Question about Dewalt D55153R Reconditioned 1.1 HP Continuous 4 Gallon Electric Hand Carry Compressor

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How to test a pressure sensor switch on a air compressor

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Hi, W/D here.

To accurately test a switch, it has to be removed from the compressor and tested by raising the pressure and lowering it with air supplied from a known, good regulator. The trip pressures are then noted and adjusted.
The quick and dirty way of "getting close enough" is a little different. Start the compressor, and when it gets to your desired cutoff pressure, pull the plug. Adjust the HP spring untill the contacts trip out. Now, with the compressor still unplugged, drain the pressure off of the tank until you reach your desired cut in pressure, and close the valve. Adjust either the LP cut in or the differential pressure adjustment to set the cut in pressure. The contacts will pull in. If you adjust the cut in pressure with the diff pressure setting, the cut out pressure has to be challenged and set again. Whichever method you follow, you always need to check the upper and lower settings after each adjustment.
Best regards, --W/D--

Posted on Aug 13, 2009

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Posted on Jan 02, 2017

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AC compressor


Who checked it ? Was it the dealer or a qualified repair shop ? You need to know how it works to test the system . Pressing the A/C button enables the HVAC control module to request A/C compressor engagement and turn ON the A/C button LED. The HVAC control module sends a class 2 message to the PCM for A/C compressor engagement. The PCM will provide a ground for the A/C compressor relay enabling it to close its internal contacts to send battery voltage to the A/C compressor clutch coil. The A/C compressor diode will prevent a voltage spike, resulting from the collapse of the magnetic field of the coil, from entering the vehicle electrical system when the compressor is disengaged. Defrost and Defog mode selections will request A/C operation but not turn ON the A/C LED.
The following conditions must be met in order for the A/C compressor clutch to turn ON:
?€¢
Ambient air temperature above 1?°C (35?°F).


?€¢
A/C low pressure switch signal circuit is grounded.


?€¢
A/C refrigerant pressure sensor parameter is less than 2413 kPa (350 psi).


?€¢
A/C compressor temperature switch contacts are closed.


?€¢
PCM receives an A/C request from the HVAC control module.


?€¢
Engine coolant temperature (ECT) is less than 123?°C (253?°F).


This all happens if the PCM sees the right voltage from low & high pressure switches . Plus the fact that you say the compressor comes on when cold, then shuts off 5 min. down the road . Just off the top of my head I'd say you have a pressure switch problem. Possible
A/C Refrigerant Pressure Sensor The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts. The PCM converts the voltage signal to a pressure value.
The A/C refrigerant pressure sensor protects the A/C system from operating when an excessively high pressure condition exists. The powertrain control module (PCM) disables the compressor clutch if the A/C pressure is more than 2413 kPa (350 psi). The clutch will be enabled after the pressure decreases to less than 1578 kPa (229 psi).
I would check it myself by finding the A/C compressor clutch relay in the under hood fuse / relay box an take a jumper wire an jump pin 87 & 30 sockets , where the relay plugs into the fuse box . If the clutch engages that part is good an there is a control problem ,not the compressor . If you pull the relay out of the fuse box an look on the bottom you should see four set of numbers , 87- 30 & 85 -86 .May have a fifth one 87a , don't worry about that one . There also be a diagram on the side of the relay . You can find videos on you tube testing relays . I would have it checked at another place too ,
I would

