Auto Repair 1998 Ford Pickup F150 Vehicle Does Not Shift Between 4Wd High To 4Wd

Auto Repair 1998 Ford Pickup F150 Vehicle Does Not Shift Between 4Wd High To 4Wd

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NOTE: Steps 1-3 pertain to power supply circuits. For applicable wiring diagrams, see POWER DISTRIBUTION section in SYSTEM WIRING DIAGRAMS article in the WIRING DIAGRAMS section. 1. Check Voltage At Fuse No. 15 (5-Amp) – Turn ignitionoff. Using voltmeter, measure voltage at terminal No. 1 on fuse junction panel fuse No. 15. If voltage is 10 volts or less, go to next step. If voltage is greater than 10 volts, go to step 4). 2. Check Fuse Junction Panel Fuse No. 15 (5-Amp) & Power Distribution Box Fuse No. 22 (50-Amp) – Inspect fuse junction panel fuse No. 15 (5-amp) and power distribution box fuse No. 22 (50-amp). If both fuses are okay, go to next step. If either fuse is blown, replace fuse. Clear DTCs and retest system. If fuse blows again, inspect circuit for short to ground. 3. Check Circuit 1052 (Tan/Black Wire) For Voltage – Disconnect fuse junctionpanel connector C243.

See Fig. 2 . Measure voltage between ground and terminal No. 11 on fuse junction panel harness connector. See Fig. 3 . If voltage is 10 volts or less, repair open Tan/Black wire. Clear DTCs and retest system. If voltage is greater than 10 volts, replace fuse junction panel. Clear DTCs and retest system. 4. Check Ignition States; Monitor GEM PID IGN_GEM – Turn ignitionoff. Connect NGS tester. Depress clutch pedal (if applicable). Monitor Generic Electronic Module (GEM) Parameter Identification (PID) Ignition Switch Status (IGN_GEM) while turning ignition switch through START, RUN, OFF and ACC positions. If values agree, go to next step. If values do not agree, see appropriate STEERING COLUMN SWITCHES article in the ACCESSORIES/SAFETY EQUIPMENT section. NOTE: In next step, if DTC B1342 is retrieved, replace GEM. Clear DTCs and retest system. 5. Retrieve DTCs – Retrieve and document continuous DTCs. Clear continuous DTCs. Retrieve on-demand DTCs. If DTCs are recorded, go to appropriate step(s). See DTC/TEST OR STEP table. If no DTCs are retrieved, go to next step. DTC/TEST OR STEP

Auto Repair 2003 Ford Pickup F150 Audio Unit Removal And Installation

Auto Repair 2003 Ford Pickup F150 Audio Unit Removal And Installation

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Removal and Installation NOTE: The following removal and installation procedures apply to all original equipment instrument panel (04320) mounted audio units. 1. Disconnect the battery ground cable (14301). NOTE: The radio suppression equipment is located in the same position for both the 5.4L 2Vand 5.4L 2V natural gas vehicle (NGV). The radio suppression equipment reduces interference transmitted through the radio speakers by the engine ignition and electrical systems. When installing any new radio suppression equipment components, make sure that a good contact is made at all connections. Remove any paint or dirt from between a component and its ground.

Tighten all connectors and screws securely according to torque specifications. 2. Remove the center instrument panel finish panel. 1. Rotate the center instrument panel finish panel vents inward. 2. Through the vent openings, grasp the centerinstrument panel finish panel and pull outward. 3. Remove the center instrument panel finish panel. Disconnect the electrical connectors. 3. Using the special tool, pull out the audio unit. 4. Disconnect the radio antenna lead-in cable and the radioelectrical connectors. 5. To install, reverse the removal procedure. COMPACT DISC (CD) CHANGER – REGULAR CAB Removal and Installation 1. Disconnect the battery ground cable (14301). 2. Remove the CD changer cover and electrical connectorcover. 3. If equipped, remove the rear storage compartment. 1. Remove the nuts. 2. Remove the rear storage compartment.

