Question about 2007 Ford F-250 Super Duty Lariat

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Ford EEC-IV Ignition Problem

I have a 1986 Thunderbird with a 3.8 liter engine and the EEC-IV System. Recently it started misfiring badly after warmup. Replacing the distributor cap, rotor, plugs, plug wires, ignition control module and coil did not help. There is no check engine light and there are no error codes set. Digging deeper I found that the PIP out signal reads a steady 6.5 volts when it running ok and an erratic, averaging about 3.0, volts when it is running badly. If I disconnect the Spout (timing advance) signal to the ignition module , the PIP signal returns to a steady 6.5 volts and the engine runs smoothly. Any help would be appreciated. Thanks Posted via Deja News, The Discussion Network http://www.dejanews.com/ Search, Read, Discuss, or Start Your Own I have a 2000 f-250 v-10 that gets no power at cylinder 5. I have replaced the ignition coil for the three coils that were diagnosed as bad(5,6,& 10) on yesterday. But five keeps re-appearing as mis-firing from new diagnostics,and no power is shown from the volt-meter. Somehow five is dead even with all new wires, boots, motorcraft plugs etc. The computer is somewhat hot as compared to previous days, could it have shut-down coil five since 6 & 10 have cleared after replacing the two ignition coils.Is this an electrical problem ie coil five needs rewiring, or is this possibly a computer problem since it is awfully hot always now?

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  • ggipper Sep 15, 2008

    Timing is of no value here. The fifth coil has no electricity in or out. That is not related to timing. It also has nothing to do with compression since this issue is electric in nature. The truck runs almost well except for the mis that caused me to get three different diagnostics done at two stores...goodyear and pep boys. Both were lost causes because they both gave totally different codes sets of errors.
    The compression is great and timimg is on. No backfire or anything serious as I only have 49k miles on this 2000 v-10 f-250. Anyone else care to try to answer this one. I believe that maybe the computer has locked down 5 and cleared 6 and 10, or maybe I need to rewire 5's coil boot connector.

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Could have a fuel problem where it isnt getting fuel in a cyclinder

Posted on Sep 15, 2008

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Has your ign timing been checked?
does it run good when cold?

Posted on Sep 14, 2008

  • paul erickson
    paul erickson Sep 15, 2008

    on your cyl 5 have you put a noid light at the injector and check the pulse . then put it in the coilplug and check there. i would check your wiring for rubbing or mabe a mouse has chewed the wiring we have had that alot around here but we are in iowa. if the wires we chewed and shorting that would cause you comp to heat up. and may cause damage.
    good luck
    paul


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Need to do a compression test even no that might not help if u dont the plugs,leads rotor, dizzy coil i cant see a problem unless the timing chain has jumped a tooth or 2 or even stretched

can be a computer problem 40 percent
can be needs rewired 60 percent
timing chain jumped 40 percent

Posted on Sep 14, 2008

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jagjeffery
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SOURCE: Ford EEC-IV Ignition Problem

if you have a set of noid lights check for injector pulse if you do not have pulse and no spark you have a bad pick up (hall effect sensor) inside the distributor this also would account for your prior problem with your timing because this pick- up (hall effect sensor) if it starts to short internally can effect ignition timing and missfires and also for the voltage changes

Posted on May 31, 2009

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1 Answer

What does check dcl mean


DCL is Data Communincations Link... the communication connection between the computers in the instrument cluster and the rest of the car. its usually caused (99% of the time) by a bad connection.

The Data Communications Link (DCL) is a wiring system that allows the sharing of information between the Electronic Engine Control System (EEC-IV) , the Electronic Instrument Cluster (EIC) and external equipment.

The EEC-IV system transmits the following information through the DCL to the EIC:
Engine RPM.
Engine coolant temperature.
EEC-IV malfunction indication.
Fuel used.

The DCL system transmits Malfunction Indicator Lamp (MIL) information to the EIC. The EIC uses MIL information to generate a CHECK ENGINE warning in the event of an engine sensor failure.

The EIC will display the message "CHECK DCL" on its Message Center Display if it is not receiving data from the EEC-IV. This warning is turned off whenever data communication is restored.

The EEC-IV monitors the Data Communication Link for faults. If a fault occurs in data communication a continuous Memory Code is set in the EEC-IV. The DCL Codes (529 for EEC-IV and 533 for EIC) can occur separately or together. These codes are not immediately cleared when data communication is restored.

