Recalls for '80-96 Broncos & F-series

[Steve83]

TSB 96-21-11 Programmable Speedometer/Odometer Module Pointer Waver
Publication Date: OCTOBER 7, 1996

LIGHT TRUCK: 1992-1996 AEROSTAR, BRONCO, ECONOLINE, F-150-350 SERIES

ISSUE: The speedometer needle may waver and/or a light surge may occur on some vehicles when speed control is used at highway speeds between 80-113 km/h (50-70 mph). This may be due to slight dents/chips in either the exciter ring or the Vehicle Speed Sensor (VSS) and air gaps between the VSS and the exciter ring.

ACTION: Replace the Programmable Speedometer/Odometer Module (PSOM) if required. New PSOM's come with increased immunity to system variability. Refer to the following Diagnostic Procedure for details.

DIAGNOSTIC PROCEDURE
BRONCO/F-SERIES - Perform normal PSOM diagnostics per Pinpoint Tests "H" and "J" of the 1996 F-Series/Bronco Body/Chassis Service Manual, Pages 13-01-30 through 13-01-32 and Pinpoint "B" of the 1996 Powertrain/Drivetrain Service Manual, Page 10-03-11.
ECONOLINE - Perform normal PSOM diagnostics per Pinpoint Tests "H" and "J" of the 1996 Econoline Body/Chassis Service Manual, Pages 13-01-29 through 13-01-31 and Pinpoint "B" of the 1996 Powertrain/Drivetrain Service Manual, Page 10-03-9.
AEROSTAR - Perform normal PSOM diagnostics per Pinpoint Test "K" of the 1994 Aerostar Body/Chassis Service Manual, Page 13-01B-31.

* Any slight dents, chips, etc., in either the exciter ring or VSS will create needle waver. Measure air gap between the VSS and exciter ring. It should be 0.38-0.51mm (0.015-0.020").
* Check exciter ring runout per the same ring gear backface runout procedure of the appropriate model 1996 Powertrain/Drivetrain Service Manual, Section 05-00.
* Make sure the exciter ring is mounted correctly to the ring gear. If runout is more than 0.1mm (0.004"), perform the differential runout check per the procedure in the appropriate model 1996 Powertrain/Drivetrain Service Manual, Section 05-02A or 05-02D, to find cause and repair as needed.
* If all items listed above check good, replace the Instrument Cluster Assembly. Obtain the correct service part number from the Parts Catalogue and then contact the Electronic Odometer Exchange Center at (800) 259-9700 for U.S. Dealers and (800) 663-9974 for Canadian Dealers.
NOTE: DEALERSHIP MUST TELL THE ODOMETER EXCHANGE CENTER THAT YOU NEED A PSOM3 LEVEL CLUSTER FOR A SPEEDOMETER NEEDLE WAVER CONCERN .

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
962111A Replace Programmable Speedometer/Odometer Module (PSOM) - F-Series, Bronco 0.6 Hr.
962111B Replace Programmable Speedometer/Odometer Module (PSOM) - Econoline 0.7 Hr.
962111C Replace Programmable Speedometer/Odometer Module (PSOM) - Aerostar 0.8 Hr.
*******************************
See the 8.8" Axle, PSOM, and Diagrams albums in my signature link for more info. See also TSB 94-16-16

[Steve83]

TSB 96-08-15 Erratic Compass & Map Lamp Operation - Vehicles Built Through 2/1/96
Publication Date: APRIL 8, 1996

LIGHT TRUCK: 1993-96 EXPLORER
1994-96 BRONCO

ISSUE: Map lamp switch and/or overhead compass function operation is irregular, and/or map lamp bulbs may burn out on some vehicles. Installation of revised parts should resolve this issue.

ACTION: Replace the map lamp, switch, compass and wiring harness with a revised Overhead Console Kit (F67Z-78519C42-AA). Refer to Instruction Sheet #7151, included with the kit, for service procedure.

The Overhead Console Kit (F67Z-78519C42-AA) includes the following:
One (1) Map Lamp Assembly
One (1) Map Lamp Button
One (1) Compass
One (1) Wiring Harness
One (1) Modification Label
One (1) Instruction Sheet (I.S. #7151)

PART NUMBER PART NAME
F67Z-78519C42-AA Overhead Console Kit

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
960815A Replace Map Lamp And Console Assembly 0.3 Hr.

[Steve83]

TSB 95-02-12 E4OD Diagnostic Trouble Codes and/or Harsh Shift Concerns - Water Intrusion of the MLP/TR Sensor
Publication Date: JANUARY 30, 1995

LIGHT TRUCK: 1989-1994 BRONCO, ECONOLINE, F-150-350 SERIES, F-47, F-53, F-59

ISSUE: Some vehicles may exhibit a shift concern and/or a harsh engagement concern due to water intrusion into the MLP/TR sensor and vehicle harness. There may also be a number of different DTC's along with those concerns.

ACTION: Replace the MLP/TR sensor and vehicle harness connector if signs of water penetration are evident. Refer to the following for service details.

SERVICE PROCEDURE
Verify the customer concern. Perform normal on-board diagnostics. Inspect the MLP/TR Sensor for signs of water contamination. If water penetration is present and/or DTC's have been set, replace the MLP/TR sensor and the vehicle harness connector with the TR Sensor Service Kit (F5TZ-7A247-A).

The TR Service Kit contains:
One (1) TR Sensor
One (1) Connector Assembly
One (1) "Red" Pin Separator Plate
One (1) 6-Pin Grommet
One (1) 8-Pin Grommet
One (1) 7-Pin Grommet
One (1) Instruction Sheet

PART NUMBER: F5TZ-7A247-A
PART NAME: TR Sensor Service Kit

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS:Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-94 Models, Basic Warranty Coverage For All Other Model Years.

OPERATION: 950212A
DESCRIPTION: Perform Electronic Transmission Diagnostics, Replace MLP/TR Sensor
TIME: 2.0 Hrs.

[Steve83]

TSB 93-02-11 Buzz or Rattle through the 4X4 Manual Shift Lever
Publication Date: JANUARY 18, 1993

LIGHT TRUCK: 1992 BRONCO, F-150-350 SERIES
.

ISSUE: A "buzz" or "rattle" may be heard through the 4X4 transfer case shift lever while driving or standing still, when the engine RPM is above 1500 RPM. This can be caused by a powertrain vibration that is transferred to the shift lever.