Jun 03, 2016 | GMC 2003 Envoy SLE

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Ford OBD-II Trouble Codes


P1000 OBD-II Monitor Testing Incomplete<br />P1001 KOER Test Cannot Be Completed<br />P1039 Vehicle Speed Signal Missing or Improper<br />P1051 Brake Switch Signal Missing or Improper<br />P1100 Mass Air Flow Sensor Intermittent<br />P1101 Mass Air Flow Sensor out of Self-Test Range<br />P1112 Intake Air Temperature Sensor Intermittent<br />P1116 Engine Coolant Temperature Sensor is out of Self-Test Range<br />P1117 Engine Coolant Temperature Sensor Intermittent<br />P1120 Throttle Position Sensor out of range<br />P1121 Throttle Position Sensor Inconsistent with Mass Air Flow Sensor<br />P1124 Throttle Position Sensor out of Self-Test Range<br />P1125 Throttle Position Sensor Intermittent<br />P1127 Heated Oxygen Sensor Heater not on During KOER Test<br />P1128 Heated Oxygen Sensor Signals reversed<br />P1129 Heated Oxygen Sensor Signals reversed<br />P1130 Lack of Upstream Heated Oxygen Sensor Switch - Adaptive Fuel Limit - Bank No. 1<br />P1131 Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 1<br />P1132 Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 1<br />P1135 Ignition Switch Signal Missing or Improper<br />P1137 Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 1<br />P1138 Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 1<br />P1150 Lack of Upstream Heated Oxygen Sensor Switch - Adaptive Fuel Limit - Bank No. 2<br />P1151 Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 2<br />P1152 Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 2<br />P1157 Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 2<br />P1158 Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 2<br />P1220 Series Throttle Control fault<br />P1224 Throttle Position Sensor B out of Self-Test Range<br />P1230 Open Power to Fuel Pump circuit<br />P1231 High Speed Fuel Pump Relay activated<br />P1232 Low Speed Fuel Pump Primary circuit failure<br />P1233 Fuel Pump Driver Module off-line<br />P1234 Fuel Pump Driver Module off-line<br />P1235 Fuel Pump Control out of range<br />P1236 Fuel Pump Control out of range<br />P1237 Fuel Pump Secondary circuit fault<br />P1238 Fuel Pump Secondary circuit fault<br />P1250 Lack of Power to FPRC Solenoid<br />P1260 Theft Detected - Engine Disabled<br />P1270 Engine RPM or Vehicle Speed Limiter Reached<br />P1288 Cylinder Head Temperature Sensor out of Self-Test Range<br />P1289 Cylinder Head Temperature Sensor Signal Greater Than Self-Test Range<br />P1290 Cylinder Head Temperature Sensor Signal Less Than Self-Test Range<br />P1299 Cylinder Head Temperature Sensor Detected Engine Overheating Condition<br />P1309 Misfire Detection Monitor not enabled<br />P1351 Ignition Diagnostic Monitor circuit Input fault<br />P1352 Ignition Coil A - Primary circuit fault<br />P1353 Ignition Coil B - Primary circuit fault<br />P1354 Ignition Coil C - Primary circuit fault<br />P1355 Ignition Coil D - Primary circuit fault<br />P1356 Loss of Ignition Diagnostic Module Input to PCM<br />P1358 Ignition Diagnostic Monitor Signal out of Self-Test Range<br />P1359 Spark Output circuit fault<br />P1364 Ignition Coil Primary circuit fault<br />P1380 VCT Solenoid Valve circuit Short or Open<br />P1381 Cam Timing Advance is excessive<br />P1383 Cam Timing Advance is excessive<br />P1390 Octane Adjust out of Self-Test Range<br />P1400 Differential Pressure Feedback Electronic Sensor circuit Low Voltage<br />P1401 Differential Pressure Feedback Electronic Sensor circuit High Voltage<br />P1403 Differential Pressure Feedback Electronic Sensor Hoses Reversed<br />P1405 Differential Pressure Feedback Electronic Sensor circuit Upstream Hose<br />P1406 Differential Pressure Feedback Electronic Sensor circuit Downstream Hose<br />P1407 EGR No Flow Detected<br />P1408 EGR Flow out of Self-Test Range<br />P1409? EGR Vacuum Regulator circuit malfunction<br />P1409? Electronic Vacuum Regulator Control circuit fault<br />P1410 EGR Barometric Pressure Sensor VREF Voltage<br />P1411 Secondary Air is not being diverted<br />P1413 Secondary Air Injection System Monitor circuit Low Voltage<br />P1414 Secondary Air Injection System Monitor circuit High Voltage<br />P1442 Secondary Air Injection System Monitor circuit High Voltage<br />P1443 Evaporative Emission Control System - Vacuum System - Purge Control Solenoid or Purge Control Valve fault<br />P1444 Purge Flow Sensor circuit Input Low<br />P1445 Purge Flow Sensor circuit Input High<br />P1450 Inability of Evaporative Emission Control System to Bleed Fuel Tank<br />P1451 EVAP Control System Canister Vent Solenoid Circuit Malfunction<br />P1452 Inability of Evaporative Emission Control System to Bleed Fuel Tank<br />P1455 Substantial Leak or Blockage in Evaporative Emission Control System<br />P1460 Wide Open Throttle Air Conditioning Cutoff circuit malfunction<br />P1461 Air Conditioning Pressure Sensor circuit Low Input<br />P1462 Air Conditioning Pressure Sensor circuit high Input<br />P1463 Air Conditioning Pressure Sensor Insufficient Pressure change<br />P1464 ACCS to PCM High During Self-Test<br />P1469 Low Air Conditioning Cycling Period<br />P1473 Fan Secondary High with Fans Off<br />P1474 Low Fan Control Primary circuit<br />P1479 High Fan Control Primary circuit<br />P1480 Fan Secondary Low with Low Fans On<br />P1481 Fan Secondary Low with High Fans On<br />P1483 Power to Cooling Fan Exceeded Normal Draw<br />P1484 Variable Load Control Module Pin 1 Open<br />P1500 Vehicle Speed Sensor Intermittent<br />P1501 Programmable Speedometer & Odometer Module/Vehicle Speed Sensor Intermittent circuit-failure<br />P1502 Invalid or Missing Vehicle Speed Message or Brake Data<br />P1504 Intake Air Control circuit malfunction<br />P1505 Idle Air Control System at Adaptive Clip<br />P1506 Idle Air Control Over Speed Error<br />P1507 Idle Air Control Under Speed Error<br />P1512 Intake Manifold Runner Control Stuck Closed<br />P1513 Intake Manifold Runner Control Stuck Closed<br />P1516 Intake Manifold Runner Control Input Error<br />P1517 Intake Manifold Runner Control Input Error<br />P1518 Intake Manifold Runner Control fault - Stuck Open<br />P1519? Intake Manifold Runner Control Stuck Open<br />P1520? Intake Manifold Runner Control circuit fault<br />P1519? Intake Manifold Runner Control fault - Stuck Closed<br />P1520? Intake Manifold Runner Control fault<br />P1530 Open or Short to A/C Compressor Clutch circuit<br />P1537 Intake Manifold Runner Control Stuck Open<br />P1538 Intake Manifold Runner Control Stuck Open<br />P1539 Power to A/C Compressor Clutch circuit Exceeded Normal Current Draw<br />P1549 Intake Manifold Temperature Valve Vacuum Actuator Connection<br />P1550 Power Steering Pressure Sensor out of Self-Test Range<br />P1605 PCM Keep Alive Memory Test Error<br />P1625 Voltage to Vehicle Load Control Module Fan circuit not detected<br />P1626 Voltage to Vehicle Load Control Module circuit not detected<br />P1650 Power Steering Pressure Switch out of Self-Test Range<br />P1651 Power Steering Pressure Switch Input fault<br />P1700 Transmission system problems<br />P1701 Reverse Engagement Error<br />P1702 Transmission system problems<br />P1703 Brake On/Off Switch out of Self-Test Range<br />P1704 Transmission system problems<br />P1705 Manual Lever Position Sensor out of Self-Test Range<br />P1709 Park or Neutral Position Switch out of Self-Test Range<br />P1710 Transmission system problems<br />P1711 Transmission Fluid Temperature Sensor out of Self-Test Range<br />P1713<br />thru<br />P172 Transmission system problems<br />P1729 4x4 Low Switch Error<br />P1740 Transmission system problems<br />P1741 Torque Converter Clutch Control Error<br />P1742 Torque Converter Clutch Solenoid Faulty<br />P1743 Torque Converter Clutch Solenoid Faulty<br />P1744 Torque Converter Clutch System Stuck in Off Position<br />P1745 Transmission system problems<br />P1746 Electronic Pressure Control Solenoid - Open circuit<br />P1747 Electronic Pressure Control Solenoid - Short circuit<br />P1749 Electronic Pressure Control Solenoid Failed Low<br />P1751 Shift Solenoid No. 1 Performance<br />P1754 Coast Clutch Solenoid circuit malfunction<br />P1756 Shift Solenoid No. 2 Performance<br />P1760 Transmission system problems<br />P1761 Shift Solenoid No. 3 Performance<br />P1762 Transmission system problems<br />P1767 Transmission system problems<br />P1780 Transmission Control Switch circuit is out of Self-Test Range<br />P1781 4x4 Low Switch is out of Self-Test Range<br />P1783 Transmission Over-Temperature Condition<br />P1784 Transmission system problems<br />P1785 Transmission system problems<br />P1786 Transmission system problems<br />P1787 Transmission system problems<br />P1788 Transmission system problems<br />P1789 Transmission system problems<br />P1900 Transmission system problems

