My car runs just fine, just doesn't have the power it should, so I wanted to see about codes. Went and got an 81,82,41 and 95. I know what they all are. I was looking at the hoses coming from the smog pump, and there was about a dime sized hole in one. Could this cause a huge vaccum leak and not let it have as much power as it should, but yet run perfectly fine, except it did run really really rich, i got about 170mpt. Only mods are CAI, shortys, hpipe and catback, along with fuelpressure reg at 34lbs and e-cam and mass air conversion.
got me some codes help.
- Thread starter snack1pack
- Start date
Being that I haven't seen a code definition that is taylored to 5.0 Mustangs, here is the code listing:
Code 41 or 91 - O2 indicates system lean. Look for a vacuum leak or failing O2 sensor.
The computer sees a lean mixture signal coming from the O2 sensors and tries to compensate by adding more fuel. Many times the end result is an engine that runs pig rich and stinks of unburned fuel.
The following is a Quote from Charles O. Probst, Ford fuel Injection & Electronic Engine control:
"When the mixture is lean, the exhaust gas has oxygen, about the same amount as the ambient air. So the sensor will generate less than 400 Millivolts. Remember lean = less voltage.
When the mixture is rich, there's less oxygen in the exhaust than in the ambient air , so voltage is generated between the two sides of the tip. The voltage is greater than 600 millivolts. Remember rich = more voltage.
Here's a tip: the newer the sensor, the more the voltage changes, swinging from as low as 0.1 volt to as much as 0.9 volt. As an oxygen sensor ages, the voltage changes get smaller and slower - the voltage change lags behind the change in exhaust gas oxygen.
Because the oxygen sensor generates its own voltage, never apply voltage and never measure resistance of the sensor circuit. To measure voltage signals, use an analog voltmeter with a high input impedance, at least 10 megohms. Remember, a digital voltmeter will average a changing voltage." End Quote
Testing the O2 sensors
Measuring the O2 sensor voltage at the computer will give you a good idea of how well they are working. You'll have to pull the passenger side kick panel off to gain access to the computer connector. Remove the plastic wiring cover to get to the back side of the wiring. Use a safety pin or paper clip to probe the connections from the rear. The computer pins are 29 (LH O2 with a dark green/pink wire) and 43 (RH O2 with a dark blue/pink wire). Use the ground next to the computer to ground the voltmeter.
Note that all resistance tests must be done with power off. Measuring resistance with a circuit powered on will give false readings and possibly damage the meter. Do not attempt to measure the resistance of the O2 sensors, it may damage them.
Testing the O2 sensor wiring harness
Most of the common multimeters have a resistance scale. Be sure the O2 sensors are disconnected and measure the resistance from the O2 sensor body harness to the pins on the computer.
The O2 sensor ground (orange wire with a ring terminal on it) is in the wiring harness for the fuel injection wiring. I grounded mine to one of the intake manifold bolts
Replace the O2 sensors in pairs if replacement is indicated. If one is weak or bad, the other one probably isn't far behind.
Code 81 – Secondary Air Injection Diverter Solenoid failure AM2. The solenoid valve located on the back side of the passenger side wheel well is not functional. Possible bad wiring, bad connections, missing or defective solenoid valve. Check the solenoid valve for +12 volts at the Red wire and look for the Lt Green/Black wire to switch from +12 volts to 1 volt or less. The computer controls the valve by providing a ground path on the LT Green/Black wire for the solenoid valve.
With the with the ignition on, look for 12 volts on the red wire on the solenoid connector. No 12 volts and you have wiring problems.
With the engine running, stick a safety pin in the LT Green/Black wire for the solenoid valve & ground it. That should turn the solenoid on and cause air to flow out the port that goes to the pipe connected to the cats. If it doesn't, the valve is bad. If it does cause the airflow to switch, the computer or wiring going to the computer is not signaling the solenoid valve to open.
Putting the computer into self test mode will cause the solenoid valve to toggle. If you listen carefully, you may hear it change states.
Code 82 – Secondary Air Injection Diverter Solenoid failure AM1. Possible bad wiring, bad connections, missing or defective solenoid valve. Check the solenoid valve for +12 volts at the Red wire and look for the Red/White wire to switch from +12 volts to 1 volt or less. The computer controls the valve by providing a ground path on the Red/White wire for the solenoid valve
With the engine running, stick a safety pin in the Red/White wire for the solenoid valve & ground it. That should turn the solenoid on and cause air to flow out the port that goes to the pipe connected to the heads. If it doesn't, the valve is bad. If it does cause the airflow to switch, the computer or wiring going to the computer is not signaling the solenoid valve to open.