ACTION: Check the shift lever attaching bolts and handle attaching nut for proper torque to determine if a new 4X4 manual shift lever with improved isolating o-rings is required.
1. Confirm the buzz/rattle and note the condition at which it occurs.
2. Make sure the attaching bolts which secure the 4X4 manual shift lever to the transmission extension housing are properly torqued. Tighten to 85 ft.-lbs., ± 12.7 ft.-lbs. (115 N-m ± 17.3 N-m).
3. Make sure the handle attaching nut is properly torqued. Tighten to 18 ft.-lbs., ± 2.8 ft.-lbs. (25 N-m ± 3.8 N-m).
4. Check to see if the buzz/rattle still exists and note the condition at which it occurs.
5. If it still exists, remove the 4X4 shifter assembly (including the handle) from the vehicle. Refer to the 1992 F-150/350, Bronco Service Manual, Section 07-07B, for removal procedure.
6. With the shifter assembly removed, check to see if the "buzz/rattle" still exists.
* If the same "buzz/rattle" still exists, look for the noise elsewhere and correct the concern.
* If the "buzz/rattle" is no longer present, replace the 4x4 manual shifter assembly with a new assembly which has improved isolating rubber o-rings. Also replace the control rod connecting the shifter to the transfer case. Refer to the Parts Block for proper parts usage. Refer to the 1992 F-150/350, Bronco Service Manual, Section 07-07B, for the installation procedure.
* DO NOT replace the shift handle. Reuse the existing handle.

PART NUMBER PART NAME
F2TZ-7210-K 4X4 Shifter Assembly (Mazda R2, ZFLD)
F2TZ-7210-N 4X4 Shifter Assembly (E4OD)
F2TZ-7210-P 4X4 Shifter Assembly (T18, C6, AOD, ZFHD)
F2TZ-7B051-A Control Rod (Mazda R2, ZFLD)
F2TZ-7B051-E Control Rod (E4OD)
F2TZ-7B051-C Control Rod (T18, C6)
F2TZ-7B051-D Control Rod (AOD)
F2TZ-7B051-B Control Rod (ZFHD)

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 92-07-10
WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
930211A Test Drive To Verify Concern, Torque Mechanism-To-Transmission Bolts, Torque Lever-To-Mechanism Nut, Verify Fix 0.9 Hr.
930211B Test Drive To Verify Concern, Torque Mechanism-To-Transmission Bolts, Torque Lever-To-Mechanism Nut, Test Drive, Install New Replacement Or Reinstall Old Lever Assembly 1.7 Hrs.

[Steve83]

TSB 96-21-04 Loose or Weak Contact at Generator Harness Connector
Publication Date: OCTOBER 7, 1996

FORD: 1985-1990 ESCORT, TEMPO
1986 TAURUS
1986-1990 CROWN VICTORIA
1987-1992 THUNDERBIRD
1987-1993 MUSTANG
LINCOLN-MERCURY: 1985-1987 LYNX
1985-1990 TOPAZ
1986 SABLE
1986-1990 GRAND MARQUIS, TOWN CAR
1987-1992 COUGAR
LIGHT TRUCK: 1985-1990 BRONCO II
1985-1991 AEROSTAR
1986-1991 ECONOLINE
1986-1992 RANGER
1986-1993 BRONCO
1986-1994 F-150-350 SERIES

ISSUE: When a generator fails, there are a few failure modes that may cause heat to be produced at the wiring harness-to-generator connector. This excess heat may damage the female terminals on the wiring harness, resulting in increased resistance. The increased resistance produces more heat. When the generator is replaced, the resistance produced by a damaged connector may damage the new generator and could result in a repeat repair, including installation of another generator. High resistance (caused by a damaged connector) will not go away until the damaged connector is replaced.

ACTION: Visually inspect the harness-to-generator connector for damage (heat, corrosion, distortion and cracking) before installing a new generator. Install the Generator Wiring Harness Connector Kit (E5AZ-14305-AA) if the harness-to-generator connector is damaged.

The Generator Wiring Harness Connector Kit (E5AZ-14305-AA) contains the following:
One (1) Red Wire Butt Connector
Two (2) Yellow Wire Butt Connectors
One (1) Wire Connector Assembly
One (1) Instruction Sheet (I.S. 6849)

PART NUMBER PART NAME
E5AZ-14305-AA Generator Wiring Harness Connector Kit

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 95-25-04
WARRANTY STATUS: Information Only

[Steve83]

TSB 98-5A-38 Caliper Piston Boot Damage
Publication Date: MARCH 18, 1998

LIGHT TRUCK: 1986-91 E-250, E-350
1986-94 F-250, F-350

ISSUE: Some vehicles may have experienced deterioration of the front brake caliper piston boots resulting from exposure to high operating temperatures during severe service.

ACTION: Replace the caliper piston boots with a new, more robust service caliper piston boot. The new silicone rubber boot can withstand higher operating temperatures without damage. The new boot is completely interchangeable with the prior design and will become the only service boot available. The heat damaged boots should be replaced with the new Boot (E7TZ-2207-A). Refer to the appropriate Service Manual for removal and installation procedures.

PART NUMBER PART NAME
E7TZ-2207-A Caliper Piston Boot

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 94-24-11
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-94 Model Year Vehicles, Basic Warranty Coverage For All Other Model Years

OPERATION DESCRIPTION TIME
9805A38AT Overhaul Front Calipers - Both 1.5 Hrs.
9805A38A Overhaul Front Caliper - One 1.2 Hrs.

[Steve83]

TSB 92-24-03 Explanation of 3-Digit Codes & MIL
Publication Date: NOVEMBER 18, 1992

FORD: 1991-93 CROWN VICTORIA, ESCORT, MUSTANG, PROBE, TAURUS, TEMPO, THUNDERBIRD
LINCOLN-MERCURY: 1991-92 MARK VII
1991-93 CONTINENTAL, COUGAR, GRAND MARQUIS, SABLE, TOPAZ, TOWN CAR, TRACER
1993 MARK VIII
LIGHT TRUCK: 1991-93 AEROSTAR, BRONCO, ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER

ISSUE: Occasionally, there are reports of the Malfunction Indicator Lamp (MIL) "Check Engine" Lamp (CEL) or "Service Engine Soon" (SES) lamp being lit with no Self-Test codes in Continuous Memory. An explanation of three digit EEC IV Self-Test Codes has been developed along with reasons for the MIL lamp being lit with no accompanying Continuous Memory Self-Test codes.

