I recently put a rebuilt '87 5.0 HO Mustang motor and a rebuilt AODE (TCI valve body/stock converter) in my '93 F150 4x4. During the swap, I deleted the factory air pump and associated hardware. I also added a Bassani Y-pipe, 3" cat and single exhaust. The motor starts and runs fine, however, I'm getting a check engine light when the motor goes above ~2000 rpm, it's off before then. This leads me to believe there is a fault when the computer transitions over to "open" loop. I ran a code scan and got he following: 14 (PIP Signal), 16 (Idle speed control), 33 EGR not opening, and 38 (Idle tracking switch). I kept the EGR hooked up when I installed the new engine. The idle is about 1400 in Park when cold, but settles down to ~900 in gear. I've got about 400 miles on the new engine and my gas mileage went from 10 (first tank) to 13 city/highway at last fill-up. If the check engine light wasn't on, I wouldn't suspect a problem. Thoughts?

 

Anybody? I replaced the TPS, and checked the voltage, it's in spec, plus I can't see that causing the check engine light to come on above 2000 rpm. Is the EGR valve triggering the light to come on above 2000 rpm? I took the EGR valve off and verified that the internal valve isn't frozen, it will open and close. I hate to start throwing money at it to try and get the check engine light to go off.

 

When were these codes displayed?

There are three sets of codes and many times the exact definitions are not the same. So we need to know during which test/display you got them, i.e. KOEO (Key On Engine Off), CM (Continuous Memory aka Stored Codes), KOER (Key On Engine Running).

 

AODE? Whats the trans code on the door sticker?

Deleted air pump & associated hardware? Are the TAB & TAD solenoids still electrically connected?

How much of the HO did you use? Block & heads? Is the distributor the 87 or 93?

 

I'll try to answer all the questions:
All codes were generated during the KOEO test. The battery was disconnected from the computer for probably two months during the engine/trans swap, so I'm sure they aren't relics from the old engine combination.
The trans is an AOD with the electrical connector on driver side above pan, no speedo cable, only speedo pickup I can find is in the rearend. The shop that rebuilt the trans called it an electric AOD model. Shifts good and trans temp never has gone over 170.
TAB &TAD solenoids have vacuum lines removed, but electrical connectors still installed (did that based on posts from this board)
'86 model HO shortblock (forged pistons & SD HO cam) with '87 E-7 heads. Plenty of piston to valve clearance, I checked with modeling clay.
I used the '93 distributor (actually Autozone '93 model replacement). The Mustang distributor had the older style module that bolted onto the distributor and wasn't an option. I timed it at 14 degrees BTDC, with spout removed.

 

Code 14 (CM only in my manual): PIP circuit failure

Code 16 KOER (Not listed in my 1993 manual as a KOEO/CM): engine rpm was too low to perform the HO2S test.

Code 33 (CM/KOER): EGR valve opening not detected. (This not a KOEO code).

Code 38? Not listed in my manual.

What computer is in the truck? If it is a 1993 MY, I would expect 3 digit codes.

 

Randy, My previous F150 was an '89 and gave me two digit codes, so that's how I was counting the number of "beeps" the code reader spit out during the KOEO test. When I get home tonight I will double check my number of dashes to see if the three digit format makes more sense. Thanks for giving me the correct sequence. Live and learn, right? I'll post up what I find.

 

Ford started to transition from 2 to 3 digit codes around ~1990. We still run across a few in the 1992/93 range with two digit codes, but they are getting rare.

Post up what you find.

 

Let's try this again. Using the three digit code sequence, I came up with:
141 - Fuel system "lean" with high flow demand
513 - Electronic Control Assembly (ECA) problem - Internal voltage test failure
338 - Engine Coolant Sensor (ECT) sensor - Signal voltage higher than expected
My comments/thoughts:
141 - I replaced fuel filter, but have not verified fuel pressure at rail. I'll do that this weekend.
513 - Bad computer? I am having a speedometer bounce only between 60-70 mph. I was thinking it's a bad PSOM, I already replaced the speed sensor in the differential.
338 - I'm running a 180 degree thermostat. Per my Autometer gauge, that's about as hot as it gets. Does "high" voltage indicate too hot or cold?
Thoughts, trouble shooting ideas? Thanks in advance!

 

I'd open up the ECU & have a look at the capacitors for leakage (513) & grab a 94 & up PSOM from the JY. (needle bounce)

I think you need a 195* thermostat regardless.

 

Fuel pressure was 30 PSI with vacuum line connected, 40 PSI removed. I pulled a spark plug and it looks like new. I planned on doing the PSOM at some point in the future, but the thought of opening up the computer, and repairing, is pretty intimidating.

 

Code 513 indicates a problem with the internal voltage of the EEC process itself. I doubt replacing the capacitors (common failure mode) will help for this code.

On the other hand Code 513 could be a fluke. Clear the codes then drive the truck for a few days. Rerun the KOEO tests and CM display. If Code 513 is gone, then there is nothing to worry about. If it returns I would start looking for a replacement computer.

 

Thought one of the caps was on the 5 vlt reference circuit, but maybe not.

For sure clear it & try again. Costs nothing.

 

Thanks guys, I'll clear the codes, run it down the road and check again.

 

I believe there is as well, but the error indicates the issue is inside the EEC computer. "Failure in EEC processor internal voltage" to be exact. That's why I do not think this the common bad capacitor issue.