylinder. Inspect
connector for loose, damaged or corroded terminals. Repair connector
as necessary and retest system for normal operation. If connector is
2) Using an ohmmeter, measure resistance of Tan/Orange wire
between terminal No. 16 at PCM connector and terminal No. 2 at Data
Link Connector (DLC). See Figs. 2 and 7. Also, measure resistance of
Pink/Light Blue wire between terminal No. 15 at PCM connector and
terminal No. 10 at DLC. If both resistance readings are less than 5
ohms, replace PCM and retest system for normal operation. If any
resistance reading is 5 ohms or more, go to next step.
next step.
4) Measure resistance of Tan/Orange wire between terminal No.
61 at female half of connector C234 and terminal No. 2 at DLC. See
Figs. 2 and 4. Also, measure resistance of Pink/Light Blue wire
between terminal No. 59 at female half of connector C234 and terminal
No. 10 at DLC. If both resistance readings are less than 5 ohms,
repair open Tan/Orange wire and/or Pink/Light Blue wire between PCM
connector and male half of connector C234. Retest system for normal
operation. If any resistance reading is 5 ohms or more, repair open
Tan/Orange wire and/or Pink/Light Blue wire between female half of
connector C234 and DLC. Retest system for normal operation.
Fig. 7: Identifying PCM Connector Terminals

TEST D: AUXILIARY POWERTRAIN CONTROL MODULE (APCM) DOES NOT

RESPOND TO NGS
1) Turn ignition off. Disconnect APCM connector located below

left side of instrument panel. Inspect connector for loose, damaged or
corroded terminals. Repair connector as necessary and retest system
for normal operation. If connector is okay, go to next step.
between terminal No. 1 at APCM connector and terminal No. 2 at Data
Link Connector (DLC). See Figs. 2 and 8. Also, measure resistance
MODULEof COMMUNICATIONS NETWORK Article Text
Pink/Light Blue wire between terminal No. 3 at APCM connector and
ohms, replace APCM and retest system for normal operation. If any
resistance reading is 5 ohms or more, repair open Tan/Orange wire
and/or Pink/Light Blue wire between APCM connector and DLC. Retest
system for normal operation.
Fig. 8: Identifying APCM Connector Terminals

TEST E: NATURAL GAS VEHICLE (NGV) MODULE DOES NOT RESPOND

TO NGS
1) Turn ignition off. Disconnect NGV module connector located

left side of engine compartment, on inner fender. Inspect connector
for loose, damaged or corroded terminals. Repair connector as
necessary and retest system for normal operation. If connector is
between terminal No. 19 at NGV module connector and terminal No. 2 at
Data Link Connector (DLC). See Figs. 2 and 9. Also, measure resistance
of Pink/Light Blue wire between terminal No. 18 at NGV module
connector and terminal No. 10 at DLC. If both resistance readings are
less than 5 ohms, replace NGV module and retest system for normal
operation. If any resistance reading is 5 ohms or more, go to next
step.
next step.
4) Measure resistance of Tan/Orange wire between terminal No.
61 at female half of connector C234 and terminal No. 2 at DLC. See
Figs. 2 and 4. Also, measure resistance of Pink/Light Blue wire
between terminal No. 59 at female half of connector C234 and terminal
No. 10 at DLC. If both resistance readings are less than 5 ohms,
repair open Tan/Orange wire and/or Pink/Light Blue wire between NGV
module connector and male half of connector C234. Retest system for
normal operation. If any resistance reading is 5 ohms or more, repair
open Tan/Orange wire and/or Pink/Light Blue wire between female half
of connector C234 and DLC. Retest system for normal operation.
Fig. 9: Identifying NGV Module Connector Terminals
TEST F: NO MODULE/NETWORK COMMUNICATIONS - ISO 9141 LINK
1) Turn ignition off. Inspect Data Link Connector (DLC) for

physical damage, bent terminals or corrosion. Pay particular attention
to terminal No. 7 (Light Blue/White wire). Repair connector as
necessary and retest system for normal operation. If connector is
2) Deactivate air bag system. See appropriate AIR BAG
RESTRAINT SYSTEMS article. Disconnect air bag diagnostic monitor
connector located behind right kick panel. Measure resistance of Light
Blue/White wire between terminal No. 19 at air bag diagnostic monitor
connector and terminal No. 7 at DLC. If resistance is less than 5
ohms, go to next step (if not equipped with 4WABS module) or go to
step 5) (if equipped with 4WABS module).
3) Turn ignition on. Measure voltage between terminals No. 7
(Light Blue/White wire) and No. 16 (Light Green/Red wire) at DLC. See
Fig. 2. Also, measure voltage between terminals No. 7 (Light
Blue/White wire) and No. 4 (Black/Light Blue wire) at DLC. If any
reading indicates voltage, go to next step. If both readings indicate
zero volts, replace air bag diagnostic monitor and retest system for
normal operation.
4) Turn ignition off. Disconnect Black 14-pin connector C201
located behind right kick panel. Turn ignition on. Measure voltage
between terminals No. 7 (Light Blue/White wire) and No. 16 (Light
Green/Red wire) at DLC. See Fig. 2. Also, measure voltage between
terminals No. 7 (Light Blue/White wire) and No. 4 (Black/Light Blue
wire) at DLC. If any reading indicates voltage, repair Light
Blue/White wire between connector C201, connector C234 (if equipped
with 4WABS) and DLC. Retest system for normal operation. If both
readings indicate zero volts, repair Light Blue/White wire between
connector C201 and air bag diagnostic monitor. Retest system for
normal operation.
5) Turn ignition on. Measure voltage between terminals No. 7
(Light Blue/White wire) and No. 16 (Light Green/Red wire) at DLC. See
Fig. 2. Also, measure voltage between terminals No. 7 (Light
Blue/White wire) and No. 4 (Black/Light Blue wire) at DLC. If any
reading indicates voltage, go to next step. If both readings indicate
zero volts, replace air bag diagnostic monitor and retest system for
normal operation.
6) Turn ignition off. Disconnect 4WABS module 24-pin
connector, located on left front frame rail. Turn ignition on. Measure
voltage between terminals No. 7 (Light Blue/White wire) and No. 16
MODULE COMMUNICATIONS Copyright © 1998 Mitche
(Light Green/Red wire) at DLC. See NETWORK Article Text
Fig. 2. Also, measure (p. 10)1998 Ford Econoline E250For 1
voltage
between terminals No. 7 (Light Blue/White wire) and No. 4 (Black/Light
Blue wire) at DLC. If any reading indicates voltage, go to next step.
If both readings indicate zero volts, replace 4WABS module.
7) Turn ignition off. Disconnect Natural 76-pin connector
C234 located on driver's side of engine compartment on firewall. Turn
ignition on. Measure voltage between terminals No. 7 (Light Blue/White
wire) and No. 16 (Light Green/Red wire) at DLC. See Fig. 2. Also,
measure voltage between terminals No. 7 (Light Blue/White wire) and
No. 4 (Black/Light Blue wire) at DLC. If any reading indicates
voltage, go to step 4). If both readings indicate zero volts, repair
Light Blue/White wire between connector C234 and 4WABS module
connector. Retest system for normal operation.
TEST G: NO MODULE/NETWORK COMMUNICATIONS - BUS LINK

physical damage, bent terminals or corrosion. Pay particular attention
to terminals No. 2 (Tan/Orange wire) and No. 10 (Pink/Light Blue
wire). See Fig. 2. Repair connector as necessary and retest system for
normal operation. If connector is okay, go to next step.
2) Disconnect PCM connector located in left rear of engine
compartment, near brake master cylinder. Measure resistance of
Tan/Orange wire between terminal No. 16 at PCM connector and terminal
No. 2 at DLC. See Figs. 2 and 7. Also, measure resistance of
Pink/Light Blue wire between terminal No. 15 at PCM connector and
ohms, go to next step (vehicles with PCM only) or go to step 4)
(vehicles with natural gas vehicle module or auxiliary powertrain
control module). If any resistance reading is 5 ohms or more, proceed
as follows.
* On vehicles with Powertrain Control Module (PCM) and/or

Natural Gas Vehicle (NGV) module, go to TEST C:
POWERTRAIN CONTROL MODULE (PCM) DOES NOT RESPOND TO NGS.
* On vehicles with Auxiliary Powertrain Control Module (APCM),
repair open Tan/Orange wire and/or Pink/Light Blue wire
between female half of connector C234 and DLC. Retest system
for normal operation.
3) Turn ignition on. Measure voltage between terminal No. 2

(Tan/Orange wire) and terminals No. 4 (Black/Light Blue wire) and No.
16 (Light Green/Red wire) at DLC. See Fig. 2. Also, measure voltage
between terminal No. 10 (Pink/Light Blue wire) and terminals No. 4
(Black/Light Blue wire) and No. 16 (Light Green/Red wire) at DLC. If
any reading indicates voltage, go to step 7). If all readings indicate
zero volts, replace PCM and retest system for normal operation.
4) Turn ignition on. Measure voltage between terminal No. 2
any reading indicates voltage, go to next step (vehicles with
MODULE COMMUNICATIONS NETWORK Article T
auxiliary powertrain control module) or go to step 6) (vehicles with
natural gas vehicle module). If all readings indicate zero volts,
replace PCM and retest system for normal operation.
5) Turn ignition off. Disconnect Auxiliary Powertrain Control
Module (APCM) connector located below left side of instrument panel.
Turn ignition on. Measure voltage between terminal No. 2 (Tan/Orange
wire) and terminals No. 4 (Black/Light Blue wire) and No. 16 (Light
terminal No. 10 (Pink/Light Blue wire) and terminals No. 4
any reading indicates voltage, go to step 7). If all readings indicate
zero volts, replace APCM and retest system for normal operation.
6) Turn ignition off. Disconnect Natural Gas Vehicle (NGV)
module connector located on left side of engine compartment, on inner
fender. Turn ignition on. Measure voltage between terminal No. 2
any reading indicates voltage, go to next step. If all readings
indicate zero volts, replace NGV module and retest system for normal
operation.
7) Turn ignition off. Disconnect Natural 76-pin connector
C234 located on driver's side of engine compartment on firewall. Turn
ignition on. Measure voltage between terminal No. 2 (Tan/Orange wire)
and terminals No. 4 (Black/Light Blue wire) and No. 16 (Light
terminal No. 10 (Pink/Light Blue wire) and terminals No. 4
any reading indicates voltage, repair Tan/Orange wire and/or
Pink/Light Blue wire between connector C234, DLC and APCM (if
equipped). Retest system for normal operation. If all readings
indicate zero volts, repair Tan/Orange wire and/or Pink/Light Blue
wire between connector C234, PCM connector and NGV module (if
equipped). Retest system for normal operation.
TEST H: NO MODULE/NETWORK COMMUNICATION
1) Inspect NGS tester connector for loose, damaged or

corroded terminals. Repair connector as necessary and retest system
for normal operation. If connector is okay, go to next step.
physical damage, bent terminals or corrosion. Repair as necessary and
retest system for normal operation. If connector is okay, go to next
step.
3) Turn ignition off. Remove and inspect fuse No. 23 (20-amp)
from instrument panel fuse block. If fuse is okay, go to next step. If
fuse is blown, replace fuse and retest system for normal operation.
Recheck fuse. If fuse is okay, go to next step. If fuse is blown,
repair short to ground in circuit No. 1047 (Light Green/Red wire)
between instrument panel fuse block and DLC. Retest system for normal
operation. MODULE COMMUNICATIONS NETWORK Article Text (p
4) Measure voltage between ground and terminal No. 16 (Light
Green/Red wire) at DLC. See Fig. 2. If voltage is more than 10 volts,
go to next step. If voltage is 10 volts or less, repair circuit No.
1047 (Light Green/Red wire) between instrument panel fuse block and
DLC. Retest system for normal operation.
5) Measure resistance between ground and terminals No. 4
(Black/Light Blue wire) and No. 5 (Black/White wire) at DLC. If both
resistance readings are less than 5 ohms, repair or replace NGS
tester. Retest system for normal operation. If any resistance reading
is 5 ohms or more, repair open in Black/Light Blue wire or Black/White
wire between ground and DLC. Retest system for normal operation.
WIRING DIAGRAMS
NOTE: See appropriate DATA LINK CONNECTORS, GROUND DISTRIBUTION or

POWER DISTRIBUTION wiring diagrams in SYSTEM WIRING DIAGRAMS
article in the WIRING DIAGRAMS section.
END OF ARTICLE
MODULE COMMUNICATIONS NETWORK Article Text (p. 13)1998 Ford Econoline E250For 1 Copyright ©
M - VACUUM DIAGRAMS
Article Text
For 1
ARTICLE BEGINNING
ENGINE PERFORMANCE
Vacuum Diagrams - Trucks
INTRODUCTION
This article contains underhood schematics of vacuum hose

routing. Use these vacuum diagrams during the visual inspection in
appropriate BASIC DIAGNOSTIC PROCEDURES article. This will assist in
identifying improperly routed vacuum hoses, which may cause
driveability and/or computer-indicated malfunctions.
VEHICLE CALIBRATION
Vacuum diagrams are identified by calibration code. Use the

Emission Calibration Label to identify calibration. Calibration label
is attached to left door or left door pillar. See Fig. 1. Use
calibration code to select vacuum diagram.
NOTE: Vacuum diagrams for calibrations not shown are not available
from manufacturer.
Fig. 1: Identifying Emission Calibration Label

VACUUM DIAGRAM APPLICATIONS

Application & Calibration Codes (1) See
Expedition
4.6L
8-48J-R05 (LZO1) ........................................ Fig. 2
8-48J-R10 (LZO2) ........................................ Fig. 2
8-48U-R05 (MTT1) ........................................ Fig. 2
8-48U-R10 (MTT2) ........................................ Fig. 2
5.4L
8-46F-R05 (VXX1) ........................................ Fig. 3
8-46F-R10 (VXX2) ........................................ Fig. 3
8-46U-R05 (WNI1) ........................................ Fig. 3
8-46U-R10 (WNI2) ........................................ Fig. 3
Explorer
4.0L - Except 4.0L SOHC
8-57B-R05 (ZZD1) ........................................ Fig. 4
8-57R-R05 (AQM1) ........................................ Fig. 4
8-58B-R05 (PPG1) ........................................ Fig. 4
8-58R-R05 (XRL1) ........................................ Fig. 4
4.0L SOHC
8-58C-R05 (BEA1) ........................................ Fig. 5
8-58C-R10 (BAE2) ........................................ Fig. 5
8-58V-R05 ............................................... Fig. 5
8-58V-R10 (CJJ2) ........................................ Fig. 5
5.0L
8-54G-R05 (NTR1) ........................................ Fig. 6
8-54U-RO5 (PCC1) ........................................ Fig. 6
F-150
4.2L
8-43E-R00 (XNB0) ........................................ Fig. 7
8-43F-R05 (ZFT0) ........................................ Fig. 7
8-43R-R00 (NHY0) ........................................ Fig. 7
8-43S-R00 (SQW0) ........................................ Fig. 7
8-44E-R05 (LYY1) ........................................ Fig. 7
8-44F-R05 (MPO1) ........................................ Fig. 7
8-44R-R05 (NLT1) ........................................ Fig. 7
8-44S-R05 (POA1) ........................................ Fig. 7
4.6L
8-48C-R05 (EGE1) ........................................ Fig. 8
8-48D-R05 (FOU1) ........................................ Fig. 8
8-48E-R05 (GDT1) ........................................ Fig. 8
8-48Q-R05 (JLP1) ........................................ Fig. 8
8-48R-R05 (JPL1) ........................................ Fig. 8
8-48S-R05 (KHE1) ........................................ Fig. 8
5.4L
8-46C-R00 (JLD2) ........................................ Fig. 9
8-46D-R00 (JLD1) ........................................ Fig. 9
8-46D-R10 (JLD2) ........................................ Fig. 9
8-46E-R05 (HTL1) ........................................ Fig. 9
8-46E-R10 (HTL2) ........................................ Fig. 9
8-46G-R00 (HTL2) ........................................ Fig. 9
8-46R-R05 (PDC1) ........................................ Fig. 9
M - VACUUM DIAG
8-46R-R10 (PDC2) ........................................ Fig. 9
8-46S-R00 (PDC2) ........................................ Fig. 9
8-46T-R05 (TOZ1) ........................................ Fig. 9
8-46T-R10 (EFG2) ........................................ Fig. 9
8-46V-R00 (EGF2) ........................................ Fig. 9
F-250
4.6L
7-47F-R05 (BQQ1) ........................................ Fig. 9
7-47G-R05 (DYA1) ........................................ Fig. 9
8-48F-R05 (TZO1) ........................................ Fig. 9
8-48G-R05 (BSQ1) ........................................ Fig. 9
8-48P-R05 (CLT1) ........................................ Fig. 9
8-48T-R05 (DZY1) ........................................ Fig. 9
5.4L - Except Natural Gas
8-46T-R05 (TOZ1) ........................................ Fig. 9
8-46T-R10 (EFG2) ........................................ Fig. 9
5.4L Natural Gas
7-46W-R05 (KLX1) ....................................... Fig. 10
Mountaineer
4.0L SOHC
8-58C-R05 (BEA1) ........................................ Fig. 5
8-58C-R10 (BAE2) ........................................ Fig. 5
8-58V-R05 (CJJ2) ........................................ Fig. 5
8-58V-R10 (CJJ2) ........................................ Fig. 5
5.0L
8-54G-R05 (NTR1) ........................................ Fig. 6
8-54U-RO5 (PCC1) ........................................ Fig. 6
Navigator
5.4L
7-46U-R10 (GZA4) ........................................ Fig. 3
8-46F-R05 (VXX1) ........................................ Fig. 3
8-46F-R10 (VXX2) ........................................ Fig. 3
8-46U-R05 (WNI1) ........................................ Fig. 3
8-46U-R10 (WNI2) ........................................ Fig. 3
Ranger
2.5L
8-49A-R06 (FLH2) ....................................... Fig. 11
8-49T-R06 (BLC2) ....................................... Fig. 11
8-50A-R05 (CNP1) ....................................... Fig. 11
8-50T-R06 (DUU2) ....................................... Fig. 11
3.0L
8-55F-R05 (EFA1) ....................................... Fig. 12
8-55H-R05 (FLQ1) ....................................... Fig. 12
8-55R-R05 (GTA1) ....................................... Fig. 12
8-55S-R05 (HND1) ....................................... Fig. 12
8-56F-R05 (JCT1) ....................................... Fig. 12
8-56F-R15 (BPE0) ....................................... Fig. 12
8-56H-R05 (KKL1) ....................................... Fig. 12
8-56H-R15 (CVV0) ....................................... Fig. 12
8-56R-R05 (LLJ1) ....................................... Fig. 12
8-56R-R15 (DGG0) ....................................... Fig. 12
8-56S-R05 (MPZ1) ....................................... Fig. 12M - VACUUM DIAGRAMS Article Text (p. 3)1998 Ford Econoline
8-56S-R15 (EMR0) ....................................... Fig. 12
4.0L
8-57F-R05 (NCA1) ....................................... Fig. 13
8-57F-R10 (NCA2) ....................................... Fig. 13
8-57H-R05 (PTO1) ....................................... Fig. 13
8-57H-R10 (PTO2) ....................................... Fig. 13
8-57S-R05 (RRL1) ....................................... Fig. 13
8-57S-R10 (RRL2) ....................................... Fig. 13
8-57T-R05 (SHH1) ....................................... Fig. 13
8-57T-R10 (SHH2) ....................................... Fig. 13
8-58F-R06 (TJT2) ....................................... Fig. 13
8-58F-R15 (FFP0) ....................................... Fig. 13
8-58H-R06 (VVQ2) ....................................... Fig. 13
8-58H-R15 (XRR0) ....................................... Fig. 13
8-58S-R06 (XCC2) ....................................... Fig. 13
8-58S-R15 (HRE0) ....................................... Fig. 13
8-58T-R06 (YLB2) ....................................... Fig. 13
8-58T-R15 (JYP0) ....................................... Fig. 13
Super Duty
Pickup
7.0L Gasoline
5-87B-00 ............................................. Fig. 14
5-87H-00 ............................................. Fig. 14
5-88B-00 ............................................. Fig. 14
5-88H-00 ............................................. Fig. 14
7.0L LPG
5-57L-00 ............................................. Fig. 15
5-87L-00 ............................................. Fig. 15
Van
4.2L
8-44J-R05 (DTA1) ....................................... Fig. 16
8-44K-R05 (EEC2) ....................................... Fig. 16
8-44K-R10 (EEC2) ....................................... Fig. 16
8-44L-R05 (FGG1) ....................................... Fig. 16
8-44M-R05 (HSS1) ....................................... Fig. 16
8-44M-R05 (RII1) ....................................... Fig. 16
8-44M-R10 (HSS2) ....................................... Fig. 16
8-44T-R05 (JJR1) ....................................... Fig. 16
8-44U-R05 (ZLD1) ....................................... Fig. 16
8-44U-R10 (ZLD2) ....................................... Fig. 16
8-44R-R05 (NLT1) ........................................ Fig. 7
4.6L
8-48W-R05 (SYY1) ........................................ Fig. 2
5.4L - Except Natural Gas
8-46K-R05 (RLM1) ....................................... Fig. 17
8-46K-R10 (RLM2) ....................................... Fig. 17
8-46Q-R05 (ANQ1) ....................................... Fig. 17
8-46Q-R10 (ANQ2) ....................................... Fig. 17
8-74C-R05 (BRR1) - Code BZM ............................ Fig. 17
8-74C-R10 (BRR2) - Code BZM ............................ Fig. 17
8-74S-R05 (CVQ1) ....................................... Fig. 17
8-74S-R05 (CVQ2) ....................................... Fig. 17M - VACUUM DIAGRAMS Article Text (p. 4)1998 Ford Econolin
8-74U-R05 (EYT1) ....................................... Fig. 17
8-74U-R10 (EYT2) ....................................... Fig. 17
8-74V-R05 (FSS1) ....................................... Fig. 17
8-74V-R10 (FSS2) ....................................... Fig. 17
8-74C-R05 (BRR1) - Code DAU ............................ Fig. 18
8-74C-R10 (BRR2) - Code DAU ............................ Fig. 18
8-74T-R05 (DWW1) ....................................... Fig. 18
8-74T-R10 (DWW2) ....................................... Fig. 18
5.4L Natural Gas
7-46N-R05 (RST1) ....................................... Fig. 10
6.8L
8-96E-R05 (WOM1) - Codes BAD & BSF ..................... Fig. 19
8-96E-R05 (WOM2) - Codes BAD & BSF ..................... Fig. 19
8-96T-R05 .............................................. Fig. 19
8-96T-R10 .............................................. Fig. 19
8-96W-R05 (ZJZ1) ....................................... Fig. 19
8-96W-R10 (ZJZ2) ....................................... Fig. 19
8-96Y-R05 (NNT0) ....................................... Fig. 19
8-96E-R05 (WOM1) - Code DAP ............................ Fig. 20
8-96E-R05 (WOM2) - Code DAP ............................ Fig. 20
8-96J-R05 (XTT1) ....................................... Fig. 20
8-96X-R05 (VOO1) ....................................... Fig. 20
8-96X-R10 (V002) ....................................... Fig. 20
7.3L Turbo Diesel
8-90N-R10 ................................................. (2)
8-90N-R11 ................................................. (2)
9-DTA-BAF ................................................. (2)
Villager
3.0L (2) .................................................... (2)
Windstar
3.0L
8-56K-R06 .............................................. Fig. 21
8-56K-R10 .............................................. Fig. 21
8-56K-R11 .............................................. Fig. 21
8-56K-R17 .............................................. Fig. 21
8-56K-R18 (EPT3) ....................................... Fig. 21
8-56P-R06 (GLG3) ....................................... Fig. 21
8-56P-R10 (GLG4) ....................................... Fig. 21
8-56Q-R05 .............................................. Fig. 21
8-56Q-R17 .............................................. Fig. 21
8-56Q-R18 (FGA3) ....................................... Fig. 21
3.8L
8-62J-R06 .............................................. Fig. 22
8-62J-R11 .............................................. Fig. 22
8-62J-R12 .............................................. Fig. 22
8-62J-R17 .............................................. Fig. 22
8-62J-R18 (FRZ3) ....................................... Fig. 22
8-62K-R06 .............................................. Fig. 22
8-62K-R11 .............................................. Fig. 22
8-62K-R12 .............................................. Fig. 22
8-62K-R17 .............................................. Fig. 22
8-62K-R18 (FLB3) ....................................... Fig. 22 M - VACUUM DIAGRAMS Article Text (p. 5)1998 Ford Econolin
8-62P-R05 .............................................. Fig. 22
8-62P-R17 .............................................. Fig. 22
8-62P-R18 (GLC3) ....................................... Fig. 22
8-62Q-R05 .............................................. Fig. 22
8-62Q-R17 .............................................. Fig. 22
8-62Q-R18 (FTC3) ....................................... Fig. 22
8-62S-R06 .............................................. Fig. 22
8-62S-R11 .............................................. Fig. 22
8-62T-R06 .............................................. Fig. 22
8-62T-R11 .............................................. Fig. 22
(1) - Code within parentheses is new coding sequence for revision

level information beginning in 1999 by Ford Motor Co.
(2) - Information not available from manufacturer.
VACUUM DIAGRAMS
Fig. 2: Vacuum Diagram (Expedition & Van - 4.6L)

M - VACUUM DIAGRAMS Article Text (p. 6)1998 Ford Econoline

Fig. 3: Vacuum Diagram (Expedition & Navigator - 5.4L)
M - VACUUM DIAGRAMS Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
Fig. 4: Vacuum Diagram (Explorer - 4.0L - Except 4.0L SOHC)
Fig. 5: Vacuum Diagram (Explorer & Mountaineer - 4.0L SOHC)
Fig. 6: Vacuum Diagram (Explorer & Mountaineer - 5.0L)

M - VACUUM DIAGRAMS Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
Fig. 7: Vacuum Diagram (F-150 & Van - Calibration No. 8-44R-R05
(NLT1) - 4.2L)
Fig. 8: Vacuum Diagram (F-150 - 4.6L)

M - VACUUM
Courtesy of FordDIAGRAMS
Motor Co. Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Com
Fig. 9: Vacuum Diagram (F-150 - 5.4L & F-250 - 4.6L & 5.4L -
Except Natural Gas)
Fig. 10: Vacuum Diagram (F-250 & Van - 5.4L Natural Gas)
M - VACUUM DIAGRAMS Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright © 19
Fig. 11: Vacuum Diagram (Ranger - 2.5L)
M - VACUUM DIAGRAMS Article Text (p. 11)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Co
Fig. 14: Vacuum Diagram (Super Duty - Pickup - 7.0L Gasoline)

M - VACUUM DIAGRAMS Article Text (p. 12)1998 Ford Econoline E250For 1 Copyright © 19
Fig. 15: Vacuum Diagram (Super Duty - Pickup - 7.0L LPG)
Fig. 16: Vacuum Diagram (Van - 4.2L)

Fig. 17: Vacuum Diagram (Van - 5.4L - Except Natural Gas - Except
Calibration Nos. 8-74C-R05 (BRR1) - Code DAU, 8-74C-R10 (BRR2) - Code
DAU, 8-74T-R05 (DWW1) & 8-74T-R10 (DWW2))
Fig. 18: Vacuum Diagram (Van - 5.4L - Except Natural Gas -
Calibration Nos. 8-74C-R05 (BRR1) - Code DAU, 8-74C-R10 (BRR2) - Code
DAU, 8-74T-R05 (DWW1) & 8-74T-R10 (DWW2))
Fig. 19: Vacuum Diagram (Van - 6.8L - Except Calibration Nos. 8-
96E-R05 (WOM1) - Code DAP, 8-96E-R05 (WOM2) - Code DAP, 8-96J-R05
(XTT1), 8-96X-R05 (VOO1) & 8-96X-R10 (VOO2))
Fig. 20: Vacuum Diagram (Van - 6.8L - Calibration Nos. 8-96E-R05
(WOM1) - Code DAP, 8-96E-R05 (WOM2) - Code DAP, 8-96J-R05 (XTT1), 8-
96X-R05 (VOO1) & 8-96X-R10 (VOO2))
Fig. 21: Vacuum Diagram (Windstar - 3.0L)
Fig. 22: Vacuum Diagram (Windstar - 3.8L)

END OF ARTICLE
N - REMOVE/INSTALL/OVERHAUL - 4.2L
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Removal, Overhaul & Installation
Ford; Pickup F150 & Van E150/250 (4.2L)
INTRODUCTION
Removal, overhaul, and installation procedures are covered in

this article. If component removal and installation is primarily an
unbolt and bolt-on procedure, only a torque specification may be
furnished.

POWERTRAIN CONTROL MODULE

Disconnect negative battery cable. Remove any component
necessary to gain access to PCM. For PCM location, see PCM LOCATION
table. Loosen PCM connector retaining bolt (if equipped). Unplug
harness connector from PCM. Remove 2 PCM mounting bolts. Remove PCM
cover and PCM. On Pickup, removal of fender liner may be necessary to
slide PCM out. To install, reverse removal procedure.
PCM LOCATION TABLE
Model Location

IGNITION SYSTEM
DISTRIBUTOR
Removal
1) Remove high tension leads and distributor cap. Rotate
crankshaft in direction of normal rotation until piston No. 1 is at
TDC of compression stroke. Disconnect negative battery cable. Ensure
timing marks are aligned.
2) Disconnect distributor wiring from harness. Place
reference marks on distributor rotor-to-housing and housing-to-engine.
Remove distributor hold-down bolt(s) and clamp. Remove distributor.
Inspect distributor "O" ring and replace if necessary.
Installation
1) Ensure engine is at TDC of compression stroke. Rotate
distributor rotor so reference marks nearly align. Insert distributor
drive into engine.
2) When installing distributor, rotor will rotate. Ensure
reference marks are aligned when distributor is fully engaged in
engine. To complete installation, reverse removal procedure. Set base
ignition timing. See D - ADJUSTMENTS - GASOLINE article.
Distributor Overhaul
1) Using an Allen wrench, hold distributor shaft from turning
while removing armature bolts. DO NOT clamp shaft. Remove screws and
armature. Place reference marks on drive gear, thrust collar and
shaft. Using a felt-tip pen, mark shaft and gear for installation
reference. Remove and discard roll pin from gear.
2) Place distributor in Axle Bearing Remover (T75L-1165-B).
Press off gear using arbor press and Pinion Bearing Cone Remover
(D79L-4621-A). Remove shaft. Using emery cloth, remove burrs from
distributor shaft. Remove shaft from distributor assembly. See Fig. 1.
3) Remove thrust washer from distributor (if equipped), and
save for installation. Remove screw and octane rod. Remove stator
assembly screws and stator.
4) Inspect base bushing, "O" ring and distributor housing for
wear, cracks or other damage. If necessary, replace "O" ring. If
distributor housing or bushings are worn, replace entire distributor
assembly.
Fig. 1: Exploded View Of Distributor

CAMSHAFT POSITION (CMP) SENSOR

N - REMOVE/INSTALL/OVERHAUL - 4.2L
Camshaft position sensor is used for timing pulsing of fuel
injectors. Camshaft sensor signal is also used by Coil On Plug (COP)
engines to determine firing of ignition coils. See
CAMSHAFT POSITION SENSOR or CMP SYNCHRONIZER under FUEL SYSTEM.
CRANKSHAFT POSITION (CKP) SENSOR
NOTE: Engine front cover design precisely locates CKP sensor. No

CKP sensor adjustment is necessary.

Disconnect negative battery cable. Raise and support vehicle.
Unplug Crankshaft Position (CKP) sensor wire connector from engine
harness. See Fig. 2. Remove CKP sensor mounting screws. Remove CKP
sensor. To install, reverse removal procedure.
Fig. 2: Locating Crankshaft Position (CKP) Sensor (Typical)


FUEL SYSTEM
CAMSHAFT POSITION SENSOR

CMP sensor is located on front of engine, on timing cover.
Before removing, note position of electrical connector on CMP sensor.
Disconnect CMP sensor. Remove CMP sensor screws and CMP sensor. To
install, reverse removal procedure. Ensure CMP sensor electrical
connector is pointing in original direction. Tighten CMP sensor to
N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
CMP SYNCHRONIZER
CAUTION: Synchro Positioner (T96T-12200-A) is required to properly

install synchronizer. See Fig. 2. Failure to use synchro
positioner during installation will cause fuel injection to
be out of time and may cause engine damage.
Removal
1) Position crankshaft to TDC of cylinder No. 1 compression
stroke. Note position of electrical connector on CMP sensor.
2) Place match marks on synchronizer housing and engine. See
Fig. 3. Disconnect negative battery cable. Unplug harness connector
from CMP sensor. Remove CMP sensor screws and CMP sensor from
positioner. Remove synchronizer hold-down bolt and CMP synchronizer.
CAUTION: DO NOT rotate crankshaft while synchronizer is removed from

engine.
Installation
1) Install Synchro Positioner (T96T-12200-A) on synchronizer
housing. See Fig. 3. Rotate synchronizer shaft until vane on shaft
aligns with slot on synchro positioner. Rotate synchro positioner
until engaged into notch in housing. Dip drive gear in engine oil.
Fig. 3: Exploded View Of CMP Synchronizer Assembly (Typical)

2) As synchronizer is inserted into engine, synchronizer

N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Copyright © 1998 Mitchell
shaft will rotate. When seated, ensure match marks placedText
on (p. 4)1998 Ford Econoline E250For 1
synchronizer before removal align.
3) Install hold-down clamp and tighten bolt to specification.
See TORQUE SPECIFICATIONS. Install CMP sensor to synchronizer and
tighten to specification. Ensure CMP sensor electrical connector is in
original position. Reconnect wiring to CMP sensor. Connect negative
battery cable.
WARNING: ALWAYS relieve fuel pressure before disconnecting any


(Schrader valve) located on fuel injection manifold rail.
SWITCH LOCATION table. Remove fuel filler cap to release fuel tank
pressure. Crank engine for 15 seconds to release system pressure.
FUEL PUMP

Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Remove fuel tank. Remove screws or lock ring and fuel pump tank unit.
Wipe seal area of tank clean. Position NEW seal onto pump mounting
flange (if necessary), using grease to hold it in position. Position
fuel pump in tank to original position. Install screws or lock ring.
DO NOT overtighten lock ring, as it may leak. Install fuel tank.
FUEL RAILS & INJECTORS
Removal
1) Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Remove throttle body and upper intake manifold assembly. See
UPPER INTAKE MANIFOLD. Disconnect fuel supply and return lines.
2) Disconnect wiring harness at fuel injectors. Disconnect
vacuum hose from fuel pressure regulator. Remove fuel rail bolts.
Carefully disengage fuel injectors by lifting and gently rocking rail.
See Fig. 4.
3) Remove injectors from fuel rail, using a slight
lifting/rocking motion. Place removed components in a clean container
to avoid dirt or other contamination.
N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Text

Fig. 4: Exploded View Of Fuel Injection System (Typical)
Installation
Lubricate NEW injector "O" rings with light oil. DO NOT use
silicone grease. Carefully install fuel supply manifold and injectors
into lower manifold, one side at a time. To complete installation,
Removal
Disconnect negative battery cable. Release fuel pressure. See
FUEL SYSTEM PRESSURE RELEASE. Remove vacuum hose from fuel pressure
regulator. Remove 2 mounting screws from fuel pressure regulator.
Remove fuel pressure regulator. Remove and discard "O" ring (and
gasket if applicable).
N - REMOVE/INSTALL/OVERHAUL
Installation - 4.2L Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
Lubricate NEW "O" ring with light oil. DO NOT use silicone
grease. Ensure regulator and manifold gasket surfaces are clean and
dry. To complete installation, reverse removal procedure.
HEATED OXYGEN SENSOR (HO2S)
Removal
Unplug electrical connector from HO2S. Sensor may be
difficult to remove when engine temperature is less than 120 F (48 C).
Carefully remove HO2S sensor from exhaust pipe.
Installation
When replacing HO2S, coat threads with anti-seize compound
before installation. New sensors should already have this compound
applied to threads. Install HO2S sensor. Reconnect wiring connector to
HO2S. Reconnect negative battery terminal.
PUSH-CONNECT FITTINGS
Spring Lock Coupling

Place indicated spring lock coupler over coupling. See
SPRING LOCK COUPLER IDENTIFICATION table. To release female fitting
from garter spring, push coupler along tube into coupling. See Fig. 5.
2) Pull spring lock coupling apart. Remove coupler from
disconnected spring lock coupling. Check for damaged garter spring and
"O" rings. Wipe end of lines with clean cloth.
3) To install, place NEW "O" rings onto tube. Lubricate ends
of lines with clean refrigerant oil. Locate White indicator ring (if
equipped), which may have slipped down length of tube. Insert White
indicator ring into cage of male fitting.
4) Push fitting together with a slight twisting motion. White
indicator ring will pop free of cage to indicate that male fitting is
properly seated over flared end of female fitting.
SPRING LOCK COUPLER IDENTIFICATION TABLE
Application Tool Number
3/8" Line .................................... D87L-9280-A

1/2" Line .................................... D87L-9280-B
5/8" Line ................................... T83P-19623-C
N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Text (p. 7)1998 Ford Econoline E250For 1

Fig. 5: Disconnecting Fuel Lines With Spring Lock Coupler
Courtesy
N of Ford Motor Co.
- REMOVE/INSTALL/OVERHAUL - 4.2L Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell
THROTTLE BODY
Removal
1) Remove air cleaner and duct assembly. Disconnect
accelerator cable and spring from throttle lever. Disconnect cruise
control actuator (if equipped). Remove accelerator cable bracket and
set aside.
2) Disconnect electrical connectors and vacuum lines as
necessary. Remove 2 bolts and 2 nuts retaining throttle body assembly
to intake manifold. Remove throttle body.
Installation
Do not scrape gasket mating surfaces, throttle body gasket is
part of upper intake manifold. Install bolts and nuts and tighten to
UPPER INTAKE MANIFOLD
Removal
outlet tube. Disconnect accelerator and cruise control cable from
throttle body.
2) Disconnect harness connectors and vacuum hoses from upper
intake manifold. Disconnect PCV hose from upper intake manifold. If
necessary remove throttle body nuts and throttle body. Evenly loosen
12 upper intake manifold bolts. Remove upper intake manifold. Inspect
gaskets and replace as necessary.
Installation
Tighten upper intake manifold bolts in sequence to
specification. See Fig. 6. See TORQUE SPECIFICATIONS. To complete
installation, reverse removal procedure.
Fig. 6: Upper Intake Manifold Tightening Sequence (Typical)

TORQUE SPECIFICATIONS N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Text

Fuel Rail Bolts ............................ 12-15 (16-20)
INCH Lbs. (N.m)
Camshaft Position Sensor Bolts ........... 22-31 (2.5-3.5)

Fuel Pressure Regulator Bolts .............. 27-40 (3-4.5)
Fuel Rail Bolts ............................. 71-97 (8-11)
Pressure Relief Valve Cap .................... 4-6 (.5-.7)
Throttle Position Sensor Screws .......... 18-27 (2.0-3.0)
END OF ARTICLE
N - REMOVE/INSTALL/OVERHAUL - 4.2L Article Text (p. 10)1998 Ford Econoline

N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE
Article Text
For 1
ARTICLE BEGINNING

Ford; Pickup F150/250 & Van E150/250/350 (5.4L Gasoline)
INTRODUCTION
Removal, overhaul, and installation procedures are covered in

this article. If component removal and installation is primarily an
unbolt and bolt-on procedure, only a torque specification may be
furnished.

POWERTRAIN CONTROL MODULE

Disconnect negative battery cable. Remove any component
necessary to gain access to PCM. For PCM location, see PCM LOCATION
table. Loosen PCM connector retaining bolt (if equipped). Unplug
harness connector from PCM. Remove 2 PCM mounting bolts. Remove PCM
cover and PCM. On Pickup, removal of fender liner may be necessary to
slide PCM out. To install, reverse removal procedure.
PCM LOCATION TABLE
Model Location

IGNITION SYSTEM
DISTRIBUTOR
Removal
1) Remove high tension leads and distributor cap. Rotate
crankshaft in direction of normal rotation until piston No. 1 is at
TDC of compression stroke. Disconnect negative battery cable. Ensure
timing marks are aligned.
2) Disconnect distributor wiring from harness. Place
reference marks on distributor rotor-to-housing and housing-to-engine.
Remove distributor hold-down bolt(s) and clamp. Remove distributor.
Inspect distributor "O" ring and replace if necessary.
Installation
1) Ensure engine is at TDC of compression stroke. Rotate
distributor rotor so reference marks nearly align. Insert distributor
drive into engine.
2) When installing distributor, rotor will rotate. Ensure
reference marks are aligned when distributor is fully engaged in
engine. To complete installation, reverse removal procedure. Set base
ignition timing. See D - ADJUSTMENTS - GASOLINE article.
Distributor Overhaul
1) Using an Allen wrench, hold distributor shaft from turning
while removing armature bolts. DO NOT clamp shaft. Remove screws and
armature. Place reference marks on drive gear, thrust collar and
shaft. Using a felt-tip pen, mark shaft and gear for installation
reference. Remove and discard roll pin from gear.
2) Place distributor in Axle Bearing Remover (T75L-1165-B).
Press off gear using arbor press and Pinion Bearing Cone Remover
(D79L-4621-A). Remove shaft. Using emery cloth, remove burrs from
distributor shaft. Remove shaft from distributor assembly. See Fig. 1.
3) Remove thrust washer from distributor (if equipped), and
save for installation. Remove screw and octane rod. Remove stator
assembly screws and stator.
4) Inspect base bushing, "O" ring and distributor housing for
wear, cracks or other damage. If necessary, replace "O" ring. If
distributor housing or bushings are worn, replace entire distributor
assembly.
Fig. 1: Exploded View Of Distributor

CAMSHAFT POSITION (CMP) SENSOR

N - REMOVE/INSTALL/OVERHAUL - 5.4L GASO
Camshaft position sensor is used for timing pulsing of fuel
injectors. Camshaft sensor signal is also used by Coil On Plug (COP)
engines to determine firing of ignition coils.
CRANKSHAFT POSITION (CKP) SENSOR
NOTE: Engine front cover design precisely locates CKP sensor. No

CKP sensor adjustment is necessary.