ACTION: Refer to the following explanation of three digit EEC IV Self Test Codes to determine why the MIL lamp is sometimes lit with no accompanying Continuous Memory Self-Test codes.

OVERVIEW OF THREE DIGIT EEC IV SELF-TEST CODES
Ford went from two digit to three digit EEC IV Self-Test codes in 1991 to service the increasing number of service codes required to support various government On-Board Diagnostic (OBD) regulations. The phase-in from two digit to three digit codes started in the 1991 model year and is largely complete except for some medium/heavy trucks that will retain two digit codes through the 1994 model year.

MIL LAMP ACTIVATION
Following is a list of reasons why a technician may see the MIL lamp lit with no accompanying Continuous Memory Self-Test codes.

1) Technician Not Familiar With Self-Test Code Output
There are two types of EEC Self-Tests, Key On Engine Off (KOEO) and Key On Engine Running (KOER). While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Self-Test after any codes associated with hard faults are output.

Self-Test Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse.
A technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (lll) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (lll) to mean that Continuous Memory does not contain any codes.

2) Inadvertent Erasure Of Continuous Memory Self-Test Codes
Continuous Memory Self-Test codes are erased by ungrounding STI before KOEO Self-Test is complete and all KOEO and Continuous Memory codes have been displayed. It is possible to inadvertently erase Continuous Memory codes by ungrounding STI without realizing that KOEO Self-Test is not complete or the processor has not finished displaying all the codes.

The EEC Self-Test codes are not only used by service technicians; they are used as a final system test in the assembly plants. To make this test as efficient as possible, Self-Test codes are output as a very fast, short pulsewidth signal before the codes are displayed by the flashing MIL. These "FAST" codes can only be interpreted by end-of-line equipment or code-reading testers like Ford's Self-Test Automatic Readout (STAR) testers.

The EEC IV processor puts out both 2-digit and 3-digit Self-Test codes in both formats, "FAST" pulsewidth mode and "SLOW" pulsewidth mode. While all "STAR" type testers display 2-digit codes, the original STAR tester cannot display 3-digit service codes. If the STAR tester is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. The SUPER STAR II tester will only display 3-digit service codes in "FAST" code mode. If slow code mode is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. For more information on running Self-Test, refer to the "EEC IV Quick Test Procedures and Appendix" section of the Powertrain Control/Emissions Diagnosis Service Manual. Since certain STAR testers are capable of reading and displaying fast codes before the slow codes are finished being output on the MIL, a technician can assume that since he sees codes displayed, he can unground STI and move on. If he ungrounds STI before all slow codes are output, Continuous Memory will be erased and could put out a pass code (ll/lll) the next time KOEO Self-Test is run. The technician may also realize that his tester is in "SLOW" mode after he has initiated the KOEO test and stop the test to change tester settings. Another possibility is that another person, a vehicle owner or another technician, could have erased the codes before the technician reporting the situation has run Self-Test. In any of these situations, the vehicle must be driven until the Continuous Memory codes are reset.

3) The Concern That Set The Continuous Memory Code Is No Longer Present
The EEC processor will erase a Continuous Memory code if the concern that caused it has not been present for 40 or 80 warm-up cycles, depending on the vehicle. A warm-up cycle occurs when the vehicle is started with the coolant temperature below 120° F (49° C) and then shutdown with the coolant temperature above 150° F (66° C). If a vehicle is brought in for service with a MIL complaint and the vehicle is driven or otherwise allowed to warm-up before Self-Test is run, the code may be cleared before the technician tests it.

4) Grounded STO/MIL Circuit
The processor controls the MIL by grounding the STO/MIL circuit (Pin 17). If this circuit shorts to ground, whether the processor is controlling it or not, the MIL will be lit. Starting in 1991, if the processor has lit the MIL, it will hold it on for a minimum of 10 seconds. If the MIL flashes quickly, the concern is probably the STO/MIL circuit shorting intermittently to ground.

5) Engine Running In HLOS
The EEC processor will enter Hardware Limited Operation Strategy (HLOS) if it detects a problem that could cause further damage to the system. Under HLOS, the processor modifies its operating strategy so that certain functions are disabled but the vehicle can be safely driven in for service. If the vehicle is in HLOS, Continuous Memory codes will not be set and Self-Test cannot be initiated. However, Continuous codes that were set before the processor entered HLOS will be retained.

6) Misinterpretation Of MIL Bulb Check
The MIL will light as a bulb check if the key is on and the engine is not running. If the engine is running and stalls or stops for any reason with the key on, the MIL will be lit and no Continuous Memory codes will be set. When the key is first turned on, the MIL will stay lit briefly after the engine is started as part of the bulb check feature.

7) MIL Flashes During Self-Test
The circuit that controls the MIL is also the Self-Test Output (STO) circuit that goes to the Self-Test connector. The MIL will flash during Self-Test as the STO circuit is cycled on and off. This is normal and no Continuous codes are set.

8 ) Processor KAM Is Erased Or Fails
The Keep Alive Memory (KAM) within the processor must always have voltage supplied to it. This voltage is supplied by the Keep Alive Power (KAPWR) circuit (Pin 1) that connects directly to the battery. KAM contains adaptive parameter tables that allow the processor to adapt to different operating requirements. It also contains the Continuous Memory codes. Continuous Memory codes will be erased any time KAPWR is disconnected (i.e. battery disconnected, processor disconnected, breakout box installed, open in the wire, etc.). If KAM fails within the processor, all Continuous codes will also be erased.

9) Damaged STAR Tester
A damaged STAR tester can produce erroneous code output or accidentally erase Continuous Memory.

10) KOEO Processor RAM Test Failed
The processor's Random Access Memory (RAM) is tested during KOEO Self-Test. If the processor's RAM has failed, the MIL will light and no codes are output.

11) Intermittent VSS Fault Detected In Wiggle Mode
If in wiggle mode (STI grounded) and an intermittent Vehicle Speed Sensor (VSS) fault is detected, the MIL can be lit momentarily. If the VSS signal returns to normal, the associated code is erased. In normal operation, the VSS will not light the MIL.

12) IDM Pulsewidth Not Recognized By Processor (EDIS Vehicles)
EDIS vehicles can have the MIL on with no Continuous codes if the processor does not recognize the Ignition Diagnostic Monitor (IDM) pulsewidth. In this case, coil pack failure codes may not be set since the fault filters can be erased before they reach the threshold that sets the code.

