Progress Thread My 89 Gt, Caught Fire....

Same distributor?

Any possibility the heat got to the pick up?

Mad, code 14 is most likely the PIP or the wiring was damaged by the fire.. I'd try a different distributor and see if that clears it up

2-Digit Codes - 86-93 Mustangs

11 - System Pass (O,CM,R)
12 - RPM Not Within Self Test Lower Limit (R), DC Motor Did Not Move (O,CM,R), Idle Speed Control motor or Air Bypass not controlling idle properly -generally idle too low
13 - RPM Not Within Self Test Upper Limit (R), Idle Speed Control motor or Air Bypass not controlling idle properly -generally idle too high
14 - Profile Ignition Pickup Circuit Failure (CM)
15 - Readout Memory Test Failed (O), Keep Alive Memory Test Failed (CM)
16 - RPM Too Low To Perform o2 Sensor Test (R)
17 - RPM below Self-Test limit with Idle Air Control off (R)
18 - Spark Out (SPOUT) Circuit Open (R), Loss Of Ignition Diagnostic Module Input To PCM/SPOUT Circuit Grounded (CM)
19 - Failure In PCM Internal Voltage (R), Erratic RPM During Hard Idle Self Test (R), Failure in EEC reference voltage (O)
21 - Engine Coolant Temperature (ECT) Sensor Out Of Self Test Range. 0.3 to 3.7 volts(O,R)
22 - Manifold Absolute Pressure/Barometric Pressure Sensor Out Of Self Test Range (O,CM,R)
23 - Throttle Position Sensor Out Of Self Test Range (O,CM,R)
24 - Intake Air Temperature/Air Charge Temperature Sensor Out Of Self Test Range. 0.3 to 3.7 volts(O,R)
25 - Knock Not Sensed During Dynamic Response Test (R)
26 - Mass Air Flow Sensor was greater than 0.7 volts with engine off (O), MAF sensor was not between 0.2 and 1.5 volts with engine running (R).
28 - Loss Of Ignition Diagnostic Module RH Side (CM)
29 - Insufficient Input From Vehicle Speed Sensor -To 1992 (CM), Insufficient Input From Programmable Speedometer/Odometer Module -From 1993 (CM)
31 - EGR Valve Position/Pressure Feedback EGR Circuit Below Minimum Voltage. 0.24 volts (O,CM,R)
32 - EGR Valve Position/Pressure Feedback EGR Voltage Below Closed Voltage. 0.24 volts (O,CM,R)
33 - EGR Valve Opening Not Detected (CM,R)
34 - EGR Valve Position/Pressure Feedback EGR Voltage Above Closed Limit (O,R), PFE or EVP circuit has intermittently failed above the closed limit of 0.67 volts (CM)
35 - EGR Valve Position/EGR Pressure Feedback EGR Circuit Above Maximum Voltage of 4.81 volts (O,R), PFE or EVP circuit has intermittently failed above the maximum limit of 4.81 volts (CM)
36 - System Indicates Lean At Idle (R)
37 - System Indicates Rich At Idle (R)
39 - AXOD converter bypass clutch not applying properly (CM)
41 - System Indicates Lean -passenger side(R), No o2 Sensor Switching Detected. always lean -passenger side(CM)
42 - System Indicates Rich -passenger side(R), No o2 Sensor Switching Detected. always rich -passenger side(CM)
43 - o2 Sensors indicate lean at Full Throttle (CM)
44 - Secondary Air System Inoperative. bank one, passenger side (R)
45 - Secondary Air Upstream During Self Test (R)
46 - Secondary Air Not Bypassed During Self Test (R)
47 - Measured Air Flow Low At Base Idle (R)
48 - Measured air flow too high at base idle (R)
49 - 1–2 Shift Error (CM)
51 - Engine Coolant Temperature Circuit Open (CM,O)
52 - Power Steering Pressure Switch Circuit Open (O), Power Steering Pressure Switch Circuit Did Not Change States (R)
