The following sites have useful information and diagrams for Ford Mustangs:
Note: Yeah I know, one of these days I will arrange or alphabetize the list, but for now just search a bit. You may run across something you need to know that you weren't even aware of.
ACT = Air Charge Temperature Sensor BP = See MAP CCRM= Constant Control Relay Module (Provides control of PCM power relay, fuel pump relay, A/C clutch and electric cooling fan relay on 94-95 Mustangs.) DTC = Diagnostic Trouble Code EEC = Electronic Engine Control System (EEC-IV - 88-95 Mustang System) ECM = Electronic Control Module (Computer) ECU = Electronic Control Unit (Computer) ECT = Engine Coolant Temperature Sensor EGR = Exhaust Gas Recirculation Valve EVP = EGR Valve Position Sensor HCI = Heads, Cam & Intake Kit HEGO = Heated Exhaust Gas Oxygen Sensor IAC = Idle Air Control IAT = Intake Air Temperature ICM = Ignition Control Module KOEO = Key On Engine Off KOER = Key On Engine Running MAF = Mass Air Flow Sensor MAP = Manifold Absolute Pressure Sensor MLP = Manual Lever Position PCM = Powertrain Control Module (Computer) PIP = Profile Ignition Pickup (Distributor Pickup Coil) SPOUT = Distributor Jumper to Allow Initial Timing TEK = Top End Kit (See HCI) TOB = Throw Out Bearing TPS = Throttle Position Sensor VSS = Vehicle Speed Sensor
Funnies:
VIBRATION = A motion or movement that cannot make up its mind which way it wants to go.
Q: What is a vibration?
A: There are good vibrations and bad vibrations. Good Vibrations were discovered in the 1960s.
TPS has a second meaning that most Mustang owners have experienced. Usually occurs when buying too many performance parts. TPS 2 = Totally Pissed Spouse
Safety:
The next time you are too drunk to drive, walk to the nearest pizza shop and place an order to be delivered. When they go to deliver it, catch a ride home with em.
Don’t ever believe dyno results that a manufacturer or aftermarket vender publishes on a product they sell. Don’t ever believe dyno results that you read in a magazine. Running a Ford EFI controlled engine on a dyno will not provide accurate results unless the operator knows how the EFI program works. There are only a hand full of people in the world that truly understand it, and even fewer people that can run a dyno properly. Dyno’ing a Ford EFI controlled engine is usually only a cool magic trick.
The way to properly dyno an EFI engine is:
1. Clear the memory from the computer.
EEC-IV can be cleared by disconnecting the battery for 15 minutes.
EEC-V can only be cleared by the Data Link Connector.
2. Run the engine at operating temperature for at least 5 minutes.
3. Do not shut off the engine after the 5 minutes prior to the dyno test.
4. The vehicle must repeat that cycle for each dyno run.
I don’t know of many people in the country that do it correctly. Call the manufacturer of the performance product you wish to purchase. Ask them what their dyno procedure is for product testing. I’ll bet you now know more than they do. If you don’t clear the memory the computers program is still adjusted for the last engine configuration. If the dyno is run prior the engine being ran for at least 5 minutes the computer will still be in the start up program. Failing either step will not yield accurate results!. Shocking isn’t it? I am in no way calling all the aftermarket venders liars, they simply don’t know any better.
Note: This information is from the website referenced in the title and quote above.
I believe what they are saying is that you need to reset the car's EEC-IV processor, so it does not use the same tune as it had before if you make changes and run the dyno test again.
It makes sense to me because the length of time on the dyno is probably not long enough for the EEC-IV to read the original tune and make the changes needed for any changes you may have made to the engine. By starting out with a clean slate the EEC-IV can more quickly tune the engine as it is ran on the dyno for the best power production.
I have never found these guys to be wrong on anything they have on their site.
There is always a first time, but like I said, "It makes sense to me as to why this should be done."
EFI vs Carburetor
This is a long running argument between both factions.
I have located several articles and one humorous video spoof for your perusal and entertainment.
EFI vs Carburetor - Humorous video made from a forum discussion, partially spoofed for your entertainment.
Fuel comes out of vent tube or runs out.
