Smog Reinstall With Non-smog Heads

See below...

The car will pass smog IF you have a working smog pump, cat converters and all the flow control parts. The passages in the back of the heads are only used for the first 2-3 minutes of a cold engine start. After that, the control valves switch and direct the smog pump's output to the cat converters. If the crossover tube is required to pass visual inspection, all that is needed is a way to mount it on the heads.

The cylinder head passages that feed the air provided by the crossover tube are cast in the heads at the foundry. There is no practical way to create them after the cylinder head is cast.

The trick is to have all the smog pump plumbing present and make sure that you have the car warmed up good. That way, the airflow won't attempt to go through the crossover tube.

If they don't dump codes, the absence of a working crossover pipe will most likely go unnoticed. If you dump the codes with a non working crossover tube, you will get 44/94 codes

How to pass emissions testing:

High NO - high combustion temps - retard timing, check EGR for operation.
High CO – Rich condition - fuel pressure too high, check O2 sensors, replace air filter, Clean MAF element.
High HC – Lean misfire, vacuum leak, common misfire due to worn or weak ignition system components. On rare occasions, an overly rich mixture may be the cause. Do the ethanol/E10 fill up as suggested.
High CO & HC - Cat converters, smog pump, and smog pump controls. Make sure the smog pump has good air output at 1200-1700 RPM

How to pass emissions testing:

1.) Make sure all the emissions gear the car was made with is present and connected up properly. That includes a working smog pump and cats. The smog tech will do a visual check to make sure that all the original equipment is present and connected up.

2.) Make sure that you have fresh tune up with spark plugs, plug wires, cap, rotor, fuel & air filters. An oil & filter change is a good idea while you are at it.

3.) [Dumping the computer diagnostic codes on 86-95 Mustangs

Revised 26-July-2011. Added need to make sure the clutch is pressed when dumping codes.

Codes may be present even if the check engine light hasn’t come on, so be sure to check for them.

Here's the way to dump the computer codes with only a jumper wire or paper clip and the check engine light, or test light or voltmeter. I’ve used it for years, and it works great. You watch the flashing test lamp or Check Engine Light and count the flashes.

Post the codes you get and I will post 86-93 model 5.0 Mustang specific code definitions and fixes. I do not have a complete listing for 94-95 model 5.0 Mustangs at this time.

Be sure to turn off the A/C, and put the transmission in neutral when dumping the codes. On a manual transmission car, be sure to press the clutch to the floor.
Fail to do this and you will generate a code 67 and not be able to dump the Engine Running codes.





If your car is an 86-88 stang, you'll have to use the test lamp or voltmeter method. There is no functional check engine light on the 86-88's except possibly the Cali Mass Air cars.



The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.

89 through 95 cars have a working Check Engine light. Watch it instead of using a test lamp.



The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.


WARNING!!! There is a single dark brown connector with a black/orange wire. It is the 12 volt power to the under the hood light. Do not jumper it to the computer test connector. If you do, you will damage the computer.

What to expect:
You should get a code 11 (two single flashes in succession). This says that the computer's internal workings are OK, and that the wiring to put the computer into diagnostic mode is good. No code 11 and you have some wiring problems. This is crucial: the same wire that provides the ground to dump the codes provides signal ground for the TPS, EGR, ACT and Map/Baro sensors. If it fails, you will have poor performance, economy and driveablity problems

Some codes have different answers if the engine is running from the answers that it has when the engine isn't running. It helps a lot to know if you had the engine running when you ran the test.

Dumping the Engine Running codes: The procedure is the same, you start the engine with the test jumper in place. Be sure the A/C is off, and clutch (if present) is pressed to the floor, and the transmission is in neutral. You'll get an 11, then a 4 and the engine will speed up to do the EGR test. After the engine speed decreases back to idle, it will dump the engine running codes.

Trouble codes are either 2 digit or 3 digit, there are no cars that use both 2 digit codes and 3 digit codes.

Your 86-88 5.0 won't have a working Check Engine Light, so you'll need a test light.
See AutoZone Part Number: 25886 , $10




Alternate methods:
For those who are intimidated by all the wires & connections, see Actron® for what a typical hand scanner looks like. Normal retail price is about $30 or so at AutoZone or Wal-Mart.

Or for a nicer scanner see Equus - Digital Ford Code Reader (3145) – It has a 3 digit LCD display so that you don’t have to count flashes or beeps.. Cost is $30.