on May 23, 2011 | Ford F Cars & Trucks

2 Answers

I have a 99 expedition, air ride suspension went out. Changed the air compressor and still will not air up. Checked the relay and seems to be working. One other time this happened and friend changed a...


Your best bet take it an have it diagnosed ! This is computer controlled an may have DTC'S - diagnostic trouble codes stored !
C1724 Air Suspension Height Sensor Power Circuit Failure Air Suspension Control Module GO to Pinpoint Test F . C1726 Air Suspension Rear Pneumatic Failure Air Suspension Control Module GO to Pinpoint Test G . C1760 Air Suspension Rear Height Sensor High Signal Circuit Failure Air Suspension Control Module GO to Pinpoint Test H . C1770 Air Suspension Vent Solenoid Output Circuit Failure Air Suspension Control Module GO to Pinpoint Test I . C1790 Air Suspension LR Air Spring Solenoid Output Circuit Failure Air Suspension Control Module GO to Pinpoint Test J . C1795 Air Suspension RR Air Spring Solenoid Output Circuit Failure Air Suspension Control Module GO to Pinpoint Test K . C1830 Air Suspension Compressor Relay Circuit Failure Air Suspension Control Module GO to Pinpoint Test L
Symptom Chart Condition Possible Sources Action
  • No communication with the air suspension control module
  • CJB Fuse 4 (15A), 6 (5A) and 20 (5A).
  • Circuitry.
  • Air suspension control module.
  • Air suspension switch.
  • GO to Pinpoint Test A .

You replaced a part that you probably didn't need !
  • The compressor is inoperative
  • BJB Fuse 109 (50A).
  • Air compressor assembly.
  • Circuitry.
  • Air suspension relay.
  • GO to Pinpoint Test Q .

There is a lot to this system an guessing as to what the problem is ,isn't the way to fix it.
Measure the voltage between air compressor relay C1000 Pin A, Circuit 1053 (LB/PK), harness side and ground.
  • Is the voltage greater than 10 volts?
Yes GO to Q3 .

No REPAIR the circuit. CLEAR the DTCs. REPEAT the self-test.
Measure the resistance between air compressor C1000 Pin B, Circuit 538 (GY/RD), harness side and air compressor assembly C194M Pin 4, Circuit 538 (GY/RD), harness side.
  • Is the resistance less than 5 ohms?
Yes GO to Q4 .