A) Lower float level
B) Decrease fuel pressure
C) Remove, clean/replace needle-&-seat
D) Inspect float to ensure it's moving freely
Backfires or Pops through carburetor.
A) Open idle-mixture screws
B) Increase squirter size
C) Increase jet size
D) Raise float level
Backfires or Pops through exhaust.
A) Lower float level
B) Decrease fuel pressure
C) Decrease jet size
D) Readjust butterfly position, primary & secondary
Engine won't start.
A) Prime carburetor with fuel
B) Pump squirters to get fuel flowing
C) Check ignition timing
Fuel leaks from throttle shafts.
A) Lower float level
B) Decrease fuel pressure
C) Readjust butterfly position, primary & secondary
Is rich at idle.
A) Increase initial timing
B) Go in on mixture screws
C) Readjust butterfly positions
D) Lower float level
E) Decrease fuel pressure.
Stumbles under light acceleration.
A) Open mixture screws
B) Readjust butterfly positions
C) Raise float level
Stumbles under hard acceleration.
A) Readjust butterfly position
B) Increase squirter size
Won't return to idle.
A) Increase initial timing
B) Readjust butterflies
Surges at part throttle.
A) Open idle-mixture screws
B) Open primary butterflies & close secondary
C) Raise float level
D) Increase jet size
Emits black smoke under hard acceleration.
A) Lower float level
B) Decrease fuel pressure
C) Decrease jet size
Spark Plug Reading & Modification For Power & Economy
NOTE: I cannot verify that these modifications will work as stated. However, what they say about them makes sense and I can see where there may be some benefits to be had from doing them. TH
Quote:
Originally Posted by Unknown Original Source
Rounding off the end of the spark plug's side electrode as shown helps to reduce the peak temperature of the electrode, resulting in less possibility of detonation from this source.
Also in the relatively swirl-free conditions that exist at low rpm, this electrode shape results in the air/fuel charge burning more effectively.
Shape the side electrode so the end of the tip is no farther then half way over the center electrode.
If plug life is not an issue, you can cut it back to 2/3rd of the way over the center of the electrode.
The rounding of the electrode end will insure that the plug will burn within it's heat range without over heating in adverse conditions.
This spark plug mod "usually" results in slightly better performance and fuel mileage because it more effectively exposes the "kernel" of the spark to the air/fuel mixture in the cylinder.
NOTE: If your car is hard to start after sitting a day or two and you have to turn the switch off and on a few times to "prime" it, then likely the check valve in your fuel pump has failed and you will need to replace the pump to cure the problem.
Fuel Pump Wiring Mod
This mod will ensure you get full voltage and enough current (amperage) to your high flow aftermarket fuel pump.
The U.S. House Science Committee approved a SAN-supported bill that directs the National Academy of Sciences to conduct a study on how gasoline blended with 15 to 20% ethanol (E15 and E20) may impact gas-powered vehicles. The analysis would consider a variety of issues including tailpipe emissions, materials compatibility and fuel efficiency. The House bill would prevent the U.S. Environmental Protection Agency (EPA) from introducing E15 into the marketplace until the report has been submitted to the House Science Committee. The bill will now be considered by the full House of Representatives. Ethanol increases water formation in the gas tank, which can then produce formic acid and corrode certain metal, plastic and rubber parts. Last year, the EPA approved the sale of E15 for MY (Model Year) 2001 and later vehicles. The EPA agreed with the SAN’s concerns that ethanol poses a threat to older vehicles and made it “illegal” to fuel pre-2001 vehicles with E15. However, the SAN (SEMA Action Network) contends that a gas pump warning label will not protect consumers from accidentally misfueling these vehicles. E15 is not yet in the marketplace and is still the subject of several lawsuits and legislation to block the sale.
Some time back I discovered during one of my many internet browsing marathons an alternative to regular automotive gauges. There is a small company called Auber Instrumentsthat manufactures automotive meters for almost any type of engine function that you might want to view and keep an eye on.