The existance of a DCL code does NOT mean that a module has failed. also I would check for an oil leak or coolant leak that would be the cause of the smoking under the car.

Check this link for some help on fixing it: http://www.lincolnsonline.com/tech/00086.html

Hope helps.

Sep 11, 2011 | 1993 Lincoln Continental

4 Answers

Where is thr EEC IV on a 1991 Ford F150 6 cylinder?


EEC-IV: Ford's fourth-generation EEC system; its first to incorporate on-board diagnostics (OBD) & memory to store diagnostic trouble codes (DTCs). Their chips are soldered to their boards (meaning they can't be removed to change performance characteristics like some other manufacturers), but later versions include flash-programmable memory (EEPROM).

According with the Repair Manual, for 1991 Ford Truck F150 4.9L FI 6cyl, the Electronic Engine Control (EEC) or Engine Control Computer is located in seating area, driver side, behind dash, upper corner, mounted on dash support brackets.

How the Malfunction Indicator Lamp (MIL) Operates:
A. System OK
The Malfunction Indicator Lamp (MIL) is turned on as a bulb check when the ignition key is first turned on. The EEC-IV processor turns the bulb off as soon as it receives the PIP (cranking) signal.

B. System Not OK
If the Malfunction Indicator Lamp (MIL) should remain on after the vehicle has started, run Quick Test and has had service any DTC's. If Self-Test has pass DTC's, the (MIL) is always on, and the vehicle has no drive symptoms, go to "Section 2A"

If the MIL never comes on, go to "Section 2A".

If the vehicle is a no start, go to Pinpoint Test Step

NOTE:
When in Self-Test the MIL is not limited to Continuous Memory Codes and will also flash other DTC's. Also, Continuous Memory Codes are erased from Continuous Memory if the original fault has not occurred in the last 80 warm-up cycles (40 cycles on some applications).



Hope this helps.

Aug 14, 2011 | 1991 Ford F150

1 Answer

Need fireing order and start point on dis


Few engine sizes there...

1986 Ford Thunderbird 2.3 liter SOHC Turbo L4

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1986 Ford Thunderbird 5.0 liter V-8

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1986 Ford Thunderbird 3.8 liter V-6 VIN "3" (click over pic for zoom)

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Hope this helps (remember to rate and comment this answer).

Apr 16, 2011 | 1986 Ford Thunderbird

1 Answer

Hey there,i have a 1991 msuatng LX with the 2.3L ho engine running an 8 plug head. it sounds like i may have a misfire of some sort or my timing may be out but im not sure how to tell, could someone give...


Insert each wire on the proper terminal of the ignition coil. Ensure that the coil boots are fully seated and both locking tabs are engaged. The terminals are identified on the ignition coils. Install wires as shown in the illustration. The 2.3L firing order is 1-3-4-2 for both ignition coil assemblies.

Distributorless Ignition System In the distributorless ignition system (DIS), all engine timing and spark distribution is handled electronically with no moving parts. This system has fewer parts that require replacement and provides a more accurately timed spark. During basic operation, the EEC-IV determines the ignition timing required by the engine and a DIS module determines which ignition coil to fire.