Both 81 &82 codes usually mean that some uneducated person removed the solenoid control valves for the Thermactor Air system in an attempt to make the car faster. It doesn't work that way: no working control valves can cause the cat converters to choke and clog. If you have no cats, say so and I will show you how to eliminate both codes for less that $10.
Code 95 Key On, Engine not Running - the following test path is for 86-90 model Mustangs.
The 95 code is because at one time or another, the fuel pump relay hiccupped and didn't provide power the pump when the computer told it to run. Sometimes this is a one time thing, other times it is a no run or runs poorly condition.
To help troubleshoot the 95 code, follow this link for a wiring diagram http://www.autozone.com/images/cds/gif/large/0900823d80167162.gif
Using the diagram, check the red/black wire from the fuel pump relay: you should see 12 volts or so. If not, check the inertia switch: on a hatch it is on the driver’s side by the taillight. Look for a black rubber plug that pops out: if you don't find it, then loosen up the plastic trim. Check for voltage on both sides of the switch. If there is voltage on both sides, then check the Pink/black wire on the fuel pump relay: it is the power feed to the fuel pump. No voltage there, check the Orange/Lt blue wire, it is the power feed to the fuel pump relay & has a fuse link in it. If there is good voltage there & at the Pink/black wire, swap the relay.
Some Mass Air conversions neglect to run the extra fuel pump wire, and they always have a 95 code. See http://www.stangnet.com/tech/maf/massairconversion.html for more information on the Mass Air wiring conversion.
The hole is the smog pump line: it depends on which line had the hole in it. The smog pump uses engine vacuum to control the valves. A hole in one of the small control lines would cause a vacuum leak problem, which could trigger the 41 code
Some review of how it works is in order...
The Thermactor air pump (smog pump) supplies air to the heads or catalytic converters. This air helps break down the excess HC (hydrocarbons) and CO (carbon monoxide). The air supplied to the catalytic converters helps create the catalytic reaction that changes the HC & CO into CO2 and water vapor. Catalytic converters on 5.0 Mustangs are designed to use the extra air provided by the smog pump. Without the extra air, the catalytic converters will clog and fail.
The Thermactor air pump (smog pump) puts air into the heads when the engine is cold and then into the catalytic converters when it is warm. The Thermactor control valves serve to direct the flow. The first valve, TAB (Thermactor Air Bypass) or AM1 valve) either dumps air to the atmosphere or passes it on to the second valve. The second valve, TAD (Thermactor Air Diverter valve or AM2 valve) directs it to the heads or the catalytic converters. The air serves to help consume any unburned hydrocarbons by supplying extra oxygen to the catalytic process. The computer tells the Thermactor Air System to open the dump valve at WOT (wide open throttle) minimizing engine drag. The dump valve reduces the parasitic drag caused by the smog pump to about 2-4 HP at WOT.
Computer operation & control for the Thermactor Air System
Automobile computers use current sink technology. They do not source power to any relay, solenoid or actuator like the IAC, fuel pump relay, or fuel injectors. Instead the computer provides a ground path for the positive battery voltage to get back to the battery negative terminal. That flow of power from positive to negative is what provides the energy to make the IAC, fuel pump relay, or fuel injectors work. No ground provided by the computer, then the actuators and relays don't operate.
One side of the any relay/actuator/solenoid in the engine compartment will be connected to a red wire that has 12-14 volts anytime the ignition switch is in the run position. The other side will have 12-14 volts when the relay/actuator/solenoid isn't turned on. Once the computer turns on the clamp side, the voltage on the computer side of the wire will drop down to 1 volt or less.
In order to test the TAD/TAB solenoids, you need to ground the white/red wire on the TAB solenoid or the light green/black wire on the TAD solenoid.
To test the computer, you can use a test light across the TAB or TAD wiring connectors and dump the codes. When you dump the codes, the computer does a self test that toggles every relay/actuator/solenoid on and off. When this happens, the test light will flicker.
Code 41 or 91 - O2 indicates system lean. Look for a vacuum leak or failing O2 sensor.
The computer sees a lean mixture signal coming from the O2 sensors and tries to compensate by adding more fuel. Many times the end result is an engine that runs pig rich and stinks of unburned fuel.
The following is a Quote from Charles O. Probst, Ford fuel Injection & Electronic Engine control:
"When the mixture is lean, the exhaust gas has oxygen, about the same amount as the ambient air. So the sensor will generate less than 400 Millivolts. Remember lean = less voltage.
When the mixture is rich, there's less oxygen in the exhaust than in the ambient air , so voltage is generated between the two sides of the tip. The voltage is greater than 600 millivolts. Remember rich = more voltage.