13) Intermittent Ignition System Fault
Vehicles with a Cylinder Identification (CID) sensor can light the MIL with no Continuous codes present if an intermittent ignition system fault is present long enough to activate the MIL and then goes away. The CID sensor can indicate that the fault was momentary and clear the coil pack faults but the CID fault may not register if the fault goes away fast enough.

14) Intermittent Open STI Circuit
If the Self-Test Input (STI) circuit opened during KOEO Self-Test or code output, Continuous Memory would be cleared.

15) Power Lost To EEC Processor
On some applications, the processor can lose power while the MIL stays powered. The MIL can light if a ground path is present through the processor.

16) Other Warning Lamps Mistaken For MIL
The MIL can sometimes be confused with other warning lamps like the amber Air Bag lamp if they are located near each other in the dash panel.

17) Development Testing Or Wrong Processor Released To Production
The MIL can be lit without Continuous codes during testing or if the wrong processor is installed.

SUPERSEDES: 92-04-04
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 88-05-07 MIL Introduction
Publication Date: MARCH 2, 1988

FORD: 1988 ALL CAR LINES
LINCOLN-MERCURY: 1988 ALL CAR LINES
MERKUR: 1988 ALL CAR LINES
LIGHT TRUCK: 1988 ALL LIGHT TRUCK LINES

ISSUE: The Malfunction Indicator Light (MIL) is a new feature that has been added to 1988 vehicles. Vehicle applications follow. The MIL's (Check Engine) is active when the engine system requires service. An explanation of how and when the Malfunction Indicator Light (MIL) operates may need to be explained to some vehicle owners.

ACTION: Use the following service information to explain the operation of the Malfunction Indicator Light (MIL) to resolve customer concerns.
NOTE: IT IS NOT NECESSARY TO IMMEDIATELY TURN OFF THE ENGINE OR HAVE THE VEHICLE TOWED WHEN THE "CHECK ENGINE" (MIL) LIGHT COMES ON.

Vehicles Equipped with EEC IV
The CHECK ENGINE light will come on while engine is operating in Failure Mode Effects Management (FMEM) or Hardware Limited Operation Strategy (HLOS) modes. The light will stay on as long as the fault causing it is present. In FMEM mode, the computer is receiving a sensor signal that is outside the limits set by the calibration strategy. In this mode, the computer uses an alternate strategy to maintain reasonable vehicle operation in spite of the fault. The following chart lists the system faults which will turn on the CHECK ENGINE light in this mode. The error code associated with this system fault is stored in Keep Alive Memory (KAM). If the fault is no longer present, the light will turn off and vehicle will return to normal vehicle strategy. The error code stored when the light was on was not erased. This code is one of the continuous error codes and can be accessed by running the KOEO self-test. HLOS mode is used when the system fault(s) is too extreme for the FMEM mode to handle. In HLOS mode, all software operations have stopped and the computer is running on hardware control only. The default strategy for this mode has a minimal calibration just to allow the vehicle to operate until it can be serviced.
NOTE: IN HLOS MODE YOU WILL NOT GET ERROR CODES.
The MIL light is turned on as a bulb check when the ignition key is first turned "ON". The EEC IV computer turns off the bulb as soon as it receives the PIP (crank) signal. If the light stays on during cranking, the computer is not receiving the PIP signal.
To service a MIL concern, use the 1988 Engine/Emission Diagnosis Shop Manual, Volume H, Section 16. If the vehicle has no drive problems, the MIL is on, and no codes are found in memory, follow diagnostics by symptom in the 1988 Engine/Emission Diagnosis Shop Manual, Volume H, Sections 17 or 18.

Non-EEC IV Vehicles
The Malfunction Indicator Light (MIL) alerts the customer that 60,000 mile emission system maintained is required. To service a MIL concern on a non-EEC IV vehicle, refer to the 1988 Engine/Emission Diagnostic Shop Manual, Volume H, Section 13.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 88-08-17 Warn Hub Locks Inoperative
Publication Date: APRIL 15, 1988

LIGHT TRUCK: 1987-88 F-150, BRONCO

ISSUE: Inoperative front drive axle hublocks on 1987 and 1988 F-150 and Bronco vehicles may be caused by the control dial getting too hot and distorting. The hublock body is made of aluminum which transfers heat rapidly from the brake rotor to the hublock assembly. Under certain braking conditions such as brake dragging or downhill trailer towing control dial distortion may occur. Vehicles operated under these or similar conditions may not experience hublock control dial distortion but may be too hot for customers to engage or disengage the locking hub feature.

ACTION: To correct this, install a new hublock service kit that will not allow heat transfer to the control dial. Refer to the 1987/88 Light Truck Shop Manual, Volume A, Section 11-12-2 for removal of the existing hublocks. Use the 1986 Light Truck Shop Manual to install the new hublock kit, (E7TZ-1L104-A).

PART NUMBER PART NAME
E7TZ-1L104-A Hublock Kit - One (1) Required

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage
OPERATION DESCRIPTION TIME
880817A Both hubs 1.8 Hrs.

[Steve83]

TSB 88-09-09 Vehicle Storage
Publication Date: APRIL 27, 1988

FORD: 1987-89 ALL CAR LINES
LINCOLN-MERCURY: 1987-89 ALL CAR LINES
MERKUR: 1987-89 ALL CAR LINES
LIGHT TRUCK: 1987-89 ALL LIGHT TRUCK LINES
MEDIUM/HEAVY TRUCK: 1987-89 ALL MEDIUM/HEAVY TRUCK LINES

ISSUE: New vehicles that are stored for extended periods and not put into service shortly after they are built require special maintenance to make sure that the vehicle stays in "like new" condition.

ACTION: If a vehicle is expected to remain in dealer stock for an extended time period, refer to the following maintenance procedures. The dealer is responsible for storing new vehicles and maintaining them in new condition.

General
Store all vehicles in a dry, ventilated place; protect from sunlight if possible.
If vehicles are stored outside, they require regular maintenance against rust and damage.

Body
Wash vehicle thoroughly to remove dirt, grease, oil, tar, or mud from exterior surfaces, rear wheel housing, and underside of front fenders.
Periodically wash cars and trucks stored in exposed locations.
Touch-up exposed raw or primed metal to prevent rust.
Cover chrome and stainless steel parts with a thick coat of auto wax to prevent discoloration. Re-wax as necessary when the vehicle is washed.
Lubricate all hood, door, and trunk lid hinges and latches with a light grade oil.
CAUTION: KEEP ALL RUBBER PARTS FREE FROM OIL AND SOLVENTS.
Cover interior soft trim to prevent fading.

