Ford E6TZ-9F472-A Sensor Assembly

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When working with the PCM (also known as the EEC-V module) or associated harness, exercise caution to avoid direct contact with the electrical connector terminals, as static electricity can damage delicate electronic components inside the PCM. It is recommended to wear a static discharging wrist strap and avoid working on electronics when relative humidity is under 25 percent. General EEC-IV power relay and ground checks are essential to prevent confusion and inaccurate diagnosis. The EEC relay and associated circuits provide battery power (VPWR) to fuel injection and electric fuel pump-related components requiring 10.5 volts or greater. The PCM (EEC-IV) reduces the input voltage to four-to-six volts for output to sensors requiring a specific reference voltage (VREF). For fuel delivery component and circuit checks, verify proper electrical operation of the fuel pump relay, inertia switch, fuel pump(s), fuel injectors, and fuel tank selector switch on dual tank models. Information sensors and output actuators include the engine coolant temperature sensor, which is a thermistor varying its voltage output based on temperature changes. Resistance values change with temperature, and failure in the coolant sensor circuit may set a diagnostic code. To check the sensor, measure its resistance values when cold and at operating temperature, ensuring correct values. Verify the signal voltage to the sensor from the PCM, which should be approximately 5.0 volts. Before installing a new sensor, wrap the threads with Teflon sealing tape. The Manifold Absolute Pressure (MAP) sensor monitors intake manifold pressure changes and converts them into a voltage output. There are voltage-varying and frequency-varying types of MAP sensors. A failure in the MAP sensor circuit may set a diagnostic code. Check the reference voltage to the MAP sensor and back probe the harness to determine the sensor type. Test the sensor response with a tachometer and a handheld vacuum pump, ensuring a smooth transition between readings. Replace the MAP sensor if test results are incorrect. The heated oxygen sensor (HO2S) monitors the oxygen content of the exhaust gas stream, producing a voltage output that varies with the air-to-fuel ratio. Diagnostic codes indicate problems in the oxygen sensor system. Check the sensor's steady signal voltage between 0.35 and 0.55 volts at normal operating temperature. The sensor's proper operation depends on electrical connections, outside air supply, operating temperature, and the use of unleaded fuel. Take special care during sensor service to avoid damage. When replacing the oxygen sensor, use caution due to the sensor's location in the exhaust manifold or pipe. Start and run the engine briefly before removal to facilitate loosening. Disconnect the battery, raise the vehicle, disconnect the electrical connector, unscrew the sensor, apply anti-seize compound to the threads, install the new sensor, and reconnect the electrical connector. The Throttle Position Sensor (TPS) is located on the throttle body and monitors throttle valve angle, affecting fuel delivery. Problems in the TPS or circuit may set a diagnostic code. To check the TPS, measure the signal voltage at idle and full-open throttle positions. Verify the TPS reference voltage and resistance of the potentiometer within the TPS. Adjust the TPS if necessary. The Intake Manifold Temperature Sensor, also known as the Air Charge Temperature (ACT) sensor, is located in the intake manifold and acts as a resistor changing value with air temperature. Problems with the IAT sensor may set a diagnostic code. Check the reference voltage and measure resistance across the sensor terminals at different temperatures. Power steering pressure switch issues may cause timing to retard at idle or engine stalling under heavy power steering use. A pressure switch that fails to open or close may impact engine performance. Check for battery voltage to the power steering pressure switch and continuity to brake light bulbs. The Brake On/Off (BOO) switch indicates brake application to the PCM. Issues with the BOO switch or circuit may affect idle quality. Check for battery voltage to the BOO switch and continuity to brake light bulbs. The EGR Valve Position (EVP) sensor attached to the EGR valve produces a signal indicating the EGR valve's position. Check for reference voltage and resistance of the EVP sensor. Apply vacuum and check resistance change. Replace the EVP sensor if necessary. The Knock Sensor (KS) detects engine detonation, sending a voltage signal to the PCM to retard spark timing. Check for reference voltage to the knock sensor and simulate operating conditions to observe timing response. Replace the knock sensor if it does not respond. The Idle Air Control (IAC) or Bypass Air Idle Speed Control (BPA-ISC) solenoid controls idle speed by regulating air bypassing the throttle body. Check for the PCM signal voltage, inspect the pintle for carbon deposits, and check the resistance of the solenoid. Clean the IAC valve housing and install a new O-ring during replacement. The Mass Airflow (MAF) sensor measures air entering the engine using a hot wire sensing element. Check for power to the MAF sensor and voltage signals at idle and increased engine speed. Disconnect the MAF sensor and check for resistance. Replace the MAF sensor if necessary. The Manual Lever Position (MLP) sensor on the transmission indicates the gear position to the PCM. Check for power to each signal wire and adjust the switch if necessary. Further diagnostics require specialized equipment.

The oxygen sensor provides the computer with a signal indicating a rich or lean condition during engine operation. This information helps the computer determine the correct air/fuel ratio. A low voltage signal from the sensor indicates too much oxygen in the exhaust (lean condition), while a high voltage signal indicates too little oxygen (rich condition). Oxygen sensors are threaded into the exhaust manifold or exhaust pipes on all vehicles. Some later models use heated oxygen sensors to allow the engine to reach the closed loop faster. For non-heated sensors, with the oxygen sensor connected and the engine running, measure the voltage between the oxygen sensor connector and ground with a Digital Volt-Ohmmeter (DVOM). If the voltage readings swing rapidly between 0.01-1.1 volts, the sensor is likely okay. For heated sensors, disconnect the HO2S, measure the resistance between PW Rand and GND terminals of the sensor. If the reading is approximately 6ohms at 68°F (20°G), the sensor's heater element is in good condition. With the HO2S connected and engine running, measure the voltage with a DVOM between terminals H02S and SIG RTN (GND) of the oxygen sensor connector. If the voltage readings swing rapidly between 0.01-1.1 volts, the sensor is likely okay. To remove and install, disconnect the negative battery cable, raise and safely support the vehicle on jackstands, disconnect the HO2S from the engine control sensor wiring. If excessive force is needed to remove the sensors, lubricate the sensor with penetrating oil prior to removal. Remove the sensors with a sensor removal tool, such as Ford Tool T94P-9472-A. Install the sensor in the mounting boss, then tighten it to 27-33 ft. lbs. (37-45 Nm). Reattach the sensor electrical wiring connector to the engine wiring harness, lower the vehicle, and connect the negative battery cable.

A faulty power steering pressure switch may cause timing to retard at idle or engine stalling under heavy power steering use. Check for voltage and continuity to diagnose the issue.