I have a '97 F150 5.4L V8 with 40K miles, and just got a CHECK ENGINE light that won't go out.

It has something to do with emissions/oxygen sensor, but I'm not sure -- anyone know what the problem might be, and how tough it is to fix?

If I don't fix it, will it affect the long term performance?

Thanks

 

[font size="1" color="#FF0000"]LAST EDITED ON 14-Jun-01 AT 10:17 PM (EST)[/font][p]When it came on in my '95 460, my service advisor said what you are saying, that it was a one-time thing relating to emissions that got you to take it into the dealer.

When it came on in my '97 V-10, my service advisor said it was a whole new ball game. It could be any of a number of things and they had to pull the code to see what it was. So, I took it in.

You should call your dealer at least.

 

Having just gone through this myself, let me offer a few words. BTW my previous career was as a USAF pilot, commuter pilot, corporate pilot (this is for the poster whose "handle" refers to the old circular slide rule we pilots used). Anyhow, as I was saying, your failure monitoring system is an OBD II (On Board Diagnostics second generation) and is used by Ford on all their vehicles since around 1994. The "Service Engine Soon" light means that one or more "fault codes" has been stored in the computer memory. I believe you have 3 Oxygen sensors, and the code will tell you which sensor is malfunctioning. Typical cost for the sensor is around $90 plus labor. Depending on which sensor it is, you may want to install it yourself or let your friendly garage perform the work. Now the hassle: how do you know which sensor is bad? You have to get the code! You will have to pay the dealer or a competent garage that has the OBD II scanning tool with the appropriate connector for your Ford. This could range form "free" to $50, if you're already going to pay $50 in labor for the scan, see what they will charge to install the sensor.
Now the second part of your question: when the Oxygen sensor malfunctions the fuel enrichment portion of the computer will use a default setting that is "full rich" and could contribute to a shortened catalytic converter life, possible carbon build-up on spark plugs and combustion chamber, slight reduction in fuel economy, etc. If you live in an area where emissions testing is required (I do), your vehicle won't pass.

 

It may not be your O2 sensor, athough that is one of the most common reasons for the check engine light. You could buy a code reader from your local auto parts store for about $150. The Actron reader I have reads codes from all domestic and import vehicles with OBD2 (every passenger car/light-duty truck built after 1996). I think it was a good investment. Or take it in to a mechanic to get the code read.

One more option is to disconnect your battery for an hour. This will clear the code. If the check engine light comes on after that, I would suggest taking it in.

P.S. If you read the code yourself, this is a good site for code listings and their meanings http://www.batauto.com/obd2.html

 

Well, at 10,000KM my check engine light came on in my 2001 4.6L for absolutely no reason at all (or at least I thought)... It worked like hell after that, and I took it into the dealer the next day, and they said that the PFE sensor went bad... Does anyone know what exactly this does?? He says that it would cause it to ping, which, yes, it always seemed to do since it was new... But its pretty depressing to have to have something like this serviced at 10K.

 

[font size="1" color="#FF0000"]LAST EDITED ON 30-Jun-01 AT 04:10 PM (EST)[/font][p][font size="1" color="#FF0000"]LAST EDITED ON 30-Jun-01 AT 04:06 PM (EST)[/font]

"(this is for the poster whose "handle" refers to the old circular slide rule we pilots used)"

Mister Jim C.,

Sir,

If you really did all of that fancy flying you would know that an EA6B is the ELINT version of the A6 Intruder.

 

Knighthawk,
Why on earth would you question a remark that was intended for the original poster? I was simply pointing out something we had in common. Yes, I may have read the EA6B_Pilot's "handle" a little hasty, but the fact is the old circular slide rules were "E6B's". Since I was an Air Force pilot and flew C-130's as well as serving a tour as a T-37 instructor, I am not an expert on the designations of other services' aircraft. Since I left the USAF in 1984, I probably don't know all the aircraft in the USAF inventory today. In my 29 years of flying I have flown a significant number of aircraft from Taylor cubs (before Piper cubs) to Stearmans to T-38's (fastest thing I've flown).

Anyhow, I was just rying to help out another Ford owner.

 

I don't really have a issue with you, I just thought you were making fun of his handle. That just wouldn't be right. I'm sure the man is proud of every trap he made in the EA6B. I watched many of them catch the second wire on the USS Ranger and my hat goes off to those guys. I believe by now most, if not all, of the A6 Intruders have been replaced by FA18 Hornets and SuperHornets, but I don't know if the EA6B is still in service.

I believe the Taylor "cub" you are referring to was better known as the Taylorcraft. You are fortunate to have had a chance to fly in the USAF. I couldn't and had to go the civilian route. I've been a pilot for 29 years and the best and biggest plane I have ever logged time in is a Beechcraft King Air turboprop.