No REPAIR the circuit. CLEAR the DTCs. REPEAT the self-test.
Air Suspension Height Sensor
One air suspension height sensor is mounted on the vehicle. The air suspension height sensor sends a voltage signal to the air suspension control module. The output ranges from approximately 4.75 volts at minimum height (when the vehicle is low or in full jounce), to 0.25 volts at maximum height (when the vehicle is high or in full rebound). The air suspension height sensor has a useable range of 80 mm (3.2 in) compared to total suspension travel of 200-250 mm (8 to 10 in) at the wheel. Therefore, the air suspension height sensor is mounted to the suspension at a point where full rear suspension travel at the wheel is relative to 80 mm (3.2 in) of travel at the air suspension height sensor. The air suspension height sensor is attached between the No. 5 frame crossmember (upper socket) and the panhard rod (lower socket). Replace the air suspension height sensor as a unit.
When the air suspension height sensor indicates that the rear of the vehicle is lower than trim under normal driving conditions, the air compressor will turn on and pump compressed air to the air springs. When the sensor indicates that the rear of the vehicle is raised above trim under normal driving conditions, this will cause the air to be vented from the air springs to lower the vehicle back to its trim height level.
Compressor Relay
The compressor relay is energized by the air suspension control module to allow high current to flow from the battery to the compressor motor.
  • A solid state relay is used in the air suspension system for air compressor control. The relay incorporates a custom power metal oxide semi-conductor field effect transistor (MOSFET) and ceramic hybrid circuitry. The relay switches high current loads in response to low power signals and is controlled by the logic of the air suspension control module.
  • Air Suspension Control Module
    NOTE: The 4WAS air suspension control module is used for the RAS system. The internal processor recognizes external circuitry to determine if it is installed in a 4WAS or a RAS equipped vehicle.
    NOTE: The air suspension control module is calibrated with information from the air suspension height sensor. A new or exchanged air suspension control module requires a ride height adjustment calibration process to be performed.
    The air suspension control module controls the air compressor motor (through a solid state relay), and the air spring solenoids. The air suspension control module also provides power to the air suspension height sensor. The air suspension control module controls vehicle height adjustments by monitoring the air suspension height sensor, vehicle speed, a steering sensor, acceleration input, the door ajar signal, transfer case signals, and the brake pedal position (BPP) switch. The air suspension control module also conducts all fail-safe and diagnostic strategies and contains self-test and communication software for testing the vehicle and related components.
    The air suspension control module monitors and controls the air suspension system through a 32-pin two-way connector. The air suspension control module is keyed so that the air suspension control module cannot be plugged into an incorrect harness. There are two sides of the harness connection to the air suspension control module. Each is uniquely colored and keyed to prevent reversing the connections.