Unplug Crankshaft Position (CKP) sensor wire connector from engine
harness. See Fig. 2. Remove CKP sensor mounting screws. Remove CKP
sensor. To install, reverse removal procedure.
Fig. 2: Locating Crankshaft Position (CKP) Sensor (Typical)


FUEL SYSTEM
WARNING: ALWAYS relieve fuel pressure before disconnecting any


(Schrader valve) located on fuel injection manifold rail.
Inertia Fuel Shutoff (IFS) switch. See INERTIA
N - REMOVE/INSTALL/OVERHAUL - 5.4LFUEL SHUTOFFArticle
GASOLINE (IFS) Text (p. 3)1998 Ford Econoline E250For 1
SWITCH LOCATION table. Remove fuel filler cap to release fuel tank
pressure. Crank engine for 15 seconds to release system pressure.
FUEL PUMP

Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Remove fuel tank. Remove screws or lock ring and fuel pump tank unit.
Wipe seal area of tank clean. Position NEW seal onto pump mounting
flange (if necessary), using grease to hold it in position. Position
fuel pump in tank to original position. Install screws or lock ring.
DO NOT overtighten lock ring, as it may leak. Install fuel tank.

Disconnect negative battery cable. Disconnect vacuum hose from fuel
pressure regulator. Remove fuel hose clamps.
2) Disconnect fuel supply and return line connections at fuel
supply manifold. Disconnect fuel injector wiring harness connectors.
Remove PCV hose.
3) Remove EGR valve-to-exhaust manifold tube. Disconnect EGR
valve and EGR transducer hoses. Disconnect Vapor Management Valve
(VMV) hose. Remove fuel supply manifold retaining bolts. Remove fuel
supply manifold with injectors by pulling on injectors while using a
rocking motion. Carefully disengage fuel injectors from supply
manifold. To install, reverse removal procedure. See Fig. 3.
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASO

Fig. 3: Exploded View Of Fuel Injection System (Typical)
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLINE Article Text (p. 5)1998 Ford Econoline E250For 1
Removal
Disconnect negative battery cable. Release fuel pressure. See
FUEL SYSTEM PRESSURE RELEASE. Remove vacuum hose from fuel pressure
regulator. Remove 2 mounting screws from fuel pressure regulator.
Remove fuel pressure regulator. Remove and discard "O" ring (and
gasket if applicable).
Installation
Lubricate NEW "O" ring with light oil. DO NOT use silicone
grease. Ensure regulator and manifold gasket surfaces are clean and
dry. To complete installation, reverse removal procedure.
HEATED OXYGEN SENSOR (HO2S)

Removal
Unplug electrical connector from HO2S. Sensor may be
difficult to remove when engine temperature is less than 120 F (48 C).
Carefully remove HO2S sensor from exhaust pipe.
Installation
When replacing HO2S, coat threads with anti-seize compound
before installation. New sensors should already have this compound
applied to threads. Install HO2S sensor. Reconnect wiring connector to
HO2S. Reconnect negative battery terminal.
PUSH-CONNECT FITTINGS
Spring Lock Coupling

Place indicated spring lock coupler over coupling. See
SPRING LOCK COUPLER IDENTIFICATION table. To release female fitting
from garter spring, push coupler along tube into coupling. See Fig. 4.
2) Pull spring lock coupling apart. Remove coupler from
disconnected spring lock coupling. Check for damaged garter spring and
"O" rings. Wipe end of lines with clean cloth.
3) To install, place NEW "O" rings onto tube. Lubricate ends
of lines with clean refrigerant oil. Locate White indicator ring (if
equipped), which may have slipped down length of tube. Insert White
indicator ring into cage of male fitting.
4) Push fitting together with a slight twisting motion. White
indicator ring will pop free of cage to indicate that male fitting is
properly seated over flared end of female fitting.
SPRING LOCK COUPLER IDENTIFICATION TABLE
Application Tool Number
3/8" Line .................................... D87L-9280-A

1/2" Line .................................... D87L-9280-B
5/8" Line ................................... T83P-19623-C
Fig. 4: Disconnecting Fuel Lines With Spring Lock Coupler

THROTTLE BODY
Removal
1) Remove air cleaner and duct assembly. Disconnect
accelerator cable from throttle lever. Disconnect cruise control
actuator (if equipped). Remove accelerator cable bracket and set
aside.
2) Disconnect electrical connectors, vacuum lines and vapor
hose as necessary. Remove 4 bolts (or screws) retaining throttle body
assembly to intake manifold. Remove throttle body.
Installation
Clean gasket mating surfaces. Clean and oil bolt threads.
Install NEW gasket. Tighten bolts to specification. See
TORQUE SPECIFICATIONS. To complete installation, reverse removal
procedure.
UPPER INTAKE MANIFOLD
NOTE: Vehicles do not require upper intake manifold to be removed

to access fuel system or engine control components.
Application INCH Lbs. (N.m)
Camshaft Position Sensor Bolts ........... 22-31 (2.5-3.5)

Fuel Pressure Regulator Bolts .............. 27-40 (3-4.5)
Fuel Rail Bolts ............................. 71-97 (8-11)
Pressure Relief Valve Cap .................... 4-6 (.5-.7)
Throttle Body-To-Manifold Bolts ......... 71-89 (8.0-11.5)
END OF ARTICLE
N - REMOVE/INSTALL/OVERHAUL - 5.4L GASOLIN

N - REMOVE/INSTALL/OVERHAUL - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING


INTRODUCTION
This article only covers removal, overhaul and installation

procedures that are unique to natural gas powered vehicles. Procedures
that are the same as those for gasoline powered models are not
included in this article. See N - REMOVE/INSTALL/OVERHAUL - GASOLINE
article.
COMPONENT LOCATIONS
Coalescer/Fuel Filter ....... Under Vehicle, On Frame Rail

Fuel Pressure Regulator .... Next To Coalescer/Fuel Filter
Fuel Pressure Relief Valve .................. On Fuel Rail
Fuel Pressure Sensor ........................ On Fuel Rail
Fuel Tank Solenoids ................ On Each Fuel Cylinder
Power Distribution Box ... Left Side Of Engine Compartment
FUEL SYSTEM
FUEL SYSTEM PRESSURE RELEASE (FUEL LINE VENTING)
WARNING: Always release (vent) fuel pressure before disconnecting any

fuel injection-related component downstream of fuel tank
shut-off solenoids. DO NOT vent fuel system indoors.
Manufacturer recommends venting fuel through a vent stack.
NOTE: To perform fuel system pressure release, Fuel Rail Test &
Venting Kit (134-00116), Grounding Cable (134-00121) and
Venting Hose (134-00118). Manufacturer recommends venting
fuel through a vent stack.
Fig. 1: Connecting Grounding Cable To Fuel Rail
Fig. 2: Identifying Fuel Tank Solenoid Components

1) Insert grounding spike into earth. Connect Grounding Cable

(134-00121) between grounding spike and fuel injection supply
manifold. See Fig. 1.
2) Turn manual lockdown valve jackscrew on each fuel tank
solenoid valve. See Fig. 2. Connect Fuel Pressure Test & Venting Kit
Hose (134-00121) to Schrader valve on fuel rail. Ensure valve on
tester is closed. Connect Venting Hose (134-00118) to Fuel Pressure
Test And Venting Kit (134-00121) manifold.
3) Remove fuel pump relay from power distribution box.
Construct a jumper wire approximately 6" long with spade terminals on
each end. Jump fuel pump relay terminals. See Fig. 3 or 4.
N on
4) Slowly open bleed valve - REMOVE/INSTALL/OVERHAUL
fuel pressure vent and test kit - 5.4L CNG Article Text (p. 2)1998 Ford Econolin
manifold and allow fuel to vent to atmosphere for one minute. Close
bleed valve and remove pressure test and venting kit from vehicle.
Fig. 3: Jumpering Fuel Pump Relay (Pickup)

Fig. 4: Jumpering Fuel Pump Relay (Van)

FUEL LINE CONNECTOR
Disconnecting
Using Spring Lock Coupling Remover (D87L-9280-B for 1/2" or T83P-
19623-C for 5/8"), remove retaining clip from coupling. Place remover
over coupling so protrusion is positioned on cage opening side of
coupling. See Fig. 5.
2) Close remover over coupling. Push remover into cage
opening to release female fitting from garter spring. Separate male
and female halves of coupling. Remove tool from disconnected spring
lock coupling.
Fig. 5: Removing & Installing Spring Lock Coupling

Connecting
1) Ensure garter spring in cage of male fitting is not
damaged. Replace if necessary. Clean all dirt from both pieces of
coupling. Check "O" rings for damage, and replace using proper natural
gas approved "O" rings (if necessary).
2) Lubricate "O" rings and inside of female fitting with
clean engine oil. Snap fitting together. Install retaining clip onto
coupling. Ensure horseshoe portion of clip is over coupling. DO NOT
install retaining clip over rubber fuel line. See Fig. 1.
Removal
Remove air inlet tube(s) as necessary. Release fuel pressure.
See FUEL SYSTEM PRESSURE RELEASE. Disconnect negative battery cable.
Disconnect fuel inlet and return lines. See FUEL LINE CONNECTOR.
Disconnect wiring harness connectors from injectors and fuel shutoff
solenoid. Remove fuel rail bolts. Remove fuel rails and injectors as
an assembly.
Installation
Position NEW natural gas approved "O" rings onto fuel N - REMOVE/INSTALL/OVERHAUL - 5.4L CNG
injectors. Lightly lubricate "O" rings with clean engine oil. To
complete installation, reverse removal procedure. Ensure injectors are
properly seated. Tighten fuel rail bolts to specification. See
NOTE: Fuel pressure regulator and coalescer/fuel filter are

removed as an assembly.

1) Relieve fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Pinch off coolant lines approximately 3" from fuel pressure regulator.
Disconnect low pressure fuel line from fuel pressure regulator.
2) Disconnect high pressure fuel line from coalescer/fuel
filter. Loosen fitting retaining regulator to coalescer/fuel filter.
Remove mounting bracket bolts. Remove regulator assembly. To install,
replace natural gas approved "O" rings.
FUEL TANK VENTING
WARNING: Fuel tank venting is necessary when replacing fuel tanks or

fuel tank solenoids. DO NOT vent fuel system indoors.
Manufacturer recommends venting fuel through a vent stack.
Solenoids Operable
1) Release fuel pressure from lines. See
FUEL SYSTEM PRESSURE RELEASE. To vent fuel tank, ensure manual
lockdown valve jackscrew on fuel tank are turned in.
2) Connect grounding cable to fuel fill valve. Connect fuel
filler neck venting kit to fuel filler valve. Connect hose between
filler neck venting kit and vent stack.
3) Remove fuel pump relay from power distribution box.
Construct a jumper wire approximately 6" long with spade terminals on
each end. Jump fuel pump relay terminals. See Fig. 3 or 4.
4) Slowly open manual lockdown jackscrew on fuel tank
solenoid on tank to be vented. See Fig. 2. Slowly open manual backflow
valve on fuel filler valve. Observe gauge pressure on fuel filler neck
venting kit. Tank pressure should be indicated.
5) Slowly open bleed valve on fuel filler neck venting kit
and allow contents of fuel tank to vent to atmosphere. Venting could
take in excess of one hour. When tank is exhausted, close bleed valve
on fuel filler neck venting kit. Repeat procedure on all affected
tanks.
6) Release any residual pressure from fuel rail. See
FUEL SYSTEM PRESSURE RELEASE. If fuel tank solenoid does not operate
(fuel is not releasing), go to SOLENOID STUCK CLOSED procedure.
Solenoid Stuck Open

FUEL SYSTEM PRESSURE RELEASE. To vent fuel tank, turn in manual
lockdown valve jackscrew on fuel tank. N - REMOVE/INSTALL/OVERHAUL - 5.4L CNG Article T
3) Slowly open manual lockdown jackscrew on fuel tank
solenoid on tank to be vented. See Fig. 2. Slowly open manual backflow
valve on fuel filler valve. Observe gauge pressure on fuel filler neck
venting kit. Tank pressure should be indicated.
4) Slowly open bleed valve on fuel filler neck venting kit
and allow contents of fuel tank to vent to atmosphere. Venting could
take in excess of one hour. When tank is exhausted, close bleed valve
on fuel filler neck venting kit.
FUEL SYSTEM PRESSURE RELEASE. Repeat procedure on all affected tanks.
Solenoids Inoperable Or Stuck Closed

FUEL SYSTEM PRESSURE RELEASE. To vent fuel tank, turn in manual
lockdown valve jackscrew on fuel tank.
WARNING: Once fuel tank solenoid has been opened using manual
override tool, fuel tank solenoid must be replaced, as
override tool destroys tank solenoid valve.
3) Remove fuel tank solenoid manual lockdown valve and

install manual override tool in its place. See Fig. 2. Turn in manual
override tool jackscrew. Check pressure gauge on fuel filler neck
venting kit. Fuel tank pressure should be indicated. Open bleed valve
on fuel filler neck venting kit. Vent fuel tank until fuel flow stops.
FUEL SYSTEM PRESSURE RELEASE. Remove manual override tool from fuel
tank solenoid. Replace fuel tank solenoid valve assembly. Repeat
procedure on all affected tanks.
FUEL TANK SHUTOFF SOLENOID
CAUTION: Vent line fittings have left hand threads.
Removal
Vent fuel tank pressure. See FUEL TANK VENTING. Ensure fuel
tank is completely empty. Gain access to fuel tank solenoid in
question. Remove fuel tank if necessary. Disconnect fuel lines as
necessary. Disconnect wiring as necessary. Slowly remove fuel tank
solenoid and let any residual pressure slowly escape. Remove fuel tank
solenoid.
Installation
Replace "O" rings with NEW natural gas approved type (Yellow
striped) "O" rings. Lubricate "O" rings with clean engine oil. Ensure
threads on valve and tank are clean andNin- good condition. Install
REMOVE/INSTALL/OVERHAUL - 5.4L CNG Article Text (p. 6)1998 Ford
components by hand. Remove and re-inspect threads if resistance is
felt during installation. Ensure fuel lines are aligned before
tightening. DO NOT cross-thread fittings. Tighten fittings to
Coalescer/Fuel Filter Screws ............... 14-19 (19-26)

Fuel Filter Cup ............................ 25-30 (34-41)
Fuel Shutoff Solenoid
"O" Ring Fitting ........................ 59-74 (80-108)
Compression Fitting ...................... 25-26 (34-35)
Fuel Tank Solenoid ..................... 190-208 (258-282)
Pressure Regulator Fuel Line ............... 39-41 (53-56)
INCH Lbs. (N.m)
Coalescer/Fuel Filter Drain Plug ............ 71-97 (8-11)

Fuel Pressure Relief Valve ........................ 71 (8)
Fuel Rail Bolt ............................. 71-106 (8-12)
Override Tool Jackscrew ...................... 62-79 (7-9)
END OF ARTICLE

PARASITIC LOAD EXPLANATION & TEST PROCEDURES
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Parasitic Load Explanation & Test Procedures
This article is provided for general information only. Not

all procedures apply to all makes and models.
GENERAL INFORMATION
The term Parasitic Load refers to electrical devices that

continue to use or draw current after the ignition switch is turned to
OFF position. This small amount of continuous battery draw is
expressed in milliamps (mA). On Ford Motor Co. and General Motors
vehicles produced after 1980, a typical Parasitic Load should be no
more than 50 milliamps (0.050 amps).
Vehicles produced since 1980 have memory devices that draw
current with ignition off for as long as 20 minutes before shutting
down the Parasitic Drain. When Parasitic Load exceeds normal
specifications, the vehicle may exhibit dead battery and no-start
condition.
Follow test procedure for checking Parasitic Loads to
completion. A brief overview of a suggested test procedure is included
along with some typical Parasitic Load specifications. Refer to the
GENERAL MOTORS PARASITIC LOAD TABLE chart.
TESTING FOR PARASITIC LOAD
INTRODUCTION
CAUTION: Always turn ignition off when connecting or disconnecting

battery cables, battery chargers or jumper cables. DO NOT
turn test switch to OFF position (which causes current to run
through ammeter or vehicle electrical system).
NOTE: Memory functions of various accessories must be reset after

the battery is reconnected.
The battery circuit must be opened to connect test switch

(shunt) and ammeter into the circuit. When a battery cable is removed,
timer circuits within the vehicle computer are interrupted and
immediately begin to discharge. If in doubt about the condition of the
ammeter fuse, test it with an ohmmeter prior to beginning test. An
open fuse will show the same reading (00.00) as no parasitic drain.
Begin test sequence with the meter installed and on the 10-amp scale.
Select lower scale to read parasitic draw.
TEST PROCEDURE USING TEST SWITCH

1) Turn ignition off. Remove negative battery terminal cable.
Install Disconnect Tool (J-38758) test switch male end to negative
battery cable. Turn test switch knob to OFF position (current through
meter). Install negative battery cable to the female end of test
switch.
2) Turn test switch knob to ON position (current through
switch). Road test vehicle with vehicle accessories on (radio, air
conditioner, etc.). After road test, turn ignition switch to LOCKED
position and remove key. Connect ammeter terminals to test switch
terminals. See Fig. 1. Select 10-amp scale.
3) Turn off all electrical accessories. Turn off interior
lights, underhood lamp, trunk light, illuminated entry, etc. To avoid
damaging ammeter or obtaining a false meter reading, all accessories
must be off before turning test switch knob to OFF position.
4) Turn test switch knob to OFF position to allow current to
flow through ammeter. If meter reads wrong polarity, turn test switch
to ON position and reverse leads. Turn test switch to OFF position.
Observe current reading. If reading is less than 2 amps, turn test
switch to ON position to keep electrical circuits powered-up.
5) Select low amp scale. Switch lead to the correct meter
position. Turn test switch to OFF position and compare results to
normal current draw. See the GENERAL MOTORS PARASITIC LOAD TABLE. If
current draw is unusually high for the vehicle's overall electrical
system, remove system fuses one at a time until current draw returns
to normal.
6) Turn test switch to ON position each time door is opened
or fuse is removed. Turn switch to OFF position to read current draw
value through meter. When the cause of excessive current drain has
been located and repaired, remove test switch and reconnect negative
battery cable to the negative battery terminal.
Fig. 1: Connecting Kent-Moore Disconnect Tool (J-38758)

GENERAL MOTORS PARASITIC LOAD TABLE (MILLIAMPS)

PARASITIC LOAD EXPLANATION & TEST PROCEDURES Article Text (p. 2)1998 Ford Econoline E250For 1
Normal Maximum Time-Out
Component Draw Draw (Minutes)
Anti-Theft System ................ 0.4 .... 1.0 ....... ...

Auto Door Lock ................... 1.0 .... 1.0 ....... ...
Body Control Module .............. 3.6 ... 12.4 ........ 20
Central Processing System ........ 1.6 .... 2.7 ........ 20
Electronic Control Module ........ 5.6 ... 10.0 ....... ...
Electronic Level Control ......... 2.0 .... 3.3 ........ 20
Heated Windshield Module ......... 0.3 .... 0.4 ....... ...
HVAC Power Module ................ 1.0 .... 1.0 ....... ...
Illuminated Entry ................ 1.0 .... 1.0 ......... 1
Light Control Module ............. 0.5 .... 1.0 ....... ...
Oil Level Module ................. 0.1 .... 0.1 ....... ...
Multi-Function Chime ............. 1.0 .... 1.0 ....... ...
Pass Key Decoder Module ......... 0.75 .... 1.0 ....... ...
Power Control Module ............. 5.0 .... 7.0 ....... ...
Retained Accessory Power ......... 3.8 .... 3.8 ....... ...
Radio ............................ 7.0 .... 8.0 ........ 15
Twilight Sentinel Module ......... 1.0 .... 1.0 ....... ...
Voltage Regulator ................ 1.4 .... 2.0 ....... ...
INTERMITTENT PARASITIC LOAD PROBLEMS
Intermittent parasitic lad can occur because of a memory

device that does not power down with ignition off. With an
intermittent parasitic load, battery draw can be greater than 1.0 amp.
To find and intermittent problem requires that an ammeter and
Disconnect Tool (J-38758) test switch be connected and left in the
circuit. See Fig. 1. Road test vehicle. After road test, turn ignition
off and remove key.
Monitor the milliamps scale for 15-20 minutes after ignition
is turned off. This allows monitoring memory devices to determine if
they time out and stop drawing memory current. The test switch is
needed to protect ammeter when the vehicles is started.
DIODE CHECK & SOLENOID TEST (GENERAL MOTORS)
PARASITIC LOAD EXPL

Fig. 2: Diode Check & Solenoid Test (General Motors)
QUAD DRIVER TEST (GENERAL MOTORS)
Fig. 3: Quad Driver Test (General Motors)
END OF ARTICLE
PASSIVE RESTRAINT SYSTEM INSPECTION
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
Air Bag/SRS Component Inspection & Replacement Tables
Ford Motor Co.
INTRODUCTION
When a vehicle equipped with passive restraint system has

been involved in a collision, certain systems and components must be
inspected and or replaced regardless of whether or not the air bag has
deployed. Follow the manufacturer's guidelines provided in this
article.
WARNING: Accidental air bag deployment is possible. Personal injury

may result. Avoid area near steering wheel and instrument
panel even if air bags have deployed. Dual-stage air bag
modules may be present that could contain an undeployed
stage. When disposing of a deployed dual-stage air bag,
always treat it as a "live" module. See appropriate
AIR BAG RESTRAINT SYSTEM articles in the ACCESSORIES/SAFETY
EQUIPMENT section.
FORD MOTOR CO. (1988-01)
AIR BAG APPLICATION
APPLICATION
Make/Model Year Location Table
Aerostar ................ 1992-97 ..... DS .............. FORD-2

Aspire .................. 1994-97 ..... D/P ............. FORD-2
Bronco .................. 1994-96 ..... DS .............. FORD-2
Capri .................... 1994 ....... D/P ............. FORD-2
1991-93 ..... DS .............. FORD-2
Continental ............. 1999-01 ... D/P, SI ........... FORD-7
1998 ....... D/P ............. FORD-6
1995-97 ..... D/P ............. FORD-1
1989-94 ..... D/P ............. FORD-2
Contour ................. 1999-00 ..... D/P ............. FORD-6
1998 ....... D/P ............. FORD-5
1995-97 ..... D/P ............. FORD-2
Cougar .................. 1999-01 ... D/P, SI ........... FORD-7
1994-97 ..... D/P ............. FORD-2
Crown Victoria .......... 1999-01 ..... D/P ............. FORD-6
1995-98 ..... D/P ............. FORD-1
1992-94 ..... D/P ............. FORD-2
1990-91 ..... DS .............. FORD-2
Econoline-Club Wagon .... 1997-01 ..... D/P ............. FORD-5
1992-96 ..... DS .............. FORD-2
Escape ................... 2001 ..... D/P, SI ........... FORD-7
Escort .................. 1998-01 ..... D/P ............. FORD-6
1997 ....... D/P ............. FORD-5
1995-96 ..... D/P ............. FORD-2
1994 ........ DS ............. FORD-2
Escort Coupe ............ 1998-01 ..... D/P ............. FORD-6
Excursion ............... 2000-01 ..... D/P ............. FORD-6
Expedition .............. 2000-01 ... D/P, SI ........... FORD-7
1999 ....... D/P ............. FORD-6
1997-98 ..... D/P ............. FORD-5
Explorer ................ 1999-01 ... D/P, SI ........... FORD-7
1997-98 ..... D/P ............. FORD-5
1995-96 ..... D/P ............. FORD-2
Explorer Sport ........... 2001 ..... D/P, SI ........... FORD-7
Explorer Sport Trac ...... 2001 ....... D/P ............. FORD-6
F Series Pickup ......... 1994-96 ..... DS .............. FORD-2
F150-F250 LD Pickup ..... 1999-01 ..... D/P ............. FORD-6
1997-98 ..... D/P ............. FORD-5
F150-550 SD Pickup ...... 2000-01 ..... D/P ............. FORD-6
Focus ................... 2000-01 ... D/P, SI ........... FORD-6
Grand Marquis ............ 2001 ...... D/P2 ............. FORD-6
1999-00 ..... D/P ............. FORD-6
1995-98 ..... D/P ............. FORD-1
1992-94 ..... D/P ............. FORD-2
1990-91 ..... DS .............. FORD-2
LS ...................... 2000-01 ... D/P, SI ........... FORD-7
Mark VII ................ 1990-92 ..... DS .............. FORD-2
Mark VIII ............... 1997-98 ..... D/P ............. FORD-5
1993-96 ..... D/P ............. FORD-2
Mountaineer ............. 1999-01 ... D/P, SI ........... FORD-7
1997-98 ..... D/P ............. FORD-5
Mustang ................. 1999-01 ..... D/P ............. FORD-6
1995-98 ..... D/P ............. FORD-1
1994 ....... D/P ............. FORD-2
1990-93 ..... DS .............. FORD-2
Mystique ................ 1999-00 ..... D/P ............. FORD-6
1998 ....... D/P ............. FORD-5
1995-97 ..... D/P ............. FORD-2
Navigator ............... 2000-01 ... D/P, SI ........... FORD-7
1999 ....... D/P ............. FORD-6
1998 ....... D/P ............. FORD-5
Probe ................... 1994-97 ..... D/P ............. FORD-2
1993 ....... DS .............. FORD-2
1995-96 ..... DS .............. FORD-2
Ranger .................. 1999-01 ..... D/P ............. FORD-6
1996-98 ..... D/P ............. FORD-2
Sable ................... 2000-01 ... D/P2, SI .......... FORD-7
1998-99 ..... D/P ............. FORD-6
1996-97 ..... D/P ............. FORD-1
1993-95 ..... D/P ............. FORD-2
1990-92 ..... DS .............. FORD-2
PASSIVE RESTRAINT SYSTEM INSPECTION
Taurus .................. 2000-01 ... D/P2, SI .......... FORD-7
1998-99 ..... D/P ............. FORD-6
1996-97 ..... D/P ............. FORD-1
1993-95 ..... D/P ............. FORD-2
1990-92 ..... DS .............. FORD-2
Tempo ................... 1988-94 ..... DS .............. FORD-2
Thunderbird ............. 1994-97 ..... D/P ............. FORD-2
Topaz ................... 1988-94 ..... DS .............. FORD-2
Town Car ................. 2001 ..... D/P2, SI .......... FORD-7
1999-00 ... D/P, SI ........... FORD-7
1998 ....... D/P ............. FORD-6
1995-97 ..... D/P ............. FORD-1
1992-94 ..... D/P ............. FORD-2
1990-91 ..... DS .............. FORD-2
Tracer .................. 1998-99 ..... D/P ............. FORD-6
1997 ....... D/P ............. FORD-5
1995-96 ..... D/P ............. FORD-2
1994 ....... DS .............. FORD-2
Villager ................ 1996-01 ..... D/P ............. FORD-3
1994-96 ..... DS .............. FORD-2
Windstar ................. 2001 ..... D/P2, SI .......... FORD-8
1999-00 ... D/P, SI ........... FORD-8
1996-98 ..... D/P ............. FORD-4
1995 ....... D/P ............. FORD-2
D/P - Driver's & Passenger's Side.

D/P2 - Driver's & Passenger's Side (Dual-Stage).
DS - Driver's Side.
HI - Head Impact.
KI - Knee Impact.
SI - Side Impact.
PS2 - Passenger's Side (Dual-Stage).
FORD-1
Action Component or System
Replace After * Air bag module(s)

Deployment
Inspect & If * Air bag diagnostic monitor (electronic

Damaged Replace crash sensor)
Component (Even If * Clockspring
Air Bag Did Not * Front crash sensors & brackets
Deploy) * Seat belt & mounting points
* Steering column
* Steering wheel
* Wiring harness & connectors
PASSIVE RESTRAINT SYSTEM INSPECTION Article Text (p.
Comments SRS wiring can be repaired following
manufacturer's recommendations. Inspect and
replace any air bag system part identified as
defective by diagnostic check. Air bag modules
with damaged or marred deployment covers MUST
BE COMPLETELY REPLACED-NOT REPAINTED.
FORD-2

Deployment
Inspect & If * All sensors

Damaged Replace * Clockspring
Component (Even If * Seat belts & mounting points
Air Bag Did Not * Steering column
Deploy) * Steering wheel

BE COMPLETELY REPLACED-NOT REPAINTED. 1988-92
models: Due to a change in sensor supplier,
replacement of a damaged sensor may require
the replacement of all sensors in a kit form.
FORD-3

Deployment * Air bag diagnostic monitor
* Seat belt pretensioner (if equipped)
Inspect & If * Clockspring

Damaged Replace * Instrument panel
Component (Even If * Seat belts & mounting points
Air Bag Did Not * Seat belt pretensioner (if equipped)
Deploy) * Steering column
* Steering wheel

replace any air bag system part identified as PASSIVE RESTRA
FORD-4

Deployment
Inspect & If * Air bag diagnostic monitor

Damaged Replace * Center air bag sensor bracket
Air Bag Did Not * Left front air bag sensor & bracket
Deploy) * Seat belts & mounting points
* Steering column
* Steering wheel

FORD-5
Replace After * Air bag modules

Deployment * Seat belt pretensioner (if equipped)
* Electronic crash sensor module
Inspect & If * All sensors, mounting brackets & wiring

Damaged Replace pigtail (1)
Air Bag Did Not * Seat belts & mounting points
Deploy) * Seat belt pretensioner (if equipped)
* Steering column & brackets
* Steering wheel
* Steering column wiring & connectors

with discolored or damaged covers, or
PASSIVE RESTRAINT SYSTEM INSPECTION Article T
deployment doors must be replaced not repaired.
Repairs are made by replacement of parts only.
(1) - If vehicle is involved in a collision in which sensor

mounting area is damaged, inspect sensor mounting and
bracket. If damaged, sensor must be replaced whether or not
air bags have deployed.
FORD-6

Deployment * Electronic Crash Sensor (ECS) module (1)
* Steering column intermediate shaft
coupling (2)
* Instrument panel (3)
Inspect & If * All sensors, mounting brackets & wiring

Damaged Replace pigtail (4)
Air Bag Did Not * Seat belts & mounting points
Deploy) * Steering column & brackets
* Steering wheel
* Front seat back pad, trim cover & seat back
frame (3)

Ensure electronic crash sensor module mounting
area is restored to original condition.
(1) - May also be known as Restraints Control Module.

(2) - 1998-99 Taurus & Sable only.
(3) - Focus only.
(4) - If vehicle is involved in a collision in which Electronic
Crash Sensor (ECS) module mounting area (center tunnel or
A-pillar) is damaged, inspect ECS mounting and bracket. If
damaged, ECS must be replaced whether or not air bags have
deployed.
FORD-7
Action Component or System PASSIVE RESTRAINT SYSTEM INSPECTION

Deployment * Restraints Control Module (RCM) (1)
* Front seat back rest pad & trim cover (2)
* Front seat back frame (2) (3)
* Steering wheel (4)
* Seat belts (5)
Inspect & If * All sensors, mounting brackets, chassis

Damaged Replace mounting areas & wiring pigtails (6)
Component (Even If * Front seat air bag modules, seat back pad &
Air Bag Did Not covers, seat back frames
Deploy) * Clockspring
* Seat belts & mounting points (5)
* Steering wheel

Ensure all module-mounting areas are restored
to original condition.
(1) - Cougar, Electronic Crash Sensor (ECS) module.

(2) - If side air bag has deployed.
(3) - Expedition and Navigator only.
(4) - If equipped with soft pack air bag module and air bag has
deployed, steering wheel and air bag module (soft pack) must
be replaced as an assembly.
(5) - Replace all seat belts in use at time of air bag deployment.
(6) - If vehicle is involved in a collision in which Restraints
Control Module (RCM), front severity sensor or side air bag
crash sensor mounting area (center tunnel, front grille area
or base of B-pillar) is damaged, inspect mounting surface
and bracket. If damaged, sensor must be replaced whether or
not air bags have deployed.
FORD-8

Deployment * Restraints Control Module (RCM)
* Steering wheel (1) PASSIVE RESTRAINT SYSTEM INSPECTION Article Tex
* Front seat back rest pad & trim cover (2)
Inspect & If * All sensors, mounting brackets, chassis

Damaged Replace mounting areas & wiring pigtails (3)
Component (Even If * Front seat air bag modules, seat back pad &
Air Bag Did Not covers, seat back frames
Deploy) * Clockspring
* Seat belts & mounting points
* Steering wheel

Ensure all module-mounting areas are restored
to original condition.
(1) - If driver-side air bag has deployed, steering wheel and

air bag module (soft pack) must be replaced as an assembly.
(2) - If side air bag is deployed, front seat backrest trim cover
must be replaced.
(3) - If vehicle is involved in a collision in which Restraints
Control Module (RCM), front severity sensor or side air bag
crash sensor mounting area (center tunnel, front grille area
or base of B-pillar) is damaged, inspect mounting surface and
bracket. If damaged, sensor must be replaced whether or not
air bags have deployed.
END OF ARTICLE
PASSIVE RESTRAINT SYSTEM INSPECTION Article Text (p.

J - PIN VOLTAGE CHARTS - 4.2L & 4.6L
Article Text
For 1
ARTICLE BEGINNING

Ford; Van E150/250 (4.2L & 4.6L)
INTRODUCTION

problem.
TEST EQUIPMENT
OBD-II

TEST PROCEDURES

PIN VOLTAGE TESTING

PID TESTING

PCM CONNECTORS

TEST DIRECTORY
Application See
4.2L & 4.6L ...................................... Fig. 2
PCM LOCATIONS TABLE
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L Article Text (p. 2

J - PIN VOLTAGE CHARTS - 4.2L & 4.6L Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
J - PIN VOLTAGE CHARTS - 4.2L & 4.6L Article Text (p. 4)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
END OF ARTICLE
J - PIN VOLTAGE CHARTS - 5.4L CNG
Article Text
For 1
ARTICLE BEGINNING

INTRODUCTION

problem.
TEST EQUIPMENT
OBD-II

TEST PROCEDURES

PIN VOLTAGE TESTING

PID TESTING

PCM CONNECTORS

TEST DIRECTORY
Application See
Natural Gas Vehicles .............................. Fig. 2
PCM LOCATIONS TABLE
J - PIN VOLTAGE CHARTS - 5.4L CNG Article Text (p. 2)

Fig. 2: Pin Voltage/PID Values (1 Of 2)
J - PIN VOLTAGE CHARTS - 5.4L CNG Article Text (p. 3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
J - PIN VOLTAGE CHARTS - 5.4L CNG Article Text (p. 4)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Rep
Fig. 3: Pin Voltage/PID Values (2 Of 2)
END OF ARTICLE
POWER STEERING
Article Text
For 1
ARTICLE BEGINNING
1998-2000 STEERING
Power Steering
Econoline, Cutaway, & RV Cutaway
SAFETY PRECAUTIONS
AIR BAG SYSTEM
CAUTION: Read the following safety precautions BEFORE servicing

steering columns on vehicles equipped with air bag restraint
system.
ALWAYS wear safety glasses when servicing a vehicle with an

air bag and when handling an air bag.
Air bag system MUST be disabled BEFORE servicing ANY air bag
component. See the following:
* AIR BAG RESTRAINT SYSTEM - 1998

When handling an air bag module, ensure the bag and trim
cover are pointed away from your body. This reduces the chance of
injury in case of accidental air bag deployment. When placing the air
bag module on a bench or any other surface, ALWAYS face the air bag
and trim cover up, away from the surface. This reduces motion of the
module if accidentally deployed.
Safety precautions must also be observed when handling a

deployed air bag. After deployment the air bag surface may contain
deposits of sodium hydroxide, a product of inflation gas generant
combustion that irritates skin. ALWAYS wear gloves and safety glasses
when handling an air bag. Wash hands with mild soap and water
afterward.
NEVER probe connectors on an air bag module. Air bag may

deploy causing personal injury.
DO NOT attempt to service an air bag module or contact

assembly. To correct any system malfunctions, replace the complete
assembly.
After any servicing, ensure the AIR BAG light does not
indicate any faults.

Fig. 1: Power Steering System Components
STEERING PUMP
The CIII power steering pump is a belt-driven, vane-type,

POWER STEERING Article Copyright © 1998 Mitchell Repair Information Company, L
power steering pump. See Fig. 2.Text (p. 2)1998
It is mounted Ford Econoline
directly E250For 1
to the engine
block by three bolts. The power steering pump is replaced as an
assembly. An identification tag attached to the power steering pump
indicates the model number and bar code. See these when pump
replacement is required. The power steering pump uses a quick connect
fitting for the power steering pressure hose. The power steering oil
reservoir is mounted on the left hand side of the upper radiator
support crossmember. See Fig. 3.
Fig. 2: Identifying Power Steering Pump

Fig. 3: Locating Power Steering Reservoir

STEERING GEAR
The steering gear is a torsion-bar type hydraulic assisted POWER STEERING Article Text (p. 3)1998 Ford Ec
system. It reduces road shock and vibration. It includes a rotary-
style hydraulic valve. See Fig. 4. It uses a dot matrix ID mark on the
gear housing between the valve housing and the sector shaft housing
cover. See Fig. 5.
Fig. 4: Identifying Power Steering Gear

STEERING GEAR IDENTIFICATION
CAUTION: Always use the ID code when ordering service parts.
An identification tag may be attached to the valve housing.

See Fig. 5.
Fig. 5: Locating Power Steering Gear Identification Tag

STEERING PUMP IDENTIFICATION POWER STEERING Article Text (p. 4)1998 Ford Econolin
The pump identification code is located on a tag attached to
the power steering pump. See Fig. 6.
Fig. 6: Power Steering Pump Identification

STEERING LINKAGE
The steering linkage components are shown in the following

illustration. See Fig. 7.
POWER STEERING Article Text (p. 5)1998 Ford Econoline E250For 1

POWER STEERING Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
Fig. 7: Exploded View Of Steering Linkage

TROUBLE SHOOTING
INSPECTION & VERIFICATION
CAUTION: Do not hold the steering wheel at the stops for an extended
amount of time. Damage to the power steering pump will
result.
NOTE: Make the following preliminary check Before repairing the

steering system.
1) Verify the customer concern by operating the steering

system.
2) Inspect the tires. Check tire pressure, verify that all
tires are sized to specification, and/or inspect the tires for damage
or uneven wear.
3) Check drive belt and tension. See the following:
* COOLING SYSTEM SPECIFICATIONS & DRIVE BELT ROUTING - 1998-99

* COOLING SYSTEM SPECIFICATIONS & DRIVE BELT ROUTING - 2000
4) Fluid level check. Verify that the power steering fluid

level is at the full (F) mark. Add Motorcraft MECRON(R) Multi-Purpose
ATF XT-2-QDX or MECRON(R) equivalent.
5) Verify that there is no air in the power steering system.
Run the engine until it reaches normal operating temperature. turn the
steering wheel to the left and right several times without hitting the
stops. If any air bubbles are present, See PURGING THE STEERING SYSTEM
.
6) With the ignition switch in the OFF position, wipe off the
power steering pump, power steering pressure hose, power steering
return hose, power steering fluid cooler and steering gear. With the
engine running, turn the steering wheel from stop to stop several
times. Do not hold steering wheel at stops. Check for leaks. Repair as
necessary if any leaks are observed.
7) Turning effort check. See TURNING EFFORT under DIAGNOSIS &
TESTING.
8) Visually inspect for obvious signs of mechanical damage,
check the following:
* Loose tie rod ends.