Components
The distributorless ignition system (DIS) for the 2.3L twin spark plug engine consists of the following components:
  • Crankshaft timing sensor
  • DIS module
  • Two ignition coil packs
  • Spark angle portion of EEC-IV
Crankshaft Timing Sensor
The crankshaft timing sensor is a dual hall effect magnetic switch, which is actuated by the dual vane cup on the crankshaft pulley hub assembly. This sensor generates two separate signals, PIP (profile ignition pick-up) and CID (cylinder identification). The PIP signal provides base timing and RPM information, while the CID signal is used to synchronize the ignition coils. Initial timing (base timing) is set at 10 degrees BTDC and is not adjustable. Ignition Coil Packs
Two ignition coil packs are used for the 2.3L dual plug engine. The two ignition coil packs are triggered by the DIS module and are timed by the EEC-IV. Each coil pack contains two separate ignition coils for a total of four ignition coils. Each ignition coil fires two spark plugs simultaneously, one spark plug on the compression stroke and one on the exhaust stroke. The spark plug fired on the exhaust stroke uses very little of the ignition coils, stored energy, and the majority of the ignition coils, energy is used by the spark plug on the compression stroke. Since these two spark plugs are connected in series, the firing voltage of one spark plug will be negative with respect to ground, while the other will be positive with respect to ground. Refer to thePowertrain Control/Emissions Diagnosis Manual for additional information on spark plug polarity. DIS Module
The main function of the DIS module is to switch between ignition coils and trigger the coils to spark. The DIS ignition module receives the PIP and CID signals from the crankshaft timing sensor, and the SPOUT (spark out) signal from the EEC-IV module. During normal operation, PIP is passed on to the EEC-IV module and provides base timing and RPM information. The CID signal provides the DIS ignition module with the information required to switch between the coils for cylinders 1 and 4 and the coils for cylinders 2 and 3. The SPOUT signal (from the EEC-IV) contains the optimum spark timing and dwell time information. The dwell time is controlled or varied by varying the duty cycle (duration) of the SPOUT signal. This feature is called CCD (computer controlled dwell). Therefore, with the proper inputs of PIP, CID and SPOUT the DIS ignition module turns the ignition coils on and off in the proper sequence for spark control. CID is also sent to the EEC-IV micro-processor to allow for Bank to Bank fuel control. Failure Mode Effects Management
During some DIS system faults, the Failure Mode Effects Management (FMEM) portion of the DIS ignition module will maintain vehicle operation. If the DIS ignition module does not receive the SPOUT input, it will automatically turn the ignition coils on and off using the PIP signal. However, this will result in fixed spark timing (ten degrees BTDC) and a fixed dwell time (no CCD). If the DIS ignition module does not receive the CID input during engine cranking, random coil synchronization will be attempted by the module. Therefore, several start attempts (cycling the ignition from OFF to START) may be required to start the engine. If the DIS module loses CID input while engine is running, the module will remember the proper firing sequence and continue to fire to maintain engine operation. Dual Plug Inhibit
Dual Plug Inhibit (DPI) is a function of the EEC-IV that is only used when the vehicle is being started at temperatures -7° C (20° F) and below. During engine cranking, the EEC-IV will only fire the spark plugs on the right hand side of the engine. When the engine has started, the EEC-IV will send a signal to the DIS module to start normal dual plug operation. Ignition Diagnostic Monitor
The Ignition Diagnostic Monitor (IDM) is a function of the DIS module. The DIS module sends information on system failures to the EEC-IV which stores the information for diagnostic self test. The IDM signal also is used to drive the vehicle instrument tachometer, and test tachometer for system

Nov 19, 2010 | 1991 Ford Mustang

1 Answer

1996 FORD EXPLORER , MISS FIRE ON CYL # 2, 1ST REPLACED PLUGS AND WIRES, THEN THE COIL PACK AND LAST THE FUEL INJECTOR BUT PROBLEM STILL THERE, ANY HELP WOULD BE GREAT


OK,
Have you tried the following:


Ignition Control Module (ICM) REMOVAL & INSTALLATION NOTE: Only the EEC-IV ignition systems use an external ICM. EEC-V systems have incorperated the ICM into the Power Control Module (PCM).
  1. Disconnect the negative battery cable.
  2. Detach the wiring harness connector(s) from the ICM.
  3. Remove the mounting bolts, then remove the ICM. To install:
  4. Position the ICM onto the inner fender apron and install the mounting bolts. Tighten the bolts to 22–31 inch lbs (2.5–3.5 Nm).
  5. Attach the wiring harness connector(s) to the ICM.
  6. Connect the negative battery cable. Fig. 1: Ignition control module and mounting location on the 2.3L, 2.5L engine 89682g32.gif
    Fig. 2: Ignition control module used on all EEC-IV systems except the 2.3L engine 89682g33.gif
    Fig. 3: Ignition control module mounting on all EEC-IV systems except the 2.3L engine 89682g34.gif
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Jul 11, 2010 | 1996 Ford Explorer

1 Answer

Ford EEC-IV Ignition Problem


if you have a set of noid lights check for injector pulse if you do not have pulse and no spark you have a bad pick up (hall effect sensor) inside the distributor this also would account for your prior problem with your timing because this pick- up (hall effect sensor) if it starts to short internally can effect ignition timing and missfires and also for the voltage changes

May 31, 2009 | 1986 Ford Thunderbird

2 Answers

1988 Ford Ranger 2.9 V-6


try simple fuel pump relay maybe shot.

Sep 04, 2008 | 1986 Ford Bronco

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