Jun 09, 2017 | 2000 Ford Expedition

1 Answer

Need codes for UBD2 reader


Try these.
P1000OBD-II Monitor Testing Incomplete
P1001KOER Test Cannot Be Completed
P1039Vehicle Speed Signal Missing or Improper
P1051Brake Switch Signal Missing or Improper
P1100Mass Air Flow Sensor Intermittent
P1101Mass Air Flow Sensor out of Self-Test Range
P1112Intake Air Temperature Sensor Intermittent
P1114Intake Air Temperature 2 Circuit Low Input
P1115Intake Air Temperature 2 Circuit High Input
P1116Engine Coolant Temperature Sensor is out of Self-Test Range
P1117Engine Coolant Temperature Sensor Intermittent
P1120Throttle Position Sensor out of range
P1121Throttle Position Sensor Inconsistent with Mass Air Flow Sensor
P1124Throttle Position Sensor out of Self-Test Range
P1125Throttle Position Sensor Intermittent
P1127Heated Oxygen Sensor Heater not on During KOER Test - Exhaust Not Warm Enough
P1129Upstream O2 Sensors Swapped Bank To Bank (HO2S-11-21)
P1130Lack of Upstream Heated Oxygen Sensor Switch - Adaptive Fuel Limit - Bank No. 1
P1131Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 1
P1132Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 1
P1135Ignition Switch Signal Missing or Improper
P1137Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 1
P1138Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 1
P1150Lack of Upstream Heated Oxygen Sensor Switch - Adaptive Fuel Limit - Bank No. 2
P1151Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 2
P1152Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 2
P1157Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank No. 2
P1158Lack of Downstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank No. 2
P1168FRP Sensor In Range But Low
P1169FRP Sensor In Range But High
P1180Fuel Delivery System Low
P1181Fuel Delivery System High
P1183EOT Sensor Circuit Malfunction
P1184EOT Sensor Out Of Range
P1220Series Throttle Control fault
P1224Throttle Position Sensor B out of Self-Test Range
P1229Supercharger Intercooler Pump Not Working
P1230Open Power to Fuel Pump circuit
P1231High Speed Fuel Pump Relay activated
P1232Low Speed Fuel Pump Primary circuit failure
P1233Fuel Pump Driver Module off-line
P1234Fuel Pump Driver Module off-line
P1235Fuel Pump Control out of range
P1236Fuel Pump Control out of range
P1237Fuel Pump Secondary circuit fault
P1238Fuel Pump Secondary circuit fault
P1244Generator Load Input Low
P1245Generator Load Input High
P1246Generator Load Input Failed
P1250Lack of Power to FPRC Solenoid
P1260Theft Detected - Engine Disabled
P1270Engine RPM or Vehicle Speed Limiter Reached
P1285Cylinder Head Over Temperature Sensed
P1288Cylinder Head Temperature Sensor out of Self-Test Range
P1289Cylinder Head Temperature Sensor Signal Greater Than Self-Test Range
P1290Cylinder Head Temperature Sensor Signal Less Than Self-Test Range
P1299Cylinder Head Temperature Sensor Detected Engine Overheating Condition
P1309Misfire Detection Monitor not enabled
P1336CKP and/or CMP Input Signal to PCM Concerns
P1351Ignition Diagnostic Monitor circuit Input fault
P1352Ignition Coil A - Primary circuit fault
P1353Ignition Coil B - Primary circuit fault
P1354Ignition Coil C - Primary circuit fault
P1355Ignition Coil D - Primary circuit fault
P1356Loss of Ignition Diagnostic Module Input to PCM
P1358Ignition Diagnostic Monitor Signal out of Self-Test Range
P1359Spark Output circuit fault
P1364Ignition Coil Primary circuit fault
P1380Variable Cam Timing Solenoid A Circuit Malfunction
P1381Variable Cam Timing Over-advanced (Bank 1)
P1383Variable Cam Timing Over-retarded (Bank 1)
P1390Octane Adjust out of Self-Test Range
P1400Differential Pressure Feedback Electronic Sensor circuit Low Voltage
P1401Differential Pressure Feedback Electronic Sensor circuit High Voltage
P1403Differential Pressure Feedback Electronic Sensor Hoses Reversed
P1405Differential Pressure Feedback Electronic Sensor circuit Upstream Hose
P1406Differential Pressure Feedback Electronic Sensor circuit Downstream Hose
P1407EGR No Flow Detected
P1408EGR Flow out of Self-Test Range
P1409EGR Vacuum Regulator circuit malfunction
P1410EGR Barometric Pressure Sensor VREF Voltage
P1411Secondary Air is not being diverted
P1413Secondary Air Injection System Monitor circuit Low Voltage
P1414Secondary Air Injection System Monitor circuit High Voltage
P1432THTRC Circuit Failure
P1436A/C Evaporator Temperature Circuit Low Input
P1437A/C Evaporator Temperature Circuit High Input
P1442Secondary Air Injection System Monitor circuit High Voltage
P1443Evaporative Emission Control System - Vacuum System - Purge Control Solenoid or Purge Control Valve fault
P1444Purge Flow Sensor circuit Input Low
P1445Purge Flow Sensor circuit Input High
P1450Inability of Evaporative Emission Control System to Bleed Fuel Tank
P1451EVAP Control System Canister Vent Solenoid Circuit Malfunction
P1452Inability of Evaporative Emission Control System to Bleed Fuel Tank
P1455Substantial Leak or Blockage in Evaporative Emission Control System
P1460Wide Open Throttle Air Conditioning Cutoff circuit malfunction
P1461Air Conditioning Pressure Sensor circuit Low Input
P1462Air Conditioning Pressure Sensor circuit high Input
P1463Air Conditioning Pressure Sensor Insufficient Pressure change
P1464ACCS to PCM High During Self-Test
P1469Low Air Conditioning Cycling Period
P1473Fan Secondary High with Fans Off
P1474Low Fan Control Primary circuit
P1477MFC Primary Circuit Failure
P1479High Fan Control Primary circuit
P1480Fan Secondary Low with Low Fans On
P1481Fan Secondary Low with High Fans On
P1483Power to Cooling Fan Exceeded Normal Draw
P1484Variable Load Control Module Pin 1 Open
P1500Vehicle Speed Sensor (VSS) Intermittent
P1501Programmable Speedometer & Odometer Module/Vehicle Speed Sensor (VSS) Intermittent circuit-failure
P1502Invalid or Missing Vehicle Speed Message or Brake Data
P1504Intake Air Control circuit malfunction
P1505Idle Air Control System at Adaptive Clip
P1506Idle Air Control Over Speed Error
P1507Idle Air Control Under Speed Error
P1512Intake Manifold Runner Control Stuck Closed
P1513Intake Manifold Runner Control Stuck Closed
P1516Intake Manifold Runner Control Input Error
P1517Intake Manifold Runner Control Input Error
P1518Intake Manifold Runner Control fault - Stuck Open
P1519Intake Manifold Runner Control fault - Stuck Closed
P1520Intake Manifold Runner Control circuit fault
P1530Open or Short to A/C Compressor Clutch circuit
P1537Intake Manifold Runner Control Stuck Open
P1538Intake Manifold Runner Control Stuck Open
P1539Power to A/C Compressor Clutch circuit Exceeded Normal Current Draw
P1549Intake Manifold Temperature Valve Vacuum Actuator Connection
P1550Power Steering Pressure Sensor out of Self-Test Range
P1572Brake Pedal Switch Circuit
P1605PCM Keep Alive Memory Test Error
P1625Voltage to Vehicle Load Control Module Fan circuit not detected
P1626Voltage to Vehicle Load Control Module circuit not detected
P1633Keep Alive Power Voltage Too Low
P1635Tire/Axle Out Of Acceptable Range
P1636Inductive Signiture Chip Communication Error
P1639Vehicle ID Block Not Programmed Or Corrupt
P1640DTC\'s Available In Another Module
P1650Power Steering Pressure Switch out of Self-Test Range
P1651Power Steering Pressure Switch Signal Malfunction
P1700Transmission system problems
P1701Reverse Engagement Error
P1702Transmission system problems
P1703Brake On/Off Switch out of Self-Test Range
P1704Transmission system problems
P1705Transmission Range Sensor out of Self-Test Range
P1709Park or Neutral Position Switch out of Self-Test Range
P1710Transmission system problems
P1711Transmission Fluid Temperature Sensor out of Self-Test Range
P1713Transmission system problems
P1714Transmission system problems
P1715Transmission system problems
P1716Transmission system problems
P1717Transmission system problems
P1718Transmission system problems
P1719Transmission system problems
P1720Transmission system problems
P17294x4 Low Switch Error
P1740Transmission system problems
P1741Torque Converter Clutch Control Error
P1742Torque Converter Clutch Solenoid Faulty
P1743Torque Converter Clutch Solenoid Faulty
P1744Torque Converter Clutch System Stuck in Off Position
P1745Transmission system problems
P1746Electronic Pressure Control Solenoid - Open circuit
P1747Electronic Pressure Control Solenoid - Short circuit
P1749Electronic Pressure Control Solenoid Failed Low
P1751Shift Solenoid No. 1 Performance
P1754Coast Clutch Solenoid circuit malfunction
P1756Shift Solenoid No. 2 Performance
P1760Transmission system problems
P1761Shift Solenoid No. 3 Performance
P1762Transmission system problems
P1767Transmission system problems
P1780Transmission Control Switch circuit is out of Self-Test Range
P17814x4 Low Switch is out of Self-Test Range
P1783Transmission Over-Temperature Condition
P1784Transmission system problems
P1785Transmission system problems
P1786Transmission system problems
P1787Transmission system problems
P1788Transmission system problems
P1789Transmission system problems
P1900Transmission system problems