Auto Repair 1984-90 Ford Bronco High Clutch Effort/ Clutch Fluid Leak – Cracked Mount

Auto Repair 1984-90 Ford Bronco High Clutch Effort/ Clutch Fluid Leak – Cracked Mount

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Issue incomplete clutch release and/or hydraulic fluid leaking into the cab from the clutch master cylinder may be caused by the reinforcement plate on the clutch master cylinder separating from the dash panel. The separation of the reinforcementplate reduces the clutch master cylinder pushrod travel. Reinforcement plate separation can also cause deflection of the clutch master cylinder that results in a misalignment of the pushrod to the clutch master cylinder. Misalignment causes the “o” ring in front of the secondary seal to leak hydraulic fluid. Action inspect the truck and, if necessary, use the following service procedure to install a reinforcement kit.

Inspection procedure 1. If the truck is a 1988 or later model, confirm that the starter interlock switch operates (the engine can be started) with the clutch pedal at least 0.5″ (12.7 mm) from the floor. 2. Test drive the truck and check for good clutch release. There should be no grinding of the gears, particularly when shifting from neutral to reverse gear. 3. If the truckpasses these tests, go to the small reinforcement installation procedure section of this article. 4. If either of the above conditions are not met, check the hydraulic system for air. Refer to the suggested bleeding procedure at the end of this article. 5. Test drive the truck and check for improved clutch release.

6. If there is no improvement, proceed as follows: a. Remove the clutch master cylinder pushrod from the release lever pin on the release lever. B. Make sure the hole in the pushrod lines up with the pin, for those units requiring a minimal force c. If it does not line up correctly, install an adjustable pushrod (except 1988 and later models) or replace the clutch release lever (required on 1988 and later models), cutting a new seat on the cross shaft splines. 7. Test drive the truck again, checking for improved clutch release. 8. If there is no improvement, inspect the truck for adequate release bearing travel. * it should be 11mm or greater for full pedal travel. * pedal travel at the center of the pedal pad should be 6.75″ (171mm minimum) or more, fig. 2 . Fig. 2: clutch pedal travel 9. Release bearing travel and gear grinding noise may indicate the following concerns.

* if the release bearing is 11mm or greater and there is grinding of one or two gears only, the concern is probably with the transmission. * if all gears grind, the concern may be with the clutch and/ or pilot bearing which will need replacing. * if the release travel is less than 11mm, check the clutch hydraulic system for air and bleed as necessary. 10. If the release travel is still less than 11mm, with all of the above items eliminated, proceed as follows: a. Raise the hood, while an assistant operates the clutch pedal. B. Watch the clutch master cylinder for significant deflection. C. Look for the dash reinforcement moving away from the dash, figure 3.

Auto Repair 2005 Ford Expedition Spark Plug Removal Instructions

Auto Repair 2005 Ford Expedition Spark Plug Removal Instructions

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Some 2004-2005 f-150 and 2005 f-super duty, expedition, and navigator vehicles with a 5.4l 3- valve engine may experience difficulty with spark plug removal which may cause damage to the spark plug and leave part of the spark plug in the cylinder head. Action refer to the following service procedure for techniques to remove the spark plugs and extract broken spark plugs. Service procedure general spark plug removal to remove spark plugs without damage, it is necessary to adhere exactly to this procedure before removal is attempted.

1. Make sure the engine is warm (hand touch after cooling down). Caution: do not remove plugs when the engine is extremely hot or cold soaked. This increases the chance the threads could be damaged. Caution: be sure to wear safety glasses for step 2. 2. Remove the coil-on-plug assemblies and thoroughly blow out the spark plug wells and surrounding valve cover area withcompressed air. 3. Back out the spark plugs, no more than 1/8 to 1/4 of a turn. Apply penetrating oil (aerokroil or equivalent) and fill the spark plug well just above where the jamb nut hex sits. A minimum period of 5 to 10 minutes of soak time is required. The penetrating oil will wick down to the ground electrode shield in this time. Do not work the spark plug back and forth at this point. Caution: excessive penetrant, or repeating the process several times with too much fluid, could introduce enough liquid volume to hydro-lock the engine. Caution: do not use air or power tools for plug removal. The plug must only be removed with hand tools.

