Thanks for chiming in Bill. Once we found out the wiring between the PCM and ICM was good there was only one thing left. I am also not one to jump to a "bad PCM" theory.

 

Thanks for the help, guys. I pulled the PCM last night and was trying to look online for any kind of testing that you can do to the PCM itself. Didn't have any luck. My PCM is: F2TF-12A650-ASB. It looks like that is compatible with -ASA. Anybody know if I can get away with any other PCM from an 87-95 4.9l 5 speed? I have the afternoon off and will try to find one today. Thanks again.

 

Yes it looks like the ASA is the same.

 

Found a PCM for $20.00. Numbers don't quite match up, but it's out of a 93 F150 4.9l 5 speed with a/c....just like mine. I figured for $20 I'd give it a try and at least see if I still get code 213. Started right up and ran like a top for the first minute, then started doing the misfire. Still pulling code 213. Although, for all I know, this one was bad to begin with. I might try and track down another one to try. The Haynes manual says that you should get 3-8.5vac on the PIP wire and the PCM side of the spout wire while cranking the engine. I'm getting 8.5-14vac. It says if the voltage is out of range then the PCM is probably to blame. I would think this could be the problem, but a little higher voltage doesn't seem to indicate an open circuit.

I checked resistance to ground on the new ICM (TFI) and found just under 10k on pin 4, some on pin 3 (not consistent--doesn't show long enough to get a reading), and 0 (closed) on pin 1 (ignition ground.) The interesting thing is that I don't get anything but open circuit readings on all of the pins on the old module. I tried putting that one back on, but of course it's doing the same thing. Also checked out the ignition ground to the distributor housing. The plug looks good on the spout terminal of the ICM plug. I'll double check the terminal at the PCM plug. When I checked resistance of the spout wire at the PCM it showed 0 ohms, but maybe the female terminal in the plug is expanded or something. Not sure why it would be, but it's something else to try. Thanks again for the input.

 

Ouch! This is not going to be easy. Perhaps if the PCM output is too high it has now damaged both of the ICMs?

 

OK here is what the 1993 Ford Shop Manual says to do for error code 213 in the PDF below.

 

Could be. I still think it's odd that one of them shows closed circuits and the other doesn't. But, like I said, they both seem to operate everything the same. The engine runs pretty smooth without the spout hooked up. The idle drops a little due to less timing advance. If this was an old carbureted engine I'd just set the timing to a high setting and run a switch to turn on the ignition after the engine started cranking! I knew a drag racer that used to do that.

I tried tightening the female terminal in the PCM plug with no change in operation. I keep looking at the plug at the ICM as the only thing left, but it really looks good. Has a good spring to it. You can put a pin in it and it makes good contact, then when you pull it out it goes right back into a closed position.

Since I have a spare PCM, I thought I may as well pull the old one apart and see if I could find an open circuit. Checked a bunch and couldn't find any.

Subford, or anyone else out there, if you have a spare PCM can you check resistance from pin 36 (spout) to pin 16(ignition ground) for me? My original measures 718 while the new one measures 702. Maybe they're both high and that's what's messing up the spout circuit. Thanks again.

 

OK check four computers and this what pin#16 to pin #36 was.

95 F150 (HUG2) 775 ohms leads both ways.
89 E150 (8QQ) 7K one way and 19K the other.
88 E150 (AJ9) 1.2K one way and 16K the other.
86 BII (RC1) 17.5K one way and 7K the other.

Looking at a diagram of a computer I do not see what the resistance between 16 and 36 have to do with each other.

 

Subford, you must have posted when I started writing my last discourse!! That shop manual information is outstanding. Thank you. I'm guessing the breakout box is a tool for pulling electrical measurements that goes between the PCM plug and the PCM? I'll see if I can find one or just pin the wires to measure voltage and resistance. Awesome info.

 

Looking at a diagram of a computer I do not see what the resistance between 16 and 36 have to do with each other.

Your guess is as good as mine! 36 is the spout and 16 is the ignition ground. There are a couple resistors between the two inside the PCM. I thought it might be worth looking at to rule out the PCM since both of mine were pretty close and I'm still getting that code 213. Thanks for taking the time to look into it for me.

 

Yes that is what a breakout box is. The breakout box pin numbers are the same as the PCM pin numbers.

 

That is a nice write-up out of the service manual. Thanks again Bill for coming to the rescue.

 

Okay, I ran through all of the checks in the service manual. Everything checks out. The only voltage check that was below normal voltage was the ignition circuit at the EEC relay. Still, it was within about 0.5 volts of everything else. The diode that this circuit goes through seemed to have significant resistance through the direction of current. It's been a while since I've messed with diodes, so I can't remember if that's normal or not. I thought there should be no resistance one way and infinite the other.

I got confused at the end (B9.) I found good voltage at the pins, and it says to service an open or short to ground in that circuit. The thing is, in the previous step (B8) I already checked that circuit for continuity and found it to be perfect. I'll double check short to ground in the circuit, but it seems like there would be less voltage if that were the case.

I think I'll see if I can find one of those diodes somewhere and check it to see what resistance should be. Still, the manual calls for over 10.5 volts and I'm getting over 11.5 on the terminal. I might need a magic wand to fix this one!! Thanks again for the help.

 

Oh yeah, I went through all the pinpoint tests and forgot about this:
At the end of the PA4 Check, it says to go to section 8A, Distributor Ignition Diagnosis.
I don't suppose anyone out there has that, do they? Either way, I appreciate the help to this point.

 

I will try and put together a PDF for you and email it to you of one of the chapters below. It is far to large to send them all.
Just let me know what chapter below that you want in 8a.
and your email address.
My email address is below in this post.

«8A: Ignition System Diagnostic Procedures»
DISTRIBUTOR IGNITION SYSTEM

1. Preliminary Checkout, Equipment and Notes

2. Distributor Ignition System Description

3. CMP Sensor Description

4. DI Acronyms, Module and Pin-Out

5. DI Waveforms

6. DI Block Diagrams

7. DI Wiring Schematic (With Diagnostic Harness Installed) Push Start

8. DI Wiring Schematic (With Diagnostic Harness Installed) Computer Controlled Dwell

9. DI Diagnostic Cable

10. DI Pinpoint Test Diagnostics Pinpoint Tests Symptom Index

11. Distributor Mounted ICM No Start Pinpoint Test A Index

12. Remote Mounted ICM No Start Pinpoint Test AA Index

13. Remote Mounted ICM No Start With SPOUT In-Line Connector Disconnected Pinpoint Test AAA Index

14. Distributor Ignition IDM Missing Code 18C or 212C Pinpoint Test B Index

15. Distributor Ignition Timing Off, Code 18R or 213 - SPOUT Open Poor Fuel Economy Poor

16. Driveability Pinpoint Test C Index

17. Intermittent Diagnosis D Index