Engine
Start engine every fifteen (15) days. Run at fast idle until it reaches normal operating temperature.
Shift the transmission into all gears while engine is running.

Fuel System
Regularly move vehicles short distances to mix fuel anti-oxidation agents.
NOTE: DURING EXTENDED PERIODS OF VEHICLE STORAGE (60 DAYS OR MORE), GASOLINE MAY DETERIORATE DUE TO OXIDATION. THIS CAN DAMAGE RUBBER AND OTHER POLYMERS IN THE FUEL SYSTEM SUCH AS CARBURETOR ACCELERATOR PUMP, DIAPHRAGMS, AND CARBURETOR INLET VALVES. IT MAY ALSO CLOG SMALL ORIFICES. DIESEL FUEL DETERIORATION IN THE FORM OF FUEL SEPARATION, SLUDGE FORMATION, AND BACTERIAL GROWTH CAN CAUSE RESTRICTIONS IN FUEL SUPPLY LINES, FILTERS, AND STICKING OF FUEL INJECTION COMPONENTS.
A commercially available gasoline fuel stabilizer ("STA-BIL" or equivalent) should be added to gasoline-powered vehicles or a diesel fuel stabilizer ("Fire Prep 1000" or equivalent) to diesel-powered vehicles whenever actual or expected storage periods exceed 60 days. The manufacturer's instructions packaged with the product should be followed. The vehicle should then be operated at an idle speed to circulate the additive throughout the fuel system. A volatile, corrosion inhibitor ("NOX Rust VCI 105" or equivalent) added to the fuel will protect the fuel tank inner surface from corrosion. Follow instructions packaged with product.

Cooling System
Protect against freezing temperatures.

Battery
Check and recharge as necessary. Keep connections clean and covered with a light coat of grease.

Brakes
Make sure brakes and parking brake are fully released.

Tires
Maintain recommended air pressure.

Miscellaneous
Make sure all linkages, cables, levers, and clevis pins under vehicle are covered with grease to prevent rust.
Move trucks at least 25 feet every fifteen (15) days to lubricate working parts to prevent corrosion.
NOTE: THE SELLING DEALER MUST ARRANGE TO HAVE VEHICLES, WHICH ARE DELIVERED TO BODY COMPANIES OR OTHER LOCATIONS, STORED AND MAINTAINED AS OUTLINED ABOVE.

SUPERSEDES: 87-13-15
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 88-18-03 Fuel Gauge Erratic
Publication Date: AUGUST 31, 1988

FORD: 1987-88 MUSTANG, TAURUS
LINCOLN-MERCURY: 1987-88 SABLE
1988 LINCOLN TOWN CAR
LIGHT TRUCK: 1987-88 BRONCO, F-SERIES

ISSUE: An erratic fuel gauge needle when the fuel tank is 1/2 to 1/4 full may be caused by excessive wear of the resistive film on the fuel pump sender assembly. The wear occurs during transporting of the vehicles via rail or truck over long distances. The fuel gauge will indicate correctly from a full tank to about 1/2 or 1/4 tank of fuel. When the fuel gauge needle is below the 1/2 to 1/4 tank range the needle will swing all the way above the full mark on the fuel gauge.

ACTION: To correct this, install a new fuel pump sender assembly. Refer to the appropriate 1988 Car/Light Truck Shop Manual, Section 24 for detailed service information. Refer to the following fuel pump sender application chart for the correct service part number.

Fuel Pump Sender Application Chart
Model Year - Application - Engine - Tank Size - Service Part
1987-88 Mustang 2.3L./5.0L All E7ZZ-9275-A
1988 Lincoln Town Car 5.0L All E8TZ-9H307-G
1987-88 F-Series/Bronco 4.9L/5.0L All E9VY-9275-A
1987-88 Taurus/Sable 2.5L 16.0 E8DZ-9H307-F
1987-88 Taurus/Sable (W/ Tripminder) 2.5L 18.6 E8DZ-9H307-E
1987-88 Taurus/Sable (W/O Tripminder) 2.5L 18.6 E8DZ-9H307-A
1987-88 Taurus/Sable 3.0L 16.0 E8DZ-9H307-C
1987-88 Taurus/Sable (W/ Tripminder) 3.0L 18.6 E8DZ-9H307-D
1987-88 Taurus/Sable (W/O Tripminder) 3.0L 18.6 E8DZ-9H307-B

PART NUMBER PART NAME
E8DZ-9H307-A Fuel Pump Sender Assembly
E8DZ-9H307-B Fuel Pump Sender Assembly
E8DZ-9H307-C Fuel Pump Sender Assembly
E8DZ-9H307-D Fuel Pump Sender Assembly
E8DZ-9H307-E Fuel Pump Sender Assembly
E8DZ-9H307-F Fuel Pump Sender Assembly
E8TZ-9H307-G Fuel Pump Sender Assembly
E7ZZ-9275-A Fuel Pump Sender Assembly
E9VY-9275-A Fuel Pump Sender Assembly

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
881803A F Series Aft Of Axle Tank 1.2 Hrs.
881803A F Series Midship Tank 0.9 Hr.
881803A F Series Both Tanks 2.0 Hrs.
881803A Bronco 1.2 Hrs.
881803A Lincoln Town Car 1.4 Hrs.
881803A Mustang 0.9 Hr.
881803A Taurus/Sable 1.0 Hr.

*******************************************
The current PN for '87-96 Broncos is E8DZ-9H307-DB (Motorcraft PS-22) and lists for ~$80.

[Steve83]

TSB 88-26-06 PFE Moisture
Publication Date: DECEMBER 21, 1988

FORD: 1988-89 ESCORT, EXP, TEMPO, TAURUS, THUNDERBIRD
LINCOLN-MERCURY: 1988-89 TOPAZ, SABLE, COUGAR, CONTINENTAL
MERKUR: 1988-89 SCORPIO

ISSUE: The pressure feedback electronic (PFE) EGR transducer sensor changes an exhaust pressure signal into analog voltage. The EEC IV processor uses this to control EGR flow. Condensation (water) is a natural by-product of combustion and may collect in the PFE sensor port or the PFE sensor silicone hose. Water in the PFE sensor port or PFE hose does not indicate an abnormal operating condition or failed sensor. The water in the PFE sensor port or PFE hose will drain back into the EGR tube because of the downward slope of the hose. Refer to the application chart of this TSB article for the affected vehicles.