Mar 25, 2013 | Ford Vehicle Parts & Accessories

1 Answer

Pressure switch 120 volt compressor how to bypass pressure switch


Un-plug the compressor and remove the cover to the pressure switch. Inspect wire connections for burned /discolored wires. If not burned, look for button to manually trip switch (switch has on /off lever, place in on position). Test with ohm meter for continuity. Switch is normally closed and contacts are usually visable to evaluate condition. Some compressors use a very small sealed pressure switch that is also normally closed.

Oct 25, 2012 | Campbell Hausfeld 5HP 20 Gallon Single...

1 Answer

My ac only blows hot air and wont take a charge


Quick test. Find the receiver drier there should be a sensor on it this is a pressure sensor the compressor will not cut in if low on gas cause the lubricant flows through the system with the gas. Unplug sensor & bridge the wires in the plug. With car running & A/C on your A/C clutch should now cut in. This will test the compressor & clutch but don't leave it bridged or you will destroy the compressor. Otherwise could be switch etc but start with that test. As for not accepting gas I don't know Blockage maybe? bad valve?

Jun 14, 2012 | Cars & Trucks

1 Answer

Motor "bogs down" at roughly 120 psi...almost stops


You suspect this unit as being a two stage because of the unusually high cut off pressure. It is a single stage and the motor really has a difficult task and is being pushed to the limits. to reach this pressure. We usually reset the pressure to lower setting ~~ say around 140. Your pump probably has a leaking intank check valve (brass fitting at tank) or leaking valve plate in pump. Simple tests : with pressure in tank unplug compressor from outlet and listens for air leak around pressure switch. As you unplug the running compressor from outlet you should hear air leaking from pressure switch for just a moment as air is let out of airline from pump to tank. If air leaks out till zero pressure then change the valve. If tank holds pressure then valve probably ok. Next test, with no air in tank and air filter removed, plug in compressor and feel intake port for strong suction. If the valve plate is bad, suction will decrease as pressure neers the 120 mark till the point of feeling that air is actually blowing out of intake. With good valve plate there will be strong suction untill unit reaches set pressure. If valve plate is bad also change the cylinder and piston ring. Good luck with your repair.

Jul 28, 2010 | Dewalt 2 Hp 4 GAL Air Compressor

3 Answers

Rear air suspension compressor not engaging.


what year? here's 2003 rear air only info, not 4 wheel air.

you have a fuse panel in truck and 1 under hood.




Visual Inspection Chart Mechanical Electrical
  • Restricted suspension movement
  • Excessive vehicle load
  • Cut, severed or crimped air line(s)
  • Unmounted height sensor
  • Damaged air spring(s)
  • Open fuses:
    • Central junction box (CJB) Fuse 4 (15A), 6 (5A) and 20 (5A)
    • Battery junction box (BJB) Fuse 109 (50A)
  • Loose, corroded or disconnected connectors
  • Air suspension switch is in the OFF position
  • Damaged solenoid valve(s)

  • compressor is inoperative
  • BJB Fuse 109 (50A).
  • Air compressor assembly.
  • Circuitry.
  • Air suspension relay.
  • Go To Pinpoint Test P .



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The system consists of unique rear air springs, the air compressor, air lines, air spring solenoids, height sensor, air suspension control module, attachments and associated signals derived from both driver and road inputs. With these components and signals, the air suspension control module commands changes in vehicle height that are necessary for the load leveling features.
The load leveling feature rear air suspension (RAS) systems shall automatically make adjustments in vehicle height so that the vehicle is always at trim height and constant front-to-rear vehicle attitudes are maintained over the expected load range of the vehicle. Adjustments in height that are necessary to correct height differences between the vehicle's left and right sides for the RAS system shall be restricted to what can be reliably achieved with one air suspension height sensor.
The system uses one air suspension height sensor, a steering sensor, generic electronic module (GEM) and other vehicle sensors to measure driver and road inputs. The system changes vehicle height using an air compressor, two air lines and the use of air springs with air spring solenoids.