* Loose suspension components.
* Loose steering column shaft universal joints.
* Loose steering gear mounting bolts.
* Binding or misaligned steering column.
* Power steering pump.
* Bent or pinched power steering lines.
9) If an obvious cause for an observed or reported

malfunction is found, correct the cause (if possible) before
proceeding to the next step.
10) If the fault is not visually evident, determine the
symptom to repair vehicle. Copyright © 1998 Mitch
HARD STEERING OR LACK OF ASSIST
Hard steering or lack of assist is experienced when the

steering wheel effort exceeds specifications. Hard steering can remain
constant through the full turn or occur near the end of a turn. It is
important to know the difference between hard steering/lack of assist
and binding. Hard steering or lack of assist can result from either
hydraulic or mechanical conditions. It is extremely important to know
if this concern occurs during driving, during very heavy or static
parking maneuvers.
Possible Causes
* Seized lower steering column shaft U-joints.
* Damaged, fractured steering column bearing(s).
* Suspension components.
* Steering gear internal leakage.
Actions To Repair
* Replace the lower steering column shaft U-joints. See
STEERING COLUMN - 1998-99
or STEERING COLUMN - 2000.
* Repair the steering column. See
* See PUMP FLOW & PRESSURE TEST under DIAGNOSIS & TESTING.
* See SUSPENSION - FRONT - 2WD (1998-99)
or SUSPENSION - FRONT - 2WD (2000).
EXCESSIVE STEERING PUMP NOISE
Possible Cause
Action To Repair
EXCESSIVE STEERING WHEEL PLAY
Excessive steering wheel play is a condition in which there

is too much steering wheel movement before the wheels move. A small
amount of steering wheel free play is considered normal.
Possible Causes
* Loose, worn or damaged steering linkages or tie rod end.
* Loose steering gear bolts.
* Damaged or worn steering gear.
* Loose, worn or damaged steering column bearing(s).
* Loose, worn or damaged lower steering column U-joints.
POWER STEERING Article Text (p. 8)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
Actions To Repair
* See STEERING LINKAGE
under COMPONENT TESTS.
* Tighten the steering gear bolts to specification. See
* Repair the steering gear. See POWER STEERING GEAR
* Replace any unserviceable steering column bearing(s).
See STEERING COLUMN - 1998-99
* Replace the lower steering column shaft.
WANDER
Wander is the tendency of the vehicle to require frequent,

random left and right steering wheel corrections to maintain a
straight path down a level road.
Possible Causes
* Unevenly loaded or overloaded vehicle.
* Loose or damaged steering gear mounting bolts.
* Loose lower steering column U-joint bolts.
* Loose, worn or damaged lower steering column shaft U-joints.
* Wheel alignment.
* Loose, worn or binding steering linkage(s) or tie rod end(s).
* Improper steering gear preload/meshload.
Actions To Repair
* Notify the customer of improper vehicle loading.
* Replace and/or tighten the steering gear mounting bolts.
See POWER STEERING GEAR under REMOVAL & INSTALLATION and/or
* Tighten the lower steering column U-joint bolts. See
* See WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 1998-99
or WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 2000.
* See STEERING LINKAGE
under COMPONENT TESTS.
* See STEERING GEAR MESHLOAD ADJUSTMENT
under ADJUSTMENTS & INSPECTION.
DRIFT/PULL
POWER STEERING Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
Pull is a tugging sensation, felt by the hands on the
steering wheel, that must be overcome to keep the vehicle going
straight. Drift describes what a vehicle with this condition does with
hands off the steering wheel. A vehicle-related drift/pull, on a flat
road, will cause a consistent deviation from the straight-ahead path
and require constant steering input in the opposite direction to
counteract the effect. Drift/pull may be induced by conditions
external to the vehicle (i.e., wind, road camber
Possible Causes
* Unevenly loaded or overloaded vehicle.
* Wheel Alignment.
* Loose, worn or binding steering linkage(s) or tie rod(s).
* The steering gear valve effort out of balance.
* Check the brake system for proper operation.
* Improper frame/underbody alignment.
Actions To Repair
* Notify the customer of improper vehicle loading.
or WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 2000
under FRONT SUSPENSION.
* See STEERING LINKAGE under COMPONENT TESTS.
* See STEERING GEAR VALVE under DIAGNOSIS & TESTING.
* See BRAKE SYSTEM - 1998-99
or BRAKE SYSTEM - 2000.
* Correct as required.
FEEDBACK
Feedback is a roughness felt in the steering wheel when the

vehicle is driven over rough pavement.
Possible Causes
* Loose, worn or damaged steering linkage(s) or tie rod end(s).
* Loose or damaged steering gear mounting bolts.
* Loose lower steering column shaft U-joint bolts.
* Loose suspension bushings, fasteners or ball joints.
* Worn or damaged steering column bearing(s).
Actions To Repair
* See POWER STEERING GEAR under REMOVAL & INSTALLATION and/or
* Tighten the lower steering column shaft U-joint bolts to
specification.
* Replace
POWER Article Text (p. 10)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
as necessary.
STEERING
See SUSPENSION - FRONT - 2WD (1998-99)
* Replace any unserviceable steering column bearing(s).
STICKY STEERING, POOR TURNABILITY
Poor returnability and sticky steering is used to describe

the poor return of the steering wheel to center after a turn or the
steering correction is completed
Possible Causes
* Binding lower steering column shaft U-joints.
* Loose, worn or binding steering linkage(s) or tie rod end(s).
* Check the steering gear for evidence of binding or damage.
* Suspension Components.
* Wheel alignment.
* Binding steering column bearing(s).
Actions To Repair
* Repair the steering gear. See POWER STEERING GEAR
or SUSPENSION - FRONT - 2WD (2000)
for suspension system diagnosis and testing.
or WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 2000
under FRONT SUSPENSION.
* Replace the steering column bearings.
SHIMMY
Shimmy, as observed by the driver, is large, consistent,

rotational oscillations of the steering wheel resulting from large,
side-to-side (lateral) tire/wheel movements. Shimmy is usually
experienced near 64 km/h (40 mph), and can begin or be amplified when
the tire contacts pot holes or irregularities in the road surface
Possible Cause
* Loose, worn or damaged steering linkage(s) or tie rod
end(s).
* Suspension system components.
Action To Repair
* See STEERING LINKAGE under STEERING
POWER COMPONENT TESTS.
Article Text (p. 11)1998 Ford Econoline E250For 1 Copyright © 1998 Mi
or SUSPENSION - FRONT - 2WD (2000)
for suspension system diagnosis and testing.
DIAGNOSIS & TESTING
NOTE: Make sure that the front wheels are properly aligned and the
tire pressure is correct before checking the turning effort.
TURNING EFFORT
1) Park the vehicle on dry concrete and set the parking

brake.
2) Insert a thermometer into the power steering oil reserve.
CAUTION: Do not hold the steering wheel against the stops for more
than three to five seconds at a time. Damage to the power
steering pump will occur.
3) Idle the engine for two to three minutes. Turn the

steering wheel from stop to stop several times to warm the fluid to
122-140 F (50-60 C).
4) With the engine running, attach the Spring Scale to the
rim of the steering wheel.
5) Measure the pull required to turn the steering wheel one
complete revolution in each direction, see GENERAL SPECIFICATIONS. Is
the pull measurement OK? If yes, the system is good. If no, See
TROUBLE SHOOTING.
PUMP FLOW & PRESSURE TEST
WARNING: Do not touch the flowmeter during the test procedure, or

severe burns and serious injury may occur.
CAUTION: Make sure that the connection point will not interfere with
any of the engine accessory drive components or drive belts.
1) Install the Power Steering Analyzer (014-00207) or

equivalent at the high pressure port of the power steering pump. Make
sure the power steering analyzer gate valve is fully open. On some
vehicles, the power steering pump high pressure port is inaccessible
and the power steering analyzer should then be installed either at the
steering gear or at a point in the high pressure line between the
power steering pump and the steering gear.
2) Place a dial thermometer in the power steering oil
reservoir.
3) Check the power steering fluid level. If necessary, add
power steering fluid. Use Motorcraft MERCON(R) Multi-Purpose ATF XT-2-
QDX or MERCON(R) equivalent.
4) Install the digital tachometer.
CAUTION: Do not hold the steering wheel against the stops forPOWER
more STEERING Article Text (p. 12)1998 Ford Econol
5) Start the engine. Place the transmission in NEUTRAL. Set

the parking brake. Raise the power steering fluid temperature to 165-
175 F (74-80 C) by rotating the steering wheel fully to the left and
right several times.
6) Set the engine idle speed to 1500 RPM. Record the flow
rate and pressure readings. If the flow rate is below the flow rate
specification, the power steering pump may require repair. Continue
with the test procedure. If the pressure reading is above the maximum
pressure specification, then check power steering hoses for kinks and
restrictions.
7) Partially close the gate valve to obtain 750 psi. Set the
engine speed at idle. Record the flow rate. If the flow is less than
the specified flow rate, the replace the power steering pump. See
GENERAL SPECIFICATIONS.
CAUTION: Do not allow the gate valve to remain closed for more than 5
seconds.
8) Completely close and partially open the gate valve 3

times. Record the pressure relief valve actuation pressure reading. If
the pressure does not meet the relief pressure specification, then
replace the power steering pump.
9) Set engine speed at 1500 RPM. Record the flow rate. If the
flow rate varies more than 1 gallon/minute (3.785 liters/minute) from
the initial flow rate reading, then replace the power steering pump.
10) Set the engine speed at idle. Turn (or have an assistant
turn) the steering wheel to the left and right stops. Record flow rate
and pressure readings at the stops. The pressure reading at both stops
should be nearly the same as the maximum pump relief pressure. The
flow rate should drop below 0.5 gallons/minute (1.9 liters/minute). If
the pressure does not reach the maximum pump relief pressure or the
flow rate does not drop below the specified value, excessive internal
leakage is occurring. Repair or replace the steering gear as
necessary. See POWER STEERING GEAR under REMOVAL & INSTALLATION.
11) Turn (or have an assistant turn) the steering wheel
slightly in both directions and release quickly while watching the
pressure gauge. The pressure reading should move from the normal back
pressure reading and snap back as the steering wheel is released. If
the pressure returns slowly or sticks, the rotary valve in the
steering gear is sticking or the steering column is binding. Check the
steering column and linkages before servicing the steering gear. See
STEERING LINKAGE under COMPONENT TESTS.
STEERING GEAR VALVE

POWER STEERING Article Text (p. 13)1998 Ford E
1) With the vehicle in motion, place the transmission in the
NEUTRAL position and turn the engine OFF. If the vehicle does not pull
with the engine OFF, repair or replace the steering gear. See
POWER STEERING GEAR under REMOVAL & INSTALLATION.
2) If the vehicle pulls with the engine OFF, cross-switch the
front wheels. If the vehicle pulls to the opposite side, cross-switch
the front and rear wheel s on the same side.
3) If the vehicle pull direction does not change, check the
front suspension components, wheel alignment and frame alignment.
COMPONENT TESTS
STEERING LINKAGE
NOTE: The steering linkage ball studs are spring loaded and will
have a small amount of up and down movement if the spring is
compressed. Do not use a prying device or adjustable pliers
to check the steering linkage components.
1) Turn the steering wheel to the straight-ahead position and

turn the ignition switch to the OFF position.
2) Raise and support the vehicle.
3) Check and, if necessary, adjust the front wheel bearings.
See SUSPENSION - FRONT - 2WD (1998-99) or
SUSPENSION - FRONT - 2WD (2000).
NOTE: The flexible arm of the run-out gauge set must be attached to
the steering linkage component that is closest to the
component that is being tested. See Fig. 8.
4) Install the tire and wheel Run-Out Gauge Set (164-R1099 or

equivalent) to the steering linkage component being tested.
NOTE: Make sure to measure the side-to-side movement of each

component using hand force only. See Fig. 9.
Fig. 8: Locating Run Out Gauges Flexible Arm

POWER STEERING Article Text (p. 14)1998 Ford Econoline E250For 1 Copyright © 1998
Fig. 9: Measuring Steering Linkage Side-To-Side Movement
5) Have an assistant grasp the tire and move the steering

linkage from side-to-side. Observe and record the movement measured
with the dial indicator.
6) If the movement exceeds 0.04 in (1mm) install a new
steering linkage component.
LUBRICATION
WARNING: Do not mix oil types. Any mixture or any unapproved oil could
lead to seal deterioration and leaks. A leak could ultimately
cause loss of fluid, which could result in a loss of power
steering assist.
FILLING THE STEERING SYSTEM
1) Fill the reservoir. Use Motorcraft MERCON(R) Multi-Purpose

(ATF) XT-2-QDX or MERCON(R) equivalent. See Fig. 14.
2) Remove the Powertrain Control Module (PCM) relay to
disable the vehicle. See Fig. 10.
3) Raise the front wheels off the ground.
CAUTION: Do not crank the engine for more than 15 seconds at a time.
Allow the starter to cool for 1 minute before cranking again.
Premature starter failure can occur.
4) Turn the steering wheel from stop-to-stop while cranking

the engine.
5) Lower the vehicle.
POWER 6) FillSTEERING
the reservoir,Article
be sureText
not to(p. 15)1998
overfill. UseFord Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
Motorcraft MERCON(R) Multi-Purpose (ATF) XT-2-QDX or MERCON(R)
equivalent.
7) Install the powertrain control module (PCM) relay. See
Fig. 10.
NOTE: If the power steering is noisy and accompanied by evidence

of aerated fluid, it will be necessary to purge the power
steering system. See PURGING THE STEERING SYSTEM.
8) Clear the diagnostic trouble codes (DTCs). For additional

information, See appropriate SELF-DIAGNOSTIC article under ENGINE
PERFORMANCE. Run vehicle and check the system for leaks.
Final Fill
1) Adjust the fluid level in the power steering fluid
reservoir to correct the level. There will be a slight drop in the
level when the engine is first started and the steering wheel is
cycled.
2) Operate the engine at an idle for 15 minutes, then inspect
for leaks. It will not be necessary to purge the system unless there
is evidence of air in the power steering pump.
FLUSHING THE STEERING SYSTEM
WARNING: Do not mix oil types. Any mixture or any unapproved oil can
lead to seal deterioration and leaks. A leak can ultimately
cause loss of fluid, which can result in a loss of power
steering assist.
1) Remove the Powertrain Control Module (PCM) relay to

disable the vehicle. See Fig. 10.
NOTE: PCM relay is located in engine compartment fuse box. Engine

compartment fuse box is in left front of engine compartment.
Fig. 10: Locating Powertrain Control Module (PCM) Relay

2) Remove the reservoir from the reservoir bracket. See POWER STEERING Article Text (p. 16)
Fig. 11.
Fig. 11: Removing Reservoir From Bracket
3) Remove the reservoir bracket. See Fig. 12.

4) Disconnect the power steering return hose, see Fig. 13.
Plug the reservoir.
Fig. 12: Removing Power Steering Reservoir Bracket

POWER STEERING Article Text (p. 17)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information C
Fig. 13: Identifying Steering Return Hose
5) Attach an extension hose between the power steering return

hose and an empty container.
6) Raise the front wheels off the floor.
7) Fill the reservoir. See Fig. 14. Use Motorcraft MECRON(R)
Multi-Purpose ATF XT-2-QDX or equivalent MECRON(R) fluid.
CAUTION: Do not crank the engine for more than 15 seconds at a time.
Allow the starter to cool for 1 minute before cranking again.
Premature starter failure can occur. Do not hold the steering
wheel against the stops for more than three to five seconds
at a time. Damage to the power steering pump could occur.
8) Turn the steering wheel from stop-to-stop while cranking

the engine until the fluid exiting the power steering return hose is
clear of all contamination and debris. Add Motorcraft MERCON(R) Multi-
Purpose ATF XT-2-QDX or MERCON(R) equivalent as needed.
10) Disconnect the extension hose from the power steering
return hose. Remove the plug. Attach the power steering return hose to
the reservoir. See Fig. 13.
11) Install the reservoir bracket. See Fig. 12.
12) Install the reservoir to the bracket. See Fig. 11.
13) Fill the reservoir. Be sure not to overfill. Use
Motorcraft MERCON(R) Multi-Purpose ATF XT-2-QDX or equivalent
MERCON(R) fluid.
POWER 14) Install the Powertrain
STEERING ArticleControl Module
Text (p. (PCM)
18)1998 relay.
Ford See E250For 1
Econoline Copyright © 1998 Mitchell Repair Information Company,
Fig. 10.
steering pump could occur.
15) Start the engine and turn the steering wheel from stop-
to-stop.
NOTE: If the power steering system is noisy and accompanied by

evidence of aerated fluid it will be necessary to purge the
power steering system.
16) Check the power steering fluid level. See Fig. 14. Use
Motorcraft MERCON(R) Multi-Purpose ATF XT-2-QDX or equivalent
MERCON(R) fluid.
Fig. 14: Identifying Reservoir Filler Cap To Measure Steering Fluid

PURGING THE STEERINGPOWER

SYSTEMSTEERING Article Text (p. 19)1998 Ford Econoline E250For 1 Copyright © 199
CAUTION: If the air is not purged from the power steering system
correctly, premature power steering pump failure could
result. This condition can occur on pre-delivery vehicles
with evidence of aerated fluid on vehicles that have had
steering component repairs.
NOTE: A whine heard from the power steering pump may be caused by
air in the system. The power steering purge procedure must be
performed prior to any component repair for which power
steering noise complaints are accompanied by evidence of
aerated fluid.
1) Remove the reservoir cap and check the fluid. Use

Motorcraft MERCON(R) Multi-Purpose ATF XT-2-QDX or MERCON(R)
equivalent. See Fig. 14.
2) Tightly insert the stopper of the vacuum pump into the
reservoir. See Fig. 15.
3) Start the vehicle.
4) Apply maximum vacuum and maintain it for a minimum of
three minutes with the engine speed set at idle. See Fig. 16.
5) Release the vacuum and remove the vacuum pump.
6) Fill the reservoir. Be sure not to over fill. Use
Motorcraft MERCON(R) Multi-Purpose ATF XT-2-QDX or MERCON(R)
equivalent. See Fig. 14.
7) Install the vacuum pump. Apply and maintain maximum
vacuum. See Fig. 16.
steering pump could occur.
8) Cycle the steering wheel fully to the left and right every
30 seconds for approximately five minutes.
9) Stop the engine, release the vacuum, and remove the vacuum
pump.
10) Install the reservoir cap. See Fig. 14.
11) Check for fluid leaks at all of the connections. If the
power steering fluid shows signs of air, repeat this procedure.
Fig. 15: Inserting Air Evacuator Assemblies Rubber Stopper

POWER STEERING Article Text (p. 20)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
Fig. 16: Using Vacuum Pump To Apply Maximum Vacuum
ADJUSTMENTS & INSPECTION
STEERING GEAR MESHLOAD ADJUSTMENT
NOTE: The engine should not be running during meshload adjustment.
1) Turn the steering wheel from right lock to left lock at

least once.
2) Remove the air bag. See the following:


4) Remove the cotter pin and the castellated nut. See Fig. 17
.
Fig. 17: Removing Steering Sector Shaft Arm Drag Link Castellated Nut
5) Using a Pitman Arm Puller, separate the steering sector
shaft arm drag link. See Fig. 18.
Fig. 18: Separating Steering Sector Shaft Arm Drag Link

NOTE: The front wheels should not touch the ground.
6) Lower and support the front of the vehicle.
NOTE: Reset the steering gear meshload only if the measured

rotating torque for total on-center load is less than
specification.
7) Attach an INCH lb. torque wrench to the bolt. Measure the

steering gear meshload from center. See Fig. 19.
8) Adjust if less than 13 INCH lbs. (1 N.m). See Fig. 19.
9) Hold the sector shaft and loosen the lock nut, then adjust
the sector shaft to rotating torque. See Fig. 20.
Fig. 19: Measuring Rotating Torque From Center

Fig. 20: Locating Sector Shaft & Lock Nut
10) Verify that the rotating torque is 12-16 INCH lbs. (1.4-
1.8 N.m). Reset if necessary. See Fig. 19.
11) Hold the sector shaft and tighten the lock nut to
12) Install the steering sector shaft arm drag link,
castellated nut and cotter pin. See Fig. 17. Tighten the castellated
nut to specification, See TORQUE SPECIFICATIONS.
14) Install the drivers side air bag. See the following:

ADJUSTING SLEEVE
NOTE: Replace the ball stud if loose in the steering control ball
stud socket or the tie rod end is bent. Replace the front
suspension steering ball stud dust seal if any nicks, cuts or
tears are present. Do not attempt to straighten a bent tie
rod end.
Removal
1) Raise the vehicle on a hoist, with the wheels in the
straight-ahead position.
2) Remove the cotter pin, then the tie rod end castle nut.
See Fig. 27.
3) Using the Pitman Arm Puller, remove the ball stud from the
POWER
front wheelSTEERING
spindle. SeeArticle
Fig. 28. Text (p. 23)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
4) Loosen the nuts on the tie rod adjusting sleeve. Count the
number of turns while removing the tie rod end from the tie rod
adjusting sleeve. See Fig. 29.
5) Remove the tie rod adjusting sleeve. Count the number of
turns required to remove the tie rod adjusting sleeve clamp.
NOTE: The two bolts and nuts on the tie rod adjusting sleeve clamp
for the tie rod end must be positioned within a limit of 45
degrees ( ). The threaded ends of the bolts on the left tie
rod end point toward the front of the vehicle. The threaded
ends on the right tie rod end face rearward.
Installation
1) Follow the removal procedure in reverse order. Make sure
the adjuster clamps are in the correct position.
2) Tighten the tie rod adjusting sleeve to specification. See
TORQUE SPECIFICATIONS. See Fig. 29.
3) Install the stud in the front wheel spindle, then tighten
the castle nut to specification. See TORQUE SPECIFICATIONS. See
Fig. 28.
4) Install a new cotter pin.
5) Check front toe-in. See the following:
* WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 1998-99 or

* WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES - 2000.
6) Check for clear vision.
DAMPER
Removal
1) Remove the nut retaining the damper to the bracket on the
steering linkage. See Fig. 21.
NOTE: The right hand damper bracket and the steering linkage
bracket can be removed from the vehicle, if necessary, by
removing the retaining bolts and nuts.
2) Remove the nut and bolt retaining the damper to the right
hand damper bracket. See Fig. 22.
Fig. 21: Removing Damper-To-Bracket Retaining Nut

Courtesy of Ford Motor Co. POWER STEERING Article Text (p. 24)1998 Ford Econo
Fig. 22: Removing Damper-To-Right Hand Damper Bracket Retaining
Nut & Bolt
3) Remove the damper from the mounting brackets. See Fig. 23.
Fig. 23: Removing Damper From Mounting Brackets

NOTE: When installing a new steering linkage bracket, make sure the
bracket is properly positioned on the steering sector shaft Copyright © 1998 Mitc
arm drag link before tightening the U-bolt retaining nuts.
Installation
1) Install the damper into the mounting brackets.
2) Install the damper bolt and nut retaining the damper to
the right hand bracket. See Fig. 22. Tighten the bolt to
specification, See TORQUE SPECIFICATIONS.
3) Install the nut retaining the damper to the steering
linkage left hand bracket. See Fig. 21. Tighten the bolt to
specification, See TORQUE SPECIFICATIONS.
4) Rotate the steering wheel from stop to stop. Verify that
the steering linkage damper is not bottoming out and that the steering
linkage reaches its full travel when the steering wheel is turned from
stop to stop.
HOSE
Removal
See Fig. 1 for the hose routing and retention points.
Installation
1) When connecting a fitting with a seal ring, the ring must
be replaced. The Seal Replacer is used to install the return line
connector seal and the pressure line connector seal. See Fig. 46.
2) Fill, purge and leak check the system. See
FILLING THE STEERING SYSTEM and
PURGING THE STEERING SYSTEM.
INNER TIE ROD END
NOTE: Replace the steering tie rod if the ball stud is loose in the
steering control ball stud socket or the rod is bent. Replace
the front suspension steering ball stud dust seal if any
nicks, cuts or tears are present. Do not attempt to
straighten a bent rod.
Removal
1) Position the wheels in the straight-ahead position. Raise
and support the vehicle.
2) Remove the cotter pin then the castellated nut. See
Fig. 24.
POWER STEERING Article Text (p. 26)1998 Ford Econo

Fig. 24: Removing Tie Rod End Castellated Nut
3) Using the Pitman Arm Puller, remove the ball stud from the
steering sector shaft arm drag link. See Fig. 25.
Fig. 25: Removing Ball Stud From Steering Sector Shaft Arm Drag Link
4) Loosen the bolts on the tie rod adjusting sleeve clamp.

Count and record the number of turns required to remove the tie rod
end from the tie rod adjusting sleeve clamp. See Fig. 26.
Fig. 26: Removing Tie Rod
ends of the bolts on the right tie rod end face rearward.
Installation
1) Turn the tie rod end into the tie rod adjusting sleeve
clamp with the same number of turns as required for removal. See
Fig. 26. Tighten the tie rod end adjusting sleeve clamp bolts to
NOTE: Make sure the ball stud is seated in the taper, to prevent
rotation while tightening.
2) Install the castle nut and a new cotter pin. See Fig. 24.
3) Check toe-in. See the following:

OUTER TIE ROD END
Removal
2) Remove the cotter pin then the tie rod end castellated
nut. See Fig. 27.
3) Using a Pitman Arm Puller, remove the tie rod end ball
stud from the front wheel spindle. See Fig. 28.
Fig. 27: Removing Outer Tie Rod End Castellated Nut
Fig. 28: Removing Outer Tie Rod End Ball Stud

4) Loosen the bolts on the tie rod adjusting sleeve clamp.

Count the number of turns required to remove the tie rod end from the
tie rod adjusting sleeve clamp. See Fig. 29.
Installation
1) Turn the tie rod end into the tie rod adjusting sleeve Copyright © 1998 Mitchell Repair Information Company,
POWER STEERING
clamp approximately theArticle Text (p.
same number of 29)
turns used to remove old tie
rod end. This will provide an approximate toe-in setting.
2) Tighten the tie rod adjusting sleeve clamp to
specification, See TORQUE SPECIFICATIONS. See Fig. 29.
3) Install the ball stud in the front wheel spindle, then
tighten the castle nut to specification. See TORQUE SPECIFICATIONS.
See Fig. 28.
4) Install a new cotter pin.
5) Check toe-in. See the following:

Fig. 29: Removing Tie Rod End

POWER STEERING GEAR

1) Remove the pinch bolt. See Fig. 30.
Fig. 30: Removing Pinch Bolt

CAUTION: Do not rotate the steering wheel when the lower steering
column shaft is disconnected, or damage to the air bag
sliding contact will result.
2) Slide the intermediate shaft off the steering gear input

POWER STEERING Article Text (p. 30)1998 Ford Econoline E
shaft. See Fig. 31.
Fig. 31: Sliding Intermediate Shaft Off Steering Input Shaft

3) Turn the ignition key to the locked position.

4) Disconnect the power steering lines at the steering gear.
See Fig. 32.
Fig. 32: Disconnect Power Steering Lines


6) Remove the cotter pin, then the steering sector shaft arm
POWER STEERING Article Text (p. 31)1998 Ford Econoli
drag link castellated nut. See Fig. 33.
7) Use the Pitman Arm Puller to separate the drag link. See
Fig. 34.
Fig. 33: Identifying Steering Sector Shaft Arm Link Castellated Nut
Fig. 34: Separating Drag Link

8) Remove the bolts and the steering gear. See Fig. 35.
POWER STEERING Article Text (p. 32)1998 Ford Eco

Fig. 35: Locating & Removing Steering Gear Bolts
9) Secure the steering gear in a bench vise. Remove the

steering gear sector shaft arm nut and lockwasher. See Fig. 36.
Fig. 36: Removing Steering Gear Sector Shaft Arm Nut & Lockwasher
10) Use the Pitman Arm Puller to remove the steering gear
sector shaft arm. See Fig. 37.
Fig. 37: Removing Gear Sector Shaft Arm
11) To install, reverse the removal procedure. Tighten the

castellated nut, and steering gear bolts to specification. See
FILLING THE STEERING SYSTEM or
RESERVOIR

1) Raise the vehicle.
2) Remove the return hose from the power steering pump and
drain the power steering oil reservoir. See Fig. 38.
POWER STEERING
Fig. 38: Removing Article
Return Hose Text
From (p. 34)1998
Power FordPump
Steering Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,

4) Lift the reservoir out of the reservoir bracket.
5) Compress clamps and disconnect the power steering return
hose and the power steering reservoir pump hose.
6) Remove the power steering pump reservoir. See Fig. 12.
7) To install, reverse the removal procedure.
SECTOR SHAFT ARM DRAG LINK
NOTE: Replace the steering sector shaft arm drag link or tie rod
end if the following conditions are present: Ball stud is
excessively loose in the socket of the tie rod end. Steering
sector shaft arm drag link is bent. Taper for the tie rod end
is loose. Replace the front suspension steering ball stud
dust seal if any nicks, cuts or tears are present.
CAUTION: Do not attempt to straighten a steering sector shaft arm drag

link or tie rod end.
Removal
1) Remove the cotter pins and discard, then remove the
castellated nuts. See Fig. 39.
Fig. 39: Removing Steering Linkage Castellated Nuts

2) Remove the outer tie rod end from the right hand steering
knuckle. See OUTER TIE ROD END.
3) Remove the left hand inner tie rod end from the steering
sector shaft arm drag link. See INNER TIE ROD END.
4) Remove and discard the cotter pin, then remove the
steering sector shaft arm drag link castellated nut. See Fig. 33.
5) Using the Pitman Arm Puller, separate the steering sector
6) Remove the tie rod adjusting sleeve from thePOWER
drag link.STEERING Article Text (p. 35)1998 Ford Econoline E250
Count the number of turns required to remove the tie rod adjusting
sleeve.
Installation
1) Follow the removal procedure in reverse order. Install new
cotter pins.
ends on the right tie rod end face rearward.
2) Tighten the castellated nuts and the tie rod adjusting

sleeve bolts to specification, See TORQUE SPECIFICATIONS.
3) Check toe-in, See the following:

4) Check for clear vision.
NOTE: Replace the steering gear sector shaft arm if it is bent. If

the steering gear sector shaft arm is bent, also check the
drag link, steering tie rod, tie rod adjustment sleeves and
tie rod ball studs for signs of damage. Replace damaged
steering linkage as required. Do not attempt to straighten
the steering gear sector shaft arm or any other steering
linkage components.
SECTOR SHAFT ARM

2) Remove the cotter pin, then remove the steering sector
shaft arm drag link castellated nut. See Fig. 33.
3) Using the Pitman Arm Puller, separate the steering sector
4) Scribe alignment marks on the steering gear sector shaft
and steering gear sector shaft arm. See Fig. 40.
Fig. 40: Scribing Alignment Marks On Sector Shaft Arm Nut & Washer
5) Remove the sector shaft arm nut and washer. See Fig.POWER
40. STEERING Article Text (p. 36)1998 Ford Econo
6) Using the Pitman Arm Puller, remove the steering gear
sector shaft arm. See Fig. 41.
steering sector shaft arm drag link castellated nut to specification.
Fig. 41: Removing Steering Gear Sector Shaft Arm

STEERING FLUID COOLER

1) Remove the transmission fluid cooler. See
TRANSMISSION FLUID COOLER.
2) Disconnect the hoses at the fluid cooler. See Fig. 42.
Fig. 42: Disconnecting Fluid Hoses At Cooler

3) Remove the two power steering cooler bolts and remove the
power steering cooler. See Fig. 43. POWER STEERING Article Text (p. 37)1998 Ford Ec
Fig. 43: Removing Two Steering Cooler Bolts & Cooler

power steering cooler bolts to specification. See
STEERING PUMP

1) Remove the power steering pump pulley. See
STEERING PUMP PULLEY.
2) Disconnect the power steering reservoir pump hose and
pressure line from the power steering pump. See Fig. 44. Drain the
power steering oil reservoir.
POWER STEERING Article Text (p. 38)1998 Ford Econoline E250For 1 Copyright © 1
Fig. 44: Disconnect Reservoir Hose & Pressure Line From Steering Pump
3) Remove the three bolts and the pump. See Fig. 45.
Fig. 45: Locating & Removing Three Bolts & Pump

4) To install, reverse the removal procedure. Install a new
power steering seal on the power steering pressure fitting by
stretching the seal over the seal replacer until it is large enough to
slip over the threads of the fitting. See Fig. 46.
Fig. 46: Replacing Power Steering Seal On Pressure Fitting
5) Install the steering pump pulley. See STEERING PUMP PULLEY

.
STEERING PUMP PULLEY
Removal
1) Remove the power steering pump. See STEERING PUMP.
2) Hold the Steering Pump Pulley Remover and rotate the
forcing bolt to remove the power steering pump pulley. See Fig. 47.
Fig. 47: Removing The Steering Pump Pulley

Installation
1) Thread the forcing bolt into the power steering pump and
turn the Steering Pump Pulley Replacer to install the pump pulley. See
Fig. 48. STEERING Article Text (p. 40)1998 Ford Econoline E250For 1
POWER Copyright © 1998 Mitchell Repair Information Company,
Fig. 48: Installing The Steering Pump Pulley
2) Install the power steering pump. See STEERING PUMP.
TRANSMISSION FLUID COOLER
Removal
1) Remove the air cleaner assembly and the mounting bracket.
Remove the front radiator air deflector. Remove the radiator grille
opening panel reinforcement.
2) With a suitable drain pan properly positioned, disconnect
the fluid cooler hoses at the transmission fluid cooler (7A095).
Remove the transmission fluid cooler.
Installation
Follow the removal procedure in reverse order. Fill the
transmission to the specified level with Motorcraft MERCON(R) Multi-
Purpose Automatic Transmission Fluid XT-2-QDX or MERCON(R) equivalent.
OVERHAUL
POWER STEERING GEAR
NOTE: The steering gear input shaft and seals cannot be repaired or
replaced separately. Gear replacement may be necessary.
Disassembly
1) Secure the steering gear in a vise with the indexing flat
pointed down. Use protective caps on the vise jaws. See Fig. 49.
Fig. 49: Securing Steering Gear In Vise With Indexing Flat
Pointed Down
2) Rotate the power steering gear input shaft and control

from stop to stop and then center the gear. See Fig. 50.
Fig. 50: Rotating Steering Gear Input Shaft & Control To Center
3) Remove the steering gear sector shaft housing cover bolts.

POWER51.
See Fig. STEERING Article Text (p. 42)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
4) Tap on the lower end of the steering gear sector shaft.
See Fig. 52.
5) Remove the steering gear sector shaft. See Fig. 53.
Fig. 51: Identifying Steering Gear Sector Shaft Housing Cover Bolts
Fig. 52: Tapping On End Lower End Of Steering Gear

Fig. 53: Removing Steering Gear Sector Shaft1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company,
POWER STEERING Article Text (p. 43)
6) Remove the lock nut from the steering gear sector shaft
adjustment screw. See Fig. 54.
7) Hold the steering gear sector shaft, and turn the housing
cover counterclockwise to remove. See Fig. 55.
8) Remove the valve housing bolts and the identification tag.
See Fig. 56.
Fig. 54: Removing Lock Nut

Fig. 55: Removing Sector Shaft Housing Cover

POWER STEERING Article Text (p. 44)1998 Ford Econ

Fig. 56: Removing Valve Housing Bolts & Identification Tag
9) Remove the valve housing and piston assembly. See Fig. 57.
10) Remove and discard the gasket. See Fig. 58.
11) Remove the bolts, the steering gear ball return guide
clamp, and the steering gear ball return guide. Rotate the piston over
a container to collect the 28 steering gear worm balls. See Fig. 59.
Fig. 57: Removing Valve Housing & Piston Assembly

Fig. 58: Removing Gasket

Fig. 59: Identifying Ball Return Guide & Clamp
12) Remove the input shaft valve and housing assembly from
the piston. See Fig. 60.
13) Remove and discard the seal. See Fig. 61.
14) Install the valve housing in the Bench Mounted Holding
Fixture and loosen the setscrew. See Fig. 62.
Fig. 60: Removing Input Shaft Valve & Housing Assembly From Piston
Fig. 61: Removing & Discarding Seal
Fig. 62: Identifying Valve Housing Setscrew

15) Use Adjuster and Locknut Wrench to remove the input shaft
race nut. See Fig. 63.
Fig. 63: Identifying Input Shaft Race Nut

16) Remove the power steering gear input shaft and control
from the valve housing. See Fig. 64.
Fig. 64: Removing Steering Gear Input Shaft & Control

17) Rotate the valve housing with the Bench Mounted Holding
Fixture.
18) Use the Puller to remove the power steering gear input
shaft seal dust seal. See Fig. 65.
Fig. 65: Removing Steering Gear Input Shaft Seal Dust Seal
19) Remove the input shaft snap ring. See Fig. 66.
20) Rotate the valve housing with the Bench Mounted Holding
Fixture, and use the Input Shaft Bearing/Seal Tool to remove the
bearing and power steering input shaft seal. See Fig. 67.
POWER STEERING Article Text (p. 48)1998 Ford Eco

Fig. 66: Removing Input Shaft Snap Ring
Fig. 67: Removing Bearing & Power Steering Gear Input Shaft Seal
21) Remove the valve housing from the Bench Mounted Holding
Fixture.
22) Install the steering gear housing in the Bench Mounted
Holding Fixture and remove the steering gear sector shaft dust seal
from the sector shaft seal bore. See Fig. 68.
23) Remove the snap ring, then the spacer. See Fig. 69.
NOTE: The steering gear sector shaft bearing is not replaceable.

24) Use the Puller to remove the sector shaft seal. See
Fig. 70.
Fig. 68: Removing Steering Gear Sector Shaft Dust Seal From
Sector Shaft Seal Bore
Fig. 69: Removing Snap Ring & Spacer

Fig. 70: Removing Sector Shaft Seal

Reassembly
1) Lubricate the sector shaft seal bore. See Fig. 68. Use
Multi-Purpose Grease DOAZ-19584-AA or equivalent meeting Ford
specifications ESB-M1C93-B and ESR-M1C159-A.
2) Use the Sector Shaft Seal Replacer to install the sector
shaft seal. See Fig. 71. Lubricate the sector shaft seal, using Multi-
Purpose Grease DOAZ-19584-AA or equivalent meeting Ford specifications
ESB-M1C93-B and ESR-M1C159-A.
Fig. 71: Installing Sector Shaft Seal

3) Install the spacer. See Fig. 69.

4) Install the snap ring. See Fig. 69.
NOTE: Place the steering gear sector shaft dust seal on the Sector
Shaft Seal Replacer so the raised lip is toward the tool.
5) Use the Sector Shaft Seal Replacer to install the sector

shaft dust seal. See Fig. 70. Lubricate the steering gear sector shaft
dust seal; use Multi-Purpose Grease DOAZ-19584-AA or equivalent
meeting Ford specifications ESB-M1C93-B and ESR-M1C159-A.
6) Remove the steering gear housing from the Bench Mounted
Holding Fixture.
7) Position the input shaft bearing in the valve housing and
use the Input Shaft Bearing/Seal Tool Set and a press to seat the
bearing. See Fig. 72.
8) Use the Input Shaft Bearing/Seal Tool and a press to seat
the power steering gear input shaft seal. See Fig. 72.
Fig. 72: Seating Bearing & Input Shaft Seal Using Input Shaft
Bearing/Seal Tool & Press
9) Install the input shaft snap ring. See Fig. 66.

10) Use the Input Shaft Bearing/Seal Tool to install the
power steering gear input shaft seal dust seal. See Fig. 73.
Fig. 73: Installing Input Shaft Dust Seal

11) Mount the valve housing in the Bench Mounted Holding

Fixture. See Fig. 74.
Fig. 74: Mounting Valve Housing In Bench Mounted Holding Fixture
12) Install the power steering gear input shaft and control
into the valve housing. See Fig. 75.
Fig. 75: Installing Power Steering Gear Input Shaft Into Valve
Housing
13) Position thePOWER STEERING

power steering Article
gear race Text
nut into the (p. 53)1998 Ford Econoline E250For 1
valve Copyright © 1998 Mitchell Repa
housing. See Fig. 63.
14) Use the Adjuster and Locknut Wrench to tighten the race
nut to specification. See TORQUE SPECIFICATIONS. See Fig. 63.
15) Install the valve housing set screw, and tighten to
specification, See TORQUE SPECIFICATIONS. See Fig. 62.
16) Remove the valve housing from the Bench Mounted Holding
Fixture and position the piston on the worm gear. See Fig. 60.
Fig. 76: Positioning Piston On Worm Gear

WARNING: Hold the ball return guides until the cap or clip is
reinstalled. Failure to hold the guides will result in a
trapped ball or balls, which can cause a vehicle accident. If
the ball guides become unseated at any time, remove all the
balls and repeat the procedure.
17) Install the steering gear ball return guide on the

piston. See Fig. 59.
WARNING: The correct number of balls are required for proper gear
operation. Count the balls and insert each carefully. To make
sure the balls are properly installed, rotate the steering
gear input worm gear and rack from one end of travel to the
other without allowing the poppet adjuster to contact the
valve housing or moving the valve housing pilot face more
than 69.1 mm (2-3/4 inches) from the input end of the rack
piston. If the steering gear input worm gear and rack cannot
be rotated, reinstall the balls. If a steering gear is
installed with a steering gear input worm gear and rack that
cannot rotate, the steering gear will not function correctly
and steering and gear failure can result.
18) Rotate the piston while holding the steering gear ball
return guide and install the 28 ball bearings into the opening in the
ball guide. See Fig. 59. POWER STEERING Article Text (p. 54)1998 Ford Econ
19) Install the steering gear ball return guide clamps,
install the bolts and tighten to specification, See
20) Install a new gasket. See Fig. 58.
21) Lubricate and install the seal on the piston. Use Multi-
Purpose Grease DOAZ-19584-AA or equivalent meeting Ford specifications
ESB-M1C93-B and ESR-M1C159-A.
NOTE: Make sure to align the oil passages in the steering gear
housing.
22) Install the piston assembly into the steering gear

housing. See Fig. 57.
Fig. 77: Rotating Teeth For Alignment For Installation

23) Rotate the teeth so they are on the same plane as the
steering gear sector shaft. See Fig. 78
Fig. 78: Rotating Teeth For Alignment For Installation

24) Loosely install the valve housing bolts and the

identification tag, if so equipped. See Fig. 79.
POWER STEERING Article Text (p. 55)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
Fig. 79: Identifying Valve Housing Bolts
25) Lubricate the O-ring on the sector shaft housing cover.