PFE SENSOR APPLICATION CHART
MODEL YEAR VEHICLE ENGINE REGION
1988-89 Escort-Exp 1.9L CFI 50 State
1988-89 Tempo/Topaz 2.3L HSC 50 State
1988-89 Thunderbird/Cougar 3.8L 50 State
1988-89 Taurus/Sable 3.0L California
1988-89 Taurus/Sable 3.8L 50 State
1988-89 Continental 3.8L 50 State
1988-89 Scorpio 2.9L 50 State

ACTION: Before replacing a PFE sensor for water in the sensor port or silicone tube, perform an EEC IV self test. If no service codes are found indicating a faulty PFE sensor, do not replace the sensor.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-02-07 Speedometer Accuracy
Publication Date: JANUARY 25, 1989

FORD: 1989 and prior ALL CAR LINES
LINCOLN-MERCURY: 1989 and prior ALL CAR LINES
LIGHT TRUCK: 1989 and prior ALL TRUCK LINES
MEDIUM/HEAVY TRUCK: 1989 and prior ALL MEDIUM/HEAVY TRUCK LINES

ISSUE: The accuracy of speedometer/odometer readings may be influenced by several vehicle components or systems. The information in this TSB article is intended to assist technicians in speedometer/odometer concern diagnosis.

ACTION: Use the following supplemental information to assist in speedometer/odometer diagnostics.

OPERATION: A mechanical analog speedometer displays vehicle speed and the odometer displays total distance traveled. The speedometer/odometer assembly is cable driven by either a transmission or a transaxle. All speedometer/odometer assemblies, except for police vehicles are the same with respect to the speed accuracy tolerance used during calibration. The odometer gear ratio is fixed so that all are identical and have no error in the speedometer head.

Electronic digital operation is similar. It could use a drive cable or a speed sensor to drive the speedometer/odometer. An electronic signal is sent from a speed sensor to the digital speedometer/odometer assembly. The speed sensor is driven by a transmission or a transaxle, similar to a cable.

Several areas of concern that may affect speedometer/odometer readings are tires, axle gear ratio and speedometer/odometer drive and driven gears.

TIRES: Improper tire rolling radius and inflation pressure, temperature and size may contribute to inaccurate system readings. System accuracy testing should be performed after the tires are set at the correct pressure as shown on the safety compliance certification label. The tire should be warmed for a short period. Best results are obtained on smooth, dry pavement while driving at a constant speed within the posted speed limit.

AXLE/TRANSAXLE RATIO: The gear ratio of the rear axle or the final drive ratio of the transaxle must be known to select or check if the proper speedometer/odometer drive and driven gears are present. Various gear ratios are available, but usually are not a concern when dealing with speedometer/odometer concerns unless the gear ratio has been changed.
WARNING: NEVER CORRECT SPEEDOMETER READINGS BY CHANGING GEARS UNLESS THE ODOMETER IS ALSO OFF.

DRIVE/DRIVEN GEARS: The speedometer/odometer drive gear is located inside the transmission, transaxle or transfer case and is not easily accessed for change. The driven gear rotates the speedometer cable. Rear wheel drive vehicles have several driven gears with various numbers of teeth available to correct input to the speedometer/odometer head. Front wheel drive vehicles generally do not offer different gears for correction.

GENERAL DESCRIPTION: The maximum allowable odometer system accuracy error is ± 3.75% of the actual distance traveled. Ford Motor vehicles are well within those limits. The speed indication is biased high, except on police vehicles with certified calibration speedometers/odometers. As a general rule, the indicated speed is equal to or greater than the actual speed. This is intended to protect the consumer against violating speed laws. Most customer concerns are related to speedometers reading too high at true speeds between 50 MPH and 65 MPH (80 - 105 Km/h). At that speed range, the worst case errors may indicate a speed that
is 10% greater than true speed.

The speedometer head is an instrument which processes information sent to it by the rotating speedometer cable. If the system components send the wrong number of revolution per mile to the speedometer head, an inaccurate speed reading and amount of distanced traveled will be displayed. Since there is no error in the fixed gear ratio of the speedometer head odometer, start by checking the accuracy of the odometer even if the customer concern indicates a speed accuracy problem. Odometer accuracy can be checked by using roads established at mile increments or a known local course. If roads with mile markers are used, a five mile stretch is recommended to allow for inaccuracies. If an error is greater than 3.75%, a change to the transmission drive/driven gear
selection, tire size, or tire inflation may need attention. The odometer should be checked again to verify any corrective action. If the indicated speed error exceeds 10% between 50 MPH and 60 MPH (80 - 105 Km/h), replace the speedometer/odometer assembly. Vehicles with transfer cases that have fluctuating readings may be due to slippage of drive gears, parts not splined or loose yoke nuts.

If the vehicle has speed control, the speed accuracy can be checked using the verified odometer vs. time. The formula is as follows:
3600 divded by TIME (seconds to cover one mile) = TRUE MPH(Km/h)

EXAMPLES:
60 MPH (96 Km/h) requires 60 seconds to cover one mile
55 MPH (88 Km/h) requires 65 and 3/4 seconds to cover one mile
50 MPH (80 Km/h) requires 72 seconds to cover one mile

SUPERSEDES: 84-14-06
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-09-10 Normal Oil Consumption
Publication Date: MAY 3, 1989

FORD: 1986-89 ALL FORD LINES
LINCOLN-MERCURY: 1986-89 ALL LINCOLN-MERCURY LINES
MERKUR: 1986-89 ALL MERKUR LINES
LIGHT TRUCK: 1986-89 ALL LIGHT TRUCK LINES

ISSUE: The following information can be used to inform vehicle owners about "normal" oil consumption in today's engines.

ACTION: Use the following information to assist in explaining "normal" oil consumption to vehicle owners.

