Ok i just went out and did the koeo self test and got these codes. 51,22,53,54,35,67,71,85. i looked them up and dont know where to begin nor how to fix so if anyone could shoot me in the right direction and explain it would be greatly appreciated. thanks in advancd
Code 22 MAP (vacuum) or BARO signal out of range. The MAP or BARO sensor is pretty much the same sensor for both Mass Air & Speed Density cars. The main difference is where it is connected. Mass Air cars vent it to the atmosphere, while Speed Density cars connect it to the intake manifold vacuum. Its purpose is to help set a baseline for the air/fuel mixture and changes in barometric pressure. The MAP or BAP sensor puts out a 5 volt square wave that changes frequency with variations in atmospheric pressure. The base is 154 HZ at 29.92" of mercury - dry sunny day at sea level, about 68-72 degrees. You need an oscilloscope or frequency meter to measure it. There is no way you can use a common cheap voltmeter or DVM to accurately measure the output signal.
Baro or MAP test using frequency meter - run the test key on engine off. The noise from the ignition system will likely upset the frequency meter. I used a 10 x oscilloscope probe connected from the frequency meter to the MAP/BAP to reduce the jitter in the meter's readout.
Some basic checks you can make to be sure that the sensor is getting power & ground:
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.
Check the resistance between the black/white wire on the MAP/BARO sensor and then the black/white wire on the EGR and the same wire on the TPS. It should be less than 1.5 ohm. Next check the resistance between the black/white wire and the negative battery cable. It should be less than 1.5 ohm.
The following power on check requires you to turn the ignition switch to the Run position.
Use a DVM to check for 5 volts on the orange/white wire. If it is missing, look for +5 volts at the orange/white wire on the TPS or EGR sensors Use the black/white wire for the ground for the DVM.
If it is defective, your air/fuel ratio will be off and the car’s performance & emissions will suffer
Code 35 EVR - EVP sensor signal is/was high – Bad sensor, or possible missing ground for EVR circuit. With the power off, measure the resistance between the black/white wire and battery ground. You should see less than 1 ohm. Check the same black /white wire on the TPS and MAP sensor. More than 1 ohm there and the wire is probably broken in the harness between the engine and the computer. The 10 pin connectors pass the black/white wire back to the computer, and can cause problems.
See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host)
Code 51 Engine Coolant Temperature (ECT) sensor signal is/was too high - Possible bad ECT sensor, or wiring.
Use Pin 46 on the computer for ground for both ECT & ACT to get most accurate readings.
Pin 7 on the computer - ECT signal in. at 176 degrees F it should be .80 volts
Voltages may be measured across the ECT by probing the connector from the rear. Use care in doing it so that you don't damage the wiring or connector.
Here's the table :
68 degrees F = 3.02 v
86 degrees F = 2.62 v
104 degrees F = 2.16 v
122 degrees F = 1.72 v
140 degrees F = 1.35 v
158 degrees F = 1.04 v
176 degrees F = .80 v
194 degrees F = .61
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.
Ohms measures at the computer with the computer disconnected, or at the sensor with the sensor disconnected.
50 degrees F = 58.75 K ohms
68 degrees F = 37.30 K ohms
86 degrees F = 27.27 K ohms
104 degrees F = 16.15 K ohms
122 degrees F = 10.97 K ohms
140 degrees F = 7.60 K ohms
158 degrees F = 5.37 K ohms
176 degrees F = 3.84 K ohms
194 degrees F = 2.80 K ohms
Check the resistance of the black/white wire to battery ground. If it is less than 1.5 ohm, it is good. If it is more than 1.5 ohm, the black/white wire has bad connections or a broken wire. Always take resistance measurements with the circuit powered off.
Code 53 Throttle Position sensor too high – TPS. Set the TPS according to the following tech tip.
Try this... Currently there is some dispute about setting it at .99 volts being worth the effort, but anything less is probably OK. All you need is less than 1.0 volt at idle and more than 4.25 at Wide Open Throttle (WOT). You'll need a Digital Voltmeter (DVM) to do the job.
The Orange/White wire is the VREF 5 volts from the computer. You use the Dark Green/Lt green wire (TPS signal) and the Black/White wire (TPS ground) to set the TPS
Here’s a TPS tip I got from NoGo50
When you installed the sensor make sure you place it on the peg right and then tighten it down properly. Loosen the back screw a tiny bit so the sensor can pivot and loosen the front screw enough so you can move it just a little in very small increments. I wouldn’t try to adjust it using marks. Set it at .97v-.99v, the closer to .99v the better.
(copied from MustangMax, Glendale AZ)
1. Always adjust the TPS and Idle with the engine at operating temp. Dive it around for a bit if you can and get it nice and warm.
