code p1537 problems on 01 ranger
Thread Starter
|
Laughing Gas
Joined: Feb 2004
Posts: 831
Likes: 16
From: sacramento
code p1537 problems on 01 ranger
I have a P1537 error code
The printout says P1537: Low ECT for closed Loop fuel Ctrl.
What do I need to do to fix this? new thermostat?? When I look up the code in Technical information thread it says something diffrent, IMRC something.
The printout says P1537: Low ECT for closed Loop fuel Ctrl.
What do I need to do to fix this? new thermostat?? When I look up the code in Technical information thread it says something diffrent, IMRC something.
Thread Starter
|
Laughing Gas
Joined: Feb 2004
Posts: 831
Likes: 16
From: sacramento
btw the temp guage reads normal, but who knows, all these guages now are just idiot lights.
oh and the oil pressure guage appears to have issues, its an idiot light as well and it fluctuates on and off sometimes
oh and the oil pressure guage appears to have issues, its an idiot light as well and it fluctuates on and off sometimes
Last edited by Gary E; May 19, 2007 at 11:32 AM.
Post Fiend
Joined: Jan 2003
Posts: 9,748
Likes: 16
From: Connecticut
The code P1537 applies to two types of air intake manifold control systems:
(1) Intake Manifold Runner Control (IMRC)
(2) Intake Manifold Swirl Control (IMSC)
Both of these systems use similar components to essentially take the incoming air and distribute it among the cylinders in a certain way at a certain time. Since the systems and components are so similar, they share trouble codes.
Here is a post on the IMRC that sheds some light on the P1537 code:
https://www.ford-trucks.com/forums/s...6&postcount=10
Your '01 2.3L uses the IMSC system, which is described in more detail here:
The swirl control actuator is located on the back of the intake manifold, along with the swirl control monitor electrical connector.
(1) Intake Manifold Runner Control (IMRC)
(2) Intake Manifold Swirl Control (IMSC)
Both of these systems use similar components to essentially take the incoming air and distribute it among the cylinders in a certain way at a certain time. Since the systems and components are so similar, they share trouble codes.
Here is a post on the IMRC that sheds some light on the P1537 code:
https://www.ford-trucks.com/forums/s...6&postcount=10
Your '01 2.3L uses the IMSC system, which is described in more detail here:
Intake Manifold Swirl Control (IMSC) Vacuum Actuated System
The Intake Manifold Swirl Control (IMSC) Vacuum Actuated system consists of a manifold mounted vacuum actuator and a PCM controlled electric solenoid. The linkage from the actuator attaches to the manifold butterfly plate lever. The IMSC actuator and manifold are composite/plastic with a single intake air passage for each cylinder. The passage has a butterfly valve plate that blocks 60% of the opening when actuated, leaving the top of the passage open to generate turbulence. The housing uses a return spring to hold the butterfly valve plates open. The vacuum actuator houses an internal monitor circuit to provide feedback to the PCM indicating butterfly valve plate position.
Below approximately 3000 rpm, the vacuum solenoid will be energized. This will allow manifold vacuum to be applied and the butterfly valve plates to remain closed. Above approximately 3000 rpm, the vacuum solenoid will be de-energized. This will allow vacuum to vent from the actuator and the butterfly valve plates to open.
The Intake Manifold Swirl Control (IMSC) Vacuum Actuated system consists of a manifold mounted vacuum actuator and a PCM controlled electric solenoid. The linkage from the actuator attaches to the manifold butterfly plate lever. The IMSC actuator and manifold are composite/plastic with a single intake air passage for each cylinder. The passage has a butterfly valve plate that blocks 60% of the opening when actuated, leaving the top of the passage open to generate turbulence. The housing uses a return spring to hold the butterfly valve plates open. The vacuum actuator houses an internal monitor circuit to provide feedback to the PCM indicating butterfly valve plate position.
Below approximately 3000 rpm, the vacuum solenoid will be energized. This will allow manifold vacuum to be applied and the butterfly valve plates to remain closed. Above approximately 3000 rpm, the vacuum solenoid will be de-energized. This will allow vacuum to vent from the actuator and the butterfly valve plates to open.
Last edited by Rockledge; May 19, 2007 at 12:18 PM.
Thread Starter
|
Laughing Gas
Joined: Feb 2004
Posts: 831
Likes: 16
From: sacramento
Weird the smog sheet has a diffrent explanation for the code, I do see that all the stuff on the internet has the same listing you use. The guy right before me failed with the same code. So it must be a common problem, is there a common fix?
Post Fiend
Joined: Jan 2003
Posts: 9,748
Likes: 16
From: Connecticut
No, it's not that common of a problem. And to have someone right in front of you fail with the same code seems like more than just a coincidence to me. What kind of vehicle/motor did that person have? Was it a Ford? I wonder if the engine even had an IMRC/IMSC system on it like yours does.
The description you have been given for code P1537 on the printout sheet is incorrect. Instead, the description matches up almost exactly with P0125, and so I'm wondering if that's really the problem. Is there any way for you to clarify this with the smog patrol people?
BTW, was your check engine light one when they smog-tested your truck?
The description you have been given for code P1537 on the printout sheet is incorrect. Instead, the description matches up almost exactly with P0125, and so I'm wondering if that's really the problem. Is there any way for you to clarify this with the smog patrol people?
BTW, was your check engine light one when they smog-tested your truck?