Dumping the Engine Running codes: The procedure is the same, you start the engine with the test jumper in place. Be sure the A/C is off, clutch depressed to the floor and the transmission is in neutral. You'll get an 11, then a 4 and the engine will speed up to do the EGR test. After the engine speed decreases back to idle, it will dump the engine running codes.
Cylinder balance test
Warm the car's engine up to normal operating temperature. Use a jumper wire or paper clip to put the computer into test mode. Start the engine and let it go through the normal diagnostic tests, then quickly press the throttle to the floor. The engine RPM should exceed 2500 RPM's for a brief second. The engine RPM's will increase to about 1450-1600 RPM and hold steady. The engine will shut off power to each injector, one at a time. When it has sequenced through all 8 injectors, it will flash 9 for everything OK, or the number of the failing cylinder such as 2 for cylinder #2. Quickly pressing the throttle again up to 2500 RPM’s will cause the test to re-run with smaller qualifying figures.
Do it a third time, and if the same cylinder shows up, the cylinder is weak and isn’t putting out power like it should. See the Chilton’s Shop manual for the complete test procedure



4.) Post the codes and get help to fix them. Don’t try to pass with codes not fixed. Clearing the computer just temporarily removes them from memory, it doesn’t fix the problem that caused the code to be set.

5.) Be sure to do the testing on a hot engine. Drive for 15-20 minutes prior to taking the test to get operating temps up into the normal range. Do not shut off the engine while waiting for your turn on the test machine. An engine up to full operating temperature puts out fewer emissions.


How it all works...

Thermactor Air System
Some review of how it works...

Revised 17-Sept-2011 to add testing procedure.

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 draws air from an inlet filter in the front of the pump. The 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. Check valves located after the TAB & TAD solenoids prevent hot exhaust gases from damaging the control valves or pump in case of a backfire. 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 Bypass valve at WOT (wide open throttle) minimizing engine drag. This dumps the pump's output to the atmosphere, and reduces the parasitic drag caused by the smog pump to about 2-4 HP at WOT. The Bypass valve also opens during deceleration to reduce or prevent backfires.

Code 44 RH side air not functioning.
Code 94 LH side air not functioning.

The computer uses the change in the O2 sensor readings to detect operation of the Thermactor control valves. When the dump valve opens, it reduces the O2 readings in the exhaust system. Then it closes the dump valve and the O2 readings increase. By toggling the dump valve (TAB), the computer tests for the 44/94 codes.

Failure mode is usually due to a clogged air crossover tube, where one or both sides of the tube clog with carbon. The air crossover tube mounts on the back of the cylinder heads and supplies air to each of the Thermactor air passages cast into the cylinder heads. When the heads do not get the proper air delivery, they set codes 44 & 94, depending on which passage is clogged. It is possible to get both 44 & 94, which would suggest that the air pump or control valves are not working correctly, or the crossover tube is full of carbon or missing.





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.

For 94-95 cars: the colors are different. The White/Red wire (TAB control) is White/Orange (Pin 31 on the PCM). The Green/Black wire (TAD control) should be Brown (pin 34 at the PCM). Thanks to HISSIN50 for this tip.

Testing the system:

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.

Disconnect the big hose from smog pump: with the engine running you should feel air output. Reconnect the smog pump hose & apply vacuum to the first vacuum controlled valve: Its purpose is to either dump the pump's output to the atmosphere or pass it to the next valve.

The next vacuum controlled valve directs the air to either the cylinder heads when the engine is cold or to the catalytic converter when the engine is warm. Disconnect the big hoses from the back side of the vacuum controlled valve and start the engine. Apply vacuum to the valve and see if the airflow changes from one hose to the next.

The two electrical controlled vacuum valves mounted on the rear of the passenger side wheel well turn the vacuum on & off under computer control. Check to see that both valves have +12 volts on the red wire. Then ground the white/red wire and the first solenoid should open and pass vacuum. Do the same thing to the light green/black wire on the second solenoid and it should open and pass vacuum.

Remember that the computer does not source power for any actuator or relay, but provides the ground necessary to complete the circuit. That means one side of the circuit will always be hot, and the other side will go to ground or below 1 volt as the computer switches on that circuit.