See Fig. 80. Use Multi-Purpose Grease DOAZ-19584-AA or equivalent
meeting Ford specifications ESB-M1C93-B and ESR-M1C159-A.
Fig. 80: Identifying O-Ring For Lubrication

26) Rotate the housing clockwise and install the sector shaft
into the sector shaft housing. See Fig. 81.
Fig. 81: Installing Sector Shaft Into Sector Shaft Housing
NOTE: The sector shaft lock nut will be tightened during the
steering gear meshload adjustment.
27) Install the sector shaft lock nut. See Fig. 54.
NOTE: Loosely install the sector shaft housing bolts.
28) Install the sector shaft and housing assembly. See

Fig. 53.
29) Tighten the steering gear sector shaft housing cover
bolts to specification. TORQUE SPECIFICATIONS. See Fig. 51.
30) Tighten the bolts to specification. TORQUE SPECIFICATIONS
.
31) Install steering gear in vehicle. Perform meshload
adjustment. See STEERING GEAR MESHLOAD ADJUSTMENT under ADJUSTMENTS &
INSPECTION.
Item Specification
Steering Wheel Turn Effort ......................... 23 Ft. Lbs. (31 Copyright © 1998 Mitchell Repair Information Company,
POWER STEERING Article Text (p.N.m)
57)1998 Ford Econoline E250For 1
Steering Wheel Free Play ........................... 0.12 In. (3 mm)
Ball Stud Free Play (Maximum) ...................... 0.04 In. (1 mm)
Steering Gear
Type ................................. XR50 (QSC) Recirculating Ball

Ratio ......................................................... 17:1
Steering Gear Turns (Stop-To-Stop) ............................... 4
Worn Bearing Preload (For Inspection Purposes Only) .... 8 INCH Lbs.
(0.9 mm)
Total Meshload Over Worn Bearing Preload Over
Ends (For Inspection Purposes Only) ................. 2-7 INCH Lbs.
(0.23-0.80 N.m)
Worn To Piston Preload
(For Inspection Purposes Only) ...... 1-3 INCH Lbs. (0.11-0.34 N.m)
Steering Pump
Type .......................................................... CIII

Flow Rate @ 165 -175 F (74 -80 C) And Engine
Speed Set At 1500 RPM ........................... 2.8-3.2 Gal./Min.
(10.6-12.0 Litres/Min.)
Maximum Pressure @ 165 -175 F (74 -80 C) And
Engine Speed Set at 1500 RPM ........................ 150 psi (1034
kPa)
Minimum Flow Rate @ 165 -175 F (74 -80 C),
Power Steering Analyzer Set At 750 psi (5102
kPa) And Engine Speed Set At Idle .................. 1.4 Gal./Min.
(5.3 Litres/Min.)
Relief Pressure .................................... 1,300-1,430 psi
(9,000-9,900 kPa)
Lubrication
MERCON(R) Multi-Purpose ATF XT-2-QDX ..................... MERCON(R)
SPECIAL TOOLS
SPECIAL SERVICE TOOLS
Tool Number Toll Description
211-D027 (D90P-3517-A) or Equivalent ... Teflon(R) Seal Replacer Set

211-016 (T69L-10300-B) ................ Steering Pump Pulley Remover
211-185 (T91P-3A733-A) ............... Steering Pump Pulley Replacer
211-003 (T64P-3590-F) ............................ Pitman Arm Puller
211-012 (T66P-3553-B) .................. Adjuster and Locknut Wrench
307-003 (T57L-500-B) ................. Bench Mounted Holding Fixture
211-S005 (T65P-3524-A) ............... Input Shaft Bearing/Seal Tool
308-001 (T58L-101-B) ........................................ Puller
211-044 (T77L-3576-A) ................... Sector Shaft Seal Replacer
023-R0007 or Equivalent ................... Dial Thermometer 0-220 F
105-R0053 or Equivalent ................. Hand Held Automotive Meter
211-F001 (014-00207) or Equivalent ......... Power Steering Analyzer
211-034 (T74P-3504-Y) ................................. Spring Scale
418-F102 (007-00061) or Equivalent .................... Tach Adapter
POWER STEERING Article Text (p. 58)1998 Ford Econoline E250

Input Shaft Race Retaining Nut ...................... 55-90 (75-122)

Intermidiate Shaft Pinch Bolt ........................ 16-21 (22-28)
Meshload Adjuster Lock Nut ........................... 20-25 (27-34)
Power Steering Pump Upper Bolts ...................... 15-22 (20-30)
Power Steering Pump Lower Bolt ....................... 15-22 (20-30)
Pressure Hose at Steering Gear ....................... 13-17 (17-23)
Pressure Hose Fitting ................................ 13-17 (17-23)
Return Hose Fitting at Steering Gear ................. 13-17 (17-23)
Sector Shaft Housing Bolts ........................... 45-55 (61-75)
Steering Damper Right Hand Bracket Nut ............... 50-86 (68-92)
Steering Damper Left Hand Bracket Nut ................ 50-86 (68-92)
Steering Gear-To-Frame Bolts ......................... 51-68 (69-92)
Steering Gear Sector Shaft
Arm-To-Sector Shaft Nut ......................... 170-228 (230-310)
Steering Sector Shaft Arm Drag Link
Castellated Nut .................................... 57-76 (77-104)
Tie Rod Adjusting Sleeve Bolts ....................... 30-42 (40-57)
Tie Rod End-To-Drag Link Castellated Nut ............ 56-84 (76-114)
Tie Rod End-To-Spindle Castellated Nut .............. 56-84 (76-114)
Valve Housing Bolt ................................... 30-44 (40-60)
Valve Housing-To-Gear Bolts .......................... 35-49 (48-67)
Wheel Lug Nuts (E150, 5-Lug) ...................... 74-133 (100-180)
Wheel Lug Nuts (E250/350/Super Duty, 8-Lug) ...... 126-170 (170-230)
INCH Lbs. (N.m)
Power Steering Cooler Bolts .......................... 80-106 (9-12)

Steering Gear Allen Head Race Lock Nut ............. 15-25 (1.7-2.8)
Steering Gear Ball Return Guide Clamp Bolts ............ 45-62 (5-7)
Steering Wheel Rotating Torque ............................ 13 (1.5)
Sector Shaft Rotating Torque .............................. 18 (2.0)
END OF ARTICLE
POWER WINDOWS
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Power Windows
Ford; Van
DESCRIPTION
The power window system consists of window switches, window

regulators, motors, wiring and connectors. Power windows are operated
by window switches. Reversible type motors are mounted with each
individual window regulator. A master control switch is located on the
left door. All windows may be controlled from this switch. Passenger's
window has an individual switch for separate control.
ADJUSTMENTS
DOOR WINDOW GLASS
Remove door trim panel. Loosen upper window regulator bracket

nuts. Raise window glass to full up position. Tighten upper regulator
bracket nuts to 89-124 INCH lbs. (10-14 N.m). Loosen rear glass
channel bolt. Lower window glass partially, to allow adjustment. Move
window glass to rearward position. Tighten rear glass channel bolt to
62-89 INCH lbs. (7-10 N.m). Open and close window to verify proper
operation.
TROUBLE SHOOTING
ALL POWER WINDOWS INOPERATIVE
Preliminary Checks
Verify customer concern by operating windows to duplicate
condition. Ensure battery is fully charged. Ensure windows are
properly aligned. Check the following for possible cause of
malfunction:
* Faulty fuse.
* Open or shorted supply circuit.
* Poor ground connections.
* Faulty master switch.
SINGLE POWER WINDOW INOPERATIVE
Preliminary Checks
Verify customer concern by operating window to duplicate
condition. Ensure battery is fully charged. Ensure window in question
is properly aligned. Check the following for possible cause of
malfunction:
* Damaged guide or regulator mechanism.
* Malfunctioning window motor. See POWER WINDOW MOTOR under
COMPONENT TESTS.
* Faulty window switch.
COMPONENT TESTS
POWER WINDOW MOTOR
Remove window motor from vehicle. See WINDOW MOTOR under

REMOVAL & INSTALLATION. Using fused jumper wires, connect a fully
charged battery to motor terminals. Observe motor. Motor should
operate smoothly. Reverse leads. Motor should operate in reverse
direction. Replace window motor if it does not operate as specified.
MASTER SWITCH
Remove master switch. See WINDOW SWITCH under REMOVAL &

INSTALLATION. Check for continuity between terminals as specified
while operating switch. See MASTER SWITCH TESTING table. See Fig. 1.
If continuity does not exist, replace switch.
MASTER SWITCH TESTING TABLE
Switch Continuity Between

Position Terminals No.
Neutral ................... 9 & 15; 8 & 14; 6 & 12; 7 & 13

Left
Up ...................................... 6 & 10; 7 & 13
Down ................................... 10 & 13; 6 & 12
Right
Up ...................................... 8 & 11; 9 & 15
Down ................................... 11 & 15; 8 & 14
Fig. 1: Identifying Master Switch Terminals

SINGLE SWITCH
POWER WINDOWS Article Text (p. 2)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
Remove single switch. See WINDOW SWITCH under REMOVAL &
INSTALLATION. Check for continuity between terminals as specified
while operating switch. See SINGLE SWITCH TESTING table. See Fig. 2.
If continuity does not exist, replace switch.
SINGLE SWITCH TESTING TABLE
Switch Continuity Between

Position Terminals No.
Neutral ..................................... 1 & 4; 2 & 5

Up .......................................... 3 & 5; 1 & 4
Down ........................................ 1 & 3; 2 & 5
Fig. 2: Identifying Single Switch Terminals

SYSTEM TESTS

TEST A: ALL POWER WINDOWS INOPERATIVE
1) Check For Voltage To Fuse

Remove fuse No. 21 (30-amp) from instrument panel fuse block
located on lower left side of steering column. Turn ignition switch to
RUN position. Using a voltmeter, check voltage between ground and fuse
POWER
No. 21 input terminal (left terminal)WINDOWS Article
on fuse block. Textis (p. 3)1998 Ford Econoline E250For 1
If voltage Copyright © 1998 Mitchell Re
more than 10 volts, go to next step. If voltage is 10 volts or less,
repair Black/Light Green wire between instrument panel fuse block and
ignition switch. Retest system operation.
2) Check Fuse
Using an ohmmeter, check for continuity between fuse No. 21
terminals. If continuity exists, reinstall fuse and go to next step.
If continuity does not exist, replace fuse and retest system
operation.
3) Check Driver Door Master Switch Ground Circuit
Remove driver door master switch assembly. See WINDOW SWITCH
under REMOVAL & INSTALLATION. Using an ohmmeter, check resistance
between ground and all Black (4) wires of driver door master switch
connector. If all resistance measurements are less than 5 ohms, go to
next step. If any resistance measurement is 5 ohms or more, repair
open in Black wire(s) between ground and driver door master window
switch connector. Retest system operation.
4) Check Red/Light Blue Wire For Open
Check for open in Red/Light Blue wire between instrument
panel fuse block fuse No. 21 (30-amp) and driver door master window
switch connector C500 terminal No. 10. Repair or replace as necessary.
TEST B: DRIVER DOOR WINDOW DOES NOT OPERATE
1) Check For Voltage To Driver Door Master Window Switch

Remove and disconnect driver door master window switch. See
WINDOW SWITCH under REMOVAL & INSTALLATION. Turn ignition switch to
RUN position. Using a voltmeter, check voltage between ground and
driver door master window switch connector C500 terminal No. 10
(Red/Light Blue wire). If voltage is more than 10 volts, go to next
step. If voltage is 10 volts or less, repair open in Red/Light Blue
wire between driver door master window switch and instrument panel
fuse block fuse No. 21. Retest system operation.
between ground and driver door master window switch connector Black
wire terminals. If both resistance measurements are less than 5 ohms,
go to next step. If any resistance measurements are 5 ohms or more,
repair open in Black wire(s) between driver door master window switch
and ground. Retest system operation.
3) Check For Voltage To Driver Door Window Motor
Reconnect driver door master window switch connector.
Disconnect driver door window motor connector. Turn ignition switch to
driver door window motor connector White/Black wire terminal with left
window switch (on driver door master window switch) held in UP
position. Check voltage between ground and driver door window motor
connector Yellow wire terminal with left window switch (on driver door
master window switch) held in DOWN position. If voltage is 10 volts or
less at both circuits, go to next step. If voltage is more than 10
volts at both circuits, replace driver door window motor and retest
system operation. POWER WINDOWS Article Text (p. 4)1998 Ford Econoline
4) Check White/Black & Yellow Wires For Open Or Short To
Ground
Check for open or short to ground in White/Black or Yellow
wire between driver door master window switch and driver door window
motor. If wires are okay, replace driver door window motor and retest
system operation.
TEST C: PASSENGER DOOR WINDOW DOES NOT OPERATE
1) Check For Voltage To Passenger Door Window Switch

Remove and disconnect passenger door window switch. See
WINDOW SWITCH under REMOVAL & INSTALLATION. Turn ignition switch to
passenger door window switch connector C600 terminal No. 3 (Red/Light
Blue wire). If voltage is more than 10 volts, go to next step. If
voltage is 10 volts or less, repair open in Red/Light Blue wire
between passenger door window switch and instrument panel fuse block.
2) Check Red/Light Blue Wire For Voltage
Turn ignition off. Remove and disconnect driver door master
window switch. See WINDOW SWITCH under REMOVAL & INSTALLATION. Turn
ignition switch to RUN position. Using a voltmeter, check voltage
between ground and driver door master window switch connector C500
terminal No. 11 (Red/Light Blue wire). If voltage is more than 10
volts, go to next step. If voltage is 10 volts or less, repair open in
Red/Light Blue wire between driver door master window switch and
instrument panel fuse block. Retest system operation.
3) Check Black Wires For Open
between ground and driver door master window switch connector C500
Black wire terminals. If both resistance measurements are less than 5
ohms, go to next step. If any resistance measurements are 5 ohms or
more, repair open in Black wire(s) between driver door master window
switch and ground. Retest system operation.
4) Check For Voltage To Passenger Door Window Switch
Reconnect master switch connector. Turn ignition switch to
passenger window switch connector C600 Tan/Light Blue wire terminal
with right window switch (on driver door master window switch) held in
UP position. Check voltage between ground and passenger window switch
connector C600 White/Yellow wire terminal with right window switch (on
driver door master window switch) held in DOWN position. If voltage is
10 volts or less, go to next step. If voltage is more than 10 volts,
go to step 6).
5) Check Tan/Light Blue & White/Yellow Wires For Open Or
Short To Ground
Check for open or short to ground in Tan/Light Blue or
White/Yellow wire between driver door master window switch and
passenger door window switch. If wires are okay, replace driver door
master window switch. Retest system operation.
6) Check For Voltage To Passenger Door Window Motor
Turn ignitionPOWER
off. Reconnect passenger
WINDOWS door window
Article Text (p.switch.
5)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Inf
Disconnect passenger door window motor connector. Turn ignition switch
to RUN position. Using a voltmeter, check voltage between ground and
passenger door motor connector Red/Yellow wire terminal with passenger
door window switch in UP position. Check voltage between ground and
passenger door motor connector Yellow/Red wire terminal with passenger
door window switch in DOWN position. If voltage is 10 volts or less at
both circuits, go to next step. If voltage is more than 10 volts at
both circuits, replace passenger door window motor and retest system
operation.
7) Check Red/Yellow & Yellow/Red Wires For Open Or Short To
Ground
Check for open or short to ground in Red/Yellow or Yellow/Red
wire between passenger door window switch and passenger door window
motor. If wires are okay, replace passenger door window motor and

exist until computer systems have completed relearn cycle.
WINDOW MOTOR

1) Disconnect negative battery cable. Remove door trim panel
and watershield. Disconnect window motor wiring and window switch.
2) Using care not to enlarge sheet metal holes in door inner
panel, remove 1/4" rivets attaching motor bracket to inner panel. Use
drift to knock out center pins from each rivet. Using 1/4" drill bit,
drill out remaining rivet.
3) Working through access hole, remove motor bracket from
inner panel. Rotate bracket to gain access to 3 screws retaining
window regulator and motor. Remove screws and separate window
regulator and motor from bracket and cable drum housing. Remove window
regulator and motor.
4) To install, reverse removal procedure. Tighten motor
mounting screws to 53-62 INCH lbs. (6-7 N.m). Install motor bracket to
inner panel using 1/4-20 X 1/2" bolts, nuts and washers.
WINDOW SWITCH

Disconnect negative battery cable. Gently pry up on rear of
switch plate to remove switch housing from door trim panel. Remove 2
screws securing connector. Using thin-blade screwdriver, pry connector
from switch plate. To install, reverse removal procedure.
POWER WINDOWS Article Text (p. 6)1998 Ford Econ
WIRING DIAGRAMS
Fig. 3: Power Window System Wiring Diagram
END OF ARTICLE
POWER WINDOWS Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, L
SCHEDULED SERVICES - NORMAL SERVICE
Article Text
For 1
ARTICLE BEGINNING
1997-99 MAINTENANCE
Ford Maintenance & Service Intervals
Normal Service
F-150 Early: 4.2L VIN [2], 4.6L VIN [6]

F-150 Late/F-250 Light Duty: 4.6L VIN [6], 5.4L VIN [L,M]
F-250 Heavy Duty: 5.8L VIN [H], 7.3L DIESEL VIN [F],
7.5L VIN [G]
F-350: 5.8L VIN [H],7.3L DIESEL VIN [F], 7.5L VIN [G]
E-150, E-250, E-350
* READ THIS FIRST *
Before preforming maintenance on vehicle, ensure that all

cautions and warnings have been observed to prevent vehicle damage or
personal injury. See CAUTIONS & WARNINGS in the appropriate
MAINTENANCE INFORMATION article in this section.
* MAINTENANCE INFORMATION - E Series

* MAINTENANCE INFORMATION - F Series
NOTE: Early production F150 Pickups were produced before 6/24/96

and late production produced 6/24/96 and later.
Introduction
The frequency of scheduled inspection and maintenance
services in this article are based on normal vehicle usage ONLY. The
following severe conditions are NOT taken into account:
* Towing a trailer or carrying a heavy load.

* Operating in severe dust conditions.
* Extensive idling, such as police, taxi or
door-to-door service.
* Off-Road Operation.
* Short trips of less than 10 miles (16 KM) when
outside temperatures remain below 0 F (-18 C).
If the vehicle is operated mainly under any of these

conditions, this normal service schedule article is inadequate. DO NOT
USE. Instead, use the severe conditions schedule: See
SCHEDULED SERVICES - SEVERE SERVICE article in this section.
TIME-BASED MAINTENANCE ITEMS
Some maintenance items wear based on distance. Other items

wear over a period of time. Still others wear over a combination of
time and distance.
All intervals in this article are distance-based, and thus
are inadequate because they don't reflect time-based wear.
Use the following TIME-BASED MAINTENANCE ITEMS TABLE
with the intervals to compensate for all manners of wear (both
distance and time).
TIME-BASED MAINTENANCE ITEMS TABLE
Item Action Time (1)
Coolant Reservoir Level Inspect Once A Month
Operation of Lamps, Horns, Inspect Once A Month

Turn Signals, Windshield
Wipers & Washers and Hazard
Warning Flasher.
Fluid Leaks Beneath Vehicle Inspect Once A Month
Power Steering Fluid Level Inspect Every 6 Months
Clutch Master Cylinder Fluid Inspect Every 6 Months
Radiator, Heater and Inspect Every 6 Months

Air Conditioning Hoses
Clean Body & Door Drain Holes Service Every 6 Months
Underbody Flushing Service Every 6 Months
Underbody Components Inspect Every 6 Months
Parking Brake System Inspect Every 6 Months
Headlamp Alignment Inspect Every 6 Months
Seat & Shoulder Belt Webbing Inspect Every 6 Months

Buckles & Release Mechanisms
Seatback Latches Inspect Every 6 Months
Air Pressure in Spare Tire Inspect Every 6 Months
Windshield Washer Spray Inspect Every 6 Months
Wiper Operation Service Every 6 Months
Lubricate Door, Hood & Service Every 12 Months

Tailgate Hinges and Checks
Lubricate Door, Hood & Tailgate Service Every 12 Months

Hinges Locks & Latches
Lubricate Door Weatherstrips Service Every 12 Months

SCHEDULED SERVICES - NORMAL SERVICE Article Te
Clean Battery & Terminals Service Every 12 Months
& Check Electrolyte Level
Engine Oil & Filter Replace Every 5,000 Miles

(8,000 KM) Or 6 Months
Cooling System Inspect Every 15,000 Miles

(24,000 KM) or 12 Months
Engine Coolant (initially) Replace At 50,000 Miles

Engine Coolant after Replace At 30,000 Miles

initial change (48,000 KM) Or 36 Months
Air Cleaner Filter Replace At 30,000 Miles

(1) - If both a time and distance are specified for a particular

item, perform whichever comes first.
5,000 MILE (8,000 KM) NORMAL SERVICE
INSPECT
Exhaust System
Clutch Reservoir Fluid Level
SERVICE
Rotate Tires and Adjust Air Pressure
Lubricate Clutch Release Lever (7.5L & 7.3L DIT Diesel)
Lubricate Automatic Transmission Shift Linkage
Lubricate Steering Linkage Suspension, Driveshaft U-Joint

if equipped with grease fittings.
Lubricate Slip Yoke (if equipped)
REPLACE
Engine Oil & Filter
Material Condition Specification
Engine All SAE 5W-30

Oil
(1)
Clutch Fluid All DOT 3
Steering Lubricant Premium Long Life

Column Grease
U-Joints, Ford Specification
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots
(1) - SAE 5W-30 is preferred, use oils displaying the API

certification mark with the Starburst Symbol.
FLUID CAPACITIES
Item Condition Specification (1)
Engine Oil 4.2L: Drained, With Filter 6.0 Qts. (5.7L)
4.6L: Drained, With Filter 6.0 Qts. (5.7L)
(1) - Capacities are recommended or calculated levels. Always

use dipstick (if available) to measure level.

SCHEDULED SER
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES

INSPECT
Exhaust System
Engine Coolant Level, Hoses & Connections
Disc Brake System
Drum Brake Systems, Hoses & Lines
Parking Brake Fluid Level (F Super Duty only) SCHEDULED SER

Spring U-Bolt Torque (F Super Duty only)
SERVICE
Add 8-10 oz. of FW-15 To Engine Coolant (7.3L DIT Diesel only)
Lubricate Transfer Case Shift Lever Pivot Bolt & Control Rod
Connecting Pins (4x4)

Lubricate Caliper Slide Rails
REPLACE
Engine Oil & Filter
Fuel Filter (1)
(1) - Replacement is recommended by the manufacturer, but is not

required for California Certified Vehicles. On the 7.3L DIT
Diesel, only replace when the filter restriction lamp is
illumniated.

Oil
(1)
Engine All 50/50 Mixture

Coolant Distilled Water
Ethylene Glycol
Brake Fluid All DOT 3

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES
Engine 4.2L: Drained, With A/C 17.3 Qts. (16.4L)

Coolant
4.2L: Drained, Without A/C 15.7 Qts. (14.9L)
4.6L: Drained, With A/C 19.4 Qts. (18.4L)
5.4L: Drained 20.8 Qts. (19.7L)
5.8L (M/T): Drained, With 15.7 Qts. (14.9L)

Standard Cool
5.8L (A/T): Drained, With 16.4 Qts. (15.5l)

Standard Cool
5.8L: Drained, With A/C 16.4 Qts. (15.5l)
5.8L: Drained, With Super 18.0 Qts. (17.0L)

Cool or Super Cool & A/C SCHEDULED SERVICES - NORMAL SERVICE Article Text
7.3L: Drained 29.0 Qts. (27.0L)

REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES

25,000 MILE (40,000 KM) NORMAL SERVICE SCHEDULED SERVICES - NORMAL SERVICE Article Tex
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

SCHEDULED SERVICES - NORMAL SERVICE Article Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 M
FLUID CAPACITIES

VERIFY
Last Major Service Was Performed
INSPECT
Disc Brake System
Parking Brake System
Parking Brake Fluid Level (F-Super Duty only)
Spring U-Bolt Torque (F-Super Duty only)
SERVICE

SCHEDULED SERVICES - NORMAL SERVICE Article T
Lubricate Front Wheel Bearings
Lubricate Throttle Kickdown or TV Lever Ball Studs
Lubricate Front Axle R.H. Axle Shaft Slip Yoke (4x4)
Lubricate Spindle Needle Bearings (4x4)
Lubricate Hub Locks (4x4)
REPLACE
Automatic Transmission Fluid
Engine Oil & Filter
Fuel Filter (1)
Air Cleaner Filter (2)
Crankcase Emission Filter (7.5L only)

illumniated.
(2) - On the 7.3L DIT Diesel, only replace when the restriction
gauge is in the red zone.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
SCHEDULED SER
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

Cool or Super Cool & A/C
7.3L: Drained 29.0 Qts. (27.0L)

SCHEDULED SERVICES - NORMAL SERVICE Article Text (p. 12

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage, SCHEDULED SERVICES - N
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

VERIFY
REPLACE
Engine Oil & Filter
Engine All SAE 5W-30SCHEDULED SERVICES - NORMAL SERVICE Article Text (p. 14
Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
Disc Brake System
Parking Brake Fluid Level (F Super Duty only)
SERVICE
SCHEDULED SERVICES - NORMAL SERVICE Article Text

REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
SCHEDULED SER
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)
SCHEDULED
(1) - Capacities are recommended or calculated levels. Always SERVICES - NORMAL SERVICE Article Text (p. 17
VERIFY
SERVICE
REPLACE
Engine Oil & Filter
Engine Coolant (1)
(1) - For 7.3L DIT Diesel, add four pints of FW-15 each time
coolant is changed.

Oil
(1)

Ethylene Glycol

FLUID CAPACITIES
7.3L: Drained, With Filter 13.6 Qts. (12.9L) SCHEDULED SERVICES - NORMAL SERVICE

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System
SERVICE

SCHEDULED SERVICES - NORMAL SERVICE Article
REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER
VERIFY
INSPECT
Thermactor Hoses & Clamps (Recommended, not required.)
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Crankcase Emission Air Filter (7.5L only)

PCV Valve
Fuel Filter (1)
Transfer Case Oil (4x4)
Manual Transmission Oil

illumniated.

Oil
(1)

Ethylene Glycol
Manual Capacity Mercon ATF

Transmission
Fluid
Transfer All Mercon ATF

Case Oil

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
SCHEDULED SER
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)
Manual 4.2L: Capacity 3.75 Qts. (3.5L)

Transmission
Fluid 4.6L: Capacity 3.75 Qts.SCHEDULED
(3.5L) SERVICES - NORMAL SERVICE Article Text (p. 23
5.8L (Mazda R2): Capacity 3.8 Qts. (3.6L)
5.8L (ZF S5-47): Capacity 3.4 Qts. (3.2L)
Transfer 4x4 2.0 Qts. ( 1.9L)

Case

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter
Material Condition Specification SCHEDULED SERVICES - NORMAL SERVICE Article Te

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

SCHEDULED SERVICES - NORMAL SERVICE Article Tex
Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES
4.6L: Drained, With Filter 6.0 Qts. (5.7L) SCHEDULED SERVICES - NORMAL SERVICE Article Tex

VERIFY
INSPECT
Exhaust System
Disc Brake System
SERVICE

REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
SERVICE

REPLACE
Engine Oil & Filter
Engine Coolant (1)
coolant is changed.

Oil
(1)

Ethylene Glycol

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool
SCHEDULED SER
Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

SCHEDULED SERVICES - NORMAL SERVICE Article Text (p.
Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

VERIFY
SCHEDULED SER
INSPECT
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.
SCHEDULED SER

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant SCHEDULED SER
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System
SERVICE
Lubricate Steering Linkage Suspension, Driveshaft U-Joint SCHEDULED SERVICES

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


VERIFY
INSPECT
Accessory Drive Belt Condition
REPLACE
Engine Oil & Filter
Spark Plugs & (Gasoline Engines Only)
Rear Axle Lubricant (1)
(1) - Rear Axle lube quantities must be replaced every 100,000

miles (160,000KM) or if axle has been submerged in water.

Oil
(1)
Rear Axle Conventional & Traction Lok Thermally Stable

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

FLUID CAPACITIES

SCHEDULED SERVICES - N
Rear Axle 4.2L: Capacity 5.5 Pts. (2.6L)
4.6L: Capacity 5.5 Pts. (2.6L)
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

VERIFY
INSPECT
Exhaust System
Disc Brake System

SERVICE

REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
SCHEDULED SER
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)
7.5L: Drained, With A/C SCHEDULED

19.8 Qts. (18.7L) SERVICES - NORMAL SERVICE Article Text (p. 40

VERIFY
SERVICE
REPLACE
Engine Oil & Filter
Engine Coolant (1)
coolant is changed.

Oil
(1)

Ethylene Glycol

FLUID CAPACITIES
5.4L: Drained, With Filter 6.0 Qts. (5.7L) SCHEDULED SERVICES - NORMAL SERVICE

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System

SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER

VERIFY
INSPECT
Accessory Drive Belt Condition
Disc Brake System
SERVICE

REPLACE
Engine Oil & Filter
Spark Plugs (Gasoline Engines only)
PCV Valve
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Case Oil
SCHEDULED SER
Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool
SCHEDULED SER

7.3L: Drained 29.0 Qts. (27.0L)

Transmission
Fluid 4.6L: Capacity 3.75 Qts. (3.5L)

Case

LUBRICATION SPECIFICATIONS TABLE

Oil
(1)

Ethylene Glycol
Automatic All Mercon ATF

Transmission
Fluid
Transmission
Fluid
Front Axle 4x4 SAE 75W-90

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

Case Oil

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots
Power All Mercon ATF

Steering
Fluid

FLUID CAPACITIES
FLUID CAPACITIES

SCHEDULED SER

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)
Automatic 4.2L: Capacity 13.9 Qts. (13.1L)

Transmission
5.4L (4R70W): Capacity 13.9 Qts. (13.1L)
5.4L (E4OD-2WD): Capacity 15.9 Qts. (15.0L)

Transmission

Case
Front Axle 4.2L: Capacity 3.5 - 3.7 Pts.

(1.66 - 1.75L)
4.6L: Capacity 3.5 - 3.7 Pts.

(1.66 - 1.75L)
5.8L (Dana 50IFS): Capacity 3.8 Pts. (1.8L)
5.8L (Dana 60): Capacity 5.8 Pts. (2.7L)
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
Power Capacity 2.4 Pts. ( 2.3L)

Steering
Fuel Tank 4.2L & 4.6L Short Wheel Base: SCHEDULED SERVICES - NORMAL SERVICE Article
4x2 Regular Cab 25.0 Gal. (94.6L)
4x2 Super Cab
4x4 Super Cab
4.2L & 4.6L Short Wheel Base: 24.5 Gal. (92.7L)

4x4 Regular Cab
4.2L & 4.6L Long Wheel Base: 30.0 Gal. (113.6L)
F250 (Front Mounting):

4x2 Regular Cab (2) 19.0 Gal. (72.0L)
4x4 Regular Cab (3)
4x4 A/T Regular Cab
F250 (Rear Mounting):

4x4 Regular Cab
F250 (Front Mounting)

Short Wheel Base:
4x2 Super Cab 16.5 Gal. (62.0L)
4x4 Super Cab
4x2 Crew Cab
4x4 Crew Cab
F250 (Rear Mounting)

Short Wheel Base:
4x4 Super Cab
4x2 Crew Cab
4x4 Crew Cab

Long Wheel Base: 19.0 Gal. (72.0L)
4x2 Super Cab
4x4 Super Cab

4x2 Super Cab
4x4 Super Cab

4x2 Crew Cab
4x4 Crew Cab
4x2 Super Cab

4x2 Crew Cab
4x4 Crew Cab SCHEDULED SERVICES - NORMAL SERVICE
4x2 Super Cab

4x2 Pickup (2)
4x4 Pickup (3) 19.0 Gal. (72.0L)
4x2 Chassis Cab (2)
4x4 Chassis Cab (3)

4x2 Pickup
4x4 Pickup 18.2 Gal. (69.0L)
4x2 Chassis Cab
4x4 Chassis Cab

4x2 SRW Chassis Cab (2)
4x4 SRW Chassis Cab 19.0 Gal. (72.0L)
4x2 DRW Chassis Cab (2)

4x2 SRW Chassis Cab
4x4 DRW Chassis Cab
F Super Duty (Front Mounting):

4x2 (Wheelbase 136.8 In.) (2) 19.0 Gal. (72.0L)
4x2 (Wheelbase 160.8 In.) (2)
F Super Duty (Rear Mounting):

4x2 (Wheelbase 136.8 In.) 19.0 Gal. (72.0L)
4x2 (Wheelbase 160.8 In.)

(2) - With Diesel Engine 20.0 Gals. (76.0L).
(3) - With E4OD transmission Diesel Engine 22.0 Gals. (83.0L) and
all other EFI Engines 16.5 Gals. (62.0L).
END OF ARTICLE
SCHEDULED SERVICES - NORMAL SERVICE Article Text (p

SCHEDULED SERVICES - SEVERE SERVICE
Article Text
For 1
ARTICLE BEGINNING
1997-99 MAINTENANCE
Ford Maintenance & Service Intervals
Severe Service
F-150 Early: 4.2L VIN [2], 4.6L VIN [6]

F-150 Late/F-250 Light Duty: 4.6L VIN [6], 5.4L VIN [L,M]
F-250 Heavy Duty: 5.8L VIN [H], 7.3L DIESEL VIN [F],
7.5L VIN [G]
F-350: 5.8L VIN [H],7.3L DIESEL VIN [F], 7.5L VIN [G]
E-150, E-250, E-350
* READ THIS FIRST *
Before preforming maintenance on vehicle, ensure that all

cautions and warnings have been observed to prevent vehicle damage or
personal injury. See CAUTIONS & WARNINGS in the appropriate
MAINTENANCE INFORMATION article in this section.
* MAINTENANCE INFORMATION - E Series

* MAINTENANCE INFORMATION - F Series
NOTE: Early production F150 Pickups were produced before 6/24/96

and late production produced 6/24/96 and later.
Introduction
The frequency of scheduled inspection and maintenance
services in this article are based on normal vehicle usage ONLY. The
following severe conditions are NOT taken into account:
* Towing a trailer or carrying a heavy load.

* Operating in severe dust conditions.
* Extensive idling, such as police, taxi or
door-to-door service.
* Off-Road Operation.
* Short trips of less than 10 miles (16 KM) when
outside temperatures remain below 0 F (-18 C).
If none of these conditions apply, this Severe service

schedule article is excessive. DO NOT USE. Instead, use the Normal
service schedule: See SCHEDULED SERVICES - NORMAL SERVICE.
TIME-BASED MAINTENANCE ITEMS
Some maintenance items wear based on distance. Other items

wear over a period of time. Still others wear over a combination of
time and distance.
All intervals in this article are distance-based, and thus
are inadequate because they don't reflect time-based wear.
Use the following TIME-BASED MAINTENANCE ITEMS TABLE
with the intervals to compensate for all manners of wear (both
distance and time).
TIME-BASED MAINTENANCE ITEMS TABLE
Item Action Time (1)
Coolant Reservoir Level Inspect Once A Month
Operation of Lamps, Horns, Inspect Once A Month

Turn Signals, Windshield
Wipers & Washers and Hazard
Warning Flasher.
Fluid Leaks Beneath Vehicle Inspect Once A Month
Power Steering Fluid Level Inspect Every 6 Months
Clutch Master Cylinder Fluid Inspect Every 6 Months
Radiator, Heater and Inspect Every 6 Months

Air Conditioning Hoses
Clean Body & Door Drain Holes Service Every 6 Months
Underbody Flushing Service Every 6 Months
Underbody Components Inspect Every 6 Months
Parking Brake System Inspect Every 6 Months
Headlamp Alignment Inspect Every 6 Months
Seat & Shoulder Belt Webbing Inspect Every 6 Months

Buckles & Release Mechanisms
Seatback Latches Inspect Every 6 Months
Air Pressure in Spare Tire Inspect Every 6 Months
Windshield Washer Spray Inspect Every 6 Months
Wiper Operation Service Every 6 Months
Lubricate Door, Hood & Service Every 12 Months

Tailgate Hinges and Checks
Lubricate Door, Hood & Tailgate Service Every 12 Months

Hinges Locks & Latches
Lubricate Door Weatherstrips Service Every 12 Months

Clean Battery & Terminals Service Every 12 Months
& Check Electrolyte Level
Engine Oil & Filter Replace Every 5,000 Miles

Cooling System Inspect Every 15,000 Miles

(24,000 KM) or 12 Months
Engine Coolant (initially) Replace At 50,000 Miles

Engine Coolant after Replace At 30,000 Miles

initial change (48,000 KM) Or 36 Months
Air Cleaner Filter Replace At 30,000 Miles

(1) - If both a time and distance are specified for a particular

item, perform whichever comes first.
3,000 MILE (5,000 KM) SEVERE DUTY SERVICE
REPLACE
Engine Oil & Filter
SERVICE
Lubricate Clutch Release Lever (7.5L & 7.3L Diesel Only)

Oil
(1)

FLUID CAPACITIES
4.6L: Drained, With Filter 6.0 Qts. (5.7L) SCHEDULED SER


INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B SCHEDULED SERVICES - SEVERE SERVICE Article Te
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

REPLACE
Engine Oil & Filter

Oil
(1)
SCHEDULED SERVICES - SEVERE SERVICE Article Text
FLUID CAPACITIES

INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil SCHEDULED SER
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

INSPECT

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 7)
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
SCHEDULED SER
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)
7.5L: Drained, With A/C SCHEDULED

19.8 Qts. (18.7L) SERVICES - SEVERE SERVICE Article Text (p. 9)

INSPECT
Exhaust System
SERVICE

Lubricate Clutch Release Lever (7.5L & 7.3L Diesel Only)
REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage SCHEDULED SERVICES - SEVERE SERVICE Article
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

REPLACE
Engine Oil & Filter

Oil
(1)

Transmission
Fluid
SCHEDULED SERVICES - SEVERE SERVICE Article Text (p.
FLUID CAPACITIES

Transmission

INSPECT
Exhaust System
SERVICE
Rotate Tires and Adjust Air Pressure SCHEDULED SER


REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SERVICES - SEVERE SERVICE Article Te

REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES


SCHEDULED SERVICES - S
VERIFY
INSPECT
Disc Brake System
SERVICE

REPLACE
Engine Oil & Filter
Manual Transmission Fluid
Rear Axle Lube (F-Super Duty only)

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 1
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control SCHEDULED SERVICES - SEVERE SERVICE Article Te
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

Transmission
Fluid 4.6L: Capacity 3.75 Qts.SCHEDULED
(3.5L) SERVICES - SEVERE SERVICE Article Text (p. 17)
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

VERIFY
SERVICE
REPLACE
Engine Oil & Filter
Material Condition Specification SCHEDULED SERVICES - SEVERE SERVICE Article Te

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

VERIFY
Last Major Service Was Performed SCHEDULED SERVICES - SEVERE SERVICE Article Tex
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES
SCHEDULED SERVICES - SEVERE SERVICE Article T

VERIFY
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES
5.8L: Drained, With Filter 5.0 Qts. (4.7L) SCHEDULED SER


VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Transmission SCHEDULED SERVICES - SEVERE SERVICE Article Te
Fluid

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Transmission


VERIFY
INSPECT
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant

SCHEDULED SER
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System
SERVICE


REPLACE
Engine Oil & Filter
Engine Coolant (1)
coolant is changed.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
SERVICE
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
SERVICE
Lubricate Steering Linkage Suspension, Driveshaft U-Joint SCHEDULED SER

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


VERIFY
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES


VERIFY
INSPECT
Accessory Drive Belts
Exhaust System
Disc Brake System
SERVICE

REPLACE
Engine Oil & Filter

PCV Valve
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Case Oil

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 3
Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool SCHEDULED SERVICES - SEVERE SERVICE Article Text (

7.3L: Drained 29.0 Qts. (27.0L)

Transmission

Case
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

63,000 MILE (105,000 KM) SEVERE DUTY SERVICESCHEDULED SERVICES - SEVERE SERVICE Article Text (p.
VERIFY
SERVICE
REPLACE
Engine Oil & Filter

Oil
(1)

Transmission
Fluid

FLUID CAPACITIES

Transmission

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1) SCHEDULED SERVICES - S

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

VERIFY
SERVICE SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 38)

REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 39
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER

VERIFY
INSPECT
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.
LUBRICATION SPECIFICATIONS SCHEDULED SERVICES - SEVERE SERVICE Article Te


Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
INSPECT
Exhaust System
SERVICE

if equipped with grease fittings. SCHEDULED SERVICES - SEVERE SERVICE
REPLACE
Engine Oil & Filter
Engine Coolant (1)
coolant is changed.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
REPLACE
Engine Oil & Filter SCHEDULED SERVICES - S


Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
SERVICE

if equipped with grease fittings. SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 4
REPLACE
Engine Oil & Filter

Oil
(1)

Transmission
Fluid

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

(5) - If vehicle is operated "off road" in water that is deeper
than the hubs (1/2 wheel height) then service daily.
FLUID CAPACITIES


Transmission

VERIFY
SERVICE
REPLACE
Engine Oil & Filter
Engine All SAE 5W-30 SCHEDULED SERVICES - SEVERE SERVICE Article Te

Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
Disc Brake System

SERVICE

REPLACE
Engine Oil & Filter
PCV Valve
Fuel Filter (1)

illumniated.
SCHEDULED SER

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Case Oil

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

Transmission
Transfer 4x4 2.0 Qts. ( 1.9L) SCHEDULED SER

Case
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

VERIFY
SERVICE
REPLACE
Engine Oil & Filter

Oil
(1)

certification mark with the Starburst Symbol. SCHEDULED SERVICES - SEVERE SERVICE Article Text
FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter


Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


SCHEDULED SER
VERIFY
REPLACE
Engine Oil & Filter
Rear Axle Lube

Oil
(1)

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

FLUID CAPACITIES
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L) Copyright © 1998 M

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 56)1998 Ford Econoline E250For 1
Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

VERIFY
INSPECT
Exhaust System
SERVICE

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

VERIFY
INSPECT

SCHEDULED SER
Disc Brake System
SERVICE
REPLACE
Engine Oil & Filter
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Column Grease
Steering ESA M175-B
SCHEDULED SER
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

Cool or Super Cool & A/C SCHEDULED SERVICES - SEVERE SERVICE Article Text
7.3L: Drained 29.0 Qts. (27.0L)

Transmission

VERIFY
INSPECT
Exhaust System
SERVICE


REPLACE
Engine Oil & Filter
Engine Coolant (1)
coolant is changed.

Oil
(1)

Ethylene Glycol

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

SCHEDULED SER

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

VERIFY
REPLACE
Engine Oil & Filter


Oil
(1)

FLUID CAPACITIES

VERIFY
INSPECT
Exhaust System
SERVICE
Lubricate Steering Linkage Suspension, Driveshaft U-Joint SCHEDULED SER

REPLACE
Engine Oil & Filter

Oil
(1)

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES


VERIFY
REPLACE
Engine Oil & Filter

Oil
(1)

FLUID CAPACITIES


VERIFY
INSPECT
Exhaust System
Disc Brake System
SERVICE

REPLACE
Engine Oil & Filter

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p
PCV Valve
Fuel Filter (1)

illumniated.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Case Oil

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 6
Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots

FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool SCHEDULED SERVICES - SEVERE SERVICE Article Text (

7.3L: Drained 29.0 Qts. (27.0L)

Transmission

Case
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity

LUBRICATION SPECIFICATIONS TABLE SCHEDULED SERVICES - SEVERE SERVICE Article Text (p.