I have come up with a way to mount these small meters into a regular 2 1/16" gauge pod or cut out using a 2" electrical Snap-In Steel Hole Plugs. You just use a dremel or die grinder and a small cutting wheel and cut out the rectangular hole to mount the meter in, in the 2" Snap-In Steel Hole Plug, then pop it into the gauge hole or pod. If the fit is to loose you can spread the prongs out to tighten it up.
Compared to the cost of gauges today I think you will find that these meters are usually a lot less expensive than regular gauges and they have the least expensive 3-Bar MAP sensors I have ran across to date ($36.95) for the forced induction crowd.
I have used a contraption/setup like this several times to clean old injectors internally.
It works very well, but you need to take the proper precautions so you do not injure yourself.
Not responsible for accidents or injuries, use at your own risk.
Here's some info for those considering doing the budget GT40/GT40p swap.
Heads,
96-early 97 explorer's had gt40 heads with 3 vertical bars on the ends of the heads. They have a 63-66cc combustion chamber with 1.84int./ 1.54exh.
Late 97-2001 explorer's and 97-01 mercury mountaineer's had gt40p heads. These have 4 vertical bars on the ends of the heads along with a revised spark plug angle making header choices limited. They also have a slightly smaller combustion chamber at 58-61cc and a smaller exhaust valve at 1.46 vs 1.54. These changes resulted in better performance over the standard gt40 head.
If you are wanting "P" specific headers there is Ford racing ( M9430P50) and Mac (50158). If not you will have to be a little creative with some 90* boots and some boot sleeves. GT40P Header Myth
Intakes,
If you intend on keeping you egr system you will want to use the 96-97 1/2 intake,the later intakes do not have the provision for it. Also there is a bung that needs to be drilled out in the #5 runner for the ACT (air charge temp) sensor. Some people have moved the sensor to the upper intake or near the filter.
i stumbled across this in my search for rims. it has some very useful tools when finding tires or rims. if you look at the tools tab you will find stuff like fitment checker.
you can type in a rim size and bolt pattern and it will tel you every car that has that size rim.mthere is also a tool where you can enter your rim size and tire size and it will show you what it looks like. there are also a bunch of other great tools like that to. i am putting 2 links to the same site just so you can see what i mean. but you can look at it and decide the best one to use or even a better part to start at. whatever.oh and a few other cool rim sites.
http://www.rimsntires.com/wheelfit.jsp
on this one if you enter manually, the rim specs it will tell you all vehicle that have that size. but its the same site.
I noticed the t-5 swap did not include what pilot bearing is needed for the 4 cylinder or v-8 WC. I just got done chatting with Jegs because they have 2 different sized pilot bearings.
They told me that the Dorman bearing part number 326-14677 is the WC pilot bearing V-8.
The Dorman bearing part number 326-14657 is the four cylinder pilot bearing.
The v-8 bearings measurements are I.D- 0.672"
O.D-1.278", length-.733"
4 cylinder bearing measurements are I.D-0.586"
O.D-.827", length-.586"
__________________
90 LX 5spd swap Stock 302 GT40P heads
BBK shorties and h-pipe
flowmaster 40's dumped, Jegs Big n Littles
BBK CAI, BBK SSI-R upper and lower
Professional Products 75mm TB,Electric Fan
MSD 8.5 90 degree plug wires
Weight Savings for Improved ET’s Every 100 lbs. Off = 1 tenth quicker ET
Quote:
Disclaimer: I ran across this list on the net. I make no guarantees that it is accurate, but most of the weight savings listed seem to be correct. If anyone has the actual weights of anything posted and knows of anything in the list that is incorrect, post a reply here and I will make the correction.