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation. This is especially true during the first 7500 miles (12000 kilometers), when a new engine is being "broken-in" or until certain internal engine components become conditioned. Vehicles used in heavy duty operation (severe service) may use more oil. The following are examples of heavy duty operation:
* Trailer towing applications
* Taxi cab applications
* Police service applications
* Severe loading applications
* Sustained high speed operation
Engines need oil to lubricate the following internal components:
* Engine block cylinder walls
* Pistons and piston rings
* Intake and exhaust valve stems
* Intake and exhaust valve guides
* All internal engine components
When the pistons move downward, a thin film of oil is left on the cylinder walls. The thin film of oil is burned away on the firing stroke during combustion. If an engine burned a drop of oil during each firing stroke, oil consumption would be about one (1) quart for every mile traveled. Fortunately modern engines use much less oil than this example. However, even efficient engines will use some oil or they would quickly wear out. Additionally as the vehicle is operated, some oil is drawn into the combustion chambers past the intake and exhaust valve stem seals and burned.

A lot of different things can affect oil consumption rates. The following is a partial list of these items:
* Engine size
* Operator driving habits
* Ambient temperature
* Quality and viscosity of the oil
Operation under varying conditions can be frequently misleading. A vehicle that has been run for several thousand miles (kilometers) of short trip operation or below freezing ambient temperatures, may have consumed a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the full mark on the dipstick due to dilution (condensation and fuel) in the engine crankcase. The vehicle then might be driven at high speeds on the highway where the condensation and fuel boil off. The next time the engine oil is checked, it may appear that a quart of oil was used in a hundred or so miles. This perceived 100-mile per quart (160-kilometer per quart) oil consumption rate causes customer concern even though the actual overall all oil consumption rate was about 1500-miles per quart (2400-kilometers per quart).

Make sure the selected engine oil meets the recommended API performance category "SG" and SAE viscosity grade as shown in the vehicle Owner Guide. It is also important that the engine oil is changed at the intervals specified for the typical operating conditions of the customer. This information is available in the Owner Guide, Maintenance Schedule and Record log.

OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 86-11-16
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-12-09 Driveability 351HO
Publication Date: JUNE 14, 1989

LIGHT TRUCK: 1984-87 ECONOLINE, F SUPER DUTY, F-150, F-250, F-350
MEDIUM/HEAVY TRUCK: 1984-87 F & B SERIES

ISSUE: A rich running engine at high altitude may be caused by incorrect vacuum hose and electrical connections. The overly rich condition can cause stalling, hard starting, or poor fuel economy.

ACTION: Listed below are some incorrect vacuum and electrical connections that have been found in the field. Technicians should check for these conditions before trying further diagnosis.
* Spark port or EGR port vacuum supplied to 5" and 10" Hg. vacuum switch instead of manifold vacuum.
* Manifold vacuum signal applied to off-idle vacuum switch instead of EGR port vacuum signal.
* Wrong vacuum hose routing for the altitude compensator system (check vacuum schematic).
* Wrong electrical connections - like connecting a wire to a 7V source when it should be connected to a 12V power source.
* Vacuum filter is restricted or plugged by a cap or other object.

OTHER APPLICABLE ARTICLES: 86-12-17
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-14-07 TPS Screws
Publication Date: JULY 14, 1989

FORD: 1983-89 CROWN VICTORIA, MUSTANG, TEMPO, THUNDERBIRD
1984-89 ESCORT
1986-89 TAURUS
LINCOLN-MERCURY: 1983-89 CONTINENTAL, COUGAR, GRAND MARQUIS, MARK VII, TOPAZ, TOWN CAR
1984-87 LYNX
MERKUR: 1985-89 ALL MERKUR LINES
LIGHT TRUCK: 1983-89 ALL LIGHT TRUCK LINES

ISSUE: All Throttle Position Sensor (TPS) mounting screws have a "Pozidrive" head. The "Pozidrive" head looks a lot like a Phillips screw head. Use of a Phillips head screwdriver to remove a "Pozidrive" screw will normally result in a rounded or damaged screw head. Many technicians think it is an overtorqued or "frozen" screw. An adhesive was also used as a thread sealant starting with the 1988 model year. This adhesive requires still more effort to loosen and remove the screw.

ACTION: To prevent rounded or damaged screw heads when servicing the TPS mounting screws, technicians should always use a #2 "Pozidrive" screwdriver.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-14-17 Trailer Wiring Colors
Publication Date: JULY 14, 1989

LIGHT TRUCK: 1990 BRONCO, F-150, F-250, F-350

ISSUE: Trailer tow wire harness color codes have been revised to be compatible with SAE color code standards. When hooking up a vehicle to a trailer that has been wired according to the SAE standard, the wire color/circuits will match.

ACTION: Refer to the following Circuit Color Code Chart for the correct color/circuit usage.

CIRCUIT COLOR CODE CHART
CIRCUIT FUNCTION - OLD COLOR* - SAE COLOR*
Trailer LH Turn/Stop - LG/O - Y
Trailer RH Turn/Stop - O/LB - DG
Trailer Brake Lamp From Controller - R/LG - R/LG
Trailer Electric Brakes Solenoid - BL/BR - DB
Trailer Back Up - BK/PK - R/Y
Trailer Ground - W - W
Trailer Running/Tail - W/R - BR/W
Trailer Power (Battery Charge) - Y - O
Trailer Brake Control Feed - R - R

Color Key - Color Abbreviations
BL-Blue
BK-Black
BR-Brown
DB-Dark Blue
DG-Dark Green
LB-Light Blue
LG-Light Green
O-Orange
P-Pink
R-Red
W-White
Y-Yellow

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 89-22-08 EMW/IMS Applications
Publication Date: NOVEMBER 1, 1989

LIGHT TRUCK: 1985-89 BRONCO
1985-87 BRONCO II
1985-89 ECONOLINE, E-150, F-250, F-350
1985-88 RANGER
1986-87 AEROSTAR
MEDIUM/HEAVY TRUCK: 1988-90 F & B SERIES

ISSUE: The Emission Maintenance Warning "EMW" module operates a light that is located on the instrument panel. For 1985-87 model year vehicles, the light will display the word "EMISSIONS". For 1988-89 model year vehicles, the light will display the words "CHECK ENGINE". When the light is lit, it is indicating that the 60,000 mile emission maintenance should be performed. After the maintenance is performed the EMW module must be reset to zero time. Another type of module is the "IMS" module. This module is not part of the light circuit and does not require maintenance. At a predetermined time, the IMS module directs the EEC IV processor to make a strategy change. A third type of module is the "COMBO" module. This module combines the functions of the IMS and the EMW modules.