4. Slowly turn the spark plug out. Some screeching and high effort may be noticed but, not in every case. The expected removal torque is about 33 lb-ft (45 n.M) but should decrease on the way out. If it is higher, try turning the spark plug back in a half turn, then back out again. If the turning torque still seems high, repeat the back and forth rotation along with some penetrating oil to reduce turning effort. Separated/broken spark plug removal if the plug does come apart even after following the general spark plug removal procedure, it will break in one of two modes: mode 1: the ground electrode shield is left behind as an empty shell (fig. 1 ). Fig. 1: ground electrode shield left behind as empty shell mode 2: the porcelain center and ground electrode shield is left behind and only the upper jamb nut comes out. In this case more soaking is required and long-reach nose pliers should be used to grasp and remove the porcelain center from the ground electrode shield (fig. 2 ).

Auto Repair 2009 Ford F-Super Duty 6.4L—Diesel Calibration Updates

Auto Repair 2009 Ford F-Super Duty 6.4L—Diesel Calibration Updates

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ISSUE Some 2009 F-Super-Duty 250-550 vehicles and equipped with a 6.4L diesel engine may require a calibration update which will cover several different concerns. ACTION Follow the Service Procedure steps to correct the condition. NORMAL OPERATING CHARACTERISTICS – EXHAUST SYSTEM REGENERATION This document provides additional information on the conditions of normal operation while the vehicle is in the exhaust filter regeneration process. These are normal conditions and do not require repair. For most driving conditions, normal exhaust filter regeneration will begin anywhere from 100-600 miles (161-966 km) from the completion of the last regeneration cycle. Each occurrence will last from 10-40 minutes.

The exhaust filter regeneration process will not initiate or may be terminated when: • The vehicle is stopped at idle for more than 5 minutes in gear. • The vehicle is operated in Power Take Off (PTO) mode. • Stationary Elevated Idle Control (SEIC) is engaged. • The gear selector is placed in Park or Neutral. Vehicle characteristics change during the exhaust filter regeneration process: • Some white smoke in cold ambient temperatures is normal. The amount of white smoke during this time will be increased during exhaust filter regeneration. • The engine’s peak power is modestly limited during regeneration. • Engine responsiveness may be slightly different than normal operation during regeneration.

• Exhaust smell may be noticed during the exhaust filter regeneration process – especially on new vehicles. • The powertrain sound will be different during exhaust filter regeneration including air induction noise, combustion noise, flutter on deceleration or shut down. SERVICE PROCEDURE Reprogram the Powertrain Control Module (PCM) to the latest calibration before performing diagnostics and clear all diagnostic trouble codes (DTCs) after programming. For DTC’s generated after reprogramming, follow normal diagnostic service procedures. Reprogram the PCM to the latest calibration using Integrated Diagnostic System (IDS) release 61.19 and higher or 62.07 and higher. This new calibration is not included in the VCM 2009.7 DVD. Calibration files may also be obtained at www.motorcraft.com. When reprogramming the PCM on automatictransmission equipped vehicles the Transmission Control Module (TCM) will also automatically be reprogrammed to the latest level.

Auto Repairing 2008-2009 Ford F-250, F-350 Single Rear Wheel (Srw)—Shudder Or Vibration On Acceleration (Especially When Loaded)

Auto Repairing 2008-2009 Ford F-250, F-350 Single Rear Wheel (Srw)—Shudder Or Vibration On Acceleration (Especially When Loaded)

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ISSUE Some 2008-2009 F-Super Duty 250/350 vehicles with Single Rear Wheels (SRW) may exhibit an excessive drive-away shudder or vibration under moderate to heavy acceleration from a stop, especially when heavily loaded. This may be due to driveline angle. The shudder or vibration may be more evident while towing a trailer or if vehicle is over loaded. • Trailer tongue weight should be 10-20 percent of the total trailer weight, depending on the hitch. • If towing a 5th wheel trailer or gooseneck trailer the centerline of the hitch should be two (2) inches in front of the rear axle centerline. • Refer to the Owners Guide and Certification Label on the drivers door for maximum payload and cargo capacity.