Lightweight wheels/tires. = 40-60 lbs
Remove the sway bars, front & rear = 25 lbs
Aluminum driveshaft. = 5 lbs
Rear seat = 15 lbs
Seat belts. = 15 lbs
Aluminum flywheel. =15 lbs
A/C system. = 50 lbs
Emissions components. = 15 lbs
Sound Deadening. = 90 lbs
Rear axle vibration damper. = 5 lbs
Power door lock servos. = 2 lbs
Lightweight brake system. = 30 lbs
Aluminum control arms. = 10 lbs
4 cylinder front springs. = 7-10 lbs less than V8
Coil over front suspension. = 30 lbs
Plastic Fuel Cell. = 20lbs
Lightweight racing seats. = 40-60 lbs
Tubular K-member. = 20-45 lbs
Power steering. = 17 lbs
Manual brakes. = 10 lbs
Extra wiring/dash = 20-30 lbs
Mini starter before 91 model year. = 5 lbs
Aluminum radiator. = 5 lbs
Aluminum heads. = 40 lbs
Racing transmission & torque convertor (C4) compared to AOD. = 25+ lbs
Carpet. = 15 lbs
Fiberglass hood. = 10-15 lbs
Fiberglass Hatch. = 30 lbs
Lexan windows. = 50-100 lbs
Composite Valve covers = 3 lbs
Heater core, AC core and under dash ducting assembly. = 25 lbs
Remove door reinforcements and power window motors = 20 lbs each side.
Change to an aftermarket steering wheel on airbag equipped Mustangs = 4 lbs
Radio w/Pre-amp and speakers = 15 lbs
Front inner wheel well covers = 5 lbs each side
Tail pipes = 20 lbs
Note: Removing the next three items decreases the impact resistance of the car and is dangerous!
Bumper supports = 40 lbs
Rear bumper = 40 lbs
Front bumper pre-87. = 35 lbs, 87 & newer = 20 lbs
Unsprung weight savings are more pronounced and have even more of an impact on ET's during drag racing than dead weight. Items such as wheels/tires, lightweight brakes, etc., will have a greater effect resulting in even quicker elapsed times than the 100lbs = .1 tenth estimated time reduction.
EEC-IV Self-Test Codes O—Key On, Engine Off code. CM—Continuous Memory code. R—Engine Running code.
2-Digit Codes - 86-93 Mustangs
11 - System Pass (O,CM,R)
12 - RPM Not Within Self Test Lower Limit (R), DC Motor Did Not Move (O,CM,R), Idle Speed Control motor or Air Bypass not controlling idle properly -generally idle too low
13 - RPM Not Within Self Test Upper Limit (R), Idle Speed Control motor or Air Bypass not controlling idle properly -generally idle too high
14 - Profile Ignition Pickup Circuit Failure (CM)
15 - Readout Memory Test Failed (O), Keep Alive Memory Test Failed (CM)
16 - RPM Too Low To Perform o2 Sensor Test (R)
17 - RPM below Self-Test limit with Idle Air Control off (R)
18 - Spark Out (SPOUT) Circuit Open (R), Loss Of Ignition Diagnostic Module Input To PCM/SPOUT Circuit Grounded (CM)
19 - Failure In PCM Internal Voltage (R), Erratic RPM During Hard Idle Self Test (R), Failure in EEC reference voltage (O)
21 - Engine Coolant Temperature (ECT) Sensor Out Of Self Test Range. 0.3 to 3.7 volts(O,R)
22 - Manifold Absolute Pressure/Barometric Pressure Sensor Out Of Self Test Range (O,CM,R)
23 - Throttle Position Sensor Out Of Self Test Range (O,CM,R)
24 - Intake Air Temperature/Air Charge Temperature Sensor Out Of Self Test Range. 0.3 to 3.7 volts(O,R)
25 - Knock Not Sensed During Dynamic Response Test (R)
26 - Mass Air Flow Sensor was greater than 0.7 volts with engine off (O), MAF sensor was not between 0.2 and 1.5 volts with engine running (R).