2. When you probe the leads of the TPS, do not use an engine ground, put the ground probe into the lead of the TPS. You should be connecting both meter probes to the TPS and not one to the TPS and the other to ground.
3. Always reset the computer whenever you adjust the TPS or clean/change any sensors. I just pull the battery lead for 10 minutes.
4. Check the procedure for your year, on my 90 I have to turn the idle screw until it just touches the tab, then insert a .010 feeler gauge and give it about one more turn. Then you adjust the TPS voltage to .98v, reset the computer. Start it up, if the idle is to low then turn the screw in until it is just right, then readjust the TPS voltage to .98v and reset the computer and start it up. The key is to adjust the TPS voltage and reset the computer whenever the idle screw is changed.
Clear the codes by disconnecting the scanner while it is turned on or remove the jumper once the computer starts to dump the codes. Or disconnect the battery for 10-20 minutes.
Once you have cleared the codes, retest for them. If you still get a code 53, then check the resistance between the black/white wire and the negative battery terminal. Disconnect the battery before making any resistance measurements. You should see less than 1.5 ohms between the black/white wire and the negative battery terminal. More that that means wiring problems or bad connections.
Code 54 – ACT sensor out of range. Broken or damaged wiring, bad ACT sensor. Note that that if the outside air temp is below 50 degrees F that the test for the ACT can be in error.
Check the resistance of the black/white wire to battery ground. If it is less than 1.5 ohm, it is good. If it is more than 1.5 ohm, the black/white wire has bad connections or a broken wire. Always take resistance measurements with the circuit powered off.
Then check the resistance of the ACT sender located in the #5 intake runner on most 5.0 stangs.
ACT & ECT test data:
The ACT & ECT have the same thermistor, so the table values are the same
Pin 7 on the computer - ECT signal in. at 176 degrees F it should be .80 volts
Pin 25 on the computer - ACT signal in. at 50 degrees F it should be 3.5 volts. It is a good number if the ACT is mounted in the inlet airbox. If it is mounted in the lower intake manifold, the voltage readings will be lower because of the heat transfer. Here's the table :
68 degrees F = 3.02 v
86 degrees F = 2.62 v
104 degrees F = 2.16 v
122 degrees F = 1.72 v
140 degrees F = 1.35 v
158 degrees F = 1.04 v
176 degrees F = .80 v
194 degrees F = .61
Ohms measures at the computer with the computer disconnected, or at the sensor with the sensor disconnected.
50 degrees F = 58.75 K ohms
68 degrees F = 37.30 K ohms
86 degrees F = 27.27 K ohms
104 degrees F = 16.15 K ohms
122 degrees F = 10.97 K ohms
140 degrees F = 7.60 K ohms
158 degrees F = 5.37 K ohms
176 degrees F = 3.84 K ohms
194 degrees F = 2.80 K ohms
Code 67 - clutch not depressed (5 speed) or car not in neutral or park (auto) or A/C in On position when codes where dumped. Possible neutral safety switch or wiring problem. This code may prevent you from running the Key On Engine On tests. You can generally ignore this code, since it has no effect on engine performance.
Code 71 - there is no code 71 for 5.0 Mustangs. Go back and check again.
Code 85 - CANP solenoid - The Carbon Canister solenoid is inoperative. Check vacuum lines for leaks and cracks. Check electrical wiring for loose connections, damaged wiring and insulation. Check solenoid valve operation by grounding the gray/yellow wire to the solenoid and blowing through it.
The computer provides the ground for the solenoid. The red wire to the solenoid is always energized any time the ignition switch is in the run position. If the canister or hoses are damaged, you will have vacuum leaks that can cause idle problems.
Charcoal canister plumbing - one 3/8" tube from the bottom of the upper manifold to the rubber hose. Rubber hose connects to one side of the canister solenoid valve. Other side of the solenoid valve connects to one side of the canister. The other side of the canister connects to a rubber hose that connects to a line that goes all the way back to the gas tank. There is an electrical connector coming from the passenger side injector harness near #1 injector that plugs into the canister solenoid valve. It's purpose is to vent the gas tank. The solenoid valve opens at cruse to provide some extra fuel.
It does not weigh but a pound or so and helps richen up the cruse mixture. It draws no HP & keeps the car from smelling like gasoline in a closed garage. So with all these good things and no bad ones, why not hook it up & use it?
There is a high degree of probability that you have a bad sensor signal ground (black/white wire, pin 46 on the computer). The signal ground is common to all the sensors listed in your post. if you are not proficent in electrical circuits & using a DVM, I sugggest that you find someone who is good with electrical problems to help you troubleshoot.