ACTION Follow the Service Procedure steps to correct the condition. 1. Check the angle of the engine and record its value. The best location to accomplish this is on the starter since it is the most parallel to the engines crankshaft. The special tool Anglemaster II Driveline Inclinometer / Protractor 164-R2402 or equivalent should be used. (Figure 1) 2. Check the angle of the coupling shaft and record its value. (Figure 1) 3. Check the angle of the driveshaft and record its value. (Figure 1) 4. Rotate the driveshaft until the flange U-joint cup is facing downward. In this position the flange is the closest point parallel to the pinion gear. (Figure 2) 5. Using the U-joint bearing cup attached to the pinion flange as the reference point for the pinion gear, check the angle of the pinion flange and record its value. (Figure 2) Calculate Operating Angles: Use the worksheet below tocalculate the three operating angles. 1. Operating Angle (A) Using the recorded angles for the engine and the coupling shaft, subtract the smaller number from the larger number to obtain operating angle (A). Engine angle (degrees) ____ – Couplingshaft angle (degrees) ____ = Operating Angle (A) ____ 2. Operating Angle (B) Using the recorded angles for the coupling shaft and driveshaft, subtract the smaller number from the larger number to obtain operating angle (B). Coupling shaft angle (degrees) ____ – Driveshaft angle (degrees) ____ = Operating Angle (B)____ 3. Operating Angle (C) Using the recorded angles for the driveshaft and pinion, subtract the smaller number form the larger number to obtain operating angle (C). Driveshaft angle (degrees) ____ – Pinion angle(degrees) ____ = Operating Angle (C)____

Auto Repairing 2003-2004 Ford Excursion Driveability—No Start Or Constant Engine Misfire—Fuel Injection Control Module (Ficm) Diagnosis—6.0L Diesel

Auto Repairing 2003-2004 Ford Excursion Driveability—No Start Or Constant Engine Misfire—Fuel Injection Control Module (Ficm) Diagnosis—6.0L Diesel

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Issue vehicles equipped with a 6.0l engine may exhibit a no start or a constant engine misfire. Multiple root causes can create these symptoms, including the fuel injection control module (ficm). Action if the ficm is suspected to be the root cause refer to the following procedure to verify the ficm is at fault before replacement. Service procedure note verify that the wds is at the latest release level and the vehicle is updated to the latest calibration. Calibration issues and related powertrain components can mimic a defective ficm. Note the most common symptoms of a failed ficm are a no start or a constant misfire at all engine temperatures. Diagnostic trouble codes (dtcs) u0105 or p0611 may also be present. Symptoms other than these are not likely to be caused by the ficm module. Note the replacement ficm does not contain software, it must be programmed prior to use. 1. Check for ficm wiring harness chafing and use a wiggle test to verify integrity of connections at the ficm and injectors. It is common to see dtc’s p2614 and p2617 as a result of wire chafing. It is often necessary to push on the engine/injectorharness to duplicate a ground out condition.

Ensure ficm connectors are fully seated. If any wire chafing is noted, repair as necessary and reevaluate vehicle, if the condition is corrected return vehicle to customer. If no wiring chafes are located proceed to step 2. Note some common chafing locations are: upper left valve cover, valve cover bolt, and intake bolts, under and near the ficm. 2. Set up wds to test ficm power and grounds by selecting: a. Tool box b. Datalogger c. Tick mark d. Powertrain e. Engine f. Tick mark g. Clear all pids h. Select: (1) (2) (3) (4) i. Koeo ficm_lpwr ficm_mpwr ficm_vpwr b+ j. Tick mark 3. Monitor datalogger pids for the following values: • ficm_vpwr: ficm vehicle power from ignition switch voltage = battery voltage • ficm_ lpwr: ficm logic power from fuse, ficm relay voltage = battery voltage • ficm_mpwr: internal ficm power voltage = 47-50 volts a. If all of the above readings are within range, proceed to step 4. B. If any of the above are out of range, disconnect the three (3) ficm connectors and inspect condition of connector, pins, and wiring at the connector, paying close attention for wiring chafes. Repair any issues and reevaluate vehicle, if the condition is corrected return vehicle to customer.

If the condition is still present continue to step c. C. With a voltmeter check the following: (1) (2) check for b+ voltage at pin 27 of connector 1388c with the koeo. If no, or low voltage is present, repair as necessary. If b+ is present, jumper pin 27 of connector 1388c to a good battery ground (see figure 2 at end of article). Check for b+ voltage at pins 4,7,8,23,24,25 (see figure 2 at end of article). If no or low voltage is found at any pin, repair as necessary. If b+ is present at all pins, replace the ficm and return vehicle to customer. Note the replacement ficm does not contain software, it must be programmed prior to use.