28 - Loss Of Ignition Diagnostic Module RH Side (CM)
29 - Insufficient Input From Vehicle Speed Sensor -To 1992 (CM), Insufficient Input From Programmable Speedometer/Odometer Module -From 1993 (CM)
31 - EGR Valve Position/Pressure Feedback EGR Circuit Below Minimum Voltage. 0.24 volts (O,CM,R)
32 - EGR Valve Position/Pressure Feedback EGR Voltage Below Closed Voltage. 0.24 volts (O,CM,R)
33 - EGR Valve Opening Not Detected (CM,R)
34 - EGR Valve Position/Pressure Feedback EGR Voltage Above Closed Limit (O,R), PFE or EVP circuit has intermittently failed above the closed limit of 0.67 volts (CM)
35 - EGR Valve Position/EGR Pressure Feedback EGR Circuit Above Maximum Voltage of 4.81 volts (O,R), PFE or EVP circuit has intermittently failed above the maximum limit of 4.81 volts (CM)
36 - System Indicates Lean At Idle (R)
37 - System Indicates Rich At Idle (R)
39 - AXOD converter bypass clutch not applying properly (CM)
41 - System Indicates Lean -passenger side(R), No o2 Sensor Switching Detected. always lean -passenger side(CM)
42 - System Indicates Rich -passenger side(R), No o2 Sensor Switching Detected. always rich -passenger side(CM)
43 - o2 Sensors indicate lean at Full Throttle (CM)
44 - Secondary Air System Inoperative. bank one, passenger side (R)
45 - Secondary Air Upstream During Self Test (R)
46 - Secondary Air Not Bypassed During Self Test (R)
47 - Measured Air Flow Low At Base Idle (R)
48 - Measured air flow too high at base idle (R)
49 - 1–2 Shift Error (CM)
51 - Engine Coolant Temperature Circuit Open (CM,O)
52 - Power Steering Pressure Switch Circuit Open (O), Power Steering Pressure Switch Circuit Did Not Change States (R)
53 - Throttle Position Sensor Circuit Above Maximum Voltage (CM,O)
54 - Intake Air Temperature/Air Charge Temperature Circuit Open (CM,O,R)
55 - Key Power Check (R)
56 - Mass Air Flow/Vane Air Flow Sensor Circuit Above Maximum Voltage (O,CM,R), MAF Sensor short to power (CM,R), Transmission Fluid Temperature Circuit Open (CM,O)
57 - AXOD Neutral pressure switch circuit failed open (CM)
58 - Idle Tracking Switch Circuit Open Or Grounded -CFI (O,R), Vane Air Temperature Sensor Input Greater Than Self Test Maximum -EFI (CM,O)
59 - 2–3 Shift Error (CM), AXOD 4/3 Pressure Switch Circuit Failed Closed (O), AXOD 4/3 Pressure Switch Circuit Failed Open (C)
61 - ECT Sensor Circuit Grounded (O,CM,R)
62 - Torque Converter Clutch Error (C,M), AXOD 4/3 Or 3/2 Pressure Switch Circuit Grounded (O)
63 - Throttle Position Sensor Circuit Below Minimum Voltage (O,CM,R)
64 - Intake Air Temperature/Air Charge Temperature Circuit Grounded (O,CM,R)
65 - Transmission Control Switch/Overdrive Cancel Switch Circuit Did Not Change States (R)
66 - , MAF signal below minimum test voltage of .4vdc (O,CM,R), Transmission Fluid Temperature Circuit Grounded (CM,O)
67 - Park Neutral Position Switch Circuit Open; A/C On -Manual (O), Manual Lever Position Sensor Out Of Range/A/C On (CM,O), Clutch Switch Circuit Failure (CM)
68 - Transmission recently overheated, or TOT sensor intermittently failed below 0.2 volts (CM)
69 - 3–4 Shift Error (CM)
71 - Software re-initialization detected or Cluster Control Assembly circuit failed (CM)
72 - Insufficient Manifold Absolute Pressure/Mass Air Flow Change During Dynamic Response Test (R)
73 - Insufficient Throttle Position Change During Dynamic Response Test (O,R)
74 - Brake On/Off Circuit Open–Not During Self Test (CM,R)
75 - Brake On/Off Circuit Closed/ECA Input Open (R)
76 - Insufficient Vane Air Flow Sensor Output Change During Dynamic Response Test (R)
77 - Operator Error Dynamic Response Test (R)
78 - Re-Initalization Check (R)
79 - A/C On/Defrost On During Self Test (O)
81 - Secondary Air Diverter Circuit Failure (O)
82 - Secondary Air Bypass Circuit Failure (O)
83 - EGR Control solenoid circuit failure (O)
84 - EGR Vacuum Regulator (EVR) Control Circuit Failure (O)
85 - CANP Circuit Failure (O)
86 - Adaptive fuel limit reached (CM), 3 – 4 Shift solenoid circuit failure (O)
87 - Primary Fuel Pump Circuit Failure (CM,O)
88 - Loss Of Dual Plug Input Control (CM), Throttle Kicker Fault (?)
