Switch off and back on,make sure the simcard is in place, might moved when you dropped the phone, if this is not helpfull try to reset the settings. remember to back up your data first!
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Possibly bad ground connection - G100
In back of the right headlamp on the frame. Headlamps, turn signals, parking lamp for the right all ground at that point. Corrosion in the wire, broken park lamp wire.
Headlamps, turn signals, parking lamp all have their own ground wire that connects at that point.
Hooking up a professional grade scan tool an check for DTC'S - diagnostic trouble codes in the BCM - body control module may point in a diagnostic direction.
DTC B3949: Right Front Turn Signal
Right Front Park/Turn Signal Inoperative
Circuit/System Description
The Body Control Module (BCM) controls the turn signals based on an input from the turn signal switch, part of the multifunction turn signal lever. The BCM receives an input from one of two signal circuits to determine which turn signal function is requested. When the turn signal lever is placed in the LEFT position, the left turn signal switch signal circuit is grounded indicating that left turn signal operation is requested. When the turn signal lever is placed in the RIGHT position, the right turn signal switch signal circuit is grounded indicating that right turn signal operation is requested.
When a turn signal input is received from the turn signal switch, the BCM will activate the appropriate turn signals. The BCM pulses voltage to the applicable turn signals via the turn signal lamp supply voltage circuits, illuminating the required turn signal lamps.
B3949
A short to voltage, short to ground, or an open/high resistance is seen on the right front turn signal lamp supply voltage circuit.
You know how to test electrical circuits? Using voltage drop.
Your problem is not a fuse if just the right front isn't working , same for all indicators .
Turn Signal Lamps
The TURN fuse in the fuse block - I/P provides ignition positive voltage to the turn signal relay. The turn signal lamps may only be activated with the ignition switch in the ON position. When the turn signal switch is placed in either the left or right position, current flow is from the turn signal relay output to the turn signal switch assembly. The turn signal relay sends an ON-OFF voltage signal to either the left or right turn signals and their instrument panel cluster (IPC) indicator through the turn signal switch.
an it's not a bad relay , if there is no B+ voltage at the lamp you have an open circuit . You would need a wiring diagram to test circuit from turn lamp back to source voltage to find open . free wiring diagrams at www.bbbind.com . video on youtube testing voltage drop Mastering Voltage Drop Testing with Pete Meier and Jerry Truglia
regarding the p0121 -
The powertrain control module (PCM) supplies a 5 Volt reference signal to the throttle position sensor (TPS) and usually a ground also. A general measurement is: at idle = .5 Volts; full throttle = 4.5 Volts. If the PCM detects that the throttle angle is greater or less than it should be for a specific RPM, it will set this code.
Possible solutions
1. If you have access to a scan tool, see what the idle and WOT (wide open throttle) readings are for the TPS. Check if they're close to the specifications mentioned above. If not, then replace the TPS and re-check.
2. Check for an intermittent open or short in the TPS signal. To do that, you can't use a scan tool. You'll need an oscilliscope. The reason is because scan tools take samplings of many different readings over just one or two data lines and can miss an intermittent drop out. Hook up your oscilliscope and watch the signal. It should sweep up and down smoothly with no drop outs or spikes.
3. If no problems were noticed, perform a wiggle test. Do this by wiggling the connector and harness while watching the pattern. Does it drop out? If so, replace TPS and re-check.
4. If you have no TPS signal, check for 5 Volt reference at the connector. If it's present, check the ground circuit for open or shorts.
5. Make sure the signal circuit isn't 12V. It should never have battery voltage. If it does, trace circuit for short to voltage and repair.
6. Look for any water in the connector and replace TPS as necessary.
reference: http://www.obd-codes.com/p0121
refer
Possible causes
- Low or no fuel
- High fuel pressure
- Low fuel pressure
- Faulty Rail Pressure (FRP) Sensor
- FRP harness is open or shorted
- FRP circuit poor electrical connection
- Faulty Fuel Pump
- Vacuum leaks
P0191 Ford - Fuel Rail Pressure Sensor Circuit Range/Performance
P0191 Ford Description
The Fuel Rail Pressure (FRP) sensor is a diaphragm strain gauge device in which resistance changes with pressure. The electrical resistance of a strain gauge increases as pressure increases, and the resistance decreases as the pressure decreases. The varying resistance affects the voltage drop across the sensor terminals and provides electrical signal to the Powertrain Control Module (PCM) corresponding to pressure.
Strain gauge type sensors are consider passive sensors. A passive sensor is connected to a voltage divider network so that varying the resistance of the passive sensor causes a variation in total current flow.