The computer provides the ground to complete the circuit to power the solenoid valve that turns the
vacuum on or off. The computer is located under the passenger side kick panel. Remove the kick panel & the cover over the computer wiring connector pins. Check Pin 38 Solenoid valve #1 that provides vacuum to the first Thermactor control valve for a switch from 12-14 volts to 1 volt or less. Do the same with pin 32 solenoid valve #2 that provides vacuum to the second Thermactor control valve. Starting the engine with the computer jumpered to self test mode will cause all the actuators to toggle on and off. If after doing this and you see no switching of the voltage on and off, you can start testing the wiring for shorts to ground and broken wiring. An Ohm check to ground with the computer connector disconnected & the solenoid valves disconnected should show open circuit between the pin 32 and ground and again on pin 38 and ground. In like manner, there should be less than 1 ohm between pin 32 and solenoid valve #2 and pin 38 & Solenoid valve #1.

If after checking the resistance of the wiring & you are sure that there are no wiring faults, start looking at the solenoid valves. If you disconnect them, you can jumper power & ground to them to verify operation. Power & ground supplied should turn on the vacuum flow, remove either one and the vacuum should stop flowing.

Typical resistance of the solenoid valves is in the range of 20-70 Ohms.

Theory of operation:
Catalytic converters consist of two different types of catalysts: Reduction and Oxidation.
The Reduction catalyst is the first converter in a 5.0 Mustang, and the Oxidation converter is the second converter. The Oxidation converter uses the extra air from the smog pump to burn the excess HC. Aftermarket converters that use the smog pump often combine both types of catalysts in one housing. Since all catalytic reactions depend on heat to happen, catalytic converters do not work as efficiently with long tube headers. The extra length of the long tubes reduces the heat available to operate the O2 sensors and the catalytic converters. That will cause emissions problems, and reduce the chances of passing an actual smog test.


Now for the Chemistry...
"The reduction catalyst is the first stage of the catalytic converter. It uses platinum and rhodium to help reduce the NOx emissions. When an NO or NO2 molecule contacts the catalyst, the catalyst rips the nitrogen atom out of the molecule and holds on to it, freeing the oxygen in the form of O2. The nitrogen atoms bond with other nitrogen atoms that are also stuck to the catalyst, forming N2. For example:

2NO => N2 + O2 or 2NO2 => N2 + 2O2

The oxidation catalyst is the second stage of the catalytic converter. It reduces the unburned hydrocarbons and carbon monoxide by burning (oxidizing) them over a platinum and palladium catalyst. This catalyst aids the reaction of the CO and hydrocarbons with the remaining oxygen in the exhaust gas. For example:

2CO + O2 => 2CO2

There are two main types of structures used in catalytic converters -- honeycomb and ceramic beads. Most cars today use a honeycomb structure." Quote courtesy of How Stuff Works (HowStuffWorks "Catalysts")

What happens when there is no extra air from the smog pump...
As engines age, the quality of tune decreases and wear causes them to burn oil. We have all seem cars that go down the road puffing blue or black smoke from the tailpipe. Oil consumption and poor tune increase the amount of HC the oxidation catalyst has to deal with. The excess HC that the converters cannot oxidize due to lack of extra air becomes a crusty coating inside the honeycomb structure. This effectively reduces the size of the honeycomb passageways and builds up thicker over time and mileage. Continuous usage under such conditions will cause the converter to fail and clog. The extra air provided by the Thermactor Air System (smog pump) is essential for the oxidation process. It oxidizes the added HC from oil consumption and poor tune and keeps the HC levels within acceptable limits.

Newer catalytic converters do not use the Thermactor Air System (smog pump) because they are designed to work with an improved computer system that runs leaner and cleaner
They add an extra set of O2 sensors after the catalytic converters to monitor the oxygen and HC levels. Using this additional information, the improved computer system adjusts the air/fuel mixture for cleaner combustion and reduced emissions. If the computer cannot compensate for the added load of emissions due to wear and poor tune, the catalytic converters will eventually fail and clog. The periodic checks (smog inspections) are supposed to help owners keep track of problems and get them repaired. Use them on an 86-95 Mustang and you will slowly kill them with the pollutants that they are not designed to deal with.


Here's some help with the system...