89 - Converter clutch solenoid circuit failure (CM)
91 - o2 Sensor Circuit Indicates Lean -driver side(R), No o2 Sensor Switching Detected. always lean -driver side(CM), Shift Solenoid 1 Circuit Failure (O)
92 - o2 Sensor Circuit Indicates Rich -driver side(R), No o2 Sensor Switching Detected. always rich -driver side(CM), Shift Solenoid 2 Circuit Failure (O)
93 - Converter Clutch Solenoid Circuit Failure (O)
94 - Secondary Air Injection Inoperative. bank two, driver side (R), Torque Converter Clutch Solenoid Circuit Failure (O)
95 - Fuel Pump Circuit Open-PCM To Motor Ground (CM,O)
96 - Fuel Pump Circuit Open-Battery To PCM (CM,O)
97 - Transmission Control Indicator Lamp Circuit Failure (O)
98 - Hard Fault Present (R)
99 - Electronic Pressure Control Circuit Failure (CM,O)
Cylinder Balance Test Codes
10 - Cylinder #1 Failed Cylinder Balance Test
20 - Cylinder #2 Failed Cylinder Balance Test
30 - Cylinder #3 Failed Cylinder Balance Test
40 - Cylinder #4 Failed Cylinder Balance Test
50 - Cylinder #5 Failed Cylinder Balance Test
60 - Cylinder #6 Failed Cylinder Balance Test
70 - Cylinder #7 Failed Cylinder Balance Test
80 - Cylinder #8 Failed Cylinder Balance Test
90 - All cylinders passed Cylinder Balance Test
3-Digit Codes - 94/95 Mustangs
111 - System Pass
112 - ACT Sensor Circuit Below Minimum Voltage of 0.2 volts (O), ACT circuit has intermittently failed below minimum 0.2 volts (CM)
113 - ACT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ACT circuit has intermittently failed above the maximum of 4.6 volts (CM)
114 - ACT out of self test range 0.3 to 3.7 volts
116 - ECT out of self test range 0.3 to 3.7 volts
117 - ECT Sensor Circuit Below Minimum Voltage of 0.2 volts(O), ECT circuit has intermittently failed below minimum 0.2 volts (CM)
118 - ECT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ECT sensor circuit has intermittently failed above the maximum of 4.6 volts (CM)
121 - Closed throttle TPS voltage higher or lower than expected (O,R), TP sensor was inconsistent with the MAF/MAP value in the last 80 drive cycles (CM)
122 - TPS circuit below minimum 0.6 volts (O), TPS circuit has intermittently failed below minimum 0.6 volts (CM)
123 - TP circuit above maximum 4.5 volts (O), TPS circuit has intermittently failed above maximum 4.5 volts (CM)
124 - TP sensor was higher than expected with the MAF/MAP value in the last 80 drive cycles (CM)
125 - TP sensor was lower than expected with the MAF/MAP value in the last 80 drive cycles (CM)
126 - MAP/BP sensor out of self test range 1.4 to 1.6 volts
128 - MAP sensor vacuum was not greater than 2 in-Hg (7 kPa) during normal vehicle operation
129 - Insufficient MAF/MAP change during Dynamic Response Test
136 - o2 Sensor circuit indicates system lean (left side)
137 - o2 Sensor circuit indicates system rich (left side)
139 - No HEGO sensor switching detected or disconnected (left side)
141 - o2 Sensor circuit indicates system lean (both sides)
144 - No o2 Sensor switching detected or disconnected (right side)
157 - MAF sensor went below 0.4 volts during the last 80 warm-up cycles
158 - MAF sensor went above 4.5 volts during the last 80 warm-up cycles
159 - MAF signal was greater than 0.70 volt during KOEO (O), MAF signal was not between 0.20 and 1.50 volts during KOER (R)
167 - TPS did not exceed 25% rotation during the Dynamic Response Test
171 - Fuel system at adaptive limit, o2 Sensor unable to switch (right side)
172 - o2 Sensor sensor circuit indicates system lean (right side)
173 - o2 Sensor sensor circuit indicates system rich (right side)
174 - o2 Sensor switching time is slow
175 - Fuel system at adaptive limit, o2 Sensor unable to switch(left side, (Bank No. 2))
176 - o2 Sensor circuit indicates system lean (left side)