Voltage that is dropped across a fixed resistor in series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.
The FRP sensor measures the pressure of the fuel near the fuel injectors. This signal is used by the PCM to adjust the fuel injector pulse width and meter fuel to each combustion cylinder.
The two codes are both about the fuel rail pressure sensor. I would check fuel pressure with a gauge first. If pressure is low try the fuel filter before anything else.
P0193 FORD Description
The Fuel Rail Pressure (FRP) sensor is a diaphragm strain gauge
device in which resistance changes with pressure. The electrical
resistance of a strain gauge increases as pressure increases, and the
resistance decreases as the pressure decreases. The varying resistance
affects the voltage drop across the sensor terminals and provides
electrical signal to the Powertrain Control Module (PCM) corresponding to pressure.
Strain
gauge type sensors are consider passive sensors. A passive sensor is
connected to a voltage divider network so that varying the resistance of
the passive sensor causes a variation in total current flow.
Voltage that is dropped across a fixed resistor in series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.
The FRP sensor measures the pressure of the fuel near the fuel injectors. This signal is used by the PCM to adjust the fuel injector pulse width and meter fuel to each combustion cylinder. Read more: http://engine-codes.com/p0193_ford.html#ixzz21vmKrzhU
- High fuel pressure
- Low fuel pressure
- Damaged FRP sensor
- Excessive resistance in the circuit
- Low or no fuel
- Wiring harness connector of the fuel pressure sensor
- Fuel Rail Pressure Sensor
- Fuel
- Vacuum leaks
The Fuel Rail Pressure (FRP) sensor is a diaphragm strain gauge device
in which resistance changes with pressure. The electrical resistance of a
strain gauge increases as pressure increases, and the resistance
decreases as the pressure decreases. The varying resistance affects the
voltage drop across the sensor terminals and provides electrical signal
to the Powertrain Control Module (PCM) corresponding to pressure.
Strain gauge type sensors are consider passive sensors. A passive sensor
is connected to a voltage divider network so that varying the
resistance of the passive sensor causes a variation in total current
flow.
Voltage that is dropped across a fixed resistor in series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.
The FRP sensor measures the pressure of the fuel near the fuel injectors. This signal is used by the PCM to adjust the fuel injector pulse width and meter fuel to each combustion cylinder.
the solution:
1. If you have access to a scan tool, see what the idle and WOT (wide open throttle) readings are for the TPS. Check if they're close to the specifications mentioned above. If not, then replace the TPS and re-check.
2. Check for an intermittent open or short in the TPS signal. To do that, you can't use a scan tool. You'll need an oscilliscope. The reason is because scan tools take samplings of many different readings over just one or two data lines and can miss an intermittent drop out. Hook up your oscilliscope and watch the signal. It should sweep up and down smoothly with no drop outs or spikes.
3. If no problems were noticed, perform a wiggle test. Do this by wiggling the connector and harness while watching the pattern. Does it drop out? If so, replace TPS and re-check.
4. If you have no TPS signal, check for 5 Volt reference at the connector. If it's present, check the ground circuit for open or shorts.
5. Make sure the signal circuit isn't 12V. It should never have battery voltage. If it does, trace circuit for short to voltage and repair.
6. Look for any water in the connector and replace TPS as necessary.
Technical Description:
EVAP Control System Canister Vent Solenoid Circuit Malfunction
The EVAP system monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by PCM command.
Symptoms: You will likely not notice any drivability problems.
Causes: A code P1451 may mean that one or more of the following has happened:
*VPWR circuit open *Damaged canister vent solenoid *Canister vent solenoid circuit open or shorted to ground, power, etc. *Damaged Powertrain Control Module (PCM) *Possible SolutionsVerify canister vent solenoid - To verify normal functioning, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage (PCM control side).With the valve open, EVAPCV indicates 0% duty cycle and a voltage approximately equal to battery voltage. When the valve is commanded fully closed, EVAPCV indicates 100% duty cycle, and a minimum voltage drop of 4 volts is normal. Output test mode may be used to switch output on/off to verify function. *Replace canister vent solenoid
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I've noticed the same problem with my 2001 Ford Exployer Sport Trac. When my girlfriend drives my truck she raises the steering column, and when I'm driving, I lower the column. I noticed when I was driving recently the left front turn signal kept flashing quickly, thought it was the bulb, but changed and still happening. Today I took apart the steering column cover and noticed the wiring for the turn signals and hazards were loose. To fix this problem I pulled the wires out of column more as to not stress the connection. So far this has fixed the problem.
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