Hi kinda puzzled, have only had this vehicle 1 month. Runs great, today as I drove into my garage (fortunately) it just quit. No spark, cranks well, smell of raw gas from exhaust. Had spare coil pack and EDIS6 module from a previously running van tried and still no spark. The only code I get is 89 twice. My book doesn't even list this code, any ideas will be greatly appreciated and there goes my weekend hope yours is better.

 

I don't think 89 is a valid code. Did you get the 89 code before or after you switched the coil pack? Also, have you tried dis-connecting the battery to reset the codes? Just a shot in the dark....

 

Yes to both marragtop, even had a known good crank sensor both it and the old one measured 500 ohms, tried it no diff. All fuses are good have heard that a pcm relay can act up, if it was acting up would the computer still show codes?

 

89 - converter clutch solenoid failure. OK . Last I checked the tranny had no influence on spark. But you should look into this too.

The basis of these ignition systems is the crank position sensor, the ICM (ignition control module), and the coil. You do not need a PCM to get a spark. These 3 components will give a spark if everything is OK and the engine is cranking. This is at the first turn of the ignition switch. Once the engine fires and significant RPMs are recognized by the PCM, the PCM then starts to control the spark - along with a CAM position sensor if so equiped.

I mention this because you say there is no spark and the motor is not starting. So you are now testing for spark with the plugs removed and grounded, right? If you are truely getting no spark at this basic cranking condition, it is one of those components I mentioned.

There was a similar post a few days ago where the problem was a corroded coil connector in the wiring harness. So maybe the components are OK but the connections are bad. And if so, just dieing all at once as you noted, is very possible.

Check that out and look at this web site for more info on how the Ford fuel injection system functions. http://www.fordfuelinjection.com/

 

Thanx Jharger yes all connections are clean and tight, I guess now i'll have to find schematics to at least identify which terminals on each component have a supply voltage.

 

Can bad contacts in the ignition switch cause grief?

 

Yes they can. They can also cause fires. The ignition switches have been known to go bad on these Gen 1 Explorers. They are pretty easy to change and a new one costs around $10 to $15. Be certain to check all of the wires going into the plug of the ignition module. I ended up changing that plug on my '92 after about 8 months of trying to fix an intermittent no start/no spark condition. For a wiring schematic, look here; http://www.autozone.com/servlet/UiBr...3d800ba9c7.jsp

The particular schematic you may want is this one http://www.autozone.com/images/cds/g...3d800ba9ce.gif

 

Thanx Jerry, that gives me lots to go on quitting now as it's Miller time.

 

Jharger/JerrySimm,

I had heard that if the crank position indicator is faulty that the CEL light does not light up when the key is turned on (before cranking). If the crank indicator is functioning properly the CEL comes on when the key is turned to the on postition and the will go off during cranking phase as the sensor picks up the data from the turning motor.

Anyone else heard of this before?

Did the original post say whether the plugs were removed (all six) and tested with the motor cranking and well grounded to assure us all six cylinder spark was absent?

Also...

Get new wires and plugs if they are over 1 year old. Can't hurt. Get the good kind. Eliminate the obvious. Check ignition system (Haynes 5-6), check the coil primary resistance (Haynes 5-7), check secondary coil resistance (also Haynes 5-7) and ICM check (Haynes 5-8).

Let us know.

 

As far as I know, the CEL flash at initial key engagement is just to verify the bulb is still working. If you don't get a flash, you know the bulb is out and should replace it since you won't know if you get an actual CEL.

 

It could be... that makes sense. I do know I came across the rumor (I described) somewhere. I'll see if I can find the source.

But...

CKP wiring should be 1.5 volts (from one of the leads to a ground) to indicate the wiring to the CKP is functioning. Check for voltage pulses on the CKP itself, with your voltmeter set on the AC setting, probing the CKP while cranking the engine (you should disable the fuel system with the pressure relief switch under the passenger side carpet below the glove box). The vehicle isn't running but better safe than sorry! Be careful with your hands and the leads too!

Also...

I had a non-start problem several years ago related to fuel. When you get this thing running check your oil. I had about 9L of fluid in my crankcase when I finally got it running. I think it was due to cranking it over for several days (while diagnosing) without it actually running. I'm guessing the crankcase volume was fuel that had drained down. Just a thought.

 

Well to answer my own question it was the BAP sensor, wouldn't have thought it but there you go, had a spare anyway. Hopefully this may help someone pulling archives down the road.

 

BAP sensor on an Explorer? I thought MAF did away with the need to sense pressure. Where is this located on your vehicle?

 

OK, Per autozone, 91's had BAP which must have been the key to air flow monitoring but also that year, California had a MAF. In 1992, all cars had both and in 1993 all went to MAF only except that fed cars stayed a MFI. In 194 MAF only and all were SFI. Sorry I didn't realize that at the time and now I know a new component to look for on earlier Explorers.

 

Was a little surprised myself as my 91 also has MAF and it is a Canadian car. weird huh?