Some basic theory to clarify how things work is in order…

EGR System theory and testing

The EGR shuts off at Wide Open Throttle (WOT), so it has minimal effect on performance. The addition of exhaust gas drops combustion temperature, increases gas mileage and reduces the tendency of the engine to ping. It can also reduce HC emissions by reducing fuel consumption. The primary result of EGR usage is a reduction in NOx emissions. It does this by reducing the amount of air/fuel mixture that gets burned in the combustion process. This reduces combustion temperature, and the creation of NOx gases. The reduced combustion temp reduces the tendency to ping.

The EGR system has a vacuum source (line from the intake manifold) that goes to the EVR, computer operated electronic vacuum regulator. The EVR is located on the back of the passenger side shock strut tower. The computer uses RPM, Load. and some other factors to tell the EVR to pass vacuum to open the EGR valve. The EGR valve and the passages in the heads and intake manifold route exhaust gas to the EGR spacer (throttle body spacer). The EGR sensor tells the computer how far the EGR valve is open. Then computer adjusts the signal sent to the EVR to hold, increase or decrease the vacuum. The computer adds spark advance to compensate for the recirculated gases and the slower rate they burn at.




Troubleshooting:
There should be no vacuum at the EGR valve when at idle. If there is, the EVR (electronic vacuum regulator) mounted on the backside of the passenger side wheelwell is suspect. Check the vacuum line plumbing to make sure the previous owner didn’t cross the vacuum lines.

Diagram courtesy of Tmoss & Stang&2birds. (the diagram says 88 GT, but the EGR part is the same for 86-93 Mustangs)


The EGR sensor is basically a variable resistor, like the volume control on a radio. One end is 5 volt VREF power from the computer (red/orange wire). One end is computer signal ground (black/white), and the middle wire (brown/lt green) is the signal output from the EGR sensor. It is designed to always have some small voltage output from it anytime the ignition switch is the Run position. That way the computer knows the sensor & the wiring is OK. No voltage on computer pin 27 (brown/lt green wire) and the computer thinks the sensor is bad or the wire is broken and sets code 31. The voltage output can range from approximately .6-.85 volt.

The EVR regulates vacuum to the EGR valve to maintain the correct amount of vacuum. The solenoid coil should measure 20-70 Ohms resistance. The regulator has a vacuum feed on the bottom which draws from the intake manifold. The other vacuum line is regulated vacuum going to the EGR valve. One side of the EVR electrical circuit is +12 volts anytime the ignition switch is in the run position. The other side of the electrical circuit is the ground path and is controlled by the computer. The computer switches the ground on and off to control the regulator solenoid.


EGR test procedure courtesy of cjones

To check the EGR valve:
Bring the engine to normal temp.

Connect a vacuum pump to the EGR Valve or see the EGR test jig drawing below. Connnect the test jig or to directly to manifold vacuum.

Do not connect the EGR test jig to the EVR (Electronic Vacuum Regulator).

Apply 5in vacuum to the valve. Using the test jig, use your finger to vary the vacuum

If the engine stumbled or died then EGR Valve and passage(there is a passageway through the heads and intake) are good.

If the engine did NOT stumble or die then either the EGR Valve is bad and/or the passage is blocked.

If the engine stumbled, connect EGR test jig to the hose coming off of the EGR Valve.
Use your finger to cap the open port on the vacuum tee.
Snap throttle to 2500 RPM (remember snap the throttle don't hold it there).
Did the vacuum gauge show about 2-5 in vacuum?
If not the EVR has failed

EGR test jig


To test the computer and wiring to the computer, you can use a test light across the EVR 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. If the test light remains on the computer or the wiring is suspect.

To check the EVR to computer wiring, disconnect the EVR connector and connect one end of the Ohmmeter to the dark green wire EVR wiring. Remove the passenger side kick panel and use a 10 MM socket to remove the computer connector from the computer. Set the Ohmmeter to high range and connect the other ohmmeter lead to ground. You should see an infinite open circuit indication or a reading greater than 1 Meg Ohm. If you see less than 200 Ohms, the dark green wire has shorted to ground somewhere.

Late Model Restoration may still have the Ford Racing M-12071-N302 kit with the EGR valve & sensor along with the ACT & ECT sensors for $45. See http://www.latemodelrestoration.com/iwwida.pvx?;item?item_no=M12071N302 1&comp=LRS for more details

JR is the "shizzlemynizzleforizzle".

Try EBay for a big selection. The salvage yards were claiming the smog stuff was exhaust and would not even try to sell it. I got lucky except for one hacked hose I had to lengthen.