Hi again Everybody,


All this fuss below is because of the codes #18-O&C & #98-R that won't go away:

It failed the "isolate EEC-IV processor for spout fault".
It passed the "check spout circuit for short to vbat".
It passed the "check spout circuit for short to ground".
Replaced new: EVR & EGO/O2 upstream sensor.

So now: wondering how to check the circuit in the PCM's output to the "SPOUT" circuit in my Ranger and I don't own & never have used an Ocillascope/O'scope.
And buying a new one, when you are unemployed, is not an afforable option.

Special Credit: thank you Rockledge for your magic hat full of Valuable Tech Tip Info; this info has properly & efficently directed my troubleshooting skills to this final conclusion and I am now looking for a D-I-Y resolution!

SO WAZZUP!!

 

Have you gone over all the connectors and checked them for corrosion or being
bent and not making contact? A can of contact cleaner and some dielectric can
be worth a try especially if you live where they salt the roads or you have taken
the truck through many stream crossings/ puddles. Make sure you also pull the
big connector on the comp. itself isnce most folks forget that one.

 

Coming in late to this, so I don't know the history.

But, from your description it sounds as if the PCM isn't changing the ignition timing. This would probably cause the engine to run poorly because the timing would never adcance past 10 degrees

The PCM does this by putting a load on the SPOUT line. You can read all kinds of mumbo jumbo about what it's doing, but it's loading this circuit which causes the timing to change.

Your failure would indicate that the connection from the PCM to the SPOUT input is crappy.

You can just ohm out your connections -- or try to clean them as has been suggested.

Look for a good connection between the PCM connector and the SPOUT connector. Also, look at the other side of the connection on the PCM itself.
-- I forget the pin #, but somebody here should know what is.

Look for a good connection from the SPOUT to the TFI,

Finally look to see if the SPOUT jumper connection is solid.

good luck,

ford2go

 

Thanks to all who answer:

blue beast: Made sure the pins were all straight before continuity checking wires w/ no resistance & did remove the PCM plugin to perform the "isolate EEC-IV processor for spout fault" & will again be using dielectric grease on the pin connections.

ford2go: You answer is right on target! I got the exact same Tech Info pertaining to this PCM's primary "I'll still run for you but forget about the advance timing or the emission controlling that I should be doing too" function & is an excellant attribute. Also sprayed all wire connectors w/ CRC Terninal Cleaner. Did isolation testing on #5 pin connectors from PCM to SPOUTto DIS Module.

All testing looks real positive so I am breaking the bank & acquiring another PCM this morning from AutoZone for $98.89 but a $70. core is attached.

A point of interest: Must remove PCM to access code that will be needed because I seen around 20 different listings for PCM's that were used between 90 / 91!

We'll have to return later w/ the outcome.

 

PCMs are fixable. There are companies reparing PCMs. Call them about this, they can give you rebuilt PCM and get yourth.

I used to repare PCMs by myself, but usually Mercedes modules....

 

my 91's PCM was damaged beyond repair mainly due to water that leaked in from the top window corner down the a-pillar. I pulled the connector out and ripped pins from the PCM :O. I didn't know autozone carried PCMs. at the time their site listed none. I had to get one from Advance for $130.

 

I see more have added more valued info:

Pablo-UA: Already purchased another & will give up my core when I find that the replacement is fully functional & passes all 3 stages of tests w/o comming up w/ codes #18-o&c& & 98-R.

BuffmanLT1: You know what? Your right! It was Advance Auto that I got it from and as for the leak from the window...affirmative!...mine does too.

And as an added note: Had to replace the EVR, because when I had tested it, it was shorted out and for some odd reason when all of this began I went right to this devise because of a previous confrontation that I had w/ it.

My diagnosis: The CEL lit, The EVR had shorted out the PCM & this is why the PCM corrupted the SPOUT circuit & is the reason for my exhisting codes.

Will return again w/ more info

 

Another update:

Got the new PCM & put it in & ran the truck code #18 still & CEL still on!

Pulled out wire harness going to PCM & checked shield ground to SPOUT wire no resistance.

ODD: another wire is also yellow w/ lt green stripe I checked continuity & it goes to the Power Steering Switch.
I turned off the engine & I cut it & was'nt able to restart engine but when I hooked it back up the engine restarted but the CEL still lights.

I know, it seems like I've got the 2 exactally colored wires confused but no .

I have never had anything like this...if I were to describe the way I'm feeling right now the Moderators would be watching the swears filter start to smoke & literly catch fire!!

 

Try to rewire! Run wire from PCM to SPOUT connector.

I had one bad TFI There was no reaction when I pulled plug out. Had to replace TFI

 

Hello Pablo-UA,

Seems that you & I think alike comrade.

I too was thinking of disconnecting the one in use now & running an external wire to see if that would work.

And what is an TFI? Is it my DIS Module in my 90?
----------------------------------------------
Hey FTE Corporate: Cool Upgrade to this site!

 

Not sure about Ranger, but Scorpio with 2.9 has 2 ignition modules, one of them generates pulses for ignition coil, other switches between coil packs for 1-4-2 and 5-3-6 cyl.

but..... you have old '90 4 cyl ranger and it has distributor.

Distributor mounted module is called TFI. I used modules from later ford cars. Pin for starter wire is used for IDM, so I cut it and I had to run 3 wires to Hall effect PIP sensor (ground, power supply 12 V and PIP). Works fine.


To be sure wharm up engine, separate IAC connector and disconnect SPOUT Plug. Idle speed drops down for 100-150RPM. With plug off a look what pulses do you have on it from PCM (with pocket o-scope). If nothing happenes when you pull out SPOUT plug, but wiring is OK and there are pulses from computer try to change TFI...

 

Pablo-UA,

Now as I read your post even more about my DIS-M (Distributorless System Ingition Module) I see that it does the exact same function as your TFI does so I believe that they are exactally the same.

It really does help when things are explianed to others so intelligent conclusions can be made and I thank you for this Pablo.

And I have the 2.3 EFI - EEC-IV / has no disrubutor / all electronic.

 

Ouh! Distributor less ignition system was awailable in 1990....

There is not SPOUT wire but Spark Angle Word (SAW), this is wire running to pin 3 on ignition module. If this wire is broke, no power... Not sure about its color, becouse Ford Europe have different wire colors. 2.3 Lima was not used in europe, becouse made in Germany 4-cyl engines are very similar and there is no reason to ship american motors to Europe, but EEC-IV and EEC-V are popular here. Some components are made by Bosh. The only difference that OBD-II ford cars in Europe use k-wire, not sae standard line....

 

Hello again Pablo,

In my Hayes Manual/Wiring Diagrams it lists a SPOUT circuit w/ the gray plug-in connector, wired between the PCM and the DIS Module.

 

what's going on when you pull a plug on running engine?