Two new codes. 34 & 96
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Snikt89GT
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Code 34 Or 334 - EGR voltage above closed limit - Failed sensor, carbon between EGR pintle valve and seat holding the valve off its seat. Remove the EGR valve and clean it with carbon remover. Prior to re-installing see if you can blow air through the flange side of the EGR by mouth. If it leaks, there is carbon stuck on the pintle valve seat, replace the EGR valve ($85-$95).
If the blow by test passes, and you have replaced the sensor, then you have electrical ground problems. 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 ohm. Next check the resistance between the black/white wire and the negative battery post. It should be less than 1 ohm.
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.
Let’s put on our Inspector Gadget propeller head beanies and think about how this works:
The EGR sensor is a variable resistor with ground on one leg and Vref (5 volts) on the other. Its’ resistance ranges from 4000 to 5500 Ohms measured between Vref & ground, depending on the sensor. The center connection of the variable resistor is the slider that moves in response to the amount of vacuum applied. The slider has some minimum value of resistance greater than 100 ohms so that the computer always sees a voltage present at its’ input. If the value was 0 ohms, there would be no voltage output. Then the computer would not be able to distinguish between a properly functioning sensor and one that had a broken wire or bad connection. The EGR I have in hand reads 700 Ohms between the slider (EPV) and ground (SIG RTN) at rest with no vacuum applied. The EGR valve or sensor may cause the voltage to be above closed limits due to the manufacturing tolerances that cause the EGR sensor to rest at a higher position than it should.
This will affect idle quality by diluting the intake air charge
Code 96 – KOEO- Fuel pump monitor circuit shows no power - Fuel pump relay or battery power feed was open - Power / Fuel Pump Circuits. The fuel pump circuit lost power at one time or another.
Look for a failing fuel pump relay, bad connections or broken wiring. The fuel pump relay is located under the Mass Air Meter on Fox bodied stangs built after 91. On earlier model cars is under the passenger seat. On Mass Air Conversions, the signal lead that tells the computer that the fuel pump has power may not have been wired correctly. See http://www.stangnet.com/tech/maf/massairconversion.html
To help troubleshoot the 96 code for 91-93 models see http://www.autozone.com/images/cds/gif/large/0900823d80195960.gif
Look for power at the fuel pump - the fuel pump has a connector at the rear of the car with a pink/black wire and a black wire that goes to the fuel pump. The pink/black wire should be hot when the test connector is jumpered to the test position. . To trick the fuel pump into running, find the ECC test connector and jump the connector in the lower RH corner to ground. http://www.mustangworks.com/articles/electronics/eec-iv_codes.html for a description of the test connector. it. No voltage when jumpered, check the fuel pump relay and fuse links.
Power feed: Look for 12 volts at the pink/black wire (power source for fuel pump relay). No voltage or low voltage, bad fuse link, bad wiring, or connections. Remember that on 92 or later models the fuel pump relay is located under the Mass Air meter. Watch out for the WOT A/C control relay on these cars, as it is located in the same place and can easily be mistaken for the fuel pump relay.
Relay: Turn on the key and jumper the ECC test connector as previously described. Look for 12 volts at the dark green\yellow wire (relay controlled power for the fuel pump). No voltage there means that the relay has failed, or there is a broken wire in the relay control circuit.
If the blow by test passes, and you have replaced the sensor, then you have electrical ground problems. 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 ohm. Next check the resistance between the black/white wire and the negative battery post. It should be less than 1 ohm.
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.
Let’s put on our Inspector Gadget propeller head beanies and think about how this works:
The EGR sensor is a variable resistor with ground on one leg and Vref (5 volts) on the other. Its’ resistance ranges from 4000 to 5500 Ohms measured between Vref & ground, depending on the sensor. The center connection of the variable resistor is the slider that moves in response to the amount of vacuum applied. The slider has some minimum value of resistance greater than 100 ohms so that the computer always sees a voltage present at its’ input. If the value was 0 ohms, there would be no voltage output. Then the computer would not be able to distinguish between a properly functioning sensor and one that had a broken wire or bad connection. The EGR I have in hand reads 700 Ohms between the slider (EPV) and ground (SIG RTN) at rest with no vacuum applied. The EGR valve or sensor may cause the voltage to be above closed limits due to the manufacturing tolerances that cause the EGR sensor to rest at a higher position than it should.
