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Then started the truck, turned reader ON again, hit test...shows 8 cylinders now (prior tests only showed 6. so that suspect that
bad ground connection may have been causing me grief all along.
No....it's very common for the Cylinder readout to be a random number generator when using an aftermarket code reader. You can run the KOER tests a dozen times and get different number of cylinders each time.
Code 45 is caused by the TAB/TAD system not operating properly. It's very similar to the EGR system, except that there is no sensor on the vacuum operated valves, to tell the ECM what position they're in.
When I installed the NEW smog pump, I took off the bypass valve, inspected and cleaned it up. I could suck on the valve nipple and hear the diaphram open.
The video goes into a bypass diverter valve on the passenger side back that the hose from the bypass valve just behind the smog pump connects to. I guess
the valve at the back is not working on my truck. I do not hear any whine noise on a cold start indicating that the valve is opening and sending air thru this
valve to the cat. From the location of that valve, it looks like a gnarly job to replace that with the engine in the truck. I think that's a job for when the engine
comes out for work.
spent most of the morning taking the ground connections off, cleaning them off with a wire wheel and re-attaching them. I take it you just leave the bare metal as-is after
doing this? or should I be spraying it down with WD-40 or something to keep rust from coming back? here are the pics of the ones I've been hitting so far:
looky like I'm going to need a TAD solenoid. mine is kaputsky. measures 0.1 ohms. that would explain why I'm getting errors on the thermactor bypass diverter valve I guess.
anyone have one that works they want to swap with me I believe the part # is:
E7TZ-9H465-A .... the connector is rectangular and has 2 flat blade connectors. there is a notch on the left side that the male connector mates to.
I did some testing on the TAD solenoid that is on the truck. When I apply manual suction on the supply side (when the solenoid is not energized) this suction is
directly applied to the top port...which would be supplied to the TAD valve....that be bad.....this may be why the truck has been running rich as it has been supplying
vacuum non-stop sending a constant stream of air into the cat non-stop. this excerpt below is from the bronco forums:
"For function, with warm engine, pull the vacuum line (it should be the yellow line) off the TAD valve behind the intake and see if you feel any suction on the line. Your symptoms of excessive rich running could be indicative of the TAD valve directing fresh air into the exhaust system upstream of the O2 sensor thus causing the computer to mistakenly think the mixture is very lean and hence trying to richen it. Result; pig rich."
When I perform the above test on the TAB solenoid, it works properly...ie: when you apply suction to the supply side, when non-energized, the suction is not sent to the
top port.
I did some testing on the TAD solenoid that is on the truck. When I apply manual suction on the supply side (when the solenoid is not energized) this suction is
directly applied to the top port...which would be supplied to the TAD valve....that be bad.....this may be why the truck has been running rich as it has been supplying
vacuum non-stop sending a constant stream of air into the cat non-stop. this excerpt below is from the bronco forums:
"For function, with warm engine, pull the vacuum line (it should be the yellow line) off the TAD valve behind the intake and see if you feel any suction on the line. Your symptoms of excessive rich running could be indicative of the TAD valve directing fresh air into the exhaust system upstream of the O2 sensor thus causing the computer to mistakenly think the mixture is very lean and hence trying to richen it. Result; pig rich."
When I perform the above test on the TAB solenoid, it works properly...ie: when you apply suction to the supply side, when non-energized, the suction is not sent to the
top port.
You are right on your diagnosis, but not your terminology.
If vacuum is passing through the TAD solenoid, air pump air is being sent to the back of the heads, which is upstream of the O2 sensor.
The default position of the divert valve (no vacuum applied), is to send air to the catalytic converter, downstream of the O2 sensor.
The default position of the bypass valve, near the air pump (no vacuum applied), is to exhaust air pump air out of the system.
what confuses me is *IF* the TAB solenoid and associated valve is working, it should ONLY send air thru the rear port when vacuum is applied
to the valve...correct? that being the case, the air stream is only supplied to the TAD valve for a 30-180 second period during warm up. IIRC.
what other air could be being supplied to the TAD valve and going downstream after this period....unless the TAB valve lets SOME air thru
at all times ??
TAB is Thermactor Air Bypass. The valve has a connection to the air pump, and a connection that goes to the TAD (Thermactor Air Divert) valve at the back of the engine.
With no vacuum supplied to the TAB valve, the air pump air gets dumped out the bottom.
When vacuum is supplied, air goes to the divert (TAD) valve at the back of the engine.
When no vacuum is supplied to the TAD valve, at the back of the engine, the air pump air goes to the catalytic converter tube, which is downstream of the O2 sensor.
On cold start-up, no vacuum is supplied to the bypass valve, so air pump air exhausts out the bottom.
After roughly 90 seconds, vacuum moves the valve, and air pump air goes to the divert valve.
Until the engine reaches operating temperature, the TAD solenoid sends vacuum to the TAD valve, and air pump air goes to the back of the heads, upstream of the O2 sensor.
After the engine reaches operating temperature, the TAD solenoid removes vacuum from the TAD valve and air pump air defaults to the catalytic converter tube.
got the standard motor products VS77 solenoid installed. brought the truck up to operating temp and the EGR valve is now opening on throttle
bursts. looks like it's fixed.
just tested the TAD bypass valve vacuum line on the valve. at cold startup, vacuum is being applied and continues thru warmup of the engine. never stops. that be bad...
have a TAD solenoid coming ...not 100% sure if it is the proper one but fitment of the electrical connector with the 2 vacuum hose barbs ....so am hoping it does the
job.
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I believe the part # is:
