Hey all, I am hoping someone can get me in the groove solving this problem. Its really driving me crazy here.

96 F250, 460 gas 4 x 4 E4OD
169,000 miles Mods to intake, exhaust, new leafs. rebuilt tranny 30,000 miles ago.

The truck started shifting hard with a kick in the *** with every shift. Checked trans. fluid show low. Looked under and saw trans. fluid all over near the radiator. Found the junction of coolant lines where metal meets rubber hoses had clamps loose and I tightened them and added tranny fluid. Pulled engine codes and showed 212 and 624. Reset PCM. Codes come right back. and the OD light on the shifter still flashes.

Something tells me I need to fix the 212 code before trying to figure out the 624. Followed Haynes manual #36508 starting at p. 5-9 section 7. This truck has the remote ICM. in a aluminum sink against the fender. I didn't do every step in this section because I think the SPOUT problem is in PCM or or ICM or wires between them. I started with the tests at 5-12 last section of page "PCM module check (SPOUT)" and took the ICM to be tested at Advance Auto Parts which passed 5 consecutive tests ( they said it needs to heat up or something for the test to be accurate ). I gotta wonder if the Haynes manual has a typo or something because in step 75 it says if the AC output voltage from the pin tap to the battery negative post is within limits the ICM is faulty by process of elimination. My readings showed 6.5 VAC at both locations, the SPOUT wire #2 at the ICM and at the PCM side of the SPOUT connector. Sorry if i'm seeming stupid here but that doesn't make sense. Maybe I did something wrong because where it says crank the engine and take the readings, my engine started and I took the readings with it running. I hope that's what they meant.

The next thing I think I need to check from reading the threads here is to look for the 22 K ohm resistor that is buried in the harness somewhere. If anyone could give me any insight into where else to check I would be forever in gratitude. The last thing I want to do is take it to the Ford dealer because you have to go through those guys who sell service and make you feel like an idiot for doing things yourself. The mechanics are great but the sales service guys stand in the way and jack up prices higher than they should be. I'm definitely a ford guy and find it hard to get rid of vehicles I buy. I still got my 5.0 86' Tbird and this F250. I plan on keeping them both until I can't afford the gas anymore. Thanks again guys. This is a great forum

Gary (colorado)

 

If anyone else is having the dreaded 212 error problem I fixed mine today. All the cables were good and the service manual tests were ok. Finally focussed on the PCM and Ignition coil. Not sure which it was but you should definitely take the harness for the PCM off and add a little squirt of dielectric grease. Also take a look at the bracket bolts to the PCM harness. If it wiggles too much it should definitely be tightened. Also on the coil there are a number of connectors, 3 - 4. Take all of them off and clean the contacts and put some dielectric grease on the blades or holes before putting it back together. Now I just need to figure out the hard shifting and code 624 problem. I might just let the shop take care of that one because lots of time was put in on the first part of the problem. Hope this helps someone.

 

My truck has the code 212 in continuous memory. Its always there and has been for nearly 10 years. I have owned the truck since 99 and the first time I scanned the codes about a year after I got it that code come up. The truck runs great though. I don't know if it was a problem early on before I got it and maybe it was fixed. I have left the battery diconnected for several hours on different occasions and the code still show up.

 

Mine is still in continuous memory. I have not tried to clear it but I think its possible. One thing I found about during this troubleshooting is dealers have the ability to reflash the PCM even updating versions. I am wondering if this might be something worth exploring. Thanks for the input.

 

Sometimes you will have the 212 and and it will not run as good as it should if someone has put the wrong ICM on these trucks. The ICM should be BLACK in color and if it is GRAY you will get the 212 code in CM.

You can clear codes by grounding the STI wire and when the MIL lamp starts to flash a code remove the ground from the STI wire and the codes will be cleared.

If you have the Black ICM Module then it may possible that the 22K ohm resistor in the harness is broken. The main ignition wire comes off the TFI module, goes to a splice in the harness about halfway back to the PCM. From there it splits three ways. One wire goes to the coil primary negative terminal, another goes to the dash to run the tach. The third leg is a 22K ohm 1/2 watt resistor soldered into the splice. The other end of the resistor goes to the PCM and becomes the "IDM" signal. They put the resistor in the harness to protect the PCM from the high voltage inductive transients as the coil primary is switched by the TFI. The resistor is fragile, and easily broken in half if you try to flex the harness in a zealous search for intermittent shorts or other problems.
It could also be an open SPOUT wire but not as likely as you would have another code for the SPOUT as well.

 

Is the 624 in KOEO or CM?

If it is in KOEO then:
DTC 624 indicates a failure of EPC circuit.

Possible causes:
-- Open or short in harnesses (internal/external).
-- Solenoid damaged electrically.

 

thanks bill. I've been kind of busy lately but now am back on the project.

Regarding the resistor in the harness. I probably don't have it if my icm is grey, right?

Chasing down the code 624 - when I check the wiring schematics it shows the wires from the tranny epc as "white-yellow" and "white-red" its interesting that one of the leads from the epc goes straight to the pcm pin 36 (white-yellow) and the other (white-red) goes to a 4-way connection - the remaining 3 are white-red to pin 37 of the pcm, red to the fuel pump relay, and red to the tranny 1st shift solonoid.

Whats the easiest way to see if there is an open or short in this line?

 

also to answer your earlier questions. I can't seem to clear the code from memory. The code comes up in koeo and koer. When I pull the wire during a second reading. It comes right back, in fact the OD light at the end of the shifter starts flashing as soon as I start er' up.

 

The Gray ones have the resistor.
But if you have a 96 yours better be Black.

There is only one wire for the EPC solenoid and it is "white-yellow" and it is pin #38 on the PCM.
The 12 Volt power to the EPC Solenoid comes on the Red wire and it comes from the PCM Power Relay. The Red wire also feeds other things also, all the fuel injectors, fuel pump relay coil and other solenoids.
Diagram link below.

Unplug the transmission and the PCM Computer and use an ohm meter to check the wire for shorts or opens.

Wiring Diagram:
http://i54.photobucket.com/albums/g9...96F250E4OD.jpg

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You should pull the ground when the test first starts to flash the MIL lamp in KOEO.

 

Bill thanks for the diagram. I'm printing it out now. Excuse my stupidity here. I'm a computer guy and that business is filled with lots of TLA's just like this one. TLA's are "Three Letter Acronyms". The reason I mention that is because maybe I'm not understanding what the ICM is. Are we talking about the Thin Film Integration - IV unit that normally attaches to the side of the Distributor like on my 86 tbird EFI and on my 96 truck is now called a DI system that mounts on the drivers side fender near the DLC and sits in a aluminum heat sink? Its grey and as far as I know is original. Let me know if I'm doing it wrong.

I am going to do the testing of the wiring now. I see under the truck there are two harnesses going to the transmission. Driver and pass. side. They meed up with a pair of wires coming from the exhaust and a pair of wires coming from the 4 WD and all go along the fraimerail coming up into the engine compartment near the steering rod. There are 2-3 connectors they run into where the go all over. Thanks for your patience and help.

Gary

 

Deleting multi post. Sorry there

 

I took a picture of the unit and put it on my computer but it looks like I can't post attachments.

 

Bill, I sent a couple of pictures to the email address in your post. First is the ICM so you can look at the color. Second is from the Haynes manual wiring showing 2 wires going into the E4OD.

Gary

 

Here are the two ICM:

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