This will affect idle quality by diluting the intake air charge
Code 96 – KOEO- Fuel pump monitor circuit shows no power - Fuel pump relay or battery power feed was open - Power / Fuel Pump Circuits. The fuel pump circuit lost power at one time or another.
Look for a failing fuel pump relay, bad connections or broken wiring. The fuel pump relay is located under the Mass Air Meter on Fox bodied stangs built after 91. On earlier model cars is under the passenger seat. On Mass Air Conversions, the signal lead that tells the computer that the fuel pump has power may not have been wired correctly. See http://www.stangnet.com/tech/maf/massairconversion.html
To help troubleshoot the 96 code for 91-93 models see http://www.autozone.com/images/cds/gif/large/0900823d80195960.gif
Look for power at the fuel pump - the fuel pump has a connector at the rear of the car with a pink/black wire and a black wire that goes to the fuel pump. The pink/black wire should be hot when the test connector is jumpered to the test position. . To trick the fuel pump into running, find the ECC test connector and jump the connector in the lower RH corner to ground. http://www.mustangworks.com/articles/electronics/eec-iv_codes.html for a description of the test connector. it. No voltage when jumpered, check the fuel pump relay and fuse links.
Power feed: Look for 12 volts at the pink/black wire (power source for fuel pump relay). No voltage or low voltage, bad fuse link, bad wiring, or connections. Remember that on 92 or later models the fuel pump relay is located under the Mass Air meter. Watch out for the WOT A/C control relay on these cars, as it is located in the same place and can easily be mistaken for the fuel pump relay.
Relay: Turn on the key and jumper the ECC test connector as previously described. Look for 12 volts at the dark green\yellow wire (relay controlled power for the fuel pump). No voltage there means that the relay has failed, or there is a broken wire in the relay control circuit.
i hate dealing with emissions and emissions crap on a car.
this is what they did last year to get it to pass. cause it failed originally. heres what they did...
Scan Computer for diagnostic trouble code(s). Run EEC IV Test- Code set for EGR system failure. Check Vacuum sourse at intake plenum-ok. Check EGR valve operation-ok. Check power to EGR Control solenoid-ok. Check signal to EGR valve control solenoid-ok. Ground control circuit to EGR control solenoid-No response. Remove EGR control solenoid to test-Solenoid is cracked from heat as is air injection control solenoid.
Not enough Vacuum reaching EGR control valve as a secondary air control valve is also leaking. Reapir Vacuum line to FPR.
Cannot retrieve DTC's from computer- ECM power relay is keeping ECM powerd up. Removed ECM to replace ECM control relay.
NO DTC's related to to EGR or 02 sensors.
High NOX
and they put on the car
1. EGR control solenoid valve
2. Secondary air control A valve
3. secondary air control B valve
4. EEC control power relay
i barley drove the car since i got this done and this was done on 3/15/2005
i put a little over 5,000 miles in the year and a half it was inspected last.
this is what they did last year to get it to pass. cause it failed originally. heres what they did...
Scan Computer for diagnostic trouble code(s). Run EEC IV Test- Code set for EGR system failure. Check Vacuum sourse at intake plenum-ok. Check EGR valve operation-ok. Check power to EGR Control solenoid-ok. Check signal to EGR valve control solenoid-ok. Ground control circuit to EGR control solenoid-No response. Remove EGR control solenoid to test-Solenoid is cracked from heat as is air injection control solenoid.
Not enough Vacuum reaching EGR control valve as a secondary air control valve is also leaking. Reapir Vacuum line to FPR.
Cannot retrieve DTC's from computer- ECM power relay is keeping ECM powerd up. Removed ECM to replace ECM control relay.
NO DTC's related to to EGR or 02 sensors.
High NOX
and they put on the car
1. EGR control solenoid valve
2. Secondary air control A valve
3. secondary air control B valve
4. EEC control power relay
i barley drove the car since i got this done and this was done on 3/15/2005
i put a little over 5,000 miles in the year and a half it was inspected last.
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