Oil
(1)

Ethylene Glycol

Transmission
Fluid

Transmission
Fluid
Front Axle 4x4 SAE 75W-90

Premium Rear Axle
Lubricant
Ford Specifications
WSP M2C197-A

Case Oil

Column Grease
Steering ESA M175-B
Linkage,
Clutch
Linkage
Pivots,
Parking
Brake Linkage
Pivots &
Clevises,
Transmission
Control
Linkage
Pivots
Power All Mercon ATF

SCHEDULED SERVICES - SEVERE SERVICE Article Text (p. 71)
Steering
Fluid

FLUID CAPACITIES
FLUID CAPACITIES

Coolant
5.4L: Drained 20.8 Qts. (19.7L)

Standard Cool

Standard Cool

7.3L: Drained 29.0 Qts. (27.0L)

Transmission

Transmission

Case
Front Axle 4.2L: Capacity 3.5 - 3.7 Pts.

(1.66 - 1.75L)
4.6L: Capacity 3.5 - 3.7 Pts.

(1.66 - 1.75L)

SCHEDULED SER
5.8L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
5.8L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
7.5L (10.25" Ring Gear): 7.5 Pts. (3.5L)

Capacity
7.5L (11.25" Ring Gear): 8.3 Pts. (3.9L)

Capacity
Power Capacity 2.4 Pts. ( 2.3L)

Steering
Fuel Tank 4.2L & 4.6L Short Wheel Base:

4x2 Super Cab
4x4 Super Cab
4.2L & 4.6L Short Wheel Base: 24.5 Gal. (92.7L)

4x4 Regular Cab
4.2L & 4.6L Long Wheel Base: 30.0 Gal. (113.6L)

4x2 Regular Cab (2) 19.0 Gal. (72.0L)
4x4 Regular Cab (3)
4x4 A/T Regular Cab

4x4 Regular Cab
F250 (Front Mounting)

Short Wheel Base:
4x4 Super Cab
4x2 Crew Cab
4x4 Crew Cab
F250 (Rear Mounting)

Short Wheel Base:
4x4 Super Cab
4x2 Crew Cab
4x4 Crew Cab
F250 (Front Mounting): SCHEDULED SERVICES - SEVERE SERVICE Article Text

4x2 Super Cab
4x4 Super Cab

4x2 Super Cab
4x4 Super Cab

4x2 Crew Cab
4x4 Crew Cab
4x2 Super Cab

4x2 Crew Cab
4x4 Crew Cab
4x2 Super Cab

4x2 Pickup (2)
4x4 Pickup (3) 19.0 Gal. (72.0L)
4x2 Chassis Cab (2)
4x4 Chassis Cab (3)

4x2 Pickup
4x4 Pickup 18.2 Gal. (69.0L)
4x2 Chassis Cab
4x4 Chassis Cab

4x2 SRW Chassis Cab (2)

4x2 SRW Chassis Cab
4x4 DRW Chassis Cab
F Super Duty (Front Mounting):

4x2 (Wheelbase 136.8 In.) (2) 19.0 Gal. (72.0L)
F Super Duty (Rear Mounting):

4x2 (Wheelbase 136.8 In.) SCHEDULED SERVICES - SEVERE SERVICE Article Text (
19.0 Gal. (72.0L)

(2) - With Diesel Engine 20.0 Gals. (76.0L).
(3) - With E4OD transmission Diesel Engine 22.0 Gals. (83.0L) and
all other EFI Engines 16.5 Gals. (62.0L).
END OF ARTICLE

SEATS - POWER
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Power Seats
Ford; Van
The 6-way power seats provide horizontal, vertical and tilt

adjustments. System consists of control switch, seat regulator motor,
vertical and horizontal screw drives and gear mechanism, housing
assembly and necessary wiring. Seat function switches are mounted on
side of seat trim panel. Power seat circuits are protected by fuses
and/or circuit breakers located in fuse panel and power distribution
box. Some models are equipped lumbar support system.
Horizontal movement is controlled by a transmission, lead
screw and motor attached to the movable section of the track. Vertical
drive unit is located on left side of the movable track. Vertical
operation energizes center and rear armatures and vertical drive units
move seat up or down. In tilt operation, armatures move front or rear
vertical drive screws to adjust seat. The motor unit is serviced as an
assembly.
TROUBLE SHOOTING
Before performing individual component tests or diagnostic

tests, check the following for possible cause of system malfunction:
* Blown fuses or faulty circuit breaker.

* Damaged wiring.
* Damaged motors.
* Faulty switches.
* Damaged lumbar/bolster support bladders.
* Damaged or kinked air hoses.
COMPONENT TESTS
NOTE: Some individual component testing is not available from

manufacturer at time of publication. See appropriate symptom
test under SYSTEM TESTS.
SEAT CONTROL SWITCH
Remove seat control switch and disconnect harness connector.

Measure resistance between seat control switch terminals with switch
in appropriate position. See SEAT CONTROL SWITCH RESISTANCE table. See
Fig. 1. If resistance is not as specified, replace seat control
switch.
SEAT CONTROL SWITCH RESISTANCE TABLE
Switch Between Resistance

Position Terminals No. Ohms
Neutral (1) .............. 1 & 3 ........ Greater Than 5

Entire Seat Down ... 1, 7 & 8; 3, 4 & 6 .... Less Than 5
Entire Seat Up ..... 1, 4 & 6; 3, 7 & 8 .... Less Than 5
Forward ............... 1 & 2; 3 & 5 ....... Less Than 5
Rearward .............. 1 & 5; 2 & 3 ....... Less Than 5
Front Down ............ 1 & 8; 3 & 6 ....... Less Than 5
Front Up .............. 1 & 6; 3 & 8 ....... Less Than 5
Rear Down ............. 1 & 7; 3 & 4 ....... Less Than 5
Rear Up ............... 1 & 4; 3 & 7 ....... Less Than 5
(1) - Resistance between terminal No. 1 and all other

terminals (except terminal No. 3) should be less than
5 ohms.
Fig. 1: Identifying Seat Control Switch Terminals

SYSTEM TESTS
NOTE: Before beginning system testing, perform TROUBLE SHOOTING.
Verify customer complaint by operating power seat. Visually

inspect for obvious sign of mechanical and electrical damage. If no
visual damage is evident, perform appropriate diagnostic test. See
SYMPTOM CHART. A digital volt-ohmmeter is required to test the power
seat system. See WIRING DIAGRAMS for terminal numbers.
SYMPTOM CHART
Symptom Go To Test
Power Seat Completely Inoperative ...................... A

Power Seat
SEATS Noisy .......................................
- POWER Article Text (p. 2)1998 C Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Company, LLC
Power Seat Loose ....................................... D
Improper Horizontal/Vertical Operation ................. E
TEST A: POWER SEAT COMPLETELY INOPERATIVE
NOTE: Before beginning this test, ensure seat and seat track are
free from all obstructions.
1) Test Power To Seat Switch

Disconnect seat control switch harness connector. Measure
voltage at Black/White wire at seat control switch harness connector.
If battery voltage exists, go to next step. If battery voltage does
not exist, repair open or short to ground in Black/White wire.
2) Test Ground At Switch
Measure resistance between ground and Black wire at seat
control switch harness connector. If resistance is 5 ohms or less,
replace seat control switch. If resistance is greater than 5 ohms,
repair open in Black wire.
TEST C: POWER SEAT NOISY
Check Seat Track Alignment

Ensure ignition is off. Check alignment of seat track to
floor and seat bottom. If seat track is out of alignment, align seat
track. If seat track is not out of alignment, replace seat track
assembly.
TEST D: POWER SEAT LOOSE
Check Hardware
Check fastening hardware for proper installation. If hardware
is loose, tighten hardware. If hardware is not loose, replace seat
track assembly.
TEST E: IMPROPER HORIZONTALLY/VERTICALLY OPERATION
NOTE: Before beginning this test, ensure seat and seat track are
free from all obstructions.
1) Which Direction Has Failed

Ensure ignition switch is in LOCK position. Operate seat in
all directions. If seat does not move horizontally, go to next step.
If seat does not move vertically, go to step 7).
2) Test Voltage At Forward/Reverse Motor
Disconnect seat motor harness connector. Measure voltage
between Yellow/White and Red/White wires at seat motor harness
connector. Operate seat control switch in both horizontal directions
while observing voltmeter. If voltage does not change from less than -
10 volts to greater than 10 volts, go to next step. If voltage changes
from less than -10 volts to greater than 10 volts, replace seat motor
assembly.
SEATS - POWER Article Text (p. 3)1998 Ford Econoline E250For 1
3) Test Yellow/White Wire For Open
resistance in Yellow/White wire between seat control switch harness
connector and seat motor harness connector. If resistance is 5 ohms or
less, go to next step. If resistance is greater than 5 ohms, repair
open in Yellow/White wire.
4) Test Yellow/White Wire For Short
Measure resistance between ground and Yellow/White wire at
seat control switch harness connector. If resistance is 10 k/ohms or
greater, go to next step. If resistance is less than 10 k/ohms, repair
short to ground in Yellow/White wire.
5) Test Red/White Wire For Open
Measure resistance in Red/White wire between seat control
switch harness connector and seat motor harness connector. If
resistance is 5 ohms or less, go to next step. If resistance is
greater than 5 ohms, repair open in Red/White wire.
6) Test Red/White Wire For Short
Measure resistance between ground and Red/White wire at seat
control switch harness connector. If resistance is 10 k/ohms or
greater, replace seat control switch. If resistance is less than 10
k/ohms, repair short in Red/White wire.
7) Test For Tilting Function Failure
Operate tilting functions. If only forward tilting function
works, go to next step. If only rear tilting function works, go to
step 13). If no tilting functions work, replace seat control switch.
8) Test Voltage At Rear Tilting Motor
between Red/Light Green and Yellow/Light Green wires at seat motor
harness connector. Operate seat control switch in both rear tilting
directions, while observing voltmeter. If voltage does not change from
less than -10 volts to greater than 10 volts, go to next step. If
voltage changes from less than -10 volts to greater than 10 volts,
replace seat motor assembly.
9) Test Red/Light Green Wire For Open
resistance in Red/Light Green wire between seat control switch harness
open in Red/Light Green wire.
10) Test Red/Light Green Wire For Short
Measure resistance between ground and Red/Light Green wire at
short to ground in Red/Light Green wire.
11) Test Yellow/Light Green Wire For Open
Measure resistance in Yellow/Light Green wire between seat
control switch harness connector and seat motor harness connector. If
greater than 5 ohms, repair open in Yellow/Light Green wire.
12) Test Yellow/Light Green Wire For Short
Measure resistance between ground and Yellow/Light Green wire
at seat control
SEATS switch harness connector.
- POWER If resistance
Article Text is 10
(p. 4)1998 k/ohms
Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Co
or greater, replace seat control switch. If resistance is less than 10
k/ohms, repair short in Yellow/Light Green wire.
13) Test Voltage At Front Tilting Motor
between Red/Light Blue and Yellow/Light Blue wires at seat motor
harness connector. Operate seat switch in both front tilting
directions, while observing voltmeter. If voltage does not change from
less than -10 volts to greater than 10 volts, go to next step. If
voltage changes from less than -10 volts to greater than 10 volts,
replace seat motor assembly.
14) Test Red/Light Blue Wire For Open
resistance in Red/Light Blue wire between seat control switch harness
open in Red/Light Blue wire.
15) Test Red/Light Blue Wire For Short
Measure resistance between ground and Red/Light Blue wire at
short to ground in Red/Light Blue wire.
16) Test Yellow/Light Blue Wire For Open
Measure resistance in Yellow/Light Blue wire between seat
control switch harness connector and seat motor harness connector. If
greater than 5 ohms, repair open in Yellow/Light Blue wire.
17) Test Yellow/Light Blue Wire For Short
Measure resistance between ground and Yellow/Light Blue wire
at seat control switch harness connector. If resistance is 10,000 ohms
or greater, replace seat control switch. If resistance is less than
10,000 ohms, repair short to ground in Yellow/Light Blue wire.

WARNING: On vehicle with automatic seat belt tensioner, the back-up

power supply MUST BE depleted before repairs are performed.
SEAT ASSEMBLY

Disconnect negative battery cable and wait one minute before
proceeding with removal. Remove seat track lower shield, if equipped.
Remove insulators covering mounting nuts and/or bolts. Remove mounting
nuts, bolts and washers. Lift seat slightly and disconnect harness SEATS - POWER Article Text (p. 5)
1998 Ford Econo
connectors. Remove seat assembly. To install, reverse removal
procedure.
SEAT CUSHION
NOTE: Procedure may vary slightly depending on seat size and power
options.

1) Remove seat and track assembly. See SEAT ASSEMBLY. Remove
screws from left side shield. Carefully disconnect and tag air hoses
from lumbar/bolster support switches, if equipped. Disconnect switch-
to-motor connectors. Remove left side shield. Remove remaining
shields.
2) Remove hog rings securing lower portion of seatback cover.
Slide seatback cover up enough to remove seatback frame bolts. Remove
seatback. Disconnect air line from lumbar and bolster bladders, if
equipped. Remove hog rings securing cover rods to seat frame. Remove
cover and cushion. To install, reverse removal procedure.
POWER SEAT MOTOR
NOTE: Power seat motors are not serviceable. If power seat motor
is defective, entire seat track must be replaced.
LUMBAR SUPPORT BACK PAD ADJUSTER

Remove seat and track assembly. See SEAT ASSEMBLY. Remove
seatback cover. Disconnect seatback adjusting hose. Using a
screwdriver, bend adjuster-to-seatback frame retaining tabs inward.
Remove adjuster from seatback frame. To install, reverse removal
procedure.
SEAT CONTROL SWITCH

Disconnect negative battery cable an wait one minute before
proceeding with removal. Remove side shield retaining screws. Remove
side shield. Remove 2 switch retaining screws. Remove switch and
housing. Disconnect electrical connector. Remove control switch. To
SEAT BACK CONTROL SWITCH

Disconnect negative battery cable an wait one minute before
proceeding with removal. Remove seat cushion frame and spring
assembly. Remove regulator control processor sensor. Remove control
switch and housing attaching screws. Disconnect adjusting hose and
electrical connector from switch. Remove switch. To install, reverse
removal procedure.
SEATS - POWER Article Text (p. 6)1998 Ford Econolin
WIRING DIAGRAMS
Fig. 2: Power Seats System Wiring Diagram
END OF ARTICLE
SEATS - POWER Article Text (p. 7)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Info
SHIFT INTERLOCK SYSTEM
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. Shift Interlock Systems
ALL MODELS
DESCRIPTION & OPERATION - PASSENGER CARS
ASPIRE & PROBE
Description & Operation

System is a 2-function electro/mechanical system which
prevents free movement of the shift lever. Shift lever may not be
moved from "N" or "P" positions to other gears unless the shift lever
button is depressed, the ignition switch is in START or RUN position
and the brake pedal is depressed.
A cable system between ignition switch and shift lever
prevents ignition key from being removed from switch unless shift
lever is in "P" position.
A electronic shift interlock actuator, mounted at the base of
the shift lever, locks shift lever in "P" position until ignition
switch is in RUN position and brake pedal is depressed.
Emergency Override Function

Ensure shift lever is locked in Park. Use a screwdriver to
lift small access cover at upper right corner of shift bezel. Insert a
screwdriver vertically into access hole and push downward to release
lock lever. Ensure shift lever is released from Park.
Diagnostic Procedure
Verify customer complaint. Visually inspect the following
components of the shift interlock system:
Mechanical Components
* Shift lever assembly for damage or misadjustment.

* Ignition switch/interlock cable for damage or misadjustment.
* Switches and brackets for damaged.
Electrical Components
* Fuses (METER and STOP)
* Loose Or Damaged Connections
* Brake On/Off (BOO) Switch Connections
* Wiring Harness
NOTE: See appropriate wiring diagram to diagnose electrical

circuits and identify fuses and circuit numbers. See WIRING
DIAGRAMS.
1) Check Fuses - Check 15A METER and 15A STOP fuses located
in the interior fuse junction block. If fuses are okay, go to step 4).
If fuses are not okay, go to next step.
2) Check Electrical System - With ignition off, replace blown
fuse(s). Turn ignition on. If the fuse blows again, go to next step.
If the fuse does not blow again, go to step 4).
3) Check For Short To Ground - Turn ignition off. Remove
METER and STOP fuses. Locate and disconnect shift interlock actuator
connectors. See Fig. 8. Using DVOM, measure and record resistance
between STOP fuse holder terminals and ground. Measure and record
resistance between METER fuse holder terminals and ground. If each
resistance is more than 10 k/ohms, reinstall fuses and go to next
step. If any resistance is less than 10 k/ohms, repair short in
appropriate wire. Reconnect all connectors. Install gearshift lever,
console and knob.
4) Check Supply Voltage To Shift Interlock Actuator - Turn
ignition on. Using DVOM, measure voltage between shift interlock
actuator 3-pin wiring harness connector Yellow (Aspire) or Yellow/Red
(Probe) and Black/Yellow wires and ground. If voltage is more than 10
volts, go to next step. If voltage is less than 10 volts, repair open
in appropriate wire.
5) Check BOO Switch Signal To Shift Interlock Actuator - Turn
ignition off. Connect DVOM leads between shift interlock actuator 3-
pin wiring harness connector Green (Aspire) or White/Green (Probe)
wire and ground. While monitoring DVOM, press brake pedal. If voltage
is more than 10 volts, go to step 7). If voltage is less than 10
volts, go to next step.
6) Check Stoplight Operation - If stoplights operate when
brake pedal is depressed, repair open Green wire between BOO switch
and shift lock actuator. If stoplights do not operate when brake pedal
is depressed, diagnose problem in stoplight circuit. See appropriate
EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT of appropriate
MITCHELL(R) manual.
7) Check Shift Interlock Actuator Ground - Ensure gearshift
lever is in "P" position. Using DVOM, measure resistance between shift
interlock actuator 1-pin connector Black wire and ground. If
resistance is less than 5 ohms, replace shift interlock actuator. On
Aspire models, if resistance is more than 5 ohms, repair open in Black
wire between shift interlock actuator and ground. See WIRING DIAGRAMS.
On Probe models, if resistance is more than 5 ohms, go to next step.
NOTE: Step 8) only applies to Probe models.
8) Check Park Range Switch - Remove transmission control

selector dial bezel. Press the brake pedal and place transmission
selector lever in "1" position. Disconnect park range switch
connector. Using DVOM, measure and record resistance between park
range switch connector terminals. Depress park range switch and
measure resistance between park range switch connector terminals.
Resistance should be 5 ohms or less with switch depressed and more
than 10 k/ohms with switch released. If either resistance is not as
specified, replace park range switch. If both resistance's are as
specified, repair Black wire between park range switch and ground. See
WIRING DIAGRAMS.
SHIFT INTERLOCK SYSTEM Article Text (p. 2)1998 Ford Econoline E250
CONTINENTAL & TOWN CAR

prevents free movement of the shift lever. An actuator on the ignition
switch end of the interlock cable prevents ignition switch from being
turned to LOCK position unless shift lever is in "P" position. Shift
lever may not be moved from "P" position if the ignition key is in the
RUN position unless the brake pedal is depressed.
A electronic shift lock actuator, mounted at the base of the
shift lever, locks shift lever in "P" position until ignition switch
is in RUN position and brake pedal is depressed.
Inspection
Turn ignition switch to RUN position. Ensure shift lever is
in "P" position. Ensure shift lever may only be moved to "R" position
when brake pedal is depressed. Ensure ignition switch can not be
turned to LOCK position with shift lever in "R" position. Move shift
lever to "P" position and ensure ignition switch may be turned to LOCK
position and key removed.

* Fuses
* Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch
Connections
* Wiring harness

DIAGRAMS.
1) Check Brakelight Operation - Depress brake pedal. If

brakelights illuminate, go to step 7). If brakelights do not
illuminate, go to next step.
2) Check Fuse - Check appropriate fuse (hot at all times
circuit) in fuse panel. See WIRING DIAGRAMS. If fuse is okay, go to
step 4). If fuse in blown, go to next step.
3) Check Wire To BOO/BPP For Short To Ground - Turn ignition
off. Disconnect BOO/BPP switch connector. Using DVOM, measure
resistance of wire between fuse (hot at all times circuit) terminal
and BOO/BPP switch harness connector terminal. If resistance is more
10 k/ohms,
SHIFT go to next step.
INTERLOCK If resistance
SYSTEM is less
Article Textthan
(p. 10 k/ohms,
3)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information
repair wire between fuse panel and BOO/BPP switch for short to ground.
Reconnect all connectors and retest system.
4) Check Wire To BOO/BPP Switch For Open - Using DVOM,
measure resistance of wire between fuse (hot at all times circuit)
terminal and corresponding BOO/BPP switch harness connector terminal.
more than 5 ohms, repair open in wire between fuse panel and BOO/BPP
switch. Reconnect all connectors and retest system.
5) Check BOO/BPP Switch - Using DVOM, measure resistance
between 2 outer BOO/BPP connector terminals. Apply brakes and recheck
resistance. Resistance should be more than 10 k/ohms without brake
pedal applied and less than 5 ohms with brake pedal applied. If switch
operates as specified, go to next step. If switch does not operate as
specified, replace BOO/BPP switch and retest system.
6) Check Wire To Shift Interlock Actuator For Short To Ground
- Disconnect shift interlock actuator connector. Using DVOM, measure
resistance of BOO/BPP switch-to-shift interlock actuator harness
connector wire and ground. If resistance is less than 10 k/ohms, go to
next step. If resistance is more than 10 k/ohms, repair short in wire
between BOO/BPP switch connector and shift interlock actuator
connector. Reconnect all connectors and retest system.
7) Check Wire To Shift Interlock Actuator For Open - Using
DVOM, measure resistance of wire between BOO/BPP switch connector and
shift interlock actuator connector. If resistance is less than 5 ohms,
wire between BOO/BPP switch connector and shift interlock actuator
8) Check Voltage To Shift Interlock Actuator - Turn ignition
on. Using DVOM, measure voltage between wire from appropriate fuse
(hot in RUN circuit) and ground. If battery voltage is present, go to
step 12). If battery voltage is not present, go to next step.
9) Check Fuse - Turn ignition off. Remove and check
appropriate fuse (hot in RUN circuit). See WIRING DIAGRAMS. If fuse is
okay, go to step 11). If fuse is blown, go to next step.
10) Check Wire To Shift Interlock Actuator For Short To
Ground - Using DVOM, measure resistance between shift interlock
actuator connector terminal (hot in RUN circuit) and ground. If
resistance is more than 10 k/ohms, go to next step. If resistance is
less than 10 k/ohms, repair open in wire between fuse panel (hot in
RUN circuit) and shift interlock actuator connector. Reconnect all
connectors and retest system.
11) Check Wire To Shift Interlock For Open - Using DVOM,
measure resistance of wire between fuse terminal (hot in RUN circuit)
and shift interlock actuator connector terminal. If resistance is less
repair open wire between fuse panel (hot in RUN circuit) and shift
interlock actuator connector. Reconnect all connectors and retest
system.
12) Check Shift Interlock Actuator Ground For Open - Turn
ignition on. Using DVOM, measure resistance between shift interlock
actuator connector Black wire and ground. If resistance is less than 5
ohms, replace shift interlock actuator. Reconnect all connectors SHIFT
and INTERLOCK SYSTEM Article Text (p. 4)
retest system. If resistance is more than 5 ohms, repair open Black
wire between shift interlock actuator connector and ground.
CONTOUR & MYSTIQUE

Inspection
brake pedal is depressed. Ensure ignition switch can not be turned to
LOCK position with shift lever in "R" position. Move shift lever to
"P" position and ensure ignition switch may be turned to LOCK position
and key removed.

* Ignition switch for damage or misadjustment.
* Open Or Shorted Circuits
Connections
* Fuse(s)
* Faulty Interface Module
* Faulty Key Removal Inhibit Solenoid
* Faulty Bulbs

DIAGRAMS.
1) Check Fuse No. 23 (15A) - Check fuse No. 23 located in the

interior fuse panel. If fuse if okay, go to next step. If fuse is not
okay, replace fuse and recheck operation. If fuse blows again, check
Purple/White wire for short to ground. Repair as necessary.
2) Check Fuse No. 34 (7.5A) - Check fuse No. 34 located in
the interior fuse panel. If fuse is okay, go to next step. If fuse is SHIFT INTERLOCK SYSTEM Article Text (p. 5)
not okay, replace fuse and recheck operation. If fuse blows again,
check Orange/Yellow wire for short to ground. Repair as necessary.
3) Check Fuse No. 30 (7.5A) - Check fuse No. 30 located in
the interior fuse panel. If fuse is okay, go to next step. If fuse is
not okay, replace fuse and recheck operation. If fuse blows again,
check Orange/Black or Purple/Yellow wire between fuse panel and
gearshift lever unit for short to ground. Repair as necessary.
4) Check Voltage To Gearshift Lever Unit - Remove gearshift
lever unit and disconnect electrical connector. Turn ignition on.
Using DVOM, measure voltage between gearshift lever unit wiring
harness connector Purple/White (terminal No. 1), Orange/Yellow
(terminal No. 3) wires and ground. If voltage is more than 10 volts,
go to next step. If voltage is less than 10 volts, repair open wire
between fuse panel and gearshift lever unit.
5) Check Circuit 31S For Open - Turn ignition off. Disconnect
16-pin instrument interface module connector located below left outer
heater duct. Using DVOM, measure resistance of Black/White wire
between gearshift lever unit wiring harness connector and instrument
interface module connector. If resistance is less than 5 ohms, go to
next step. If resistance is more than 5 ohms, repair open Black/White
wire. Reconnect all connectors and retest system.
6) Check Circuit 29S For Open - Using DVOM, measure
resistance of Orange/Yellow wire between gearshift lever unit wiring
harness connector (terminal No. 4) and instrument interface module
resistance is more than 5 ohms, repair open Orange/Yellow wire.
7) Check Circuit 31S For Short - Turn ignition on. Using
DVOM, measure voltage between gearshift lever unit wiring harness
connector Black/White wire and ground. If voltage is less than one
volt, go to next step. If voltage is more than one volt, repair short
Black/White wire. Reconnect all connectors and retest system.
8) Check Gearshift Lever Unit Operation - Ensure ignition is
off. Reconnect gearshift lever unit connector. Connect a jumper wire
between instrument interface module connector Black/White (terminal
No. 8) wire and ground. Turn ignition on. Try to move gearshift lever
from Park to Reverse. If gearshift lever moves, go to next step. If
gearshift lever will not move, replace gearshift lever unit. Reconnect
all connectors and retest system.
9) Check Instrument Interface Module Ground - Using DVOM,
measure resistance between instrument interface module connector
Black/Yellow (terminal No. 15) wire and ground. If resistance is less
repair open Black/Yellow wire. Reconnect all connectors and retest
system.
10) Check Power Supply To Instrument Interface Module - Turn
ignition on. Using DVOM, measure voltage between instrument interface
module connector Purple/Black (terminal No. 11) wire and ground. If
than 10 volts, repair open Purple/Black wire. Reconnect all connectors
and retest system.
11) Check BOO/BPP Switch Operation - Turn ignition off.SHIFT Press INTERLOCK SYSTEM Article Text (p. 6)1998 Fo
down on brake pedal. If stoplights turn on, go to next step. If
stoplights do not turn on, diagnose BOO/BPP switch. See appropriate
MITCHELL(R) manual.
12) Check Circuit 29S For Open - Disconnect PCM. Install
breakout box leaving PCM disconnected. Using DVOM, measure resistance
between breakout box terminal No. 92 and instrument interface module
connector Orange/Black (terminal No. 7) wire. If resistance is less
than 5 ohms, replace instrument interface module. Reconnect all
connectors and retest system. If resistance is more than 5 ohms,
repair open Orange/Black wire. Remove breakout box, reconnect all
COUGAR & THUNDERBIRD
NOTE: Information not available.
ESCORT, ESCORT ZX2 & TRACER

Emergency Override Function

Ensure shift lever is locked in Park. Use a screwdriver to
lift small access cover at upper right corner of shift bezel. Insert a
screwdriver vertically into access hole and push downward to release
lock lever. Ensure shift lever is released from Park.

* Fuses (METER, ROOM (Escort and Tracer) Or HORN (Escort ZX2)
And STOP)
* Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch SHIFT INTERLOCK SYSTEM Article Text (p. 7)
Connections
* Faulty Park Sense switch
* Wiring Harness

DIAGRAMS.
1) Check Fuses - Check METER, ROOM or HORN and STOP fuses

located in the interior fuse junction block. If fuses are okay, go to
step 4). If fuses are not okay, go to next step.
fuse(s). Turn ignition on. If the fuse blows again, go to next step.
If the fuse does not blow again, go to step 4).
METER, ROOM or HORN and STOP fuses. Locate and disconnect shift
interlock actuator connector. Using DVOM, measure and record
resistance between each METER, ROOM or HORN and STOP fuse holder
terminals and ground. If each resistance is more than 10k/ohms,
reinstall fuses and go to next step. If any resistance is less than 10
k/ohms, repair short in appropriate wire. See WIRING DIAGRAMS.
4) Check Supply Voltage To Shift Lock Actuator - Turn
ignition off. Disconnect shift interlock actuator connector. Turn
ignition on. Using DVOM, measure voltage between shift lock actuator
wiring harness connector Blue/Red or Green/Yellow wire and ground. See
WIRING DIAGRAMS for appropriate wire colors. If voltage is more than
10 volts, go to next step. If voltage is less than 10 volts, repair
open in appropriate wire.
5) Check BOO Switch Signal To Shift Lock Actuator - Turn
ignition off. Connect DVOM leads between shift lock actuator harness
connector Green wire and ground. While monitoring DVOM, press brake
pedal. If voltage is less than 10 volts, go to next step. If voltage
is more than 10 volts, diagnose problem in stoplight circuit. See
appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT of
appropriate MITCHELL(R) manual.
6) Check Park Sense Switch Ground For Open - Disconnect park
sense switch connector. Using DVOM, measure resistance between park
range switch harness connector Black wire (right side wire with
connector tab facing upward) and ground. If resistance is less than 5
ohms, go to next step. If resistance is more than 5 ohms, repair open
Black wire. Reconnect all connectors and retest system.
7) Check Park Sense Switch - Using DVOM, measure resistance
between park sense switch connector terminals. Resistance should be
less than 5 ohms with selector lever release button released and more
than 10 k/ohms with selector lever release button pressed or selector
lever in any position other than Park. If resistance is not as
specified, replace selector lever and park sense switch. If resistance
is as specified, replace shift interlock actuator. Reconnect all
MARK VIII SHIFT INTERLOCK SYSTEM Article Text (p. 8)

Inspection
and key removed.
* Shift lever assembly and cable for damage or misadjustment.

Connections
* Faulty Steering Column/Ignition/Lighting (SCIL) Control
Module
* Fuse(s)
* Faulty Bulbs

DIAGRAMS.
1) Check Shift Interlock In ACC Position - Turn ignition to

ACC position. With brake pedal released, try and move selector lever
to "R" position. If lever moves to "R" position, go to step 3). If
lever does not move to "R" position, go to next step.
2) Check System Operation - Turn ignition on. Depress brake
pedal and move selector lever to "R" position. If lever does not move
to "R" position, go to step 4). If lever moves to "R" position, system
is operating normally. Check wiring harness and connectors for
intermittent operation.
3) Check Steering Column Adjustment
SHIFT INTERLOCK - Actuate
SYSTEM steering
Article column
Text (p. 9)1998 Ford Econoline E250For 1 Copyright © 1998 Mitche
adjustment switch to tilt or telescope position. If steering column
adjusts, go to next step. If steering column does not adjust, diagnose
communication problem with SCIL Module. See appropriate MODULE
COMMUNICATION NETWORK article in ACCESSORIES & EQUIPMENT of
appropriate MITCHELL(R) manual.
4) Check Stoplight Operation - Connect NGS scan tool to
Datalink connector. Select SCIL PID BOO _ SCI display. While
monitoring scan tool display, depress brake pedal. If PID BOO _ SCI
changes from off to on, go to next step. If PID BOO _ SCI does not
change, diagnose BOO/BPP switch circuit. See appropriate EXTERIOR
LIGHTS article in ACCESSORIES & EQUIPMENT of appropriate MITCHELL(R)
manual.
5) Check SCIL Module Output To Shift Interlock Solenoid -
Turn ignition off. Locate and disconnect shift interlock solenoid
connector. Turn ignition on. Connect DVOM between shift interlock
solenoid harness connector Light Blue/Black wire and ground. On NGS
scan tool, select SCIL MODULE ACTIVE COMMAND BRAKE SYSTEM. While
measuring voltage with DVOM, activate BRK/SHIFT on NGS scan tool. If
6) Check Light Blue/Black Wire For Short To Ground - Turn
ignition off. Locate and disconnect SCIL module connector. Using DVOM,
measure resistance between SCIL module connector C287 terminal No. 9
and ground. See Figs. 1 and 5. If resistance is more than 10 k/ohms,
go to next step. If resistance is less than 10 k/ohms, repair short
Light Blue/Black wire between SCIL module connector and shift
interlock solenoid connector.
7) Check Light Blue/Black Wire For Open - Using DVOM, measure
resistance of Light Blue/Black wire between SCIL module terminal No. 9
and shift interlock solenoid connector. If resistance is less than 5
ohms, replace SCIL module. Reconnect all connectors and retest system.
If resistance is more than 5 ohms, repair open in Light Blue/Black
wire.
8) Check Shift Interlock Solenoid Ground For Open - Using
DVOM, measure resistance between shift interlock solenoid connector
Black wire and ground. If resistance is less than 5 ohms, replace
shift interlock solenoid. Reconnect all connectors and retest system.
If resistance is more than 5 ohms, repair open Black wire between
shift interlock solenoid connector and ground.
9) Check Signal To Shift Interlock Solenoid - Disconnect
shift interlock solenoid connector. Using DVOM, measure voltage
between shift interlock solenoid connector Light Blue/Black wire
terminal and ground. If battery voltage is present, go to next step.
If battery voltage is not present, replace shift interlock solenoid.
10) Check SCIL Module For Short To Power - Disconnect SCIL
module connector. Using DVOM, measure voltage between Light Blue/Black
wire and ground. If battery voltage is present, repair short in Light
Blue/Black wire. Reconnect all connectors and retest system. If
battery voltage is not present, replace SCIL module. Reconnect all
SHIFT INTERLOCK SYSTEM Article Text (p. 10
Fig. 1: Identifying SCIL Module Connector C287 Terminals
MUSTANG

Inspection
and key removed.

Connections
* Fuse(s)
* Faulty PCM
* Faulty Bulbs

DIAGRAMS.
SHIFT INTERLOCK SYSTEM Article Text (p. 11)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
1) Check Fuse No. 1 (15A) - Remove and check fuse No. 1
located in the internal fuse panel. If the fuse is okay, go to step
3). If the fuse is not okay, go to next step.
2) Check Purple/Orange Wire Resistance - Ensure fuse No. 1 is
removed. Disconnect shift lock actuator connector located near
ignition switch. Using DVOM, measure resistance of Purple/Orange wire
between shift lock actuator wiring harness connector terminal and
ground. If resistance is more than 10 k/ohms, go to next step. If
resistance is less than 10 k/ohms, repair short Purple/Orange wire.
3) Check Power Supply To Shift Lock Actuator - Reinstall fuse
No. 1. Disconnect shift lock actuator connector. Using DVOM, measure
voltage between Purple/Orange wire terminal and ground. Turn ignition
on. If battery voltage is present, go to next step. If battery voltage
is not present, repair open Purple/Orange wire. Reconnect all
4) Check Stoplight Operation - Depress brake pedal. If
stoplights turn on, go to next step. If stoplights do not turn on,
diagnose BOO/BPP switch. See appropriate EXTERIOR LIGHTS article in
ACCESSORIES & EQUIPMENT of appropriate MITCHELL(R) manual.
5) Check Power Supply Between BOO/BPP Switch & Shift Lock
Actuator - With brake pedal depressed, measure voltage of Red/Light
Green wire between shift lock actuator connector and ground. If
present, repair open Red/Light Green wire. Reconnect all connectors
and retest system.
6) Check Ground Circuit Resistance - With shift lock actuator
connector disconnected, measure resistance between Black wire terminal
and ground. If resistance is less than 5 ohms, replace shift lock
actuator. If resistance is more than 5 ohms, repair open Black wire.
CROWN VICTORIA, GRAND MARQUIS, TAURUS & SABLE

prevents free movement of the shift lever. On models with column
shift, a shift interlock actuator is mounted on the steering column.
On models with floor-mount shifting, a shift interlock actuator is
mounted on the ignition switch end of the interlock cable. This
actuator prevents the ignition switch from being turned to LOCK
position unless shift lever is in "P" position. Shift lever may not be
moved from "P" position if the ignition key is in the RUN position
unless the brake pedal is depressed.
Inspection

* Open or shorted circuits.
* Loose or damaged connections.
* Brake On/Off (BOO) or Brake Pedal Position (BPP) switch
connections.
* Damaged shift lock actuator.
* Fuse(s).
* Faulty PCM.
* Faulty Bulbs.

DIAGRAMS.
1) Check No. 5 Fuse - Check fuse No. 5 located in the

interior fuse junction block. If fuse is okay, go to step 4). If fuse
is not okay, go to next step.
2) Check For Short To Ground - Turn ignition off. Remove fuse
No. 5. Locate shift interlock actuator on steering column under
instrument panel and disconnect electrical connector. Using DVOM,
measure and record resistance between fuse holder terminals and
ground. If resistance is more than 10 k/ohms, reinstall fuse and go to
next step. If resistance is less than 10 k/ohms, repair short
Gray/Yellow (Taurus and Sable) or Purple/Orange (Crown Victoria and
Grand Marquis) wire. Reconnect all connectors and retest system.
3) Check Supply Voltage To Shift Lock Actuator - Turn
ignition on. Using DVOM, measure voltage between shift interlock
actuator wiring harness connector Gray/Yellow wire and ground. If
than 10 volts, repair open Gray/Yellow (Taurus and Sable) or
Purple/Orange (Crown Victoria and Grand Marquis) wire.
4) Check Supply Voltage To BOO/BPP Switch - Turn ignition
off. Disconnect BOO/BPP switch connector. Using DVOM, measure voltage
between and ground. If voltage is more than 10 volts, go to next step.
If voltage is less than 10 volts, repair open Light Green/Red wire.
5) Check BOO/BPP Switch Signal To Shift Interlock Actuator -
Disconnect shift lock actuator connector. Depress brake pedal. Using
DVOM, measure voltage between shift interlock actuator connector
Red/Light Green (Taurus and Sable) or Light Green (Crown Victoria and INTERLOCK SYSTEM Article Text (p. 13)
SHIFT
Grand Marquis) wire and ground. Voltage should be more than 10 volts
with brake pedal depressed and less than 1 volt with brake pedal
released. If voltage is as specified, go to next step. If voltage is
not as specified, repair open Red/Light Green (Taurus and Sable) or
Light Green (Crown Victoria and Grand Marquis) wire between BOO/BPP
switch and shift interlock actuator.
6) Check Shift Interlock Actuator Ground - Ensure gearshift
lever is in "P" position. Using DVOM, measure resistance between shift
interlock actuator connector Black wire and ground. If resistance is
less than 5 ohms, replace shift interlock actuator. If resistance is
more than 5 ohms, repair open in Black wire between shift interlock
actuator and ground. See WIRING DIAGRAMS.
DESCRIPTION & OPERATION - LIGHT TRUCKS & VANS
AEROSTAR & RANGER (1997)

lever may not be moved from "P" position unless the ignition switch is
in the RUN position and the brake pedal is depressed.
An electronic shift lock actuator, mounted at the base of the
Inspection

* Fuses
* Wiring Harness
NOTE: See appropriate wiring diagram to diagnose electrical SHIFT INTERLOCK SYSTEM Article Text (p. 1
DIAGRAMS.
1) Check Fuses - Check appropriate fuses located in the

interior fuse junction block. See WIRING DIAGRAMS. If fuses are okay,
go to step 4). If fuses are not okay, go to next step.
fuse(s). Turn ignition on. If fuse does not blow again, go to next
step. If fuse blows again, go to step 8).
3) Check Supply Voltage To BOO Switch - Turn ignition off.
Locate and disconnect BOO switch connector. Using DVOM, measure and
record voltage between Light Green/Red wire at BOO switch connector
and ground. If voltage is more than 10 volts, reinstall fuses and go
to next step. If voltage is less than 10 volts, repair open in Light
Green/Red wire. Reconnect BOO switch connector and retest system.
4) Check BOO Switch Operation - Connect DVOM positive lead to
Light Green wire of BOO switch connector by backing connector. Connect
negative lead to ground. Depress brake pedal. If voltage is more than
10 volts, go to next step. If voltage is less than 10 volts, replace
BOO switch and retest system.
5) Check Supply Voltage To Shift Lock Actuator - Disconnect
shift lock actuator connector. See SHIFT INTERLOCK ACTUATOR under
REMOVAL & INSTALLATION. Using DVOM, measure voltage between
Gray/Yellow (Aerostar) or Purple/Orange (Ranger) wire at shift lock
actuator connector terminal and ground. If voltage is more than 10
volts, go to next step. If voltage is less than 10 volts, repair open
Gray/Yellow or Purple/Orange wire.
6) Check BOO Switch Signal To Shift Lock Actuator - Turn
ignition off. Using DVOM, measure voltage between Red/Light Green
(Aerostar) or Light Green (Ranger) wire at shift lock actuator
connector and ground. If voltage is more than 10 volts, go to next
step. If voltage is less than 10 volts, repair appropriate open wire
between BOO switch and shift lock actuator. Retest system.
7) Check Shift Lock Actuator Ground - Ensure gearshift lever
is in "P" position. Disconnect shift lock actuator connector. Using
DVOM, measure resistance between shift lock actuator connector Black
wire and ground. If resistance is less than 5 ohms, replace shift lock
actuator. If resistance is more than 5 ohms, repair open in Black wire
between shift lock actuator and ground. See WIRING DIAGRAMS.
8) Check Supply Voltage For Short To Ground - Disconnect
shift lock actuator connector. See Fig. 10. Remove appropriate blown
fuse. Using DVOM, measure continuity between fuse holder terminals and
ground. If continuity exists, repair short circuit to ground. Replace
fuse and retest system. If continuity does not exist, ensure all
circuits connected with fuse are okay. See appropriate EXTERIOR LIGHTS
article in ACCESSORIES & EQUIPMENT of appropriate MITCHELL(R) manual.
If other circuits are okay, replace shift lock actuator and retest
system.
VILLAGER

SHIFT INTERLOCK SYSTEM Article Text (p. 15)
shift lever in the steering column, locks shift lever in "P" position
until ignition switch is in RUN position and brake pedal is depressed.