177 - o2 Sensor circuit indicates system rich (left side)
178 - o2 Sensor switching time is slow (Bank No. 1)
179 - Right side still rich, at leanest adaptive limit, during part throttle
181 - Right side still lean, at richest adaptive limit, during part throttle
182 - Right side still rich, at leanest adaptive limit, at idle
183 - Right side still lean, at richest adaptive limit, at idle
184 - MAF higher than expected
185 - MAF lower than expected
186 - Injector pulse width longer than expected
187 - Injector pulse width shorter than expected
188 - Left side still rich, at leanest adaptive limit, during part throttle
189 - Left side still lean, at richest adaptive limit, during part throttle
191 - Left side still rich, at leanest adaptive limit, at idle
192 - Left side still lean, at richest adaptive limit, at idle
193 - Flexible Fuel sensor circuit failure
194 - Run cylinder balance diagnostic test
195 - Run cylinder balance diagnostic test
211 - Two or more successive erratic Profile Ignition Pickup (PIP) pulses occurred, resulting in a possible engine miss or stall
212 - Loss of IDM (Ignition Diagnostic Monitor) input to EEC or SPOUT circuit grounded
213 - SPOUT circuit open
214 - Cylinder Identification (CID) circuit failure
215 - EEC detected coil 1 primary circuit failure
216 - EEC detected coil 2 primary circuit failure
217 - EEC detected coil 3 primary circuit failure
218 - Loss of IDM (Ignition Diagnostic Monitor) signal (left side)
219 - SPOUT failure, spark timing has defaulted to 10 degrees BTDC
222 - Loss of IDM (Ignition Diagnostic Monitor)signal (right side)
223 - Loss of Dual Plug Inhibit control
224 - Erratic IDM (Ignition Diagnostic Monitor)input to processor
225 - Knock Sensor (KS) signal not sensed during dynamic response test
226 - IDM (Ignition Diagnostic Monitor)signal not received
244 - Camshaft Position (CMP) Sensor failure
311 - Thermactor air system inoperative (right side)
312 - Thermactor air misdirected upstream during self test
313 - Thermactor air not bypassed during self test
314 - Thermactor air system inoperative (left side)
326 - PFE or DPFE circuit voltage lower than expected with zero EVR duty cycle
327 - DPFE or EVP circuit below minimum voltage of 0.2 volts
328 - EVP circuit below minimum voltage of 0.24 volts
332 - EGR valve opening not detected
334 - DPFE or EVP circuit above the closed limit of 0.67 volts
335 - PFE or DPFE sensor voltage out of Self-Test range
336 - EVP or DPFE circuit voltage above maximum voltage with zero EVR duty cycle
337 - DPFE or EVP circuit above the maximum limit of 4.81 volts
338 - ECT lower than expected
339 - ECT higher than expected
341 - Octane Adjust shorting bar is not in or the OCT ADJ circuit is open
381 - Frequent A/C compressor clutch (ACCS) cycling less than 8.5 seconds
411 - Cannot control rpm during KOER low RPM check
412 - Cannot control rpm during KOER high RPM check
452 - Computer detected an error in the VSS or PSOM signal during the last 80 warm-up cycles
461 - Engine over speed was detected
511 - EEC permanent Read Only Memory (ROM) test failed
512 - EEC battery powered Keep Alive Memory (KAM) test failed
513 - Failure in EEC processor internal voltage
519 - Power steering pressure switch circuit open
521 - Power steering pressure switch did not change state during KOER test
522 - Vehicle not in PARK or NEUTRAL during KOEO
524 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
525 - Vehicle in gear or A/C on during Self-Test
526 - Neutral Pressure Switch closed or A/C on
527 - Neutral Drive Switch open or A/C on
528 - Clutch Switch Circuit failure
529 - Data Communications Link or Electronic Instrument Cluster circuit failure
532 - Data Communications Link or Electronic Instrument Cluster circuit failure