Air Suspension Switch
The air suspension switch supplies power to the air suspension control module. Without the air suspension control module receiving this power, the load leveling system is inoperative and will not react when the rear of the vehicle is raised or lowered. If the air suspension system is disabled by turning off the air suspension switch, a "CHECK SUSP" will appear in the RH corner of the instrument cluster with the ignition in the run position.
Air Compressor
The RAS air compressor:
  • consists of the compressor and vent solenoid; neither are replaceable as individual items.
  • is a single cylinder electric motor driven unit that provides pressurized air as required.
  • is powered by a solid state relay which is controlled by the air suspension control module.
  • passes pressurized air through the compressor air drier that contains silica gel (a drying agent). Moisture is then removed from the compressor air drier when vented air passes out of the system during vent operation.
  • air drier has a single port.
  • air drier may be replaced separately.
  • incorporates a snorkel that may be replaced separately.
The vent solenoid:
  • allows air to escape from the system during venting actions.
  • is part of the air compressor cylinder head.
  • has a 1,103 kPa (160 psi) internal relief valve.
  • shares a common electrical connector with the air compressor motor.
  • is enclosed in the cylinder head casting, which forms an integral valve housing that allows the valve tip to enter the pressurized side of the system.
  • has an O-ring seal that prevents air leakage past the valve tip.
  • opens when the air suspension control module determines lowering is required.
  • provides an escape route for pressurized air that opens when system pressures exceed safe operating levels.
  • is replaced with the air compressor as a unit.
Air Spring
RAS vehicles use air springs in the rear. The air springs provide a varying spring rate proportional to the systems air pressure and volume. The air suspension system regulates the air pressure in each air spring by compressing and venting the system air. Increasing air pressure (compressing) raises the rear of the vehicle while decreasing air pressure (venting) lowers the rear of the vehicle. Vehicle height is maintained by the addition and removal of air in each air spring through an air spring solenoid installed in the upper spring cap and energized through the air suspension control module.
The two air springs support the conventional rear leaf coil springs.
Air Suspension Height Sensor
One air suspension height sensor is mounted on the vehicle. The air suspension height sensor sends a voltage signal to the air suspension control module. The output ranges from approximately 4.75 volts at minimum height (when the vehicle is low or in full jounce), to 0.25 volts at maximum height (when the vehicle is high or in full rebound). The air suspension height sensor has a useable range of 80 mm (3.2 in) compared to total suspension travel of 200-250 mm (8 to 10 in) at the wheel. Therefore, the air suspension height sensor is mounted to the suspension at a point where full rear suspension travel at the wheel is relative to 80 mm (3.2 in) of travel at the air suspension height sensor. The air suspension height sensor is attached between the No. 5 frame crossmember (upper socket) and the panhard rod (lower socket).
When the air suspension height sensor indicates that the rear of the vehicle is lower than trim under normal driving conditions, the air compressor will turn on and pump compressed air to the air springs. When the sensor indicates that the rear of the vehicle is raised above trim under normal driving conditions, this will cause the air to be vented from the air springs to lower the vehicle back to its trim height level.
Compressor Relay
The compressor relay is energized by the air suspension control module to allow high current to flow from the battery to the compressor motor.
  • A solid state relay is used in the air suspension system for air compressor control. The relay incorporates a custom power metal oxide semi-conductor field effect transistor (MOSFET) and ceramic hybrid circuitry. The relay switches high current loads in response to low power signals and is controlled by the logic of the air suspension control module.
Air Suspension Control Module
NOTE: The 4WAS air suspension control module is used for the RAS system. The internal processor recognizes external circuitry to determine if it is installed in a 4WAS or a RAS equipped vehicle.
NOTE: The air suspension control module is calibrated with information from the air suspension height sensor. A new or exchanged air suspension control module requires a ride height adjustment calibration process to be performed.
The air suspension control module controls the air compressor motor (through a solid state relay), and the air spring solenoids. The air suspension control module also provides power to the air suspension height sensor. The air suspension control module controls vehicle height adjustments by monitoring the air suspension height sensor, vehicle speed, a steering sensor, acceleration input, the door ajar signal, transfer case signals, and the brake pedal position (BPP) switch. The air suspension control module also conducts all fail-safe and diagnostic strategies and contains self-test and communication software for testing the vehicle and related components.
The air suspension control module monitors and controls the air suspension system through a 32-pin two-way connector. The air suspension control module is keyed so that the air suspension control module cannot be plugged into an incorrect harness. There are two sides of the harness connection to the air suspension control module. Each is uniquely colored and keyed to prevent reversing the connections.
Solenoid Valve, Air Spring
s2j~us~en~file=ani_caut.gif~gen~ref.gif WARNING: Never rotate an air spring solenoid valve to the release slot in the end cap fitting until all pressurized air has escaped from the spring to prevent damage or injury.
The air spring solenoid:
  • allows air to enter and exit the air spring during leveling operations.
  • is electrically operated and controlled by the air suspension control module.
  • is only installed as a unit.