ACTION: Refer to the following module application charts for the specific vehicle application and location of the different types of modules.
NOTE: FOR APPLICATIONS NOT LISTED IN THE FOLLOWING MODULE APPLICATION CHARTS, THE "CHECK ENGINE" LIGHT IS CONTROLLED BY THE EEC IV PROCESSOR. THESE VEHICLES DO NOT USE THE "EMW" MODULE.

1985 & 1986 MODULE APPLICATION CHART
APPLICATION - ENGINE - MODULE TYPE - MODULE LOCATION - SERVICE PART NUMBER
Aerostar - All - EMW - Left Of Steering Column On EEC IV Bracket - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Ranger, Bronco II - All - EMW - Behind The Glove Box - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - All - EMW - Bottom Of IP Left Of Steering Column - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)

1987 MODULE APPLICATION CHART
APPLICATION - ENGINE - MODULE TYPE - MODULE LOCATION - SERVICE PART NUMBER
Aerostar - All - EMW - EEC IV Bracket - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Ranger, Bronco II - All - EMW - Behind The Glove Box E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - All - COMBO - Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1988 MODULE APPLICATION CHART
APPLICATION - ENGINE - MODULE TYPE - MODULE LOCATION - SERVICE PART NUMBER
Ranger - 2.0L - EMW - Behind The Glove Box - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - 5.8L - COMBO - Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1989 MODULE APPLICATION CHART
APPLICATION - ENGINE - MODULE TYPE - MODULE LOCATION - SERVICE PART NUMBER
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)
Econoline, Bronco, F-Series - 5.8L - COMBO Bottom Of IP Left Of Steering Column - E7TZ-12B514-A

1990 MODULE APPLICATION CHART
APPLICATION - ENGINE - MODULE TYPE - MODULE LOCATION - SERVICE PART NUMBER
F & B Series - 6.1L & 7.0L - EMW - Mounted in the IP - E5TZ-12B514-C (1000 Hr) or E5TZ-12B514-A (2000 Hr)

PART NUMBER PART NAME
E5TZ-12B514-C EMW Module - 1000 Hr
E5TZ-12B514-A EMW Module - 2000 Hr
E5TZ-12B514-A COMBO Module

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: INFORMATION ONLY

[Steve83]

TSB 90-16-7 Clutch Cracks Firewall
Publication Date: AUGUST 1, 1990

LIGHT TRUCK: 1984-90 BRONCO, F-150, F-250, F-350
1988-90 F SUPER DUTY

ISSUE: Incomplete clutch release and/or hydraulic fluid leaking into the cab from the clutch master cylinder may be caused by the reinforcement plate on the clutch master cylinder separating from the dash panel. The separation of the reinforcement plate reduces the clutch master cylinder pushrod travel. Reinforcement plate separation can also cause deflection of the clutch master cylinder that results in a misalignment of the pushrod to the clutch master cylinder. Misalignment causes the "O" ring in front of the secondary seal to leak hydraulic fluid.

ACTION: Inspect the truck and, if necessary, use the following service procedure to install a reinforcement kit.

***I MAY ADD THIS LATER - IT'S VERY LONG***

[Steve83]

TSB 95-23-12 Non-Tilt Key Hard to Turn in Cold
Publication Date: NOVEMBER 20, 1995

LIGHT TRUCK: 1988-91 BRONCO, ECONOLINE, F SUPER DUTY, F-150-350 SERIES
MEDIUM/HEAVY TRUCK: 1988-95 F & B SERIES

ISSUE: The ignition key may be hard to turn in cold temperatures on trucks equipped with fixed (non-tilt) steering columns. This occurs because the column lock actuator may not be properly lubricated.

ACTION: Lubricate the column lock actuator with silicone lubricant. Refer to the following procedures for service details.

REMOVAL
1. Disconnect the battery ground cable.
2. Remove the steering wheel. Refer to the appropriate model year Bronco, Econoline, F-Series Service Manual, Section 13-06 for 1988-90 models and Section 11-04A for 1991 models. Refer to the 1991 F-FT-B 600, 700, 800 Service Manual, Section 13-06 and Section 11-04A for 1992-95 F & B Series vehicles.
3. Remove the two (2) bolts attaching the steering column support brackets to the pedal support bracket.
4. Mark the location of the ignition switch and remove it.
5. Remove the turn signal lever and turn signal switch.
6. Remove the lock cylinder.
7. Remove and throw away the snap ring from the upper steering shaft.
8. Using a light hammer, gently tap the steering shaft until the upper bearing is loose. Remove the upper bearing.
9. Loosen the upper flange retention nuts until one or two threads remain engaged.
a. Pinch the nuts toward the shaft.
b. Remove the upper flange from the outer tube.
10. Remove the column lock actuator.

INSTALLATION
1. Clean the grease from the column lock actuator and upper flange using parts cleaner (F3AZ-19579-SA) or equivalent.
2. Apply silicone lubricant (COAZ-19553-AA) or equivalent to the column lock actuator and upper flange where the actuator slides.
3. Install the column lock actuator into the upper flange.
4. Install the upper flange onto the outer flange.
5. Install the steering wheel onto the steering shaft and hand tighten the steering wheel nut.
6. Pull up on the steering wheel until the steering column expands about 10mm (0.375").
7. Remove the steering wheel.
8. Press the upper bearing onto the steering shaft.
9. Install a new snap ring (DOAZ-3C610-B) on the steering shaft.
10. Using a small hammer, gently tap the steering shaft until the upper bearing is seated into the upper flange.
11. Install the lock cylinder.
12. Install the turn signal switch and turn signal lever.
13. Install the ignition switch.
14. Install the two (2) bolts attaching the steering wheel bracket to the pedal bracket.
15. Install the steering wheel.
16. Connect the battery ground cable.

PART NUMBER PART NAME
COAZ-19553-AA Silicone Lubricant
F3AZ-19579-SA Metal Brake Parts Cleaner
DOAZ-3C610-B Snap Ring

OTHER APPLICABLE ARTICLES: TSB 85-05-24 Correction
TSB 85-01-20 Clutch Slow in Cold Weather: Dow 470 brake fluid is marketed under NAPA label/number 45012 (12 oz. container).
SUPERSEDES: 91-6-5
WARRANTY STATUS: Eligible Under Basic Warranty Coverage

OPERATION DESCRIPTION TIME
952312A Lubricate Actuator 0.7 Hr.


CHECK THE TSB & FSA ALBUM in my signature link for additional articles.