53 - Throttle Position Sensor Circuit Above Maximum Voltage (CM,O)
54 - Intake Air Temperature/Air Charge Temperature Circuit Open (CM,O,R)
55 - Key Power Check (R)
56 - Mass Air Flow/Vane Air Flow Sensor Circuit Above Maximum Voltage (O,CM,R), MAF Sensor short to power (CM,R), Transmission Fluid Temperature Circuit Open (CM,O)
57 - AXOD Neutral pressure switch circuit failed open (CM)
58 - Idle Tracking Switch Circuit Open Or Grounded -CFI (O,R), Vane Air Temperature Sensor Input Greater Than Self Test Maximum -EFI (CM,O)
59 - 2–3 Shift Error (CM), AXOD 4/3 Pressure Switch Circuit Failed Closed (O), AXOD 4/3 Pressure Switch Circuit Failed Open (C)
61 - ECT Sensor Circuit Grounded (O,CM,R)
62 - Torque Converter Clutch Error (C,M), AXOD 4/3 Or 3/2 Pressure Switch Circuit Grounded (O)
63 - Throttle Position Sensor Circuit Below Minimum Voltage (O,CM,R)
64 - Intake Air Temperature/Air Charge Temperature Circuit Grounded (O,CM,R)
65 - Transmission Control Switch/Overdrive Cancel Switch Circuit Did Not Change States (R)
66 - , MAF signal below minimum test voltage of .4vdc (O,CM,R), Transmission Fluid Temperature Circuit Grounded (CM,O)
67 - Park Neutral Position Switch Circuit Open; A/C On -Manual (O), Manual Lever Position Sensor Out Of Range/A/C On (CM,O), Clutch Switch Circuit Failure (CM)
68 - Transmission recently overheated, or TOT sensor intermittently failed below 0.2 volts (CM)
69 - 3–4 Shift Error (CM)
71 - Software re-initialization detected or Cluster Control Assembly circuit failed (CM)
72 - Insufficient Manifold Absolute Pressure/Mass Air Flow Change During Dynamic Response Test (R)
73 - Insufficient Throttle Position Change During Dynamic Response Test (O,R)
74 - Brake On/Off Circuit Open–Not During Self Test (CM,R)
75 - Brake On/Off Circuit Closed/ECA Input Open (R)
76 - Insufficient Vane Air Flow Sensor Output Change During Dynamic Response Test (R)
77 - Operator Error Dynamic Response Test (R)
78 - Re-Initalization Check (R)
79 - A/C On/Defrost On During Self Test (O)
81 - Secondary Air Diverter Circuit Failure (O)
82 - Secondary Air Bypass Circuit Failure (O)
83 - EGR Control solenoid circuit failure (O)
84 - EGR Vacuum Regulator (EVR) Control Circuit Failure (O)
85 - CANP Circuit Failure (O)
86 - Adaptive fuel limit reached (CM), 3 – 4 Shift solenoid circuit failure (O)
87 - Primary Fuel Pump Circuit Failure (CM,O)
88 - Loss Of Dual Plug Input Control (CM), Throttle Kicker Fault (?)
89 - Converter clutch solenoid circuit failure (CM)
91 - o2 Sensor Circuit Indicates Lean -driver side(R), No o2 Sensor Switching Detected. always lean -driver side(CM), Shift Solenoid 1 Circuit Failure (O)
92 - o2 Sensor Circuit Indicates Rich -driver side(R), No o2 Sensor Switching Detected. always rich -driver side(CM), Shift Solenoid 2 Circuit Failure (O)
93 - Converter Clutch Solenoid Circuit Failure (O)
94 - Secondary Air Injection Inoperative. bank two, driver side (R), Torque Converter Clutch Solenoid Circuit Failure (O)
95 - Fuel Pump Circuit Open-PCM To Motor Ground (CM,O)
96 - Fuel Pump Circuit Open-Battery To PCM (CM,O)
97 - Transmission Control Indicator Lamp Circuit Failure (O)
98 - Hard Fault Present (R)
99 - Electronic Pressure Control Circuit Failure (CM,O)