533 - Data Communications Link or Electronic Instrument Cluster circuit failure
536 - Brake On/Off circuit failure / switch not actuated during KOER test
538 - Insufficient RPM change during KOER dynamic response test/ Operator error
539 - A/C or Defroster ON during KOEO test
542 - Fuel pump circuit failure
543 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
551 - Intake Manifold Runner Control (IMRC) circuit failure
552 - Air management 1 circuit failure (AM1/TAB)
553 - Air management 2 circuit failure (AM1/TAD)
554 - Fuel Pressure Regulator Control (FPRC) solenoid circuit failure
556 - Fuel Pump circuit failure
557 - Fuel pump relay coil resistance failure
558 - EGR Vacuum Regulator circuit failure
559 - Air Conditioning On relay circuit failure
563 - High Speed Electro-Drive Fan circuit failure
564 - Electro-Drive Fan circuit failure
565 - Canister purge circuit failure
566 - 3 – 4 Shift Solenoid failure
569 - Canister purge 2 circuit failure
571 - EGR Atmospheric Regulator circuit failure
572 - EGR Vacuum Regulator circuit failure
578 - A/C Pressure (ACP) sensor VREF circuit is short to ground
579 - A/C Pressure (ACP) sensor circuit is above maximum voltage
581 - When the cooling fan was activated, the circuit exceeded current draw
582 - Open or short to power in the power-to-cooling fan circuit
583 - When the fuel pump was activated, the power-to-pump circuit exceeded the normal current draw
584 - Variable Control Relay Module circuit grounded
585 - A/C clutch circuit exceeded the normal current draw
586 - A/C clutch circuit open or shorted to power
587 - Data Communications Link (DCL) error
593 - Oxygen Sensor Heater circuit failure
617 - 1 - 2 shift error (E4OD)
618 - 2 - 3 shift error (E4OD)
619 - 3 - 4 shift error (E4OD)
621 - Shift solenoid #1 circuit failure
622 - Shift solenoid #2 circuit failure
623 - Overdrive light circuit failure
624 - Electronic Pressure Control solenoid or driver circuit failure
625 - Electronic Pressure Control driver open in EEC
626 - Coast clutch solenoid circuit failure (E4OD)
627 - Converter clutch solenoid circuit failure (E4OD)
628 - Converter clutch Lock-Up error (E4OD)
629 - Converter clutch control circuit failure
631 - Overdrive light circuit failure
632 - Overdrive cancel switch not changing state (E4OD)
633 - 4WD switch is closed
634 - Transmission Manual Lever Position Sensor circuit out of self test
636 - TOT sensor voltage out of self test range
637 - TOT sensor circuit above maximum voltage
638 - TOT sensor circuit below minimum voltage
639 - Insufficient input from the Transmission Speed Sensor
641 - Shift solenoid #3 circuit failure
643 - Converter Clutch Control circuit failure
645 - Incorrect gear ratio obtained for first gear
646 - Incorrect gear ratio obtained for second gear
647 - Incorrect gear ratio obtained for third gear
648 - Incorrect gear ratio obtained for fourth gear
649 - Electronic Pressure Control range failure
651 - Electronic Pressure Control circuit failure
652 - Modulated Converter Clutch Control solenoid output circuit error
653 - Transmission Control Switch was not cycled during KOER Self-Test
654 - MLP sensor not in park position
656 - Converter Clutch Control continuous slip error detected
657 - Transmission over temperature condition occurred
659 - High vehicle speed detected while the vehicle was in PARK
667 - Transmission Manual Lever Position Sensor circuit shorted
668 - Transmission Manual Lever Position Sensor circuit open
675 - MLP circuit voltage was out of the expected range
691 - 4WD switch circuit failure
998 - Hard fault present
Useful Mustang Information - READ THIS FIRST! 
Chevy Camaro Forum
Ford Mustang Forum
Jeep Wrangler Forum
Volkswagen Touareg Forum
Land Rover Defender Forum