Auto Repairing 1997 Ford F 350 2WD Pickup Differential Assembly Disassembly

Auto Repairing 1997 Ford F 350 2WD Pickup Differential Assembly Disassembly

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1. Remove the differential case. 2. Remove the ring gear bolts. 3. Insert a punch in the bolt holes and drive the ring gear off. NOTE: The anti-lock speed sensor ring cannot be reused once removed. 5. If required, remove the differential bearings with the 2-Jaw Puller for Differential Case Bearings and the Step Plate Adapter. 6. Remove the differential pinion shaft lock bolt and thedifferential pinion shaft. 7. Rotate and remove the differential pinion gears and differential pinion thrust washers. 8. Remove the differential side gears and the differential side gear thrust washers. 1. Position the differential side gear thrust washers on the differential side gears.

Use Premium Synthetic Axle Lubricant F1TZ-19580-B or equivalent meeting Ford specification WSL-M2C192-A to lubricate thedifferential side gear thrust washers and the differential side gear journals. 2. Position the differential side gears. 3. Assemble the differential pinion thrust washers and the differential pinion gears. Lubricate with Premium Synthetic Axle Lubricant F1TZ-19580-B or equivalent meeting Ford specification WSL-M2C192-A. 4. Engage the differential pinion gears opposite thedifferential side gears. 5. Install the differential bearings, using the differential Side Bearing Replacer. 6. Rotate the differentialpinion gears to align the differential pinion shaft bore. 7. Insert the differential pinion shaft, and install a new differential pinion shaft lock bolt finger-tight. 8. Press the new anti-lock speed sensor ring and the ring gear on the differential case. 9. Install thering gear bolts and tighten. Apply Stud and Bearing Mount EOAZ-19554-BA or equivalent meeting Ford specification WSK-M2G349-A1 to the ring gear bolts. 10. Install the differential case.

Auto Repairing 2005-2008 Ford F-250, F-350 Slow Fuel Fill—Mil On With Dtc P0191

Auto Repairing 2005-2008 Ford F-250, F-350 Slow Fuel Fill—Mil On With Dtc P0191

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Issue some 2005-2008 f-super duty 250/350 vehicles equipped with a 5.4l 3v or 6.8l 3v engine may experience premature automatic shut off of the fuel fill nozzle, or repeated fuel shut off at the fuel station delivery nozzle with malfunction indicator lamp (mil) on with diagnostic trouble code (dtc) p0191. Vehicles operated in muddy or dusty environments can encounter a dirt clogged carbon canister system. More specifically, the carbon canister’s vent, fresh air box, and filters become clogged with dirt from operating in such environments. Action use the following service procedure to resolve the concern if the carboncanister system is dirt clogged. Note this tsb only applies to f-250/350 pickups, and f-250/350 pickup box delete/chassis cab vehicles service procedure inspect the vehicle canister system and if it found to be dirt clogged then continue with this tsb. Note if the vehicle’s canister system is not dirt clogged, then proceed with normal diagnostics and do not continue with this tsb. Vehicles with pickup boxes: 1. Replace the carbon canister assembly with a canister built after 10/1/2006.

This canister has a revised internal filter media, and went into production on 10/1/2006. The date code is on a black sticker located on the carbon canister assembly. 2. Relocate the fresh-air intake port to a more protected location using the fresh air hose kit, for pickup applications only. 3. Replace fuel cap assembly if the vehicle was built before 5/16/2007. Vehicles with pickup box removed or chassis cab: 1. Replace the carbon canister assembly with a canister built after 10/1/2006. Thiscanister has a revised internal filter media, and went into production on 10/1/2006. The date code is on a black sticker located on the carbon canister assembly. 2. Relocate the fresh-air intake port to a more protected location using qvm bulletin q-132 at the body builder’s website – https://www.Fleet.Ford.Com/truckbbas/index.Htm for fresh air intake routing recommendations. 3. Replace fuel cap assembly if the vehicle was built before 5/16/2007.