Apr 18, 2009 | 2003 Lincoln Navigator

1 Answer

99 expedition air suspension compressor runs every couple minutes


It is normal for some cycling of the compressor as the ride heights change and the compressor vents and fills air springs. Info:

Air Compressor
The air compressor:
  • Is not interchangeable with the rear air suspension (RAS) air compressor.
  • Consists of the compressor and vent solenoid; neither are replaceable as individual items.
  • Is a single cylinder electric motor driven unit that provides pressurized air as required.
  • Is powered by a solid state relay, which is controlled by the air suspension control module.
  • Passes pressurized air through the compressor air drier that contains silica gel (a drying agent). Moisture is then removed from the compressor air drier when vented air passes out of the system during vent operation.
  • The drier may be replaced separately.
  • The drier has dual ports and is not interchangeable with the RAS drier.
The vent solenoid:
  • Allows air to escape from the system during venting actions.
  • Is part of the air compressor cylinder head.
  • Shares a common electrical connector with the air compressor motor.
  • Is enclosed in the cylinder head casting, which forms an integral valve housing that allows the valve tip to enter the pressurized side of the system.
  • Has an O-ring seal that prevents air leakage past the valve tip.
  • Opens when the air suspension control module determines lowering is required.
  • Provides an escape route for pressurized air when system pressures exceed safe operating levels.
  • Has a 1792 kPa (260 psi) internal relief valve.
  • Is installed with the air compressor as a unit.
Compressor Relay
A solid state relay is used in the air suspension system for compressor control. The relay incorporates a custom power metal oxide semi-conductor field effect transistor (MOSFET) and ceramic hybrid circuitry. The relay switches high current loads in response to low power signals and is controlled by the logic of the air suspension control module.
The compressor solid state relay is energized by the air suspension control module to have high current flow from the battery to the compressor motor.
Control Module
NOTE: The 4WAS control module is also used for the RAS system. The internal processor recognizes external circuitry to determine if it is installed in a 4WAS or a RAS system.
NOTE: The air suspension control module is calibrated with information from the air suspension height sensors. A new or swapped air suspension control module requires the ride height adjustment calibration process to be performed.
A microcontroller-based electronic air suspension control module controls the air compressor motor (through a solid state relay) and all system solenoids. The air suspension control module also provides power to front and rear height sensors. The air suspension control module controls vehicle height adjustments by monitoring the two height sensors, vehicle speed, a steering sensor, acceleration input, the door ajar signal, transfer case signals and the brake pedal position (BPP) switch. The air suspension control module also conducts all fail-safe and diagnostic strategies and contains self-test and communication software for testing the vehicle and related components.
The air suspension control module is interchangeable between the RAS and 4WAS system.
The air suspension control module monitors and controls the system through a 32-pin two-way connector. The air suspension control module is keyed so that it cannot be plugged into an incorrect harness. There are two sides of the harness connection to the air suspension control module. Each is uniquely colored and keyed to prevent reversing the connections.

Pressure Relief Valve
The pressure relief valve (PRV) protects the rear air suspension components by venting the system to a specific pressure in the case of a system malfunction. The system will decrease the pressure to an acceptable level to maintain vehicle height. In the normal operation mode with normal system pressure, the PRV is constantly closed and does not have any effect on the system performance or function. The PRV is replaceable without any air lines.
  1. If the concern remains after the inspection, use New Generation STAR (NGS) Tester connected to the data link connector (DLC) to retrieve continuous diagnostic trouble codes (DTCs) and to execute On-Demand Self-Test diagnostics for the air suspension control module.
    • If the On-Demand Self-Test is passed and no DTCs are retrieved, go to the Symptom Chart to continue diagnostics.
    • If DTCs are retrieved, go to Air Suspension Control Module Diagnostic Trouble Code (DTC) Index in this section.
    • If the air suspension control module cannot be accessed by NGS Tester, go to Pinpoint Test A.
Self-Test
Verify that the following conditions are met before running the On-Demand Self-Test.
  • All doors, liftgate, and liftgate glass must be closed.
  • The transmission is in PARK.
  • The BPP switch is not pressed during the test and the parking brake is not set.
  • The accelerator pedal is not pressed during the test.
  • The vehicle is not in 4L mode.
  1. Fulfill the pre-conditions.
  1. Install a battery charger for the On-Demand Self-Test to prevent battery drain.
  1. Run the air suspension On-Demand Self-Test.
  1. Record all listed DTCs.
  1. Retrieve stored DTCs.
  1. Troubleshoot any On-Demand Self-Test DTCs first.
  1. Retest and clear DTCs after repairs.

Apr 13, 2009 | 2000 Ford Expedition

1 Answer

Where is the low pressure switch for my Honda Odyssey 2003 AC ?


The A/C pressure switch is located in the high pressure line (the skinny one) on the passenger side of the engine compartment just under the fuse/relay box. The switch has three functions: <28 psi, the switch opens to protect the compressor from lack of lubrication. >220 psi, the switch shifts the radiator and compressor fan to high speed. >455 psi, the switch opens to protect the compressor seals. Check to see if you have any powertrain DTC's first. A faulty engine coolant temp sensor can cause problems with the compressor clutch relay. If the radiator and compressor fan come on with the A/C on but the compressor clutch does not operate, check the compressor clutch relay. You can also obtain Heater control panel diagnostic trouble codes (DTC's) by turning the ignition switch on. Then turn fan switch off. Press recirc button to select recirc air. Press and hold recirc to turn off recirc air but this time continue to hold the button down until recirc light comes on for two seconds and then goes off. If there is any trouble, the recirc light will then blink a code (if no trouble, the light will remain off) 1 blink = problem in air mix control motor circuit. 2 blinks = a problem in mode control motor circuit. 3 blinks = a problem in evaporator temperature sensor circuit. (this one could be a factor in your case) Turn the ignition switch off to end the test.

Mar 16, 2009 | 2003 Honda Odyssey

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