Cylinder Balance Test Codes
10 - Cylinder #1 Failed Cylinder Balance Test
20 - Cylinder #2 Failed Cylinder Balance Test
30 - Cylinder #3 Failed Cylinder Balance Test
40 - Cylinder #4 Failed Cylinder Balance Test
50 - Cylinder #5 Failed Cylinder Balance Test
60 - Cylinder #6 Failed Cylinder Balance Test
70 - Cylinder #7 Failed Cylinder Balance Test
80 - Cylinder #8 Failed Cylinder Balance Test
90 - All cylinders passed Cylinder Balance Test

Did that wiring harness work ok for ya? I have an extra speedometer cable around here somewhere if you need it. Let me know I will pop it into a box for ya.
Jon

Sorry for being late to answer your inquiry.

Code 14 - Ignition pickup (PIP) was erratic – the Hall Effect sensor in the distributor is failing. Bad sensor, bad wiring, dirty contacts. Factory tach will sometimes read erratically.

Revised 10-Dec-2012 to add PIP diagnostic testing & Wells info

The PIP is a Hall Effect magnetic sensor that triggers the TFI and injectors. There is a shutter wheel alternately covers and uncovers a fixed magnet as it rotates. The change in the magnetic field triggers the sensor. They are often heat sensitive, increasing the failure rate as the temperature increases.

PIP Sensor functionality, testing and replacement:
The PIP is a Hall Effect magnetic sensor that triggers the TFI and injectors. There is a shutter wheel alternately covers and uncovers a fixed magnet as it rotates. The change in the magnetic field triggers the sensor. A failing PIP sensor will often set code 14 in the computer. They are often heat sensitive, increasing the failure rate as the temperature increases.

Some simple checks to do before replacing the PIP sensor or distributor:
You will need a Multimeter or DVM with good batteries: test or replace them before you get started.. You may also need some extra 16-18 gauge wire to extend the length of the meter’s test leads.
Visual check first: look for chaffed or damaged wiring and loose connector pins in the TFI harness connector.
Check the IDM wiring – dark green/yellow wire from the TFI module to pin 4 on the computer. There is a 22K Ohm resistor in the wiring between the TFI and the computer. Use an ohmmeter to measure the wire resistance from the TFI to the computer. You should see 22,000 ohms +/- 10%.
Check the PIP wiring - dark blue from the TFI module to pin 56 on the computer. Use an ohmmeter to measure the wire resistance from the TFI to the computer. You should see 0.2-1.5 ohms.
Check the SPOUT wiring – yellow/lt green from the TFI module to pin 36 on the computer. Use an ohmmeter to measure the wire resistance from the TFI to the computer. You should see 0.2-1.5 ohms.
Check the black/orange wire from the TFI module to pin 16 on the computer. Use an ohmmeter to measure the wire resistance from the TFI to the computer. You should see 0.2-1.5 ohms.
Check the red/green wire; it should have a steady 12-13 volts with the ignition switch on and the engine not running.
Check the red/blue wire; it should have a steady 12-13 volts with the ignition switch in Start and the engine not running. Watch out for the fan blades when you do this test, since the engine will be cranking.
If you do not find any chaffed or broken wires, high resistance connections or loose pins in the wiring harness, replace the PIP sensor or the distributor.

The PIP sensor is mounted in the bottom of the distributor under the shutter wheel. In stock Ford distributors, you have to press the gear off the distributor shaft to get access to it to replace it. Most guys just end up replacing the distributor with a reman unit for about $75 exchange

PIP problems & diagnostic info
Spark with the SPOUT out, but not with the SPOUT in suggests a PIP problem. The PIP signal level needs to be above 6.5 volts to trigger the computer, but only needs to be 5.75 volts to trigger the TFI module. Hence with a weak PIP signal, you could get spark but no injector pulse. You will need an oscilloscope or graphing DVM to measure the output voltage since it is not a straight DC voltage.

See http://www.wellsmfgcorp.com/pdf/counterp_v8_i2_2004.pdf and http://www.wellsmfgcorp.com/pdf/counterp_v8_i3_2004.pdf for verification of this little detail from Wells, a manufacturer of TFI modules and ignition system products.