* Fuses (RELAYS)
* Wiring Harness

DIAGRAMS.
1) Check Fuse - Check 10A RELAYS fuse located in the interior

fuse junction block. If fuse is okay, go to step 4). If fuse is not
fuse. Turn ignition on. If the fuse blows again, go to next step. If
the fuse does not blow again, go to step 4).
RELAYS fuse. Locate and disconnect Speed Control Disengage/BOO switch
connector. Using DVOM, measure and record resistance between RELAY
fuse holder terminal and ground. If resistance is more than 10 k/ohms,
reinstall fuse and go to next step. If resistance is less than 10
k/ohms, repair short in Blue wire between fuse panel Speed Control
Disengage/BOO switch. Reconnect all connectors. Install gearshift
lever, console and knob.
4) Check Shift Lock Actuator Ground - Ensure gearshift lever
is in "P" position. Using DVOM, measure resistance between shift lock
ohms, go to next step. If resistance is more than 5 ohms, repair open
in Black wire between shift lock actuator and ground. See WIRING
DIAGRAMS.
5) Check Supply VoltageSHIFT
To Shift Lock ActuatorSYSTEM
INTERLOCK - Turn Article Text (p. 16)1998 Ford Econoline E250For 1
ignition on. Using DVOM, measure voltage between shift lock actuator
wiring harness connector White wire and ground. If voltage is more
than 10 volts, replace shift lock actuator. If voltage is less than 10
volts, repair open in White wire.
6) Check Speed Control Disengage/BOO Switch - Turn ignition
off. Disconnect BOO switch connector. Using DVOM, measure and record
resistance between BOO switch connector terminals. Depress brake pedal
and measure resistance of BOO switch terminals again. Resistance
should be less than 5 ohms with brake pedal depressed and more than 10
k/ohms with brake pedal released. If resistance is as specified,
repair open White wire between BOO switch and shift lock actuator. If
resistance is not as specified, replace Speed Control Disengage/BOO
7) Check Stoplight Operation - If stoplights operate when
brake pedal is depressed, repair open Green wire between BOO switch
and shift lock actuator. If stoplights do not operate when brake pedal
is depressed, diagnose problem in stoplight circuit. See appropriate
MITCHELL(R) manual.
"E" & "F" SERIES, WINDSTAR

lever may not be moved from "P" position unless the ignition switch is
in the RUN position and the brake pedal is depressed.
An electronic shift lock actuator, mounted at the base of the
Inspection

* Fuses SHIFT INTERLOCK SYSTEM Article Text (p. 17)1998 Ford
Connections
* Wiring Harness

DIAGRAMS.
1) Check Brakelight Operation - Depress brake pedal. If

brakelights illuminate, go to step 7). If brakelights do not
illuminate, go to next step.
2) Check Fuse - Check appropriate fuse (hot at all times
circuit) in fuse panel. See WIRING DIAGRAMS. If fuse is okay, go to
step 4). If fuse in blown, go to next step.
3) Check Wire To BOO/BPP For Short To Ground - Turn ignition
off. Disconnect BOO/BPP switch connector. Using DVOM, measure
resistance of wire between fuse (hot at all times circuit) terminal
and BOO/BPP switch harness connector terminal. If resistance is more
10 k/ohms, go to next step. If resistance is less than 10 k/ohms,
repair wire between fuse panel and BOO/BPP switch for short to ground.
4) Check Wire To BOO/BPP Switch For Open - Using DVOM,
measure resistance of wire between fuse (hot at all times circuit)
terminal and corresponding BOO/BPP switch harness connector terminal.
more than 5 ohms, repair open in wire between fuse panel and BOO/BPP
5) Check BOO/BPP Switch - Using DVOM, measure resistance
between 2 outer BOO/BPP connector terminals. Apply brakes and recheck
resistance. Resistance should be more than 10 k/ohms without brake
pedal applied and less than 5 ohms with brake pedal applied. If switch
operates as specified, go to next step. If switch does not operate as
specified, replace BOO/BPP switch and retest system.
6) Check Wire To Shift Interlock Actuator For Short To Ground
- Disconnect shift interlock actuator connector. Using DVOM, measure
resistance of BOO/BPP switch-to-shift interlock actuator harness
connector wire and ground. If resistance is less than 10 k/ohms, go to
next step. If resistance is more than 10 k/ohms, repair short in wire
between BOO/BPP switch connector and shift interlock actuator
7) Check Wire To Shift Interlock Actuator For Open - Using
DVOM, measure resistance of wire between BOO/BPP switch connector and
shift interlock actuator connector. If resistance is less than 5 ohms,
wire between BOO/BPP switch connector and shift interlock actuator
8) Check Voltage To Shift Interlock Actuator - Turn ignition
on. Using DVOM, measure voltage between wire from appropriate fuse
(hot in RUN circuit) and ground. If battery voltage is present, go to
step 12). If battery voltage is not present, go to next step.
9) Check FuseINTERLOCK
SHIFT - Turn ignition off. RemoveArticle
SYSTEM and check
Text (p. 18)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell R
appropriate fuse (hot in RUN circuit). See WIRING DIAGRAMS. If fuse is
okay, go to step 11). If fuse is blown, go to next step.
10) Check Wire To Shift Interlock Actuator For Short To
Ground - Using DVOM, measure resistance between shift interlock
actuator connector terminal (hot in RUN circuit) and ground. If
resistance is more than 10 k/ohms, go to next step. If resistance is
less than 10 k/ohms, repair open in wire between fuse panel (hot in
RUN circuit) and shift interlock actuator connector. Reconnect all
11) Check Wire To Shift Interlock For Open - Using DVOM,
measure resistance of wire between fuse terminal (hot in RUN circuit)
and shift interlock actuator connector terminal. If resistance is less
repair open wire between fuse panel (hot in RUN circuit) and shift
interlock actuator connector. Reconnect all connectors and retest
system.
12) Check Shift Interlock Actuator Ground For Open - Turn
ignition on. Using DVOM, measure resistance between shift interlock
ohms, replace shift interlock actuator. Reconnect all connectors and
retest system. If resistance is more than 5 ohms, repair open Black
wire between shift interlock actuator connector and ground.
GEARSHIFT LEVER ASSEMBLY - ASPIRE

1) Place gearshift lever in "1" position. Disconnect negative
battery cable. Remove console panel storage bin from the parking brake
console. Remove parking brake console screw and lift parking brake
console. Remove 2 shift console panel screws, console panel pushpins
and shift console.
2) Pull the shift console panel forward and disconnect all
electrical connectors. Remove 2 gearshift lever knob screws and
gearshift lever knob. See Fig. 2. Remove 4 transmission control
selector dial screws. Lift transmission control selector dial bezel
upward and disconnect selector indicator lamp connector.
3) Remove shift cable and bracket locknut. Remove 2 shift
cable bracket bolts and remove shift cable. Remove 2 shift lock
actuator bracket-to-gearshift lever screws. Disconnect 2 shift lock
actuator electrical connectors. Loosen locknut "A" and remove shifter
interlock cable. See Fig. 6. Remove 4 gearshift lever locknuts and
remove gearshift lever.
4) To install, reverse removal procedure. Tighten nuts and
bolts to specified torque. See TORQUE SPECIFICATIONS.
SHIFT INTERLOCK SYSTEM Article Text (p. 19)1998 Ford

Fig. 2: Exploded View Of Center Console & Gearshift Lever Assembly
GEARSHIFT LEVER ASSEMBLY - CONTINENTAL & TOWN CAR

1) Disconnect negative battery cable. On vehicles with
console shift, go to step 4). On vehicles with floor shift, remove
center console compartment. If equipped, disconnect cellular phone
connectors. Remove 4 screws securing CD changer. Disconnect CD changer
electrical connector and remove changer.
2) Slide plastic sleeve around shifter knob base downward.
Remove 2 screws securing shifter knob to lever and remove knob. Using
a flat-tipped screwdriver, remove shift control bezel from center
console.
3) Remove panel in front shift lever covering lighter and
ashtray. Remove 2 screws securing console to floor bracket. Remove 2
screws securing console to gear shift bracket. Slide floor console
rearward and pull up. Disconnect electrical connectors to console.
Disconnect shift interlock cable from bracket and shift interlock cam.
4) Disconnect shift cable from selector lever and bracket.
Remove 2 bolts securing parking brake release control motor to
gearshift lever assembly. Remove 4 bolts securing selector lever to
floor.
5) To install reverse removal procedure. Torque all nuts and
GEARSHIFT LEVER ASSEMBLY - CONTOUR & MYSTIQUE

1) Raise and support vehicle. Remove lower heat shield
covering access to selector lever mounting bolts. Disconnect selector
lever cable adjusting cap and selector lever cable. Remove 4 selector
lever mounting nuts.
2) Lower vehicle. Remove selector lever cover. Lift selector
lever assembly upwards and disconnect electrical connector. To
install, reverse removal procedure. Torque nuts to specification. See
GEARSHIFT LEVER ASSEMBLY - COUGAR, MUSTANG & THUNDERBIRD

1) Remove center console. Remove screws securing transmission
control selector dial bezel. Remove dial bezel and disconnect shifter
interlock cable from transmission range selector lever and interlock
cam.
2) Disconnect range indicator light and control switch
connector. Place shift lever in "OD" position. Raise and support
vehicle. Disconnect shift cable from shift lever and ball stud.
3) Remove shift cable retaining screws from shifter mounted
bracket. Lower vehicle. Remove shifter from floorpan retaining bolts.
Remove transmission range selector lever assembly.
4) To install, reverse removal procedure. Torque all bolts
and nuts to specification. See TORQUE SPECIFICATIONS.
GEARSHIFT LEVER ASSEMBLY - ESCORT & TRACER

1) Remove 2 screws securing selector lever knob and remove
knob. Move both seats forward. Remove 2 securing parking brake
console. Engage parking brake. Lift upward and remove parking brake
SHIFT INTERLOCK SYSTEM Article Text (p. 21)
console.
2) Remove 2 shift console panel screws and 4 forward
pushpins. Place selector lever in "L" position. Remove beverage holder
from shift console base. Lift upward and remove shift console panel.
3) Remove 4 screws securing selector dial bezel. Disconnect
dial bezel indicator light and remove bezel. Disconnect shift
interlock actuator and park sense switch connectors. Remove 2 screws
securing shift interlock actuator and remove actuator.
4) Remove gearshift lever cable nut and disconnect cable.
Remove 2 cable bracket-to-floorpan bracket bolts and carefully
position aside without binding cable. Loosen shift interlock cable nut
ensuring not to loosen cable locknut closest to cable end. Disconnect
shift interlock cable and position aside without binding cable.
5) Remove 4 gearshift lever assembly nuts and remove
assembly. To install, reverse removal procedure. Torque all nuts and
GEARSHIFT LEVER ASSEMBLY - MARK VIII

1) Disconnect negative battery cable. Pull instrument panel
control cover assembly straight out to release lower clip. DO NOT use
a pry tool to remove control cover as damage to panel may occur.
Disconnect control panel electrical connector.
2) Remove 2 screws securing instrument panel center finish
panel surrounding shifter and radio assemblies. Lift up on back of
panel and pull panel forward to remove from instrument panel.
Disconnect finish panel ground wire.
3) Move gearshift lever to "D" position. Slide plastic sleeve
around shifter knob base downward. Remove 2 screws securing shifter
knob to lever and remove knob. Disconnect transmission shift cable
from range selector lever and selector lever housing.
4) Disconnect shift interlock cable from range selector lever
and selector lever bracket. Disconnect selector lever electrical
connector. Disconnect shift cable from lever cam. Slide retaining clip
from bracket and remove shift cable. Remove 4 bolts securing gearshift
lever assembly to floor and remove assembly.
GEARSHIFT LEVER ASSEMBLY - PROBE

1) Disconnect negative battery cable. Remove 2 screws
securing console armrest base and remove armrest base. Remove 2 screws
securing console armrest compartment and remove compartment. Remove
console finish panel from the shift console. Engage parking brake.
Remove console lower forward kick panel.
2) Disconnect all electrical connectors. Remove 2 gearshift
lever knob screws and gearshift lever knob. See Fig. 3. Remove 4
transmission control selector dial screws. Lift transmission control
selector dial bezel upward and disconnect selector indicator lamp SHIFT INTERLOCK SYSTEM Article Text (p. 22
connector.
3) Remove shift cable and bracket locknut. Remove 2 shift
cable bracket bolts and remove shift cable. Remove 2 shift lock
actuator bracket-to-gearshift lever screws. Disconnect 2 shift lock
actuator electrical connectors. Loosen locknuts and remove shifter
interlock cable. Remove 3 gearshift lever locknuts and one bolt and
remove gearshift lever.
4) To install, reverse removal procedure. Tighten nuts and
bolts to specified torque. See TORQUE SPECIFICATIONS.
Fig. 3: Exploded View Of Gearshift Lever Assembly (Probe)

GEARSHIFT LEVER ASSEMBLY - SABLE & TAURUS

1) Using a flat-blade screwdriver, unsnap front portion of
beverage holder and remove from console. Move gearshift lever to "1"
position. Open ashtray and pull on top finish panel to remove.
Disconnect electrical connectors. Remove 2 screws securing console
compartment to console and remove compartment.
2) Remove 2 screws securing center console to lower
instrument panel. Pull carpet back covering inner kick panels and
disconnect panel clips from bracket. Remove 6 bolts retaining center
console panel to floor mounting brackets and remove center console.
3) Disconnect transmission shift cable from range selector
lever and selector lever housing. Disconnect shift interlock cable SHIFT INTERLOCK SYSTEM Article Text (p. 23)
from range selector lever and selector lever housing. Remove 4 nuts
securing gearshift lever assembly to floor and remove assembly.
GEARSHIFT LEVER ASSEMBLY - LIGHT DUTY TRUCKS & VANS

1) Disconnect negative battery cable. Remove battery-to-
starter relay cable and wait one minute for backup power supply to
dissipate. Remove screws holding parking brake handle and secure
aside.
2) Remove screws for hood release and secure aside. Remove 2
screws for lower instrument panel column cover. Remove 4 screws
securing lower instrument panel reinforcement panel. Remove ignition
switch electrical connector bolt and disconnect connector. Remove 2
screws securing ignition switch and switch.
3) Remove lower steering column shroud. Insert key in
ignition lock and turn ignition on. Using screwdriver, pry upward on
ignition cylinder lock and remove ignition lock from upper steering
column shroud. Remove upper shroud and rubber shift lever cover.
4) Disconnect shift control lever harness connector. See
Fig. 4. Remove shift lever pin and discard. Remove shift lever. To
inst all, reverse removal procedure. Replace shift lever pin for
reassembly.
Fig. 4: Removing Gearshift Lever Assembly

STEERING COLUMN/IGNITION/LIGHTING CONTROL (SCIL)

SHIFTMODULE
INTERLOCK SYSTEM Article Text (p. 24)
(MARK VIII ONLY)
1) SCIL module is located behind passenger's side of
instrument panel, to right of glove box. SCIL module contains one 16-
pin connector, one 22-pin connector and two 26-pin connectors. See
Fig. 5.
2) Disconnect negative battery cable. Remove lower cover from
passenger's side of instrument panel for access to glove compartment.
3) Remove screws from hinge on glove compartment door. Push
inward on each side of glove compartment to release stops from glove
compartment and allow glove compartment to rotate downward. Remove
glove compartment.
4) Remove retaining screws from SCIL module. Move SCIL module
downward from mounting bracket. Disconnect electrical connectors from
SCIL module. Remove SCIL module. To install, reverse removal
procedure.
Fig. 5: Locating SCIL Module & Identifying SCIL Module Connectors

SHIFT INTERLOCK CABLE - ASPIRE

1) Remove 2 shifter knob securing bolts and knob from
gearshift lever. Loosen shift interlock cable locknut "A" and
SHIFT INTERLOCK SYSTEM Article Text (p. 25)1998 Ford Econoline E250For 1 Copyright © 1998 M
disconnect from gearshift lever bracket. See Fig. 6.
2) Attach mechanics wire to cable end to ensure correct
installation. Remove 2 cable hold down screws attached to bulkhead
under instrument panel. Remove 3 screws securing steering column upper
and lower shrouds and remove shrouds. Remove shift interlock cable-to-
lock cylinder bolt at lock cylinder housing. See Fig. 7. Remove cable
and disconnect mechanics wire.
NOTE: DO NOT loosen shifter interlock cable locknut "B" during

installation. See Fig. 6. Locknut is factory preset and
incorrect interlock operation may result if changed.
3) To install, attach mechanics wire to new cable and pull

wire to feed cable through instrument panel and console. To complete
installation, reverse removal procedure. Torque shift locknut to 89-
132 INCH lbs. (10-15 N.m).
Fig. 6: Removing Shift Interlock Cable

SHIFT INTERLOCK SYSTEM Article Text (p. 26)1998 Ford

Fig. 7: Locating Shift Interlock Cable-To-Lock Cylinder Bolt
SHIFT INTERLOCK CABLE - COUGAR, MUSTANG & THUNDERBIRD

1) Disconnect negative battery cable. Carefully pry on
retaining clips to remove console finish panel from console.
Disconnect electrical connectors and remove console finish panel.
Remove 2 screw covers and screws securing center console glove
compartment and remove compartment.
2) Remove 4 screws securing center console to floor. Pull
parking brake up and move gearshift lever to "1" position. Pull center
console upwards and back to remove. Disconnect electrical connectors
and remove center console.
SHIFT 3) INTERLOCK
Remove left-handSYSTEM Article Text
lower instrument panel(p.
trim27)1998
and Ford Econoline E250For 1
lower Copyright © 1998 Mitchell Repair Informatio
steering column shroud. Remove shift interlock cable retaining screw
and disconnect from shift interlock cam. Remove steering column nuts
and lower steering column to floor.
4) Disconnect shift interlock cable retaining clip.
Disconnect actuator electrical connector. Remove screws retaining
shift interlock actuator to steering column.
5) Remove shift interlock actuator and cable from console
brackets and remove from vehicle. To install, reverse removal
procedure. Torque all nuts and bolts to specifications. See TORQUE
SPECIFICATIONS.
SHIFT INTERLOCK CABLE - PROBE

1) Disconnect negative battery cable. Remove gearshift lever
assembly. See GEARSHIFT LEVER ASSEMBLY. Loosen shifter interlock cable
locknuts and disconnect from gearshift lever bracket.
2) Remove shift cable clip from brake pedal. Remove console
lower forward kick panel. Remove steering column shrouds. Remove
control selector cable bracket and screw from the bottom of the
steering column and slide the shift interlock cable off the lock
cylinder. Slide shift interlock cable out of console.
3) To install, reverse removal procedure. DO NOT kink cable
during installation. Torque all bolts and nuts to specification. See
SHIFT INTERLOCK CABLE - SABLE & TAURUS

1) Disconnect negative battery cable. Unsnap and remove upper
center console bezels. Disconnect shift interlock cable conduit from
bracket and pull cable from cam on transaxle range selector lever.
2) Remove 3 screws securing upper steering column shroud.
Insert scratch awl into access hole on lower steering column shroud
and push in the ignition lock cylinder release pin. Insert ignition
key into lock, turn ignition on and remove lock cylinder from steering
column.
3) Remove lower steering column shroud. Remove 2 screws
securing lower instrument panel and remove panel. Completely loosen
the shift indicator adjustment wheel and disconnect shift indicator
cable from steering column lever.
4) Remove 2 nuts securing steering column absorber. Remove 2
nuts securing lower steering column and remove column. Disconnect
electrical connectors to steering column. Remove 2 screws securing
shift interlock actuator and remove actuator and cable as an assembly.
5) To install, reverse removal procedures. Torque nuts and
SHIFT INTERLOCK CABLE - OTHERS
NOTE: Procedures for removal and installation of shift interlock

cable is given in GEARSHIFT LEVER ASSEMBLY on some models.
SHIFT INTERLOCK ACTUATOR - ASPIRE & PROBE

1) Remove gearshift lever assembly. See GEARSHIFT LEVER
ASSEMBLY. Remove 2 shift lock actuator bracket-to-gearshift lever
screws. See Fig. 8. Disconnect 2 shift lock actuator electrical
connectors. Remove shift lock actuator bracket from the actuator.
2) To install, reverse removal procedure. Ensure shift lock
actuator arm is engaged with lock lever before installing to gearshift
lever assembly.
Fig. 8: Removing Shift Lock Actuator (Aspire Shown, Probe Is Similar)
SHIFT INTERLOCK ACTUATOR - CONTINENTAL & TOWN CAR

1) Disconnect negative battery cable. On vehicles with
console shift, go to step 4). On vehicles with floor shift, remove
center console compartment. If equipped, disconnect cellular phone
connectors. Remove 4 screws securing CD changer. Disconnect CD changer
electrical connector and remove changer.
2) Slide plastic sleeve around shifter knob base downward.
Remove 2 screws securing shifter knob to lever and remove knob. Using
a flat-tipped screwdriver, remove shift control bezel from center
console.
3) Remove panel in front shift lever covering lighter and
ashtray. Remove 2 screws securing console to floor bracket. Remove 2
screws securing console to gear shift bracket. Slide floor console
rearward and pull up. Disconnect electrical connectors to console.
Disconnect shift interlock cable from bracket and shift interlock cam.
4) Remove driver's side lower instrument panel cover. Remove
4 nuts securing steering column and lower steering column. Disconnect
shift interlock actuator connector. On Continental, remove 2 screws
securing shift interlock actuator and remove actuator and cable. See
Fig. 9. On Town Car, remove 3 screws securing shift interlock actuator
and remove actuator and cable. See Fig. 10.
5) To install, connect shift interlock cable to interlock cam
and bracket. To complete installation, reverse removal procedure.
Torque all nuts and bolts to specification. See TORQUE SPECIFICATIONS.
Fig. 9: Removing Shift Interlock Actuator & Cable (Continental)
SHIFT INTERLOCK ACTUATOR - CROWN VICTORIA, GRAND MARQUIS,

SABLE & TAURUS

1) On vehicles equipped with floor shift, replace shift
interlock actuator with shift interlock cable. Follow shift interlock
cable removal and installation procedures for actuator replacement.
See SHIFT INTERLOCK CABLE. On vehicles equipped with column shift, go
to next step.
2) Disconnect negative battery cable. Remove 3 screws
securing upper steering column shroud. Insert scratch awl into access
hole on lower steering column shroud and push in the ignition lock
cylinder release pin. Insert ignition key into lock, turn ignition on
and remove lock cylinder from steering column.
3) Remove lower steering column shroud. Remove 2 screws
securing lower instrument panel and remove panel. Completely loosen
the shift indicator adjustment wheel and disconnect shift indicator
cable from steering column lever.
4) Remove 2 nuts securing steering column absorber. Remove 2
nuts securing lower steering column and remove column. Disconnect
electrical connectors to steering column. Remove 2 screws securing
shift interlock actuator and remove actuator from column.
5) To install, reverse removal procedures. Torque nuts and
SHIFT INTERLOCK ACTUATOR - VILLAGER

1) Disconnect negative battery cable. Remove steering wheel
and air bag. Remove 4 console pushpins and console panel. Remove one
instrument panel steering column screw and 4 instrument panel steering
column cover pushpins and remove cover panel.
2) Remove 4 screw securing instrument reinforcement panel and
remove. Remove one screw securing lower heater outlet duct and remove
duct. Remove upper and lower steering column shrouds. Remove pin
securing transmission range selector lever and disconnect electrical
connector. Remove selector lever.
3) Disconnect transmission range indicator from lever. Remove
transmission control selector indicator bolt and remove range
indicator. Disconnect shift interlock actuator connector. Remove
transmission shift cable from selector lever arm and support.
4) Remove 2 screws securing multi-function switch and
position switch aside. Disconnect "OD" control switch electrical
connector. Remove ignition switch harness bolt and position ignition
switch aside. Remove steering column lower yoke clamp bolt.
5) Remove one upper bracket steering column nuts. Remove 2
lower bracket steering column nuts. While supporting steering column,
remove remaining upper bracket nut and remove steering column. Remove
2 screws securing shift lock actuator to steering column and remove
actuator.
6) To install, reverse removal procedure. Tighten all nuts
and bolts to specifications. See TORQUE SPECIFICATIONS.
SHIFT INTERLOCK ACTUATOR - LIGHT DUTY TRUCKS & VANS

(EXCEPT VILLAGER)

1) Disconnect negative battery cable. Remove battery-to-
starter relay cable and wait one minute for backup power supply to
dissipate. Ensure front wheels are straight and remove steering wheel.
Remove screws holding parking brake handle and secure aside.
2) Remove screws for hood release and secure aside. Remove 2
screws for lower instrument panel column cover. Remove 4 screws
securing lower instrument panel reinforcement panel. Remove ignition
switch electrical connector bolt and disconnect connector. Disconnect
remaining electrical connectors to steering column components.
3) Remove transmission range indicator bolt and disconnect
indicator from bracket. Disconnect shift interlock solenoid connector.
Remove lower steering column shroud. Insert key in ignition lock and
turn ignition on. Using screwdriver, pry upward on ignition cylinder
lock and remove ignition lock from upper steering column shroud.
4) Remove air bag sliding contact from steering column.
Remove upper intermediate steering shaft-to-column shaft bolt. Remove
2 lower steering column nuts. Remove 2 steering column support bracket
nuts, bracket and steering column.
5) Remove 3 bolts securing shift interlock actuator and
insert plate. See Fig. 10. Remove clip securing insert plate to
actuator and discard. This clip is used to aid in initial assembly and
is not required during reassembly.
SHIFT INTERLOCK SYSTEM Article Text (p.
Fig. 10: Removing Shift Interlock Solenoid
SHIFT INTERLOCK ACTUATOR - OTHERS
NOTE: On some models, the shift interlock actuator is part of the

shift interlock cable. Refer to SHIFT INTERLOCK CABLE or
GEARSHIFT LEVER ASSEMBLY procedures to remove actuator.
Aerostar, Explorer, Mountaineer & Ranger

Shift Cable Bracket Bolt ........................... 15-21 (21-29)
Steering Column Nut ................................ 10-12 (13-17)
Cougar, Mustang & Thunderbird
Steering Column Nut
Cougar & Thunderbird ............................. 10-12 (13-17)
Mustang .......................................... 25-34 (34-46)
Crown Victoria, Grand Marquis, Sable & Taurus
Steering Column Absorber Nut ....................... 10-12 (13-17)
Escort & Tracer
Gearshift Lever Assembly Nut ....................... 12-16 (17-22)
"E" Series, Expedition, "F" Series & Navigator
Shift Cable
SHIFT Bracket Nut
INTERLOCK ............................
SYSTEM Article Text 12-15
(p.(17-20)
32)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
Shift Cable Bracket Bolt (4R70W)
4.2L Engine ...................................... 17-23 (23-32)
4.6L Engine ...................................... 20-30 (27-41)
Shift Cable Bracket Bolt (E4OD) .................... 20-30 (27-41)
Probe
Transmission Range Selector Nut .................... 12-16 (17-22)
Town Car
Windstar
Steering Column Absorber Nut ....................... 17-23 (23-32)
INCH Lbs. (N.m)
Aerostar, Explorer, Mountaineer & Ranger

Shift Interlock Actuator Bolt ....................... 62-97 (7-11)
Shift Selector Tube Bracket Bolt .................... 62-97 (7-11)
Aspire
Gearshift Lever Nut .................................. 53-71 (6-8)
Shift Interlock Cable Bracket Locknut ............. 89-132 (10-15)
Shift Cable Bracket Bolt ............................ 71-97 (8-11)
Continental
Shifter Interlock Actuator Bolt .................... 71-115 (8-13)
Contour & Mystique
Selector Lever Assembly Nut ......................... 71-97 (8-11)
Cougar, Mustang & Thunderbird
Range Selector Lever Bolt ............................ 54-71 (6-8)
Crown Victoria, Grand Marquis, Sable & Taurus
Shift Interlock Actuator Bolt ............................. 17 (2)
Escort & Tracer
Cable Floorpan Bracket Bolt ......................... 71-97 (8-11)
Dial Bezel Screw ..................................... 18-26 (2-3)
Selector Lever Knob Screw ............................ 18-26 (2-3)
Selector Lever Cable Nut ............................ 71-97 (8-11)
Shift Interlock Actuator Screw ................... 12-16 (1.3-1.8)
"E" Series, Expedition, "F" Series & Navigator
Mark VIII
Gearshift Lever Assembly Bolt ........................ 54-71 (6-8)
Shift Knob Bolt ........................................... 26 (3)
Probe
Shift Interlock Cable Bracket Locknut ............. 89-132 (10-15)
Shift Cable Bracket Bolt ............................ 71-97 (8-11)
Town Car
Villager
WIRING DIAGRAMS
Fig. 11: Shift Interlock Wiring Diagram (1997 Aerostar)
SHIFT INTERLOCK SYSTEM Article Text (p. 34)1998 Ford Econoline E250For 1 Copyright ©
Fig. 12: Shift Interlock Wiring Diagram (1997 Aspire)

Fig. 13: Shift Interlock Wiring Diagram (1997 Continental)
Fig. 14: Shift Interlock Wiring Diagram (1997 Contour & Mystique)
Fig. 15: Shift Interlock Wiring Diagram (1997 Cougar & Thunderbird)
Fig. 16: Shift Interlock Wiring Diagram (1997-98 Crown Victoria &
Grand Marquis)
Fig. 17: Shift Interlock Wiring Diagram (1997-98 Escort & Tracer)
Fig. 18: Shift Interlock Wiring Diagram (1997-98 "E" Series)
Fig. 19: Shift Interlock Wiring Diagram (1997-98 Expedition &
1998 Navigator)
SHIFT
Fig. 20: INTERLOCK SYSTEM
Shift Interlock Wiring Article
Diagram Text
(1997 (p. 40)
Explorer &1998 Ford Econoline E250For 1
Mountaineer) Copyright © 1998 Mitchell Repair Informatio
Fig. 21: Shift Interlock Wiring Diagram (1997-98 Mark VIII)
Fig. 22: Shift Interlock Wiring Diagram (1997-98 Mustang)
Fig. 23: Shift Interlock Wiring Diagram (1997-98 F150/250 Light Duty)
Fig. 24: Shift Interlock Wiring Diagram (1997-98 F250/350

SHIFT INTERLOCK
Heavy/Super Duty) SYSTEM Article Text (p. 42)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Informatio
Fig. 25: Shift Interlock Wiring Diagram (1997 Probe)
Fig. 26: Shift Interlock Wiring Diagram (1997 Ranger)
Fig. 27: Shift Interlock Wiring Diagram (1997-98 Sable & Taurus)
Fig. 28: Shift Interlock Wiring Diagram (1997 Town Car)

Fig. 29: Shift Interlock Wiring Diagram (1997-98 Villager)
Fig. 30: Shift Interlock Wiring Diagram (1997-98 Windstar)

Fig. 31: Shift Interlock Wiring Diagram (1998 Continental)
Fig. 32: Shift Interlock Wiring Diagram (1998 Contour & Mystique)
Fig. 33: Shift Interlock Wiring Diagram (1998 Escort ZX2)
Fig. 34: Shift Interlock Wiring Diagram (1998 Explorer & Mountaineer)
Fig. 35: Shift Interlock Wiring Diagram (1998 Ranger)
Fig. 36: Shift Interlock Wiring Diagram (1998 Town Car)

END OF ARTICLE
STARTER - GASOLINE
Article Text
For 1
ARTICLE BEGINNING
1998 STARTING & CHARGING SYSTEMS

Ford Motor Co. - Starters
Ford; Van
DESCRIPTION
The starter motor is a permanent magnet, gear reduction, 12-

volt DC motor, equipped with an integral solenoid and has an
overrunning clutch in the starter drive. Starting system consists of a
starter motor, solenoid, battery, ignition switch, Digital
Transmission Range (DTR) sensor switch (A/T) or Clutch Pedal Position
(CPP) switch (M/T), starter interrupt relay, starter relay diode, and
interconnecting cables and wires.
COMPONENT LOCATIONS
Component Location
Digital Transmission
Range (DTR) Sensor ............ Left Side Of Transmission
Engine Compartment Fuse Box ......... Left Front Of Engine
*********************************************** Compartment
Inertia Fuel Shutoff Switch ...... Behind Right Kick Panel
Instrument Panel
(I/P) Fuse Panel ......... Below Left Side Of Instrument
******************************* Panel, Near Left Kick Panel
Starter Interrupt Relay ............ Right Front Corner Of
**************************************** Engine Compartment
ADJUSTMENTS
DIGITAL TRANSMISSION RANGE (DTR) SENSOR
1) Raise and support vehicle. Disconnect manual shift control

cable. Disconnect DTR electrical connector. Remove manual control
lever nut. Remove manual control lever. Loosen DTR sensor bolts.
2) Manual shift lever must be in neutral position. Using DTR
Sensor Alignment Tool (T97L-70010-A), align DTR sensor slots. Tighten
DTR sensor bolts.
3) Install manual control lever. Install NEW manual shaft
outer nut. Tighten nut to specification. See TORQUE SPECIFICATIONS.
With manual lever in overdrive, connect shift lever control cable.
Connect DTR electrical connector.
TROUBLE SHOOTING
Check the following items before proceeding with testing:
* Check battery for state of charge.

* Check cable connections at battery and starter motor.
* Ensure transmission is fully engaged in Park or Neutral
position or clutch pedal is fully depressed.
* Check fuse No. 23 (60-amp) in engine compartment fuse box.
* Check fuse No. 34 (10-amp) in instrument panel fuse panel.
ON-VEHICLE TESTING

INFORMATION before disconnecting battery. Before testing
starter, ensure transmission is in Park or Neutral.
ENGINE DOES NOT CRANK OR RELAY CLICKS
1) Voltage To Starter Relay

Turn ignition switch to OFF position. Using DVOM, check
voltage between starter relay terminal No. 86 (Red wire) and ground.
See Fig. 1. If voltage reading is greater than 10 volts, go to next
step. If voltage reading is less than 10 volts, check operation of
starter interrupt relay. See STARTER INTERRUPT RELAY under BENCH
TESTING.
2) Check Voltage To Starter Relay
Using DVOM, check voltage between starter relay terminal No.
30 (Red wire) and ground. If reading is greater than 10 volts, go to
next step. If reading is less than 10 volts, repair Red wire between
battery and starter solenoid. Recheck system operation.
3) Check Voltage To Starter Motor Solenoid
Using DVOM, check voltage between starter motor solenoid "B"
terminal (Red wire) and ground. If reading is greater than 10 volts,
go to next step. If reading is less than 10 volts, repair Red wire
between battery and starter solenoid. Clean and tighten battery
terminal connections. Recheck system operation.
4) Manually Jump Starter Motor
Using jumper wire, connect one end to positive battery
terminal and with other end, momentarily touch starter solenoid "S"
terminal (Black wire). If solenoid engages, go to next step. If
solenoid does not engage, Replace starter motor. Recheck system
operation.
5) Check Starter Motor
Using jumper wire, connect one end to positive battery
terminal and with other end, momentarily touch starter solenoid "M"
terminal. If starter motor engages, go to next step. If starter does
STARTER - GASOLINE
not engage, Replace starter Article Text
motor. See (p. 2)1998
STARTER Ford Econoline
MOTOR E250For&1
under REMOVAL Copyright © 1998 Mitchell Repair Information Compa
INSTALLATION. Recheck system operation.
6) Check Continuity Of Circuit Between Starter
Relay & Starter Solenoid
Turn ignition switch to OFF position. Disconnect starter
relay. Disconnect starter motor solenoid relay switch. Using DVOM,
measure resistance of Red wire between starter relay and starter
solenoid. If resistance is less than 5 ohms, replace starter relay. If
resistance is more than 5 ohms, repair high resistance in Black wire
between starter relay and starter solenoid. Recheck system operation.
Fig. 1: Identifying Starter Relay Terminals

ENGINE CRANKS SLOWLY
1) Check Voltage To Starter

Turn ignition switch to OFF position. Using DVOM, check
voltage between starter motor solenoid "B" terminal and ground. If
reading is greater than 12.5 volts, go to next step. If reading is
less than 12.5 volts, repair Red wire between battery and starter
solenoid. Clean and tighten battery terminal connections. Recheck
system operation.
2) Perform starter ground circuit test. See
STARTER GROUND CIRCUIT TEST. If ground is okay, replace starter motor.
Recheck system operation. If ground circuit is not okay, repair ground
circuit as necessary. Recheck system operation.
STARTER SPINS BUT ENGINE DOES NOT CRANK
Check Starter Motor

Connect jumper wire to positive battery terminal, touch other
end to starter motor "M" terminal. If starter motor engages, replace
starter motor. Recheck system operation. If starter motor does not
engage, replace starter motor. Recheck system operation.
VOLTAGE DROP TEST
NOTE: Make all voltmeter connections at component terminal rather

than at cable or wire end.
1) Ensure battery is fully charged. Disconnect ignition coil

connector from ignition coil to prevent vehicle from starting. Connect
remote starter switch between starter solenoid "S" terminal
STARTER and
- GASOLINE Article Text (p. 3)1998 Ford Econoline E250
positive battery post.
2) Connect positive voltmeter lead to positive battery post,
and negative lead to solenoid "M" terminal.
3) Engage remote starter switch. Voltmeter should indicate .5
volt or less. If voltmeter indicates .5 volt or less, go to STARTER
GROUND CIRCUIT TEST. If voltmeter indicates more than .5 volt, go to
next step.
4) Move negative voltmeter lead to solenoid "B" terminal.
Engage remote starter switch. If voltmeter indicates less than .5
volt, solenoid connections or contacts are bad. Clean solenoid "B",
"S" and "M" terminals. Repeat steps 1) through 4).
5) If voltmeter still indicates more than .5 volt at "M"
terminal and less than .5 volt at "B" terminal, solenoid contacts are
bad. Replace solenoid. If voltmeter indicates more than .5 volt at "B"
terminal, clean cables and connections at solenoid.
6) If voltmeter still indicates more than .5 volt at "B"
terminal, check for poor positive battery cable connection or bad
cable. Repair as necessary.
STARTER GROUND CIRCUIT TEST
NOTE: Make all voltmeter connections at component terminal rather

than at cable or wire end.
1) Disconnect ignition coil connector from ignition coil to

prevent vehicle from starting. Connect remote starter switch between
starter solenoid "S" terminal and positive battery post.
2) Connect positive voltmeter lead to starter housing, and
negative lead to negative battery post.
3) Engage remote starter switch while observing voltmeter.
Voltmeter should indicate .2 volt or less. If voltmeter indicates more
than .2 volt, clean negative cable connections at battery and chassis.
Also clean engine ground cable connections at front cover and engine
mount bracket.
4) If voltage drop is still excessive, repair or replace
negative battery cable and/or engine ground cable as necessary. Repeat
starter circuit test after repair to ensure problem has been
corrected.
5) If battery and cables test okay and starter motor still
cranks slowly or not at all, remove and repair starter.
BENCH TESTING
STARTER INTERRUPT RELAY
Disconnect starter interrupt relay connector. Using DVOM,

check for continuity between terminal No. 85 and all other terminals.
If resistance between terminal No. 85 with any other terminal, is 5
ohms or less, replace relay. If resistance is more than 5 ohms between
terminal No. 85 and all other terminals, connect jumper wires between
terminals No. 86 and No. 30 to battery positive. Check for battery
voltage at terminal No. 87A. If battery voltage does not exist,
STARTER - GASOLINE Article Text (p. 4)1998 Ford Eco
replace relay. If battery voltage exists, connect a third jumper wire
to terminal No. 85 and ground. Check for voltage at terminal No. 87.
If battery voltage does not exist, replace relay.
STARTER DRIVE TEST
1) Remove starter motor. See STARTER MOTOR under REMOVAL &

INSTALLATION. Secure motor in vise. Using fully charged battery,
connect negative battery terminal to starter motor case. Momentarily
connect positive battery terminal to "S" terminal. Verify starter
drive ejects. Remove positive lead from starter motor. Starter drive
should return to original position. If starter drive does not eject
and return to original position, replace starter motor.
2) Check starter drive. It should turn freely in one
direction, and positively engage to armature when rotated in opposite
direction. If starter drive does not move as specified, replace
starter motor.
STARTER NO-LOAD TEST
Connect remote starter switch between positive battery

terminal and starter motor "S" terminal. Connect starter motor "B"
terminal to positive battery post. Connect charging/starting system
tester according to manufacturer's instructions. Ensure battery and
starter motor are grounded. Engage remote starter switch. Starter
should eject starter drive and turn smoothly. Voltmeter should
indicate 11 volts or more, and ammeter should indicate no more than 70
amps. If voltage is lower or current is higher than specification,
replace or overhaul starter.
STARTER MOTOR

