Motor problems Runs fine until 1200 RPM's, then sputters and dies. Checked codes, P1747, Electric Press Control, and P1451, Power train came up. Any solutions?!

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)
Verify 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

take it to your local ford dealer there is a possible recall

http://www.motortrend.com/cars/2000/ford/explorer/recalls/

that 1409 is of interest. it could be a sticking egr valve which would definitely cause a loss of power. you need to remove the valve and clean it thoroughly, and reinstall it without its vacuum hose and see how it runs then. the code is for the solenoid that controls the valve, so just removing the vacuum hose could give results but egr valves are notorious for getting stuck open. the 1747 would affect the way the transmission changes gears, but I don't know if that jives with what you are describing

Hello
The engine and automatic transmission in this vehicles drive train are fully electronically controlled by a computer called the PCM (Power Train Control Module). Whenever a problem like this occurs the computer stores a record of the problem (there are of course some exceptions to this, like the fuel pump, engine coolant temperature sensor and MAF sensor for instance) in the form of a fault code in its memory, to read these fault codes you must have the systems memory scanned with a special tool. Once the fault code(s) are read you then must perform the appropriate diagnostic testing to find and resolve the problem(s) DO NOT REPLACE ANY PARTS UNTIL A TRAINED TECHNICAIN HAS DIAGNOSED THE PROBLEM TO AVOID SPENDING YOUR HARD EARNED MONEY ON PARTS THAT MAY NOT CORRECT THE PROBLEM

Hello
The engine and automatic transmission in this vehicles drive train are fully electronically controlled by a computer called the PCM (Power Train Control Module). Whenever a problem like this occurs the computer stores a record of the problem (there are of course some exceptions to this, like the fuel pump, engine coolant temperature sensor and MAF sensor for instance) in the form of a fault code in its memory, to read these fault codes you must have the systems memory scanned with a special tool. Once the fault code(s) are read you then must perform the appropriate diagnostic testing to find and resolve the problem(s) DO NOT REPLACE ANY PARTS UNTIL A TRAINED TECHNICAIN HAS DIAGNOSED THE PROBLEM TO AVOID SPEDING YOUR HARD EARNED MONEY ON PARTS THAT MAY NOT CORRECT THE PROBLEM

Hello
The engine and transmission in this cars drive train are fully electronically controlled by a computer called the PCM (Power Train Control Module). Whenever a problem like this occurs the computer stores a record of the problem (there are of course some exceptions to this, like the fuel pump, engine coolant temperature sensor and MAF sensor for instance) in the form of a fault code in its memory, to read these fault codes you must have the systems memory scanned with a special tool. Once the fault code(s) are read you then must perform the appropriate diagnostic testing to find and resolve the problem(s) DO NOT REPLACE ANY PARTS UNTIL A TRAINED TECHNICAIN HAS DIAGNOSED THE PROBLEM TO AVOID SPEDING YOUR HARD EARNED MONEY ON PARTS THAT MAY NOT CORRECT THE PROBLEM

check connections in the wiring harness and ECM unit
that many codes indicates a wiring or ECM problem

Have the fuel pump checked it may be weak.

I'm having the same problem with my 90 2.3L Ranger. I replaced the EGR Valve back in August and the truck ran fine (but the gas mileage was bad) until late December . I knew it needed an O2 Sensor back in August but didn't replace it until last Saturday along with the Idle Air Control Valve, Plugs and Wires. The truck ran fine for a couple minutes then started running like a VW bug! My code reader is now throwing out an EGR failure code, so I guess i'll take the 4 month EGR back and get a new one, and see what that does!

P1747 * EPC, wiring, PCM EPC solenoid circuit failure, shorted circuit or output driver Voltage through EPC solenoid is checked. An error will be noted if tolerance is exceeded. Short circuit causes minimum EPC pressure (minimum capacity) and limits engine torque (alternate firm). Go To Pinpoint Test
The EPC solenoid is shorted or the electrical circuit (wiring) or the transistor (driver) inside the computer is fried. do you know how to test a computer controlled circuit ?
How to test computer transistor driver without scan tool

Do you know how to find the circuit in question ?

And you are correct about these two codes as being not related . Do you know what evaporative emission system is ?


Wells EVAP Training with Sgt Tech P0440 P0441 P0442 etc

The Evaporative Emission Control System (EVAP) is used to prevent gasoline vapors from escaping into the atmosphere from the fuel tank and fuel system. The EVAP system usually requires no maintenance, but faults can turn on the Check Engine light and prevent a vehicle from passing an OBD II plug-in emissions test.
EVAP Evaporative Emission Control System - AA1Car.com
http://www.bbbind.com/free_tsb.html you can find free wiring diagrams here . Do you know how to use a wiring diagram ?

P1451 - EVAP Control System Canister Vent Solenoid Circuit Malfunction 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.

• VPWR circuit open
• CV solenoid circuit shorted to PWR GND or CHASSIS GND
• Damaged CV solenoid
• CV solenoid circuit open
• CV solenoid circuit shorted to VPWR
• Damaged PCM

To verify normal function, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage (PCM control side). With the valve open, EVAPCV will indicate 0% duty cycle and the voltage approximately equal to battery voltage. When the valve is commanded fully closed, EVAPCV will indicate 100% duty cycle and a voltage drop of 4 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function. This is another electrical circuit problem .
Do you know how to use a DVOM - digital volt ohm meter ?
Do you know that P1747 (electronic press control solenoid short circuit) Is a transmission problem . This solenoid controls the fluid pressure .