Trending Topics
Thread Starter
|
Laughing Gas
Joined: Feb 2004
Posts: 831
Likes: 16
From: sacramento
The vehicle in front of me was a ranger but I don't know what engine it had, or what year.
yes the check engine light was on, when I reset it by disconnecting the battery it does not come back untill you turn it off and start it again. I was hopeing they would not turn it off and start it again. Most times they don't I sure miss my old smog guy.
I did order a code reader, I think I will wait and see what it comes up with.
yes the check engine light was on, when I reset it by disconnecting the battery it does not come back untill you turn it off and start it again. I was hopeing they would not turn it off and start it again. Most times they don't I sure miss my old smog guy.
I did order a code reader, I think I will wait and see what it comes up with.
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
AEV FXL Super Duty - the Super Duty Raptor Ford Doesn't Make
Brett Foote
Lobo Vs Lobo: Proof the F-150 Lobo Should Be Even Lower!
Michael S. Palmer
Ford's 2001 Explorer Sportsman Concept Looks For a New Home
Verdad Gallardo
10 Best Ford Truck Engines We Miss the Most!
Joe Kucinski
2026 Shelby F-150 Off-Road: Better Than a Raptor R?
Brett Foote
2027 Super Duty Carhartt Package First Look: 12 Things You NEED to Know!
Michael S. Palmer
10 Most Surprising 2026 Ford Truck Features!
Joe Kucinski
Top 10 Ford Trucks Coming to Mecum Indy 2026
Brett Foote
5 Best / 5 Worst Ford Truck Wheels of All Time
Joe Kucinski
Moderator
Joined: Jan 2004
Posts: 13,851
Likes: 111
From: SW Va
If it's stuck open, it means you don't have a signal from the computer to the solenoid to apply vacuum to the system, so maybe the computer isn't getting the proper feedback from the vacuum actuator's internal sensor about it's real position, or the vacuum is being applied, but the system has a leak & is too weak to overcome the return spring, or maybe it's internal control arm is broken, or has become detached.
So, it seems to me you need to do some visual inspection, for mechanical problems & leaking vacuum connections & lnes & maybe some vacuum & electrical testing of the system & figure out why it's not responding to it's computers signal to close, if it's getting that signal.
Let us know what you find.
So, it seems to me you need to do some visual inspection, for mechanical problems & leaking vacuum connections & lnes & maybe some vacuum & electrical testing of the system & figure out why it's not responding to it's computers signal to close, if it's getting that signal.
Let us know what you find.
Post Fiend
Joined: Jan 2003
Posts: 9,748
Likes: 16
From: Connecticut
Originally Posted by pawpaw
If it's stuck open, it means you don't have a signal from the computer to the solenoid to apply vacuum to the system, so maybe the computer isn't getting the proper feedback from the vacuum actuator's internal sensor about it's real position, or the vacuum is being applied, but the system has a leak & is too weak to overcome the return spring, or maybe it's internal control arm is broken, or has become detached.
So, it seems to me you need to do some visual inspection, for mechanical problems & leaking vacuum connections & lnes & maybe some vacuum & electrical testing of the system & figure out why it's not responding to it's computers signal to close, if it's getting that signal.
So, it seems to me you need to do some visual inspection, for mechanical problems & leaking vacuum connections & lnes & maybe some vacuum & electrical testing of the system & figure out why it's not responding to it's computers signal to close, if it's getting that signal.
I have to think that both the vacuum and the electrical components of the IMSC system work the same way as the IMRC on my SHO's engine.
See: http://www.shoforum.com/showthread.php?p=620791
HTH
Last edited by Rockledge; May 21, 2007 at 07:43 PM.
Post Fiend
Joined: Jan 2003
Posts: 9,748
Likes: 16
From: Connecticut
Originally Posted by Gary E
Thanks guys, turned out to be split vacuum line, wish they were all that easy.
Last edited by Rockledge; May 21, 2007 at 07:04 PM.
Moderator
Joined: Jan 2004
Posts: 13,851
Likes: 111
From: SW Va
Well Rockledges nice post about how the system works, sure made thinking the troubleshoot through, much simpler didn't it.
Good find fix & fedback Gary, sounds like your probably about ready to pass that smog test. Just be sure to erase the code with your scanner, or pull the computers fuse, or disconnect the battery, long enough to erase the code, then drive it through the right driving sequece long enough, for the computer to reset all it's IM registers, so it's ready for emissions testing.
Let us know how it goes.
Good find fix & fedback Gary, sounds like your probably about ready to pass that smog test. Just be sure to erase the code with your scanner, or pull the computers fuse, or disconnect the battery, long enough to erase the code, then drive it through the right driving sequece long enough, for the computer to reset all it's IM registers, so it's ready for emissions testing.
Let us know how it goes.
Post Fiend
Joined: Jan 2003
Posts: 9,748
Likes: 16
From: Connecticut
It took me a little while to understand it myself. 
FWIW, the reason why the IMRC/IMSC systems work the way they do (i.e., the springs keeping the plates open a high rpms, vacuum keeping the plates closed at low rpms) is because at the higher rpms (WOT in most cases) engine manifold vacuum decreases to near zero.
FWIW, the reason why the IMRC/IMSC systems work the way they do (i.e., the springs keeping the plates open a high rpms, vacuum keeping the plates closed at low rpms) is because at the higher rpms (WOT in most cases) engine manifold vacuum decreases to near zero.
Last edited by Rockledge; May 21, 2007 at 08:21 PM.