Remove starter solenoid terminal cover. Disconnect starter solenoid
wire connections. Remove starter motor mounting nut and ground cable.
Remove starter motor mounting bolts. Remove starter motor. To install,
reverse removal procedure. Ensure negative battery cable is re-
installed to starter mounting bolt. Tighten bolts to specification.
OVERHAUL
NOTE: Use illustration for exploded view of starter motor

assembly. See Fig. 2.
STARTER - GASOLINE Article Text (p. 5)1998 Ford Econo

Fig. 2: Exploded View Of Motorcraft Starter Motor Assembly (Typical)
STARTER MOTOR SPECIFICATIONS
STARTER MOTOR SPECIFICATIONS TABLE
Cranking RPM (Normal Load) ....................... 140-220

Current Draw
Normal Load ............................... 130-220 Amps
No Load ..................................... 60-80 Amps
Starter Circuit Voltage Drop .................... 0.5 Volt
Starter Motor- Ground

STARTER GASOLINE Article Text (p. 6)1998 Ford Econoline E250For 1 Copyright © 1998 Mitchell Repair Information Compa
Cable Nut ................................. 13-17 (17-23)
Starter Motor Mounting Bolts ............... 16-20 (22-28)
INCH Lbs. (N.m)

Solenoid "B" Terminal Nut ................. 84-120 (10-14)
Solenoid "S" Terminal Nut .................... 36-48 (4-6)
Solenoid Relay Switch
Terminal Nuts ............................... 61-79 (7-9)
WIRING DIAGRAMS
Fig. 3: Starter System Wiring Diagram
END OF ARTICLE
STARTER - GASOLINE Article Text (p. 7)1998 Ford Econoline E250
STEERING COLUMN SWITCHES
Article Text
For 1
ARTICLE BEGINNING

Ford Motor Co. - Steering Column Switches
Ford; Van
The multifunction switch, located on the steering column,

includes headlight dimmer, flash-to-pass and front windshield
wiper/washer switches. The ignition switch and lock cylinder are also
mounted on the steering column.
WARNING: Deactivate air bag system before performing any service

operation involving steering column components. See
AIR BAG RESTRAINT SYSTEMS article. DO NOT apply electrical
power to any component on steering column without first
deactivating air bag system. Air bag may deploy.
SYSTEM TESTING

system may lose memory data. Driveability problems may exist
NOTE: Before performing following tests, ensure all multifunction

switch grounds, wiring, and fuses are okay. Also, ensure all
circuit connections are clean and tight. For ignition switch
circuit identification, see appropriate wiring diagram in
POWER DISTRIBUTION section in WIRING DIAGRAMS article. For
multifunction switch circuit identification, see appropriate
wiring diagram in EXTERIOR LIGHTS article.
IGNITION SWITCH INOPERATIVE
1) Check Fuse
Check fuse No. 23 (60-amp). If fuse is okay, go to step 4).
If fuse is blown, go to next step.
2) Check System
Replace blown fuse. If fuse fails again, go to next step. If
fuse does not fail again, go to step 4).
Remove blown fuse No. 23 from fuse panel. Measure resistance
between load side of fuse panel cavity No. 23 and chassis ground. If
resistance is greater than 10 k/ohms go to next step. If resistance is
less than 10 k/ohms, repair short to ground in Yellow wire between
fuse panel and ignition switch or replace shorted ignition switch.
4) Check Supply Power To Switch
Turn ignition off. Disconnect ignition switch. Measure
voltage between ground and both BATT terminals (Yellow wires) at
ignition switch harness connector. If battery voltage exists, replace
ignition switch. If battery voltage does not exist, repair open
circuit in Yellow wire.
COMPONENT TESTING
DIMMER, FLASH-TO-PASS, TURN SIGNAL & HAZARD SWITCH
Remove and disconnect multifunction switch. See

MULTIFUNCTION SWITCH under REMOVAL & INSTALLATION. Check continuity
between specified circuits while operating multifunction switch lever
to positions as specified. See Fig. 1. See DIMMER & TURN SIGNAL SWITCH
TESTING table. If continuity is not as specified, replace
multifunction switch.
DIMMER & TURN SIGNAL SWITCH TESTING TABLE
Switch Check For Continuity

Position Between Circuits No.
Left Turn Signal On &

Hazard Switch Off ........................... 3, 9, & 44
Right Turn Signal On &
Hazard Switch Off ............................ 2, 5 & 44
Hazard Switch On ......................... 2, 3, 5, 9 & 44
Turn Signal Neutral (Off) &
Hazard Switch Off ........................... 5, 9 & 810
Flash-To-Pass On ............................... 12 & 196
Headlight Dimmer
On High Beam ................................... 12 & 15
On Low Beam .................................... 13 & 15
STEERING COLUMN SWITCHES Article Text (p. 2

Fig. 1: Identifying Multifunction Switch Circuit Terminals
WIPER/WASHER SWITCH
Remove and disconnect multifunction switch. See

MULTIFUNCTION SWITCH under REMOVAL & INSTALLATION. Measure resistance
between specified circuits while operating multifunction switch lever
STEERING Copyright © 1998 Mitchell Repair Inform
to positions asCOLUMN SWITCHES
specified. See Fig. 1. SeeArticle Text (p. 3)1998
WIPER/WASHER FordTESTING
SWITCH Econoline E250For 1
table. If continuity is not as specified, replace multifunction
switch.
WIPER/WASHER SWITCH TESTING TABLE
Switch Position Circuits No. (1) Ohms
Wiper Switch
Off ................... 589 & 993 ............. 47,600
Int ................... 589 & 993 ............. 11,330
Lo .................... 589 & 993 ............... 4080
Hi .................... 589 & 993 ................ 0-4
Washer Switch On ........ 590 & 993 ................ 0-4
Wiper Intermittent ...... 590 & 993 ................ (2)
(1) - Specification can vary by as much as 10 percent.
(2) - Rotate control from maximum delay to minimum delay.
Resistance should gradually decrease from
approximately 103 k/ohms to 3.3 k/ohms.
IGNITION SWITCH
1) To inspect ignition switch for mechanical operation,

rotate lock cylinder through all switch positions. Lock cylinder
should not bind, and should return from START to RUN position without
assistance.
2) If binding or incorrect modes occur, ignition switch
should be adjusted. After adjustment, if binding or incorrect modes
still exist, lock cylinder should either be disassembled and inspected
for damage, or ignition switch should be replaced.
3) To test electrical function of ignition switch, disconnect
ignition switch connector. Test switch continuity using a self-powered
test light or ohmmeter. See IGNITION SWITCH CONTINUITY TEST table. If
continuity is not as specified, replace ignition switch. See Fig. 2
for switch terminal identification.
IGNITION SWITCH CONTINUITY TEST TABLE
Continuity Between Terminals Switch Position
BATT & BATT .......................................... All

A2 & A2 .............................................. All
BATT & ST .......................................... Start
BATT & A2 (1) ........................................ Run
BATT & I1 ............................................ Run
BATT & I2 .......................................... Start
BATT & A1 ..................................... Accessory
P1, P2 & Switch Case ............................... Start
(1) - Terminal located next to P2.
Fig. 2: Identifying Ignition Switch Terminals

* PLEASE
STEERING READ THIS
COLUMN FIRST * Article Text (p. 4)1998 Ford Econoline E250For 1
SWITCHES Copyright © 1998 Mitchell Repair Inform
WARNING: Deactivate air bag system before performing any service
operation involving steering column components. See
AIR BAG RESTRAINT SYSTEMS article. DO NOT apply electrical
power to any component on steering column without first
deactivating air bag system. Air bag may deploy.
MULTIFUNCTION SWITCH

Disconnect negative battery cable. Remove steering column
covers. Remove retaining screws. Disconnect multifunction switch
connectors. Remove switch. To install, reverse removal procedure.
IGNITION SWITCH

Disconnect negative battery cable. Remove steering column
covers. Disconnect ignition switch connector. Remove ignition switch
retaining screws. Remove ignition switch. To install, reverse removal
procedure.
LOCK CYLINDER
Removal & Installation (With Key)

Disconnect negative battery cable. Set ignition switch to RUN
position. Using a 1/8" drill bit, press retaining pin inward and pull
out lock cylinder. To install, lubricate lock cylinder. Turn lock
cylinder to RUN position. Press retaining pin inward and insert lock
cylinder into housing. To install remaining components, reverse
removal procedure.
Removal (Without Key)

1) Use this procedure to remove ignition lock cylinder if key
is missing or cylinder is frozen. Disconnect negative battery cable.
Remove steering wheel. Using pliers, twist cap until it separates from
ignition switch lock cylinder.
2) Using a 1/8" drill bit, drill out lock cylinder retaining
pin. Using a 3/8" drill bit, drill down middle of ignition lock key
slot until ignition switch lock cylinder breaks loose. Remove ignition
switch lock cylinder and drill shavings from lock cylinder housing.
3) Remove bearing retainer, bearing and gear. Thoroughly
clean all metal shavings and other foreign material from housing.
Carefully inspect housing for damage. If damage is apparent, replace
housing.
Installation
1) Install gear, bearing, and retainer. Lubricate cylinder
cavity. Rotate lock cylinder to RUN position. Press retaining pin
inward and insert new lock cylinder into lock cylinder housing.
2) Before rotating key to OFF position, ensure cylinder is
fully seated and aligned. Use key to rotate cylinder to ensure
STEERING COLUMN SWITCHES Article Text (p. 5)1998 Ford Econoline E250
mechanical operation is okay in all positions.
WIRING DIAGRAMS
Fig. 3: Horn System Wiring Diagram
END OF ARTICLE
STEERING COLUMN SWITCHES Article Text (p. 6)
STEERING COLUMN - EXCEPT STRIPPED CHASSIS
Article Text
For 1
ARTICLE BEGINNING
1998-99 STEERING
FORD - Steering Columns - Trucks - Except Stripped Chassis
Econoline Van, Expedition, Explorer, Mountaineer, Navigator,

Pickup, Ranger, Villager
DESCRIPTION
All models are equipped with dual air bags. All steering
columns are energy-absorbing and collapse upon frontal impact. All
models are equipped with tilt steering wheel either as standard or
optional equipment. A multifunction switch operates wiper/washer, turn
signal/hazard and horn/dimmer. Multifunction and ignition switches are
mounted on steering column.
WARNING: Before servicing models with Supplemental Restraint System

(SRS), observe following precautions. Before any repairs are
performed, disconnect and shield negative battery cable.
Disconnect SRS connector at control unit. Use caution when
working around steering column as air bag could deploy.
SAFETY PRECAUTIONS
Observe following precautions when working with air bag

systems.
* Disable air bag system before servicing any air bag system or
steering column components. Failure to do so may result in
accidental air bag deployment and cause personal injury. See
DISABLING AIR BAG SYSTEM.
* Backup power supply will hold a deployment charge for
approximately one minute (3 minutes for Villager) after
positive battery cable is disconnected. Servicing SRS before
deployment charge is depleted may cause accidental air bag
deployment and possible personal injury.
* Because of critical system operating requirements, DO NOT
service sensors, clockspring, monitor, or air bag module.
Corrections are made by replacement only.
* Always wear safety glasses whenever servicing an air bag
equipped vehicle or handling an air bag.
* When carrying a live air bag module, ensure air bag module
and trim cover are pointed away from your body. This
minimizes chance of injury in the event of an accidental
deployment.
* When placing a live air bag module on a bench or other
surface, always face air bag module and trim cover up, away
from surface. This will reduce motion of module if it is
* After deployment, air bag surface may contain deposits of
sodium hydroxide, which may irritate skin. Sodium hydroxide
is a product of gas generant combustion. Always wear gloves
and safety glasses when handling a deployed air bag. Wash
your hands using mild soap and water. Follow correct disposal
procedures.
* If a part is replaced and new part does not correct
condition, reinstall original part and perform diagnostic
procedure again.
* Never probe connectors on air bag module. Doing so may cause
air bag deployment and personal injury.
* The instruction to DISCONNECT always refers to a connector.
DO NOT disconnect a component from vehicle when instructed to
DISCONNECT.
* After repairs, ensure AIR BAG warning light does not indicate
any other faults.
DISABLING AIR BAG SYSTEM
WARNING: Backup power supply will hold a deployment charge for

approximately one minute (3 minutes for Villager) after
battery positive cable is disconnected. Servicing SRS before
deployment charge is depleted may cause accidental air bag
deployment and possible personal injury.
NOTE: Use following disabling procedure for component replacement

purposes only. If vehicle was involved in a collision and air
bag did not deploy, or SRS is not functioning properly and
vehicle needs to be driven, complete system deactivation is
required.
Disconnect negative and then positive battery cables. Shield

both cables. Air bag system contains a backup power supply built into
the air bag diagnostic monitor. Wait a minimum of one minute (3
minutes for Villager) before servicing any air bag system components.
System is now disabled.

CONTACT ASSEMBLY (CLOCKSPRING)
Removal
1) Place front wheels in straight-ahead position. Disconnect
negative battery cable. Disconnect positive battery cable. Wait one
minute (3 minutes for Villager) to deplete air bag backup power
supply.
2) Remove driver air bag module. Ensure front wheels areSTEERING
in COLUMN - EXCEPT STRIPPED CHASSIS
straight-ahead position. Remove steering wheel. See STEERING WHEEL &
AIR BAG. If contact assembly is to be reused, put tape across contact
assembly to prevent rotation of contact assembly. See Fig. 1 or 2. If
clockspring is rotated, it could be damaged internally.
3) Remove lower steering column trim cover and reinforcement.
Loosen 4 steering column-to-instrument panel retaining bolts. Remove
tilt wheel handle and shank (if equipped). Remove lower steering
column shroud. Remove ignition switch lock cylinder. See LOCK
CYLINDER.
4) Remove upper steering column shroud. Remove Passive Anti-
Theft System (PATS) transmitter. Remove ignition key warning switch.
Remove contact assembly electrical connectors. Release contact
assembly retaining clips. Remove contact assembly.
Installation
1) Ensure front wheels are in straight-ahead position. Ensure
steering shaft alignment mark is at 12 o"clock position. Install
contact assembly.
2) If installing original contact assembly, remove tape. If
installing NEW contact assembly, remove plastic locking insert. To
Fig. 1: Taping Contact Assembly (Except Econoline Van & Villager)

Fig. 2: Taping Contact Assembly (Econoline Van & Villager)

STEERING WHEEL & AIR BAG

STEERING COLUMN - EXCEPT STRIPPED CHASS
negative battery cable. Disconnect positive cable. Wait one minute (3
minutes for Villager) to deplete air bag backup power supply. Remove
air bag module-to-steering wheel retaining fasteners. Remove air bag
from steering wheel, and disconnect air bag module electrical
connector.
2) Disconnect horn switch and speed control electrical
connectors. Mark steering wheel-to-steering shaft position for
installation reference. Remove steering wheel retaining bolt. On
Ranger, remove steering wheel using Puller (T77F-4220-B1). On all
others, remove steering wheel using appropriate puller.
3) To install, reverse removal procedure. Ensure all wiring
is routed properly. Tighten steering wheel retaining bolt and air bag
retaining nuts to specification. See TORQUE SPECIFICATIONS table.
MULTIFUNCTION SWITCH

Disconnect negative battery cable. Disconnect positive
battery cable. Wait one minute (3 minutes for Villager) to deplete air
bag backup power supply. Remove ignition lock cylinder. See LOCK
CYLINDER. Remove tilt wheel handle and shank (if equipped). Remove
upper and lower steering column shrouds. Remove multifunction switch
retaining screws. Disconnect multifunction switch electrical
connector, and remove multifunction switch from steering column. To
LOCK CYLINDER
Removal (With Key)

1) Disconnect negative battery cable. Disconnect positive
bag backup power supply. Ensure gear selector is in Park (A/T models).
On Villager, remove upper and lower steering column shrouds.
2) On all models, turn ignition switch to RUN position, using
key. Remove key warning switch. Using a 1/8" (3.17 mm) diameter pin or
punch, depress retaining pin located in lock cylinder housing, and
pull out lock cylinder. See Fig. 3.
NOTE: When lock cylinder is removed, a small spring will pop out
from beneath tension rod.
Installation
1) Using key, turn lock cylinder to RUN position. Depress
retaining pin. Insert lock cylinder into housing. Ensure tab on end of
lock cylinder aligns with slot in ignition drive gear and lock
cylinder is fully engaged in housing.
2) Using key, turn lock cylinder to OFF position. To complete
installation, reverse removal procedure. Check lock cylinder and
ignition switch functions. Ensure column locks when switch is in LOCK
position. Verify proper ignition switch lock operation.
STEERING COLUMN - EXCEPT STRIPPED CHASSIS Article Text (p. 4)1998 Ford Econoline E250For 1
Fig. 3: Removing Ignition Lock Cylinder
Removal (Without Key)

1) Use this procedure to remove ignition lock cylinder if key
is missing or cylinder lock is frozen. Disconnect battery negative
cable. Disconnect positive battery cable. Wait one minute (3 on
Villager) to deplete air bag backup power supply. Remove steering
wheel. See STEERING WHEEL & AIR BAG. Remove upper and lower steering
column shrouds. Disconnect key warning switch electrical connector.
Use a 1/8" (3.17 mm) drill bit to drill out retaining pin. DO NOT
drill deeper than 1/2" (12.7 mm).
2) On Econoline Van, grasp lock cylinder cap with vise grips
and twist off lock cylinder cap. On all other models, place a chisel
at base of lock cylinder cap. Using hammer, strike chisel with sharp
blows to break cap away from lock cylinder. On all models, use 3/8"
(9.52 mm) drill bit to drill out center of lock cylinder key slot.
Drill down approximately 1 3/4" (44 mm) until lock cylinder breaks
away from base of lock cylinder.
3) Remove metal shavings from lock cylinder housing. Remove
bearing retainer, bearing and ignition drive gear from lock cylinder.
Thoroughly clean all metal shavings and other foreign materials from
housing. Carefully inspect housing for damage. If damage is apparent,
replace housing.
Installation
1) Install ignition drive gear, bearing and bearing retainer.
Lubricate cylinder cavity with lock cylinder lubricant. Turn ignition
switch to RUN position. Depress retaining pin, and insert NEW lock
cylinder into housing.
2) Ensure tab on end of lock cylinder aligns with slot in
ignition drive gear. Using key, turn lock cylinder to OFF position to
engage cylinder retaining pin into cylinder housing hole. To complete
installation, reverse removal procedure. Check lock cylinder
functions. Ensure column locks when ignition switch is in LOCK
position. STEERING COLUMN - EXCEPT STRIPPED CHASSIS Article Te
IGNITION SWITCH
Removal (Econoline Van, Expedition, Navigator, Pickup &

Villager)
bag backup power supply. Remove instrument panel steering column
cover. Disconnect ignition switch electrical connector. Turn lock
cylinder to OFF position. Using key, remove ignition switch from
steering column.
Installation
Ensure ignition lock is in RUN position. Slot in actuator
housing should be aligned with mark on steering column casting. Align
pin on ignition switch with slot in actuator housing. Connect ignition
switch electrical connector, and tighten retaining screws to
specification. See TORQUE SPECIFICATIONS table. To complete
installation, reverse removal procedure.
Removal (Explorer, Mountaineer, Ranger & Wind Star)

bag backup power supply. Remove lower instrument panel steering column
cover and reinforcement. . Remove 2 ignition switch retaining screws.
Disconnect ignition switch electrical connector. Using key, turn
ignition lock to OFF position. Remove ignition switch from steering
column.
Installation
Turn ignition lock cylinder to LOCK position. Place actuator
rod on switch. Place switch on column studs while aligning rod hole in
ignition switch with actuator rod. Tighten retaining nuts to
specification. See TORQUE SPECIFICATIONS table. Check switch for
proper operation in all positions. To complete installation, reverse
removal procedure.
STEERING COLUMN
Removal & Installation (Econoline Van, Expedition, Navigator,

Pickup & Villager)
minute (3 minutes for Villager) to deplete air bag backup power
supply. Remove steering wheel. See STEERING WHEEL & AIR BAG. Remove
driver side air bag module. Move shift lever to low (1) position.
Remove steering column opening cover. Remove instrument panel fuse
door. Remove right and left instrument panel lower moldings. Remove
instrument panel lower trim cover.
2) Remove screws from lower steering column shroud. Remove
lower steering column shroud by pulling shroud down and toward rear of
vehicle. Disconnect air bag clockspring contact assembly electrical
STEERING COLUMN - EXCEPT STRIPPED CHASSIS Article Text (p. 6)1998 Ford Econoline E250
connectors. Place tape across contact assembly stator and rotor to
prevent accidental rotation. See Fig. 1 or 2. Remove upper steering
column shroud from column. Remove clockspring contact assembly
retaining screws, and remove contact assembly from steering column.
Remove multifunction switch.
3) Unscrew and remove tilt lever from column (if equipped).
Using key, turn lock cylinder to RUN position. Place a 1/8" (3.17 mm)
diameter pin in hole located in outer edge of lock cylinder housing.
Depress retaining pin, and pull out lock cylinder. Remove 6 instrument
panel lower reinforcement brace bolts, and remove reinforcement brace.
4) On A/T models, remove shift indicator cable retaining
screw, and disconnect cable from actuator housing. Disconnect shift
indicator cable loop from shift tube hook. Remove 2 screws attaching
multifunction switch to steering column. Disconnect multifunction
switch electrical connector, and remove switch.
5) Remove pinch bolt from intermediate shaft "U" joint.
Disconnect shift cable from selector lever pivot. Push in tab on shift
cable, and slide cable off shaft cable bracket. Disconnect ignition
switch electrical connector. Support steering column assembly, and
remove 4 steering column-to-support bracket retaining nuts. Carefully
remove column from vehicle.
6) To install, reverse removal procedure. Tighten all nuts
and bolts to specification. See TORQUE SPECIFICATIONS table.
Removal & Installation (Explorer, Mountaineer, Ranger & Wind

Star)
minute to deplete air bag power supply. On A/T models, place
transmission in Neutral. On all models, remove bolt attaching
intermediate shaft to steering column shaft. Compress intermediate
shaft until clear of steering column shaft.
2) On A/T models, remove nuts attaching shift cable bracket
to steering column bracket. Disconnect shift cable from column lever.
On tilt columns, ensure steering wheel is in full-up position before
removing steering wheel.
3) On all models, remove steering wheel. See STEERING WHEEL &
AIR BAG. On tilt columns, unscrew and remove tilt lever. Remove
steering column collar by squeezing it at 6 and 12 o'clock positions.
4) On all models, remove screws attaching panel trim cover,
and remove trim cover. Remove screws from lower steering column
shroud. Remove lower steering column shroud by pulling shroud down and
toward rear of vehicle. Remove upper steering column shroud from
column.
5) On A/T models, disconnect selector indicator actuation
cable by removing screw from column casting and plastic plug at end of
cable. To remove plastic plug from shift lever socket casting, push on
nose of plug until head clears casting, and then pull plug from
casting.
6) On all models, remove plastic clip holding multifunction
switch wiring to steering column bracket. Remove screws attaching
multifunction switch. Remove multifunction switch from column, leaving
STEERING COLUMN - EXCEPT STRIPPED CHASS
wiring connected to switch. Position switch and wiring aside.
7) Disconnect key warning buzzer electrical connector from
horn brush. Remove screw holding horn brush electrical connector to
column. Disconnect horn brush electrical connector. Remove screws
attaching toe plate to body panel. Loosen toe plate clamp bolt.
8) Support steering column. Remove bolts holding steering
column to bracket. Disconnect ignition switch wiring connector.
Carefully remove column from vehicle.
9) To install steering column, reverse removal procedure.
Tighten all nuts and bolts to specification. See TORQUE SPECIFICATIONS
table. Ensure all components operate properly.
OVERHAUL
When overhauling steering columns, refer to exploded view

illustration. See Fig. 4.
Fig. 4: Exploded View Of Tilt Wheel Steering Column (All Models)

TORQUE SPECIFICATIONS STEERING COLUMN - EXCEPT STRIPPED CH

Air Bag Module Retaining Bolt (Driver)

Villager ................................................. 15 (21)
Air Bag Module Retaining Bolt (Passenger)
Villager ................................................. 18 (24)
Air Bag Module Retaining Nut (Passenger)
Econoline Van ...................................... 14-19 (19-26)
Intermediate Shaft-To-Steering Column Shaft Bolt
Econoline Van, Pickup & Villager ................... 30-42 (41-57)
Explorer, Mountaineer, Ranger & Wind Star .......... 19-25 (26-34)
Steering Column Shaft Yoke Bolt
Pickup ............................................. 30-40 (41-55)
Steering Column-To-Support Bracket Retaining Nuts
Econoline Van, Expedition, Pickup & Villager ............. 12 (16)
Steering Wheel Retaining Bolt
Econoline Van, Expedition,
Navigator, Pickup & Villager ...................... 23-32 (31-44)
Explorer, Mountaineer, Ranger & Wind Star .......... 25-34 (34-46)
INCH Lbs. (N.m)
Air Bag Contact Assembly Retaining Screws

Econoline Van & Villager ............................. 18-26 (2-3)
Air Bag Module Retaining Bolt (Driver)
Econoline Van ..................................... 90-107 (10-14)
Expedition, Navigator & Pickup ........................... 98 (11)
Explorer, Mountaineer & Ranger ............................ 80 (9)
Wind Star ................................................. 71 (8)
Air Bag Module Retaining Bolt (Passenger)
Expedition, Navigator & Pickup ............................ 80 (9)
Explorer, Mountaineer & Ranger .................. 67-92 (7.6-10-4)
Wind Star ............................................... 108 (12)
Ignition Switch Retaining Screws
Econoline Van, Pickup & Villager ................. 47-64 (5.3-7.2)
Ranger .................................................... 53 (6)
Multifunction Switch Screws ............................ 18-26 (2-3)
Shift Indicator Cable Retaining Screw
Econoline Van, Pickup & Villager .................... 60-96 (7-11)
Steering Column Lower Bearing Retaining Bolt ................ 80 (9)
END OF ARTICLE
STEERING COLUMN - EXCEPT STRIPPED CHASSIS Article Text (p. 9)1998 Fo

* STEERING UNIFORM INSPECTION GUIDELINES *
Article Text
For 1
ARTICLE BEGINNING
GENERAL INFORMATION
STEERING AND SUSPENSION, WHEEL ALIGNMENT, AND WHEELS & TIRES
January 2002 Motorist Assurance Program Standards For
Automotive Repair
OVERVIEW


take greater responsibility for their vehicles through proper,

Engine Maintenance and Performance, HVAC, Electrical Systems, and
Drive Train and Transmissions. Further, revisions to all of these
inspection communication standards are continually re-published.
Participating shops utilize these Uniform Inspection & Communication
Standards as part of the inspection process and for communicating
their findings to their customers.


offers mediation and arbitration through the Better Business Bureau
and other non-profit organizations. MAP conducted pilot programs in
twelve states before announcing the program nationally in October
1998. During the pilots, participating repair shops demonstrated their
adherence to the Pledge and Standards and agreed to follow the UICS in
communicating the results of their inspection to their customers.
To put some "teeth" in the program, an accreditation

requirement for shops was initiated. The requirements are stringent,
and a self-policing method has been incorporated which includes the
"mystery shopping" of outlets.
We welcome you to join us as we continue our outreach with


Bethesda, MD 20814
Phone (301) 634-4955 - Fax (202) 318-0378
January 2002
Map@motorist.org



available.

indicate a required or suggestedservice or part replacement. Although
this list is extensive, it is not fully inclusive. In addition to this
list, a technician may make a suggestion. However, any suggestions
must be based on substantial and informed experience, or the vehicle
manufacturer's recommended service interval and must be documented.

Example: An exhaust pipe has corroded severely and has a hole

in it through which exhaust gases are leaking. Replacement of the
exhaust pipe in this case is required due to functional failure.
Example: A brake rotor has been worn to the point where it

measures less than the vehicle manufacturer's discard specifications.
Replacement of the rotor is required because it does not meet design
specifications.

Example: An exhaust pipe is rusted, corroded or weak, but no

leaks are present. In this case, the exhaust pipe has not failed.
However, there is evidence that the pipe may need replacement in the
near future. Replacement of the pipe may be suggested for the
customer's convenience in avoiding a future problem.
Example: The customer desires improved ride and/or handling,

but the vehicle's shocks or struts have not failed. In this case,
replacement may be suggested to satisfy the customer's wishes. In this
case, replacement of the shocks or struts may not be sold as a
requirement.




performance)
C - Part is missing


soon, etc.)
informed experience

STEERING AND SUSPENSION

OPERATION
Steering and suspension are complex systems made up of a

variety of interdependent components. For proper vehicle handling,
ride, and tire wear, a thorough inspection is required whenever
suspension work is being performed.
Conditions listed assume that the problem has been isolated

to the specific component by proper testing procedures.
NOTE: When replacing steering and/or suspension components which

may affect an alignment angle, you are required to check and
adjust alignment as needed. Refer to the OEM specifications.
CAUTION: Do not use ride height altering or load compensating

components, such as variable rate springs and coil over
shocks, on vehicles with height or load sensing proportioning
valve-equipped braking systems, unless these components are
original equipment. * STEERING UNIFORM INSPECTION GUIDELINES
ACTIVE SUSPENSION CONTROL MODULES
See CONTROL MODULES.
AIR BAGS
See AIR SPRINGS.
AIR RIDE CONTROL MODULES
AIR RIDE SUSPENSION
NOTE: Depending on the air suspension design, there are some

aftermarket products available to eliminate the air ride
suspension on certain vehicles. If the system has been
eliminated with one of these products, then no service is
suggested or required.
AIR RIDE SUSPENSION TORSION SPRINGS (COUNTER BALANCING)
AIR RIDE SUSPENSION TORSION SPRINGS (COUNTER BALANCING)
Attaching hardware broken ...... A ............. Require repair or

Attaching hardware missing ..... C ........ Require replacement of
hardware.
functioning ................... A ............. Require repair or
damaged ....................... A ............. Require repair or
stripped (threads
missing) ..................... A ........ Require replacement of
hardware.
Broken ......................... A .......... Require replacement.
Missing ........................ C .......... Require replacement.
AIR RIDE TUBES
AIR RIDE TUBES
Application incorrect .......... B .......... Require replacement.

* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 5)1998 Ford Econolin
hardware.
stripped (threads
hardware.
Connected incorrectly .......... A ............... Require repair.
leak ......................... A ............. Require repair or
replacement.
Leaking ........................ A ............. Require repair or
replacement.
Melted ......................... 1 ............. Suggest repair or
replacement.
Protective sleeves damaged ..... 2 ........ Suggest replacement of
sleeves.
Protective sleeves missing ..... C ........ Require replacement of
sleeves.
performance ................... A ............. Require repair or
replacement.
performance ................... 2 ............. Suggest repair or
replacement.
Routed incorrectly (where
failure is likely to
occur) ....................... B ............. Require repair or
replacement.
Safety clip missing ............ C .......... Require replacement.
Threads damaged ................ A ............. Require repair or
replacement.
missing) ...................... A .......... Require replacement.
Type incorrect ................. 1 ............. Suggest repair or
replacement.
AIR SHOCKS AND AIR STRUTS
NOTE: This section covers the air spring portion of the air shock
or strut. For damping portion of shock or strut conditions
and procedures, refer to the * STEERING UNIFORM INSPECTION GUIDELINES *
SHOCK ABSORBERS, STRUT CARTRIDGES, AND STRUT ASSEMBLIES
section.
AIR SHOCKS AND AIR STRUTS
Inner fabric of air bag

damaged ....................... A .......... Require replacement.
replacement.
Outer covering of air bag
is cracked to the extent
that inner fabric of air
bag is visible .............. 1 .......... Suggest replacement.
AIR SPRING VALVES
AIR SPRING VALVES
Attaching hardware brokena ..... A ............. Require repair or

hardware.
stripped (threads
hardware.
Blocked ........................ A ............. Require repair or
replacement.
Connector bent ................. A ............. Require repair or
replacement.
Connector broken ............... A .......... Require replacement.
Connector loose ................ A ............. Require repair or
replacement.
Inoperative .................... A ............. Require repair or
replacement.
replacement.
Restricted ..................... A ............. Require repair or
replacement.
* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 7)1998 Ford

AIR SPRINGS
AIR SPRINGS

hardware.
stripped (threads
hardware.
Collar cracked ................. A .......... Require replacement.
End cap cracked ................ A .......... Require replacement.
Inner fabric of bag damaged .... A .......... Require replacement.
replacement.
Outer covering of air bag
is cracked to the extent
that inner fabric of air
bag is visible .............. 1 .......... Suggest replacement.
Piston cracked ................. A .......... Require replacement.
AIR SUSPENSION CONTROL VALVES
AIR SUSPENSION CONTROL VALVES

hardware.
stripped (threads
* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 8)1998 Ford Econoline E250For 1
hardware. Copyright ©
Connector broken ............... A ............. Require repair or
replacement.
type) leaking ................. A ............. Require repair or
replacement.
Connector melted ............... A ...... (1) Require replacement.
Connector missing .............. C .......... Require replacement.
Leaking ........................ B ............. Require repair or
replacement.
Output incorrect ............... B .......... Require replacement.
performance ................... A ......... (1) Require repair or
replacement.
affecting performance ......... 2 ............. Suggest repair or
replacement.
Terminal corroded,
affecting performance ......... A ............. Require repair or
replacement.
replacement.
performance ................... B ............. Require repair or
replacement.
Terminal loose, not
replacement.
replacement.
Wire lead burned ............... A ............. Require repair or
replacement.
exposed ....................... B ............. Require repair or
replacement.
Wire lead open ................. A ............. Require repair or
replacement.
Wire lead shorted .............. A ............. Require repair or
replacement.
(1) - Determine cause and correct prior to repair or replacement of

part.
AIR SUSPENSION DRIERS
AIR SUSPENSION DRIERS

* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p
hardware.
stripped (threads
hardware.
performance ................... A .......... Require replacement.
Desiccant bag deteriorated ..... A ...... (1) Require replacement.
Further inspection
required.
Leaking ........................ A .......... Require replacement.
Restricted ..................... A ............. Require repair or
replacement.
replacement.
Tubing connection leaking ...... A ............. Require repair or
replacement.
(1) - Inspect system to determine effects of desiccant bag

deterioration.
BALL JOINTS
Before requiring or suggesting ball joint replacement, the

approved OEM procedure must be used to measure ball joint wear. The
measurement(s) obtained, along with the vehicle manufacturer's
specifications, must be noted on the inspection report. Some states
require that these measurements also appear on the invoice.
NOTE: The term "perceptible movement", defined as any visible

movement in any direction, has been the industry standard for
determining the need for replacement of follower (non-load
carrying) ball joints. Some vehicle manufacturers are now
publishing specifications for follower ball joints that were
previously diagnosed by the "perceptible movement" standard.
Before requiring or suggesting any parts be replaced based on
"perceptible movement", consult your repair manual to
determine if OEM specifications exist.
* STEERING UNIFORM
You are not required toINSPECTION GUIDELINES
replace ball joints in axle sets. * Article Text (p. 10)1998 Ford Econoline E250For 1
However, when replacing a ball joint due to wear exceeding
manufacturer's specification, you may suggest replacement of the other
ball joint if its measurement shows it is close to the end of its
useful life, for preventive maintenance.
BALL JOINTS

Attaching hardware
corroded, affecting
structural integrity ......... A ........ Require replacement of
hardware.
hardware.
stripped (threads
hardware.
Binding ........................ A ........ (1) Further inspection
required.
Grease boot cracked ............ 2 ...... (2) Suggest replacement.
Grease boot missing ............ C ...... (3) Require replacement.
Grease boot torn ............... A ...... (4) Require replacement.
Grease fitting broken .......... A .... (5) Require replacement of
grease fitting.
Grease fitting missing ......... C ........ Require replacement of
grease fitting.
Grease fitting won't seal ...... A ........ Require replacement of
grease fitting.
Greaseable ball joint will
not take grease ............... 2 .... (6) Suggest replacement of
grease fitting.
Nut on ball joint loose ........ A ......... (7) Require repair or
replacement.
Pre-load adjustment
incorrect ..................... B ............. Require repair or
replacement.
Seized ......................... A .......... Require replacement.
Stud bent ...................... B ...... (8) Require replacement.
Stud broken .................... A ...... (8) Require replacement.
replacement.
Threads stripped (threads * STEERING UNIFORM INSPECTION GUIDELINES *
missing) ...................... A ...... (8) Require replacement.
Wear exceeds
manufacturer's
specifications ............... B .......... Require replacement.
(1) - If greaseable, grease ball joint. If problem persists or joint

is non-greaseable, require replacement.
(2) - Cracked grease boot will allow contaminants to enter the ball
joint and will accelerate wear.
(3) - Lack of grease boot will allow contaminants to enter the ball
joint and will accelerate wear.
(4) - Torn grease boot will allow contaminants to enter the ball joint
and will accelerate wear.
(5) - Some vehicles come from the factory with broken fittings. No
service is suggested or required on these vehicles.
(6) - If the greaseable ball joint still will not take grease after
replacing the grease fitting, suggest replacement of ball joint.
(7) - Check for bent stud or damaged taper hole.
(8) - Check for damaged taper hole.
BUSHINGS
BUSHINGS

hardware.
stripped (threads
hardware.
Binding ........................ A ............. Require repair or
replacement.
Deteriorated, affecting
replacement.
replacement.
Leaking (fluid-filled type) .... A .......... Require replacement.
Noisy .......................... 2 *........
STEERING UNIFORM
(2) Further inspectionINSPECTION GUIDELINES * Article Text (p. 12)1998 Ford Econo
required.
Oil-soaked, affecting
performance ................... A ...... (3) Require replacement.
Rubber separating from
internal metal sleeve on
bonded bushing ............... A .......... Require replacement.
Shifted (out of position) ...... B ............. Require repair or
replacement.
Split .......................... A .......... Require replacement.
Surface cracking
(weather-checked) No service suggested or
required.
(1) - If condition is caused by oil-soaking, further inspection is

required to determine source of oil.
(2) - If noise isolated to bushing, suggest repair or replacement.
CAUTION: Use only approved lubricant on rubber bushings. Petroleum-

based lubricants may damage rubber bushings.
(3) - Further inspection required to determine source of oil.
CENTER LINKS
CENTER LINKS

hardware.
stripped (threads
hardware.
Bent ........................... B .......... Require replacement.
required.
Grease boot cracked ............ A .... (2) Require replacement of
boot.
Grease boot missing ............ C .... (3) Require replacement of
boot.
Grease boot torn ............... A .... (4) Require replacement * STEERING
of UNIFORM INSPECTION GUIDELINES * Article T
boot.
Grease fitting broken .......... A ........ Require replacement of
grease fitting.
grease fitting.
grease fitting.
Grease seal missing ............ C ...... (5) Require replacement.
Grease seal torn ............... A ...... (6) Require replacement.
Greaseable center link
will not take grease .......... 2 .... (7) Suggest replacement of
grease fitting.
Looseness (perceptible
horizontal movement) .......... 1 ...... (8) Suggest replacement.
Looseness that is excessive .... B ...... (9) Require replacement.
Stud bent ...................... B ..... (10) Require replacement.
Stud broken .................... A ..... (10) Require replacement.
Stud loose in taper hole ....... A ........ (10) Require repair or
replacement.
Taper hole elongated ........... A ..... (11) Require replacement.
replacement.
missing) ...................... A ..... (10) Require replacement.
Wear exceeds
manufacturer's
(1) - If greaseable, grease joint. If problem persists or joint is

non-greaseable, require replacement.
(2) - If boot is not available as a separate component, suggest
replacement of center link (reason code 2). Cracked grease boot
will allow contaminants to enter the joint and will accelerate
wear.
replacement of center link (reason code 2). Lack of grease boot
wear.
replacement of center link (reason code 2). Torn grease boot
wear.
(5) - If seal is not available as a separate component, suggest
replacement of center link (reason code 2). Lack of grease seal
wear.
replacement of center link (reason code 2). Torn grease seal
wear.
(7) - If greaseable center link still will not take grease after * STEERING UNIFORM INSPECTION GUIDELINES *
replacing the grease fitting, suggest replacement of center
link.
(8) - If manufacturer's procedures for inspection exist, use those
procedures; otherwise, use an approved inspection method such as
the dry park check.
CAUTION: Do not use pliers or pry bar to check ball and socket
movement. Use only moderate hand pressure.
(9) - Excessive looseness is defined as being significant enough to

affect vehicle handling or structural integrity. If
manufacturer's procedures for inspection exist, use those
the dry park check.

