Do you now have code 111 (pass) for KOEO?

 

the codes I still have are 542...with 157, 158, and 542 in continuous memory...just real swell, isn't it...

 

Here's some more stuff to chew on, maybe it'll help:

Continuous Memory DTC 157 indicates the Mass Air Flow (MAF) sensor signal went below 0.4 volt sometime during the last 80 warm-up cycles.

DTC 158 indicates the Mass Air Flow (MAF) sensor signal went above 4.5 volts during normal engine operation (continuous) or during Self-Test.

NOTE: DTC 158 could be generated by foreign material blocking the Mass Air Flow sensor screen creating an air flow restriction. If contaminants are found on the screen, check air filter installation in air cleaner tray and proper sealing of air cleaner/tube before proceeding.

Possible causes of DTC 157/158:

-- Open MAF circuit.

-- Open VPWR circuit to MAF sensor.

-- Open PWR GND circuit to MAF sensor.

-- Open MAF RTN circuit to MAF sensor.

-- MAF circuit shorted to ground.

-- Damaged Powertrain Control Module (PCM).

-- Damaged MAF sensor.

-- Air leak before or after MAF sensor.

-- MAF sensor disconnected.

-- Idle Air Control (IAC) system failure (at closed throttle position).

Also, you might want to think about Cleaning Your MAF Sensor, it certainly couldn't hurt.

Good luck.

 

Still gotta deal with the KOEO code first. Gotta have a code 111 for KOEO before moving on. And if you're lucky, it may just wipe out a few of the CM codes.

 

Good news and Bad news...I was able to adjust the TPS and now my truck doesn't cut off at every stop...in fact, it's not cutting off at all...I don't think it is running quite as well as it was a couple of weeks ago, and the dreaded cel is still coming up to a Code 542...I am making some progress...I spoke to a mechanic and told him what the issues were and he said that it sounded like I may have to take it to the "stealership" for them to run the proper scan...I think I'd rather not......I may have a truck that was rewired to bypass a failed switch or sensor...I recently discovered a line running directly to my fuse block marked with a sticker saying fuel pump...My thinking is that it was rewired to possibly go around the inertia switch or cut off switch...not sure if that is the proper term...I found the swith under the carpet on the passenger compartment as part of the fuel filter replacement...I disconected it while the engine was running and nothing happened...I think it was supposed to cut off...the button seems to be in the stuck position...I wonder if the deal was rewired around that...I'll see if I can trace the line at some point...

 

This is a story that has a happy ending...now a Ford Truck Enthusiast has his truck running right, finally...my Ranger was really getting worse about the Cel staying on and Cutting off at all stop signs and lights...I had tried to narrow it down to one of the many Forum suggestions with no luck...I hope many on this Forum have a chance to read this and if anyone would like me to post it in a different format or area, please let me know...I think it could be very helpful...I found a wonderful mechanic who traced the problem down to the MAF...I decided to go with the $99 Autozone replacement instead of the Dealer price of $304...that was the only part that needed replacing...I had a 542 hard code indicating a Fuel Circuit issue but it was apparently caused by the rich and excessive flow of gas....I also had some MAF codes on memory but was not sure they were not caused by the Fule Code issue...I had experienced a rather sharp increase in fuel consumption...this was another clue that would be helpful to keep in mind... the mechanic told me that the MAF was malfunctioning which led to improper fuel through the system...In fact, it was running so rich that the gas was moving through and into the crankcase...I was told to change the oil and filter immediately...I remebered checking the oil a couple of weeks ago and it was like it had been overfilled but I did not know what the reason was at the time...it was like it was a couple of quarts to full...here's the scary part...when I changed the oil, it was thin, runny and poured out to the tune of about 7-8 quarts...amazing, isn't it...?...the truck runs great now with no Cel...so..the build up of fluid in the crakcase, flooding out of the engine at idle, abnormal increase in fuel consumption are 3 excellent indicators that the MAF may be defective...Here is a HUGE BONUS to boot...I had a loud and bothersome knocking, under load and inclines...and this was eliminated as well...OH, happy day...!

 

Dang Joe, how was the MAF messed up????

Was it just super dirty????

If so, you need to find out WHY, as continued unfiltered air leaks will cause the new one to get loaded up with dirt & things could begin all over again!!!!

Sure hope the severe fuel dilution of the crankcase lube, didn't do any fatal engine bearing damage. You'll have to watch things closely for a while!!!

 

in respnse to PAW PAW, I took the old MAF off and checked it finding no build up at all...I've had the truck for about 3 years and for the last 2 years or so it has had sputtering, occasioal stalling, and almost always had a bad bad engine knocking on inclines of any grade...no more knocking and after the first 60 miles, the MPG seems to be back to where it was in the past...I think I'm very lucky the top of the engine did not blow off with all that extra fluid in the crankcase...I'll sure keep my fingers crossed

 

Ok, not dirty, well then I suppose it was messed up electrically, someway, resistance way off, maybe the heated wire grid partially open or shorted such that it's calibration was off and caused it to lie to the computer about what was going on.

Yup that much gas in the crank case lube is a bad thing for the bearings.

With that much in there, it would dilute the oil & the increased level you reported would cause the crankshaft to beat the lube into a froth & lower oil pressure.

Anyway good to hear you have it squared away now.