Here's a tip: the newer the sensor, the more the voltage changes, swinging from as low as 0.1 volt to as much as 0.9 volt. As an oxygen sensor ages, the voltage changes get smaller and slower - the voltage change lags behind the change in exhaust gas oxygen.
Because the oxygen sensor generates its own voltage, never apply voltage and never measure resistance of the sensor circuit. To measure voltage signals, use an analog voltmeter with a high input impedance, at least 10 megohms. Remember, a digital voltmeter will average a changing voltage." End Quote
Testing the O2 sensors
Measuring the O2 sensor voltage at the computer will give you a good idea of how well they are working. You'll have to pull the passenger side kick panel off to gain access to the computer connector. Remove the plastic wiring cover to get to the back side of the wiring. Use a safety pin or paper clip to probe the connections from the rear. The computer pins are 29 (LH O2 with a dark green/pink wire) and 43 (RH O2 with a dark blue/pink wire). Use the ground next to the computer to ground the voltmeter.
Note that all resistance tests must be done with power off. Measuring resistance with a circuit powered on will give false readings and possibly damage the meter. Do not attempt to measure the resistance of the O2 sensors, it may damage them.
Testing the O2 sensor wiring harness
Most of the common multimeters have a resistance scale. Be sure the O2 sensors are disconnected and measure the resistance from the O2 sensor body harness to the pins on the computer.
The O2 sensor ground (orange wire with a ring terminal on it) is in the wiring harness for the fuel injection wiring. I grounded mine to one of the intake manifold bolts
Replace the O2 sensors in pairs if replacement is indicated. If one is weak or bad, the other one probably isn't far behind.
Code 81 – Secondary Air Injection Diverter Solenoid failure AM2. The solenoid valve located on the back side of the passenger side wheel well is not functional. Possible bad wiring, bad connections, missing or defective solenoid valve. Check the solenoid valve for +12 volts at the Red wire and look for the Lt Green/Black wire to switch from +12 volts to 1 volt or less. The computer controls the valve by providing a ground path on the LT Green/Black wire for the solenoid valve.
With the with the ignition on, look for 12 volts on the red wire on the solenoid connector. No 12 volts and you have wiring problems.
With the engine running, stick a safety pin in the LT Green/Black wire for the solenoid valve & ground it. That should turn the solenoid on and cause air to flow out the port that goes to the pipe connected to the cats. If it doesn't, the valve is bad. If it does cause the airflow to switch, the computer or wiring going to the computer is not signaling the solenoid valve to open.
Putting the computer into self test mode will cause the solenoid valve to toggle. If you listen carefully, you may hear it change states.
Code 82 – Secondary Air Injection Diverter Solenoid failure AM1. Possible bad wiring, bad connections, missing or defective solenoid valve. Check the solenoid valve for +12 volts at the Red wire and look for the Red/White wire to switch from +12 volts to 1 volt or less. The computer controls the valve by providing a ground path on the Red/White wire for the solenoid valve
With the engine running, stick a safety pin in the Red/White wire for the solenoid valve & ground it. That should turn the solenoid on and cause air to flow out the port that goes to the pipe connected to the heads. If it doesn't, the valve is bad. If it does cause the airflow to switch, the computer or wiring going to the computer is not signaling the solenoid valve to open.
Both 81 &82 codes usually mean that some uneducated person removed the solenoid control valves for the Thermactor Air system in an attempt to make the car faster. It doesn't work that way: no working control valves can cause the cat converters to choke and clog. If you have no cats, say so and I will show you how to eliminate both codes for less that $10.
Code 95 Key On, Engine not Running - the following test path is for 86-90 model Mustangs.
The 95 code is because at one time or another, the fuel pump relay hiccupped and didn't provide power the pump when the computer told it to run. Sometimes this is a one time thing, other times it is a no run or runs poorly condition.
To help troubleshoot the 95 code, follow this link for a wiring diagram http://www.autozone.com/images/cds/gif/large/0900823d80167162.gif
Using the diagram, check the red/black wire from the fuel pump relay: you should see 12 volts or so. If not, check the inertia switch: on a hatch it is on the driver’s side by the taillight. Look for a black rubber plug that pops out: if you don't find it, then loosen up the plastic trim. Check for voltage on both sides of the switch. If there is voltage on both sides, then check the Pink/black wire on the fuel pump relay: it is the power feed to the fuel pump. No voltage there, check the Orange/Lt blue wire, it is the power feed to the fuel pump relay & has a fuse link in it. If there is good voltage there & at the Pink/black wire, swap the relay.
Some Mass Air conversions neglect to run the extra fuel pump wire, and they always have a 95 code. See http://www.stangnet.com/tech/maf/massairconversion.html for more information on the Mass Air wiring conversion.
The hole is the smog pump line: it depends on which line had the hole in it. The smog pump uses engine vacuum to control the valves. A hole in one of the small control lines would cause a vacuum leak problem, which could trigger the 41 code
Some review of how it works is in order...
The Thermactor air pump (smog pump) supplies air to the heads or catalytic converters. This air helps break down the excess HC (hydrocarbons) and CO (carbon monoxide). The air supplied to the catalytic converters helps create the catalytic reaction that changes the HC & CO into CO2 and water vapor. Catalytic converters on 5.0 Mustangs are designed to use the extra air provided by the smog pump. Without the extra air, the catalytic converters will clog and fail.
The Thermactor air pump (smog pump) puts air into the heads when the engine is cold and then into the catalytic converters when it is warm. The Thermactor control valves serve to direct the flow. The first valve, TAB (Thermactor Air Bypass) or AM1 valve) either dumps air to the atmosphere or passes it on to the second valve. The second valve, TAD (Thermactor Air Diverter valve or AM2 valve) directs it to the heads or the catalytic converters. The air serves to help consume any unburned hydrocarbons by supplying extra oxygen to the catalytic process. The computer tells the Thermactor Air System to open the dump valve at WOT (wide open throttle) minimizing engine drag. The dump valve reduces the parasitic drag caused by the smog pump to about 2-4 HP at WOT.
Computer operation & control for the Thermactor Air System
Automobile computers use current sink technology. They do not source power to any relay, solenoid or actuator like the IAC, fuel pump relay, or fuel injectors. Instead the computer provides a ground path for the positive battery voltage to get back to the battery negative terminal. That flow of power from positive to negative is what provides the energy to make the IAC, fuel pump relay, or fuel injectors work. No ground provided by the computer, then the actuators and relays don't operate.
One side of the any relay/actuator/solenoid in the engine compartment will be connected to a red wire that has 12-14 volts anytime the ignition switch is in the run position. The other side will have 12-14 volts when the relay/actuator/solenoid isn't turned on. Once the computer turns on the clamp side, the voltage on the computer side of the wire will drop down to 1 volt or less.
In order to test the TAD/TAB solenoids, you need to ground the white/red wire on the TAB solenoid or the light green/black wire on the TAD solenoid.
To test the computer, you can use a test light across the TAB or TAD wiring connectors and dump the codes. When you dump the codes, the computer does a self test that toggles every relay/actuator/solenoid on and off. When this happens, the test light will flicker.
TAB & TAD solenoid valve eliminators – eliminate codes 81 & 82 and 44 & 94
Don’t do this if you have a catalytic converter H pipe. The catalytic converters must have the air from the smog pump or they will clog up and choke.
See www.Newark.com for the resistors to replace the TAB & TAD solenoids
http://www.newark.com/jsp/Passives/Wirewound/OHMITE/43F82RE/displayProduct.jsp?sku=64K8974
If the link fails do a search using the park number
82 ohm, 3 watt wirewound resistor, 94 cents each.
Newark P/N 64K8974
Ohmite part # 43F82RE.
Pay a visit to your local Radio Shack to get some heat shrink and some crimp on tap terminals. They do not stock the resistors. Or you can use the Ford connector pin kit from AutoZone.
18 gauge crimp on taps Catalog #: 64-3053
Put the resistor inside the heat shrink tubing and crimp the connectors on. I would choose the Ford pin connectors since they should plug in the TAD wiring. That way you haven't modified the wiring so it is easy to re-install the TAD solenoids if emissions testing comes to your area.
This isn't a guaranteed fix, but it is cheap enough (less than $10) that you can experiment with it.
Don’t do this if you have a catalytic converter H pipe. The catalytic converters must have the air from the smog pump or they will clog up and choke.
See www.Newark.com for the resistors to replace the TAB & TAD solenoids
http://www.newark.com/jsp/Passives/Wirewound/OHMITE/43F82RE/displayProduct.jsp?sku=64K8974
If the link fails do a search using the park number
82 ohm, 3 watt wirewound resistor, 94 cents each.
Newark P/N 64K8974
Ohmite part # 43F82RE.
Pay a visit to your local Radio Shack to get some heat shrink and some crimp on tap terminals. They do not stock the resistors. Or you can use the Ford connector pin kit from AutoZone.
18 gauge crimp on taps Catalog #: 64-3053
Put the resistor inside the heat shrink tubing and crimp the connectors on. I would choose the Ford pin connectors since they should plug in the TAD wiring. That way you haven't modified the wiring so it is easy to re-install the TAD solenoids if emissions testing comes to your area.
This isn't a guaranteed fix, but it is cheap enough (less than $10) that you can experiment with it.