(11) - Check for damaged stud.
COMPRESSORS
COMPRESSORS

hardware.
stripped (threads
hardware.
replacement.
Connector broken ............... A .......... Require replacement.
replacement.
Does not build pressure ........ A .......... Require replacement.
Excessive run time ............. B .......... Require replacement.
Inoperative .................... A ...... (1) Require replacement.
replacement. * STEERING UNIFORM INSPECTION GUIDELINES *
Noisy (abnormal) ............... 2 .......... Suggest replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
replacement.
replacement.
replacement.
replacement.

specification.
part.
CONTROL ARM SHAFTS
CONTROL ARM SHAFTS

hardware.
replacement of hardware.* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (
stripped (threads
hardware.
Shaft bushing surface
undersized (worn) ............. B .......... Require replacement.
replacement.
CONTROL ARMS
CONTROL ARMS

Attaching hardware
corroded, affecting
hardware.
hardware.
stripped (threads
hardware.
Ball joint hole oversized
(loose interference or
press fit) ................... B ........ (1) Further inspection
required.
Bushing hole oversized ......... B .......... Require replacement.
Corroded, affecting
structural integrity .......... A .......... Require replacement.
Holes distorted ................ A .......... Require replacement.
replacement.
(1) - If oversized ball joint is available, require replacement of

* STEERING UNIFORM INSPECTION GUIDELINES * Article T
ball joint. If oversized ball joint is not available,
require replacement of control arm.
CONTROL MODULES
CONTROL MODULES
Application incorrect .......... B .......... Require replacement.

hardware.
stripped (threads
hardware.
replacement.
Connector melted ............... A ......... (1) Require repair or
replacement.
Connector missing .............. A ............... Require repair.
Contaminated ................... A ......... (2) Require repair or
replacement.
Inoperative .................... B ......... (3) Require repair or
replacement.
Malfunctioning ................. A ...... (4) Require replacement.
Terminal broken ................ A ............. Require repair or
replacement.
replacement.
replacement.
Terminal corroded,
replacement.
affecting performance ......... 2 ............. Suggest repair or * STEERING UNIFORM INSPECTION GUIDELINES *
replacement.
replacement.
Terminal loose, not
replacement.
replacement.
replacement.
Wire lead corroded ............. A ............. Require repair or
replacement.
replacement.
replacement.

part.
(2) - Determine source of contamination, such as engine coolant, fuel,
metal particles, or water. Require repair or replacement.
specification. Some components may be serviceable; check for
accepted cleaning procedure.
(4) - Includes inoperative, intermittent operation, failure to perform
all functions, out of OEM specification, or out of range.
part.
DRAG LINKS
DRAG LINKS

hardware.
stripped (threads * STEERING UNIFORM INSPECTION GUIDELINES *
hardware.
required.
boot.
boot.
Grease boot torn ............... A .... (4) Require replacement of
boot.
grease fitting.
grease fitting.
grease fitting.
Grease seal missing ............ C ...... (5) Require replacement.
Grease seal torn ............... A ...... (6) Require replacement.
grease fitting.
replacement.
replacement.
Wear exceeds
manufacturer's

wear.
wear.
will allow contaminants
* STEERINGto enter the joint and
UNIFORM will accelerate
wear.
wear.
wear.
(7) - If greaseable center link still will not take grease after
link.
the dry park check.

the dry park check.

ELECTRIC POWER STEERING PUMPS
See POWER STEERING PUMPS.
ELECTRONIC RIDE CONTROL SHOCKS AND STRUTS
NOTE: This section covers the electronic damping control portion of

the electronic shock or strut. For damping portion of shock
or strut conditions and procedures, refer to the
section.
ELECTRONIC RIDE CONTROL SHOCKS AND STRUTS

hardware. * STEERING UNIFORM INSPECTION GUIDELINES *
stripped (threads
hardware.
replacement.
replacement.
replacement.
Electronic valve control
inoperative ................... A ...... (1) Require replacement.
Terminal bent .................. A ............. Require repair or
replacement.
replacement.
Terminal corroded .............. A ............. Require repair or
replacement.
Terminal loose ................. A ............. Require repair or
replacement.
(1) - It is acceptable to replace with a non-electronically controlled

unit, where available.
FLEX COUPLERS
See STEERING COUPLERS.
HEIGHT SENSORS
HEIGHT SENSORS

Attaching hardware
corroded, affecting
hardware.
hardware.
replacement of hardware.* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p
stripped (threads
hardware.
replacement.
replacement.
Connector melted ............... A ...... Require replacement. See
note below.
NOTE: Determine cause and
correct prior to
Dust boot missing .............. C .... (1) Require replacement of
boot.
Dust boot split ................ A .... (1) Require replacement of
boot.
Dust boot torn ................. A .... (1) Require replacement of
boot.
Housing cracked ................ A .......... Require replacement.
Lead routing incorrect ......... B ............. Require rerouting
according to vehicle
manufacturer's
specifications.
Loose .......................... B ......... Require adjustment to
specifications.
Output signal incorrect ........ A ............. Require repair or
replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
replacement.
replacement.
replacement.
replacement.
(1) - If boot is not available separately, suggest replacement of

sensor (reason code 2). This condition can lead to damage of the
sliding magnet, which, in turn, causes premature sensor failure.
part.
HYDRAULIC HOSES
HYDRAULIC HOSES

hardware.
stripped (threads
hardware.
Blistered ...................... B .......... Require replacement.
Fitting threads damaged ........ A ............. Require repair or
replacement.
(threads missing) ............. A .......... Require replacement.
Inner fabric (webbing) cut ..... B .......... Require replacement.
Leaking ........................ A .......... Require replacement.
Outer covering is cracked
to the extent that inner
fabric of hose is
visible ..................... B .......... Require replacement.
Restricted ..................... A .......... Require replacement.
Routed incorrectly (where * STEERING UNIFORM INSPECTION GUIDELINES *
replacement.
Secured incorrectly ............ B ............... Require repair.
HYDRAULIC POWER STEERING PUMPS
See POWER STEERING PUMPS.
HYDRAULIC SUSPENSION HOSES
See HYDRAULIC HOSES.
HYDRAULIC SUSPENSION PUMPS
See SUSPENSION (HYDRAULIC) PUMPS.
IDLER ARMS
IDLER ARMS

hardware.
stripped (threads
hardware.
required. See note below.
boot.
boot.
boot.
grease fitting.
grease fitting.
* STEERINGgreaseUNIFORM
fitting. INSPECTION GUIDELINES * Article Text (p. 25)1998 Ford Econo
Grease seal missing ............ C .... (5) Require replacement of
seal.
Grease seal torn ............... A .... (6) Require replacement of
seal.
Greaseable joint will not
take grease ................... 2 .... (7) Suggest replacement of
grease fitting.
Looseness at frame bracket
end ........................... B ......... (8) Require repair or
replacement.
Looseness at link end
(perceptible horizontal
movement) .................... 1 ...... (9) Suggest replacement.
Looseness at link end that
is excessive .................. B ..... (10) Require replacement.
Mounted out of position
(center link not
parallel) .................... B ........ Require repositioning.
Nut on stud loose .............. A ........ (11) Require repair or
replacement.
replacement.
Wear exceeds
manufacturer's

replacement of idler arm (reason code 2). Cracked grease boot
will allow contaminants to enter joint and will accelerate wear.
replacement of idler arm (reason code 2). Lack of grease boot
replacement of idler arm (reason code 2). Torn grease boot will
allow contaminants to enter joint and will accelerate wear.
replacement of idler arm (reason code 2). Missing grease seal
replacement of idler arm (reason code 2). Torn grease seal will
(7) - If greaseable joint will not take grease after replacing the
grease fitting, suggest replacement of idler arm.
(8) - If manufacturer's procedures and specifications exist, use those
procedures and specifications; otherwise, use an approved
inspection method such as the dry park check. Looseness is
defined as movement that creates excessive toe change.
the dry park check.
(10) - Excessive looseness is defined as significant enough to affect

vehicle handling or structural integrity. If manufacturer's
procedures for inspection exist, use those procedures;
otherwise, use an approved inspection method such as the dry
park check.

INTERMEDIATE SHAFT U-JOINTS
See STEERING COUPLERS.
KING PINS
You are not required to replace king pins in axle sets.

However, when replacing a king pin due to wear exceeding
manufacturer's specifications, you may suggest replacement of the
other king pin on the axle if its measurement shows it is close to the
end of its useful life.
KING PINS
Bearing balls pitted ........... A .......... Require replacement.

Bearing balls worn ............. A .......... Require replacement.
Bearing races pitted ........... A .......... Require replacement.
Bearing races worn ............. A .......... Require replacement.
Bearing rollers pitted ......... A .......... Require replacement.
Bearing rollers worn ........... A .......... Require replacement.
Bearing seal bent .............. 2 ........ Suggest replacement of
seal or bearing.
Bearing seal missing ........... C ........ Require replacement of
seal if available
separately or bearing and
seal together.
Bearing seal torn .............. A ........ Require replacement of * STEERING UNIFORM INSPECTION GUIDELINE
seal if available
separately or bearing and
seal together.
replacement of affected
parts.
End caps missing ............... C ........ Require replacement of
missing part, if
available; otherwise,
replace king pin.
End play exceeds
specifications ................ B ............... Require repair.
grease fitting.
grease fitting.
Grease fitting will not
seal .......................... A ........ Require replacement of
grease fitting.
Locating pins missing .......... C ........ Require replacement of
missing part, if
available; otherwise,
replace king pin.
Looseness exceeds
manufacturer's
specifications ............... B ........ Require replacement of
worn parts.
replacement.
Will not take grease ........... 2 .... (1) Suggest replacement of
grease fitting.
(1) - If king pin will not take grease after replacement of grease
fitting, suggest replacement of king pin.
MODULES
PITMAN ARMS
PITMAN ARMS

Attaching hardware missing ..... C ........ Require replacement * STEERING
of UNIFORM INSPECTION GUIDELINES *
hardware.
stripped (threads
hardware.
required.
boot.
boot.
boot.
Grease fitting broken .......... A ........... Require replacement
grease fitting.
grease fitting.
grease fitting.
seal.
seal.
(7) - If manufacturer's
Nut on stud loose .............. A ......... (9) Require repair or
replacement.
Splines damaged ................ A ............. Require repair or
replacement.
Splines stripped (splines
replacement.
replacement.
(1) - If greaseable, grease joint. If problem persists or joint is * STEERING UNIFORM INSPECTION GUIDELINES
replacement of pitman arm (reason code 2). Cracked grease boot
replacement of pitman arm (reason code 2). Lack of grease boot
replacement of pitman arm (reason code 2). Torn grease boot will
replacement of pitman arm (reason code 2). Lack of grease seal
replacement of pitman arm (reason code 2). Torn grease seal will
procedures for inspection exist, use those procedures;
otherwise, use an approved inspection method such as the dry
park check.

the dry park check.

POWER STEERING (HYDRAULIC) BELTS
POWER STEERING (HYDRAULIC) BELTS
Alignment incorrect ............ B ........ (1) Further inspection

required.
Cracked ........................ 1 .......... Suggest replacement.
Frayed ......................... 1 .......... Suggest replacement.
Noisy .......................... 2 ........ (2) Further inspection
required.
Plies separated ................ A .......... Require replacement.
Serpentine belt routed * STEERING UNIFORM INSPECTION GUIDELINES *
incorrectly ................... B ............... Require repair.
Tension out of
specification ................. B ......... Require adjustment or
replacement.
range ......................... B .......... Require replacement.
of pulley ..................... A .......... Require replacement.

POWER STEERING FLUID
POWER STEERING FLUID
Fluid at or beyond service

interval. ..................... 3 ......... Suggest fluid change.
Fluid contaminated, for
example, fluid other than
power steering fluid
present. .................... B ...... (1) Require flushing and
refilling of the system.
Fluid level incorrect. ......... B ......... Require adjustment of
fluid level.
Fluid type incorrect. .......... B .......... Require flushing and
refilling with correct
fluid.
(1) - Determine and correct source of contamination. OEM

specifications for fluid type must be followed.
POWER STEERING COOLERS
POWER STEERING COOLERS
Air flow obstruction ........... A ............... Require repair.

hardware.
* STEERING
damaged ....................... A .............UNIFORM INSPECTION
Require repair or GUIDELINES * Article Text (p. 31)1998 Ford Econoline
stripped (threads
hardware.
Connection leaking ............. A ............. Require repair or
replacement.
Contaminated ................... A ............. Require repair or
replacement.
Corroded ....................... 1 ............. Suggest repair or
replacement.
replacement.
Fins damaged, not
affecting performance No service suggested or
required.
Internal restrictions .......... B ............. Require repair or
replacement.
replacement.
replacement.
missing) ...................... A ............. Require repair or
replacement.
replacement.
Tubes damaged, not
affecting performance No service suggested or
required.
POWER STEERING HOSES
See HYDRAULIC HOSES.
POWER STEERING LINES (STEEL)
CAUTION: When replacing steel power steering lines, be sure to use a

replacement product that meets or exceeds OEM specifications.
POWER STEERING LINES (STEEL)

hardware.
Attaching hardware not * STEERING UNIFORM INSPECTION GUIDELINES * Article
stripped (threads
hardware.
Corroded, affecting
Fitting incorrect (for
example, compression
fitting) ..................... B .......... Require replacement.
Flare type incorrect ........... B ............. Require repair or
replacement.
replacement.
Line material incorrect
(copper, etc.) ................ B .......... Require replacement.
Restricted ..................... A .......... Require replacement.
Routed incorrectly (where
replacement.
Rust-pitted, not affecting
structural integrity .......... 1 .......... Suggest replacement.
replacement.
POWER STEERING PUMPS
POWER STEERING PUMPS

hardware.
stripped (threads
missing) .....................* STEERING UNIFORM
A ........ Require INSPECTION
replacement of GUIDELINES * Article Text (p. 33)1998 Ford Econolin
hardware.
replacement.
replacement.
replacement.
replacement.
Pump output out of
manufacturer's
specifications ............... A ............. Require repair or
replacement..
Pulley bent .................... A ............. Require repair or
replacement of pulley.
Pulley missing ................. C ........ Require replacement of
pulley.
Noisy .......................... 2 ............. Suggest repair or
replacement.
Remote reservoir leaking ....... A ........ Require replacement of
reservoir,
Reservoir cap broken ........... A ........ Require replacement of
cap.
Reservoir cap missing .......... C ........ Require replacement of
cap.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
replacement.
Wire lead burned ............... A ............. Require repair or* STEERING UNIFORM INSPECTION GUIDELINES *
replacement.
replacement.
replacement.
replacement.

part.
RADIUS ARMS
RADIUS ARMS

hardware.
stripped (threads
hardware.
Corroded, affecting
replacement.
RELAY RODS
RELAY RODS

replacement of hardware. * STEERING UNIFORM INSPECTION GUIDELINES *
hardware.
stripped (threads
hardware.
required.
boot.
boot.
boot.
grease fitting.
grease fitting.
grease fitting.
seal.
seal.
grease fitting.
replacement.
replacement.
Wear exceeds
manufacturer's

wear.
wear.
wear.
wear.
wear.
(7) - If greaseable center link still will not take grease after
link.
the dry park check.

the dry park check.

RELAYS
RELAYS

replacement of hardware. * STEERING UNIFORM INSPECTION GUIDELINES *
hardware.
stripped (threads
hardware.
Housing broken ................. A .......... Require replacement.
Housing cracked ................ 2 .......... Suggest replacement.
Inoperative .................... A ...... (1) Require replacement.
replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.

specification.
part.
SENSORS
SENSORS

* STEERING
Attaching hardware missing ..... C ........ Require replacement of UNIFORM INSPECTION GUIDELINES * Article T
hardware.
stripped (threads
hardware.
replacement.
replacement.
Connector melted ............... A ......... (1) Require repair or
replacement.
Inoperative .................... A ......... (2) Require repair or
replacement.
Leaking (vacuum/fluid/air) ..... A .......... Require replacement.
Out of adjustment .............. B ........ (3) Further inspection
required.
replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
replacement.
replacement.
exposed ....................... B ............. Require repair or * STEERING UNIFORM INSPECTION GUIDELINES
replacement.
replacement.
replacement.

part.
specification.
(3) - Follow OEM recommended adjustment procedures. Repair or replace
if out of specification.
You are not required to replace shocks or struts in axle

sets. However, when replacing a shock or strut due to the conditions
that follow, you may suggest replacement of the other shock or strut
on the same axle for improved performance or preventive maintenance.
* part is close to the end of its useful life

* to extend tire life
* to balance ride and handling
* to improve stopping distance
When replacing steering and/or suspension components which

may affect an alignment angle, you are required to check and adjust
alignment as needed. Refer to the OEM specifications.
Under no circumstances should a technician bend struts or

strut housings.
A vehicle's load-carrying and handling abilities are limited

by its suspension, tires, brakes, and driveline. Installing coil over
shocks or any other load assist device does not increase the vehicle's
load capacity. See the vehicle owner's manual for more details.
NOTE: If vehicle is equipped with original equipment coil over

shocks, apply the conditions for coil springs from
the SPRINGS: COIL, LEAF, AND TORSION BAR section of the
Steering and Suspension guidelines. If the vehicle is
equipped with add-on coil over shocks, you may suggest
replacing the shocks with standard shocks for any
spring-related condition.

replacement of hardware. * STEERING UNIFORM INSPECTION GUIDELINES * Article T
Attaching hardware
corroded, affecting
hardware.
hardware.
stripped (threads
hardware.
Binding ........................ A .......... Require replacement.
Body dented .................... A ........ (1) Further inspection
required.
Body punctured ................. A .......... Require replacement.
Brake hose bracket bent ........ B ............. Require repair or
replacement.
Brake hose bracket missing ..... C .......... Require replacement.
Brake hose bracket threads
replacement.
Brake hose bracket threads
stripped (threads
missing) ..................... C .......... Require replacement.
Compression bumper missing ..... C ........ Require replacement of
compression bumper.
Compression bumper split ....... 1 ........ Suggest replacement of
compression bumper.
Damping (none) ................. A .......... Require replacement.
Dust boot (bellows) split ...... A .... (2) Require replacement of
boot.
Dust boot (bellows) missing .... C .... (2) Require replacement of
boot.
Dust boot (bellows) torn ....... A .... (2) Require replacement of
boot.
Dust shield broken ............. 2 ...... (3) Suggest replacement.
Dust shield missing ............ 2 ...... (3) Suggest replacement.
Gland nut (strut housing
cap) is not removable
using appropriate tool ....... A .... (4) Require replacement of
nut and/or housing.
cap) threads damaged .......... A ............. Require repair or
replacement of nut.
cap) threads stripped
(threads missing) ............ A ........ Require replacement of
nut.
Housing dented ................. A ........ (5) Further inspection
required.
Housing punctured .............. A .......... Require replacement.
Jounce bumper missing .......... C ........ Require replacement of
jounce bumper.
Jounce bumper split ............ 1 ........ Suggest replacement of
jounce bumper.
Leaking oil, enough for
the body ..................... A ...... (6) Require replacement.
Noisy .......................... 2 ........ (7) Further inspection
required.
Piston rod bent ................ A .......... Require replacement.
Piston rod broken .............. A .......... Require replacement.
Piston rod has surface
defect ........................ 2 .......... Suggest replacement.
Piston rod threads damaged ..... A ............. Require repair or
replacement.
Piston rod threads
stripped (threads
missing) ..................... A .......... Require replacement.
Shock missing .................. C .......... Require replacement.
Strut housing bent ............. A .......... Require replacement.
Strut housing cap (gland
nut) is not removable
using appropriate tool ....... A .... (4) Require replacement of
nut and/or housing.
nut) threads damaged .......... A ............. Require repair or
replacement of nut.
nut) threads stripped
(threads missing) ............ A ........ Require replacement of
nut.
Strut housing severely
corroded, affecting
structural integrity ......... A .......... Require replacement.
Strut housing threads
replacement.
Strut housing threads
stripped (threads
missing) ..................... A .......... Require replacement.
Tire cupping ................... A ........ (8) Further inspection
required.
(1) - Require replacement of units where dents restrict shock or strut

service is suggested or required. Especially critical on
mono-tube shocks. * STEERING UNIFORM INSPECTION GUIDELINES *
replacement of shock or strut (reason code 2). This condition
can lead to damage of the piston rod, which, in turn, causes
premature piston rod seal wear.
(3) - This condition can lead to damage of the piston rod, which, in
turn, causes premature piston rod seal wear.
(4) - Only required if replacing cartridge.
(5) - Require replacement of units where dents restrict shock or strut
service is suggested or required. Especially critical on
mono-tube shocks.
(6) - CAUTION: If the strut cartridge has been replaced previously,
the oil on the strut housing may be filler oil. The technician
must identify the source of the oil.
(7) - If noise is isolated to shock or strut, suggest replacement.
(8) - Although shocks or struts may have contributed to tire cupping,
an inspection is needed of the entire suspension system. If the
shock or strut is found to be contributing to the tire cupping,
require replacement.
SPINDLES
See STEERING KNUCKLES.
SPRINGS: COIL, LEAF, AND TORSION BAR
When springs are replaced, it is suggested, but not required,

that both springs on an axle be replaced to maintain equal height from
side to side and to provide a balanced ride and proper handling.
When variable rate springs are installed in place of

conventional coil springs, they must be installed in axle sets to
ensure proper handling, uniform ride, and proper chassis height.
Erroneous height measurements may result from: improper tire

inflation, non-standard tire or wheel size, and heavy load in vehicle
or trunk.
SPRINGS: COIL, LEAF, AND TORSION BAR

Attaching hardware
corroded, affecting
hardware.
hardware.
Attaching hardware not* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 43)1998 Ford Econolin
stripped (threads
hardware.
Broken (all springs except
secondary leave(s) on
multi-leaf springs) .......... A ...... (1) Require replacement.
Coil clash Further inspection
required.
Coil spring insulator
deteriorated .................. 2 ........ Suggest replacement of
insulator.
Coil spring insulator
missing ....................... C ........ Require replacement of
insulator.
Coil spring insulator split .... 2 ........ Suggest replacement of
insulator.
Coil spring plastic
coating deteriorated -
rust present ................. A ... (2) Refer to manufacturer's
service requirements.
Composite spring damaged ....... .. ....... (3) Further inspection
required.
Cracked (all springs
except composite leaf and
secondary leave(s) on
multi-leaf springs) ......... A .......... Require replacement.
Installed incorrectly .......... B ............... Require repair.
Leaf spring insulators
missing ....................... C ........ Require replacement of
insulators.
Secondary leaf on
multi-leaf spring broken ...... 1 ............. Suggest repair or
replacement
Secondary leaf on
multi-leaf spring cracked ..... 1 ............. Suggest repair or
replacement
Torsion bar adjuster bent ...... A ......... (4) Require repair or
replacement of adjuster.
Torsion bar adjuster seized .... A ......... (4) Require repair or
replacement of adjuster.
Torsion bar adjuster
threads damaged ............... A ......... (4) Require repair or
replacement of part with
damaged threads.
Torsion bar adjuster
threads stripped (threads * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 44)1998 Ford Econolin
part with stripped
threads.
Vehicle suspension height
not within OEM
specifications ............... B ......... Require adjustment or
replacement.
(1) Require ride height check and inspection of strike out (jounce)
bumper. If vehicle is within manufacturer's height
specifications, no service is suggested or required.
(2) - Some manufacturers require replacement under these conditions.
(3) - Check vehicle ride height. If ride height is OK, no service is
suggested or required.
(4) - Only required if ride height needs to be adjusted.
STEERING ARMS
See STEERING KNUCKLES.
STEERING COUPLERS
STEERING COUPLERS

hardware.
stripped (threads
hardware.
Flex coupler binding ........... A ............. Require repair or
replacement of coupler.
Flex coupler loose ............. A ............. Require repair or
Flex coupler missing parts ..... A ............. Require repair or
Flex coupler soft/spongy ....... A ........ Require replacement of
coupler.
Flex coupler torn .............. A ........ Require replacement of
coupler.
Steering coupler shield * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 45)1998 Ford Econo
cracked ....................... 2 .......... Suggest replacement.
Steering coupler shield
missing ....................... C .......... Require replacement.
torn .......................... 2 .......... Suggest replacement.
U-joint binding ................ A ............. Require repair or
replacement of joint.
U-joint loose .................. A ............. Require repair or
replacement of joint.
STEERING DAMPERS
The following procedures are only required if the vehicle was

originally equipped from the factory with a steering damper. If the
steering damper is an add-on unit, then the unit may be removed (and
not replaced), based on customer's informed decision.
STEERING DAMPERS

Attaching hardware
corroded, affecting
hardware.
hardware.
stripped (threads
hardware.
Binding ........................ A .......... Require replacement.
Damper body dented ............. A ........ (1) Further inspection
required.
Damper body punctured .......... A .......... Require replacement.
Damping (none) ................. A .......... Require replacement.
Dust boot (bellows) missing .... C .... (2) Require replacement of
boot.
Dust boot (bellows) split ...... A .... (2) Require replacement of
boot.
Dust shield broken ............. 2 ...... (3) Suggest replacement.
Dust shield missing ............ 2 ...... (3) Suggest replacement.
Leaking oil, enough for * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p. 46)1998 Ford Econolin
the body ..................... A .......... Require replacement.
Loose .......................... A ............. Require repair or
replacement.
Noise .......................... 2 ........ (4) Further inspection
required.
Piston rod bent ................ A .......... Require replacement.
Piston rod broken .............. A .......... Require replacement.
Piston rod has surface
defect ........................ 2 .......... Suggest replacement.
Piston rod threads
stripped (threads
missing), affecting
performance ................. A ...... (5) Require replacement.
Piston rod threads damaged ..... A ............. Require repair or
replacement.
(1) - Require replacement of units where dents restrict damper piston

rod movement. If dents don't restrict movement, no service is
suggested or required. Especially critical on mono-tube dampers.
steering damper (reason code 2). This condition can lead to
damage of the piston rod, which, in turn, causes premature
piston rod seal wear.
(3) - This condition can lead to damage of the piston rod, which, in
turn, causes premature piston rod seal wear.
(4) - If noise is isolated to damper, suggest replacement.
(5) - Only required if condition affects structural integrity or if
unit needs to be serviced.
STEERING GEARS (EXCEPT RACK AND PINION)
STEERING GEARS (EXCEPT RACK AND PINION)

hardware.
stripped (threads
* STEERING
missing) ..................... UNIFORM
A ........ Require INSPECTION
replacement of GUIDELINES * Article Text (p. 47)1998 Ford Econolin
hardware.
replacement
replacement.
replacement.
Connector melted ............... A ...... Require replacement. See
note below.
NOTE: Determine cause and
correct prior to
Fluid contaminated ............. B ...... (1) Require flushing and
Gasket leaking ................. A ............. Require repair or
replacement of gasket.
Housing leaking ................ A .......... Require replacement.
Hydraulic fittings leaking ..... A ............. Require repair or
replacement of fittings.
Inadequate power assist ........ A ........ (2) Further inspection
required.
Lash exceeds
manufacturer's
specifications ............... B ............. Require repair or
replacement.
Malfunctioning ................. A ......... (3) Require repair or
replacement.
Seal leaking ................... A ............. Require repair or
replacement of seal
and/or mating part.
replacement of splines.
Splines stripped ............... A ........ Require replacement of
splines.
cracked ....................... 2 .......... Suggest replacement.
missing ....................... C .......... Require replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement. * STEERING UNIFORM INSPECTION GUIDELINES *
replacement.
Terminal loose, not
replacement.
damaged threads.
missing) ...................... A ........ Require replacement of
part with stripped
threads.
Unequal power assist ........... A ............. Require repair or
replacement.
replacement.
replacement.
replacement.
replacement.

specifications must be followed for fluid type.
(2) - If steering gear is source of inadequate assist, require repair
or replacement.
part.
STEERING GEARS: RACK AND PINION
STEERING GEARS: RACK AND PINION

hardware.
Attaching hardware threads * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (
stripped (threads
hardware.
Balance tube blocked ........... A ............. Require repair or
replacement of balance
tube.
Balance tube missing ........... C ........ Require replacement of
balance tube.
Balance tube restricted ........ A ............. Require repair or
replacement of balance
tube.
Bellows boot clamp missing ..... C ........ Require replacement of
clamp.
Bellows boot cracked (not
through) ...................... 2 ........ Suggest replacement of
bellows boot.
Bellows boot missing ........... C ........ Require replacement of
bellows boot.
Bellows boot not sealing ....... A ............. Require repair or
replacement of bellows
boot.
Bellows boot torn .............. A ........ Require replacement of
bellows boot.
Bellows boot twisted (from
toe adjustment) ............... B ............... Require repair.
replacement.
replacement.
Fitting leaking ................ A ............. Require repair or
replacement.
Fitting missing ................ A ........ Require replacement of
fitting.
Fitting threads damaged ........ A ............. Require repair or
damaged threads.
(threads missing) ............. A ........ Require replacement of
part with stripped
threads.
Gasket leaking ................. A ............. Require repair or
replacement.
structural integrity .......... B .......... Require replacement.
Housing leaking ................ A .......... Require replacement.
Inadequate power assist ........ A ........ (3) Further inspection
* STEERING required.
UNIFORM INSPECTION GUIDELINES * Article Text (p. 50)1998 Ford Eco
Lash exceeds
manufacturer's
specifications ............... B ............. Require repair or
replacement.
replacement.
Seal leaking ................... A ............. Require repair or
replacement.
replacement.
Splines stripped (splines
Steel line blocked ............. A ............. Require repair or
replacement of line.
Steel line leaking ............. A ............. Require repair or
Steel line missing ............. C ........ Require replacement of
line.
Steel line restricted .......... A ............. Require repair or
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
damaged threads.
missing) ...................... A ........ Require replacement of
part with stripped
threads.
Unequal power assist ........... A ............. Require repair or
replacement.
replacement.
replacement.
* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p.
replacement.
replacement.

(2) - Determine and correct source of contamination. Follow OE
specifications for fluid type.
(3) - If steering gear is source of inadequate assist, require repair
or replacement.
STEERING KNUCKLES
STEERING KNUCKLES

hardware.
stripped (threads
hardware.
Pinch bolt bent ................ B .......... Require replacement.
Pinch bolt incorrect ........... B ...... Require replacement with
bolt that meets OEM
design.
Pinch bolt loose ............... B ............... Require repair.
Pinch bolt missing ............. C .......... Require replacement.
Pinch bolt tabs deformed
(gap closer together than
allowed by OEM
specification,
typically minimum
.032" gap before
clamping) ................ B ...... (1) Require replacement.
Race seat area undersized ...... B .......... Require replacement.
Scored ......................... A ............. Require repair or
replacement.* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (
Taper hole elongated ........... A ...... (2) Require replacement.
replacement.
(1) - Steering knuckle deformation can cause pinch bolt breakage.

STRIKE OUT BUMPERS
STRIKE OUT BUMPERS

Attaching hardware
corroded, affecting
hardware.
hardware.
stripped (threads
hardware.
Split .......................... 1 .......... Suggest replacement.
STRUT BEARING PLATE ASSEMBLIES
NOTE: When the following guidelines indicate replacement of

bearing, only the bearing should be replaced if it is
available separately; otherwise, replace the bearing plate
assembly.
STRUT BEARING PLATE ASSEMBLIES

Attaching hardware missing ..... C ........ Require * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (
replacement of
hardware.
stripped (threads
hardware.
Axial or radial movement
exceeds vehicle
manufacturer's
specifications .............. B .......... Require replacement.
Bearing binding ................ A ........ Require replacement of
bearing.
Bearing missing ................ C ........ Require replacement of
bearing.
Bearing seized ................. A ........ Require replacement of
bearing.
Corroded, affecting
replacement.
STRUT RODS
STRUT RODS
Adjusting nut seized ........... A ......... (1) Require repair or

replacement.
hardware.
stripped (threads * STEERING UNIFORM INSPECTION GUIDELINES
hardware.
Attaching (mating) hole
oversized ..................... A ............. Require repair or
replacement of bracket or
frame.
Attaching point on bracket
or frame corroded,
integrity ................... A ..... Require repair of bracket
or frame.
Bent ........................... A .......... Require replacement.
Mating (attaching) hole
oversized ..................... A ............. Require repair or
frame.
replacement.
(1) - Only required if an alignment is being performed and adjustment

of the strut in question is required.
SUSPENSION (HYDRAULIC) PUMPS
SUSPENSION (HYDRAULIC) PUMPS

hardware.
stripped (threads
hardware.
replacement.
Fluid at or beyond service
interval ...................... 3 ......... Suggest fluid change.
Fluid level incorrect * STEERING UNIFORM
.......... B ......... RequireINSPECTION
adjustment of GUIDELINES * Article Text (p. 55)1998 Ford Econoline E25
fluid level.
replacement.
Pump output out of
manufacturer's
specifications ............... A ............. Require repair or
replacement..
Pulley bent .................... A ............. Require repair or
replacement of pulley.
Pulley missing ................. C ........ Require replacement of
pulley.
Noisy .......................... 2 ............. Suggest repair or
replacement.
Remote reservoir leaking ....... A ........ Require replacement of
reservoir,
Reservoir cap broken ........... A ........ Require replacement of
cap.
Reservoir cap missing .......... C ........ Require replacement of
cap.
replacement.

specifications must be followed for fluid type.
SWAY BAR LINKS
SWAY BAR LINKS

hardware.
stripped (threads
hardware.
distorted ..................... A ............. Require repair or
replacement of bracket or * STEERING UNIFORM INSPECTION GUIDELINES *
control arm.
Ball and socket has
looseness (perceptible
vertical movement) ........... 1 ...... (1) Suggest replacement.
Ball and socket has
looseness that is
excessive .................... B ...... (2) Require replacement.
Bushing cracked ................ A .......... Require replacement.
Bushing deteriorated,
affecting performance ......... A ......... (3) Require repair or
replacement.
Bushing distorted,
replacement.
Bushing missing ................ C .......... Require replacement.
Bushing oil-soaked,
affecting performance ......... A ...... Require replacement. See
note below.
NOTE: Further inspection
required to determine
source of oil.
Bushing split .................. A .......... Require replacement.
Bushing shows surface
cracking
(weather-checked) No service suggested or
required.
Corroded, affecting
Grease boot cracked ............ 2 ...... (4) Suggest replacement.
boot.
boot.
control arm.
Nut on stud loose .............. A ........... (7) Require repair.
Stud broken .................... A ...... (8) Require replacement.
replacement.

procedures; otherwise, use an approved inspection method.
* STEERING UNIFORM INSPECTION GUIDELINES * Article Te

procedures; otherwise, use an approved inspection method.
(3) - If condition is caused by oil-soaking, further inspection is

required to determine source of oil.
(4) - Cracked grease boot will allow contaminants to enter the joint
and will accelerate wear.
(5) - If boot is not available separately, suggest replacement of sway
bar link (reason code 2). Lack of grease boot will allow
contaminants to enter the joint and will accelerate wear.
(6) - If boot is not available separately, suggest replacement of sway
bar link (reason code 2). Torn grease boot will allow
contaminants to enter the joint and will accelerate wear.
(7) - Check for bent stud or damaged mating hole.
(8) - Check for damaged mating hole.
SWAY BAR MOUNTING BUSHINGS
See BUSHINGS.
SWAY BARS
SWAY BARS

Attaching hardware
corroded, affecting
hardware.
hardware.
stripped (threads
hardware. * STEERING UNIFORM INSPECTION GUIDELINES *
Sway bar corroded at point
of attachment to frame
bushing ...................... A ............. Require repair or
replacement.
replacement.
SWITCHES
SWITCHES

hardware.
Binding, affecting
replacement.
replacement.
Broken ......................... A ............. Require repair or
replacement.
Burned, affecting
replacement.
performance ................... 2 ......... (1) Suggest repair or
replacement.
Cracked, affecting
replacement.
replacement.
replacement.
replacement.
Melted, affecting
replacement.
performance ................... 2 ......... (1) Suggest repair or
replacement.
Out of adjustment .............. B ............. Require repair or
replacement.
replacement.
replacement.
replacement.
Terminal corroded,
replacement.
replacement.
replacement.
Terminal loose, not
replacement.
Won't return ................... A ............. Require repair or
replacement.
Worn ........................... 1 .......... Suggest replacement.

part.
TIE ROD ENDS (INNER AND OUTER)
TIE ROD ENDS (INNER AND OUTER)
Adjusting sleeve bent .......... B ........ Require replacement of

sleeve.
Adjusting sleeve clamps
out of position ............... B ............... Require repair.
Adjusting sleeve corroded,
integrity .................... A ........ Require replacement of
sleeve.
Adjusting sleeve missing ....... C ........ Require replacement of
sleeve. * STEERING UNIFORM INSPECTION GUIDELINES * Article Text (
Adjusting sleeve seized ........ A ......... (1) Require repair or
replacement.
Adjusting sleeve threads
replacement of sleeve.
Adjusting sleeve threads
stripped (threads
sleeve.
hardware.
stripped (threads
hardware.
Bent ........................... A .......... Require replacement.
required.
Grease boot cracked ............ 2 .... (3) Suggest replacement of
boot.
boot.
boot.
grease fitting.
grease fitting.
grease fitting.
seal.
Grease seal torn ............... A ... (7) Required replacement of
seal.
Greaseable tie rod end
won't take grease ............. 2 .... (8) Suggest replacement of
grease fitting.
Looseness exceeds
manufacturer's
Looseness that is excessive .... B ..... (10) Require replacement.
Noisy .......................... 2 ....... (11) Further inspection
* STEERING UNIFORM INSPECTION GUIDELINES * Article Text (p.
required.
Nut on stud loose .............. A ........ (12) Require repair or
replacement of nut.
Seized ......................... A ........... Require replacement
replacement.
(1) - Only required if toe needs to be adjusted.

(3) - If boot is not available separately, suggest replacement of tie
rod end (reason code 2). Cracked grease boot will allow
contaminants to enter joint and will accelerate wear.
rod end (reason code 2). Lack of grease boot will allow
rod end (reason code 2). Torn grease boot will allow
(6) - If seal is not available separately, suggest replacement of tie
rod end (reason code 2). Lack of grease seal will allow
(7) - If seal is not available separately, suggest replacement of tie
rod end (reason code 2). Torn grease seal will allow
(8) - If greaseable tie rod end will not take grease after replacing
the grease fitting, suggest replacement of tie rod end.
the dry park check. CAUTION: Do not use pliers or pry bar to
check ball and socket movement. Use only moderate hand pressure.
procedures; otherwise, use an approved inspection method such
as the dry park check.

non-greaseable, suggest replacement.
TORSION SPRINGS
See AIR RIDE SUSPENSION TORSION SPRINGS.
TRACK BAR BUSHINGS
See BUSHINGS.
TRACK BARS
TRACK BARS

hardware.
stripped (threads
hardware.
frame.
Corroded, affecting
Grease boot cracked ............ 2 .... (1) Suggest replacement of
boot.
boot.
boot.
frame.
Nut on stud loose .............. A ......... (6) Require repair or
replacement of nut.
*Stud broken ....................
STEERING UNIFORMAINSPECTION ...... (7) Require replacement. * Article Text (p. 63)1998 Ford Econoline E250For 1
GUIDELINES
replacement.
Wear exceeds
manufacturer's

rod end (reason code 2). Cracked grease boot will allow
track bar (reason code 2). Lack of grease boot will allow
track bar (reason code 2). Torn grease boot will allow
the dry park check.

manufacturer's pro

Mitchell-Ford Econoline 1992-2010 Factory Workshop Service Repair Manual (1)

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4.

Econoline E150, Econoline E250, Pickup F150

Engine model may be identified by eighth character of Vehicle

ENGINE IDENTIFICATION CODES

4.2L SFI ......................................................... 2

VALVE CLEARANCE ADJUSTMENT

Hydraulic valve tappets are used. Valve adjustment is not

NOTE: For trouble shooting of mechanical engine components, see

REMOVAL & INSTALLATION

* PLEASE READ THIS FIRST *

CAUTION: When battery is disconnected, vehicle computer and memory

NOTE: For reassembly reference, label all electrical connectors,

WARNING: Fuel system is under pressure. Release pressure before

1) Remove fuel cap to release fuel tank pressure. Remove

Fig. 1: Disconnecting Fuel Lines

WARNING: Air suspension system must be shut off prior to hoisting,

4) Remove upper intake manifold. See INTAKE MANIFOLD. Remove

CAUTION: Intake manifold bolts must be retightened to specification

3) When installing fuel lines, fit NEW fuel resistant "O"

Fig. 2: Upper Intake Manifold Bolt Tightening Sequence

Fig. 3: Lower Intake Manifold Bolt Tightening Sequence

Fig. 4: Exhaust Manifold Bolt Tightening Sequence

CAUTION: DO NOT reuse cylinder head bolts.

3) Working in order and on one bolt at a time, loosen bolt 3

Fig. 5: Cylinder Head Bolt Tightening Sequence

FRONT COVER OIL SEAL

WARNING: Air suspension system must be shut off prior to hoisting,

CAUTION: When battery is disconnected, vehicle computer and memory

CAUTION: Failure to prevent foreign material from entering the engine

CAUTION: DO NOT use a surface conditioning pad or any other type of

1) Clean off surfaces of the block, front engine cover and

NOTE: If sealant (F6AZ-19562-A) is exposed for longer than 7

2) Install front engine cover gasket, apply sealant (F6AZ-

3) Tighten fasteners in 3 stages, as follows:

* Starting with bolt at about the 6 o'clock position

NOTE: Apply a small amount of loctite(R) to threads of cap screw

* Tighten CAP SCREW (No. 12) to 89 INCH. lbs. (10 N.m).

4) Apply a bead of sealant in center of oil pan flange and

Fig. 6: Front Cover Tightening Sequence

CAUTION: Failure to prevent foreign material from entering the engine

CAUTION: DO NOT use a surface conditioning pad or any other type of

1) Clean off surfaces of the block, front engine cover and

NOTE: If sealant (F6AZ-19562-A) is exposed for longer than 7

2) Install front engine cover gasket, apply sealant (F6AZ-

4) Tighten fasteners in 3 stages, as follows:

* Starting with bolt at about the 6 o'clock position

NOTE: Apply a small amount of loctite(R) to threads of cap screw

* Tighten CAP SCREW (No. 12) to 89 INCH. lbs. (10 N.m).

5) Install accessory drive belt idler pulley, tighten to 35-

CAUTION: DO NOT rotate engine with timing chain removed. Damage to

Fig. 7: Identifying Timing Marks

Fig. 8: Installing Timing Chain Tensioner Lock Pin

CAUTION: DO NOT rotate crankshaft or camshaft during removal and

NOTE: Oil pump driveshaft might come out with camshaft

CAUTION: Synchro Positioner (T96T-12200-A) must be used during

NOTE: During installation, arrow on synchro positioning tool will

2) Install camshaft synchronizer so arrow on synchro

Fig. 9: Aligning Camshaft Synchronizer

CRANKSHAFT REAR OIL SEAL

Removal & Installation

NOTE: For 2-wheel drive Pickup, removal and installation procedure

WARNING: The electrical power to air suspension system must be shut

Removal (4x4 Pickup)

Fig. 10: Oil Pan Bolt Tightening Sequence