2.3L ('83-'97) 1997 Ford Ranger 2.3 l five-speed manual transmission 4x2 no start

[fst-llc 1]

Good day! I have a 1997 Ford Ranger with the 2.3 l 4 cylinder and a 5-speed manual transmission that has no power to the PCM fuse 19 and and no power to fuse number 11 the cel indicator light in the instrument cluster. This is with the ignition switch in the run position. Now this is the trick when the ignition switch is in the off position I have 12 volts DC to fuse number 19 PCM control ignition power and fuse number 11 CEL indicator light. The indicator light does not light up in either of the ignition switches positions run or off. I checked the PCM ignition relay it is good on the primary and secondary side. I am also not getting power to the fuel pump relay as far as I can tell in the run position of the ignition switch. I checked this relay as well, it checked out good and it is the same as the PCM relay so I swapped them to no avail. When I put power through the ignition switch to tell the ignition coils, pcm, starter circuit, and cel indicator light to power up I lose power to the PCM and see you indicator light circuit for some reason.. Also the OBD2 port will not communicate with the PCM. The truck was rear-ended shortly before it quit starting, but it ran after that. Another fact is the alternator quit charging the battery shortly before it quit running or no start, no spark, no power to PCM. So the battery is dead unless it's on the charger now which shouldn't cause a power loss with the ignition switch in the on position like it does. I am hoping this is enough information to go on. Can anyone please offer some advice as to what might be the cause? I would greatly appreciate it. One more thing I have two different wiring schematics for the circuit, but neither one has the right color code for this truck. I'm pretty sure it's a 1997, but I'm not sure if it's the XLT or some other designation for trim level. Please offer your advice if you know something. Thank you in advance for you guys this time and consideration in this issue. NEXT DAY: checked 104 pin connector at PCM in engine compartment pin 97 I believe it was and same. OFF position 12VDC and in RUN position looses all voltage. So I'm making an educated guess and saying that I don't think the PCM is the problem, it's backwards somehow somewhere from the ignition switch on. It could be the relay for the ignition system fried corroded stuck in on position and when adding power to the other sensors by keying on might cause PCM to shut everything down due to overload couldn't it? If that's the case which relay is for the ignition system or is that covered by the PCM relay? Any advice, test ideas to run, or facts one might come up with will be greatly appreciated. Thank you for reading and your consideration in this matter. Hope everyone has a good night!

 

[franklin2]

Sounds like a grounding problem. If you had a long piece of scrap wire that would reach the battery negative, I wonder what you would get on your meter then using the battery as a ground. If that works, you should be able to leave the meter on the battery ground, touch the + meter lead to the ground you were using in the cab, and when you turn the key get 12v to ground. If you do, that is a sure sign you have a ground problem.

You need a good ground from the battery to the engine block. And then from the engine block to the cab firewall. The factory usually had a ground strap from one of the bellhousing bolts to the firewall. This strap is forgotten frequently when the engine or transmission is pulled out. It's a very important ground, since the cab is mounted in rubber body mounts.

 

[fst-llc 1]

Sounds like a grounding problem. If you had a long piece of scrap wire that would reach the battery negative, I wonder what you would get on your meter then using the battery as a ground. If that works, you should be able to leave the meter on the battery ground, touch the + meter lead to the ground you were using in the cab, and when you turn the key get 12v to ground. If you do, that is a sure sign you have a ground problem.

You need a good ground from the battery to the engine block. And then from the engine block to the cab firewall. The factory usually had a ground strap from one of the bellhousing bolts to the firewall. This strap is forgotten frequently when the engine or transmission is pulled out. It's a very important ground, since the cab is mounted in rubber body mounts.

God bless you in Jesus! Thank you for your help. I'll try that and let you know. It should be later today I can get to the truck. It's nice to meet people that care. You are appreciated. Till then and after have a good day!

 

[fst-llc 1]

Okay, I figured out the reason why I had power with the switch off and lost power with the switch on: it was backwards of all things! Live and learn I guess they always say. Now the problem is no CEL indicator light and no ignition power to the fuel pump relay when the ignition is in the run position. I have 12 volts DC at fuse number 11 which has a 7.5 amp fuse and I have 12 volt DC at fuse 19 which is a 25 amp fuse, I've got 12 volt DC to the diode powering PCM and 12 volt DC at the relay both primary and secondary powering PCM. However I have to jump the terminals sockets on the secondary side of the fuel pump relay to get the fuel pump to run. Of course it runs constant instead of running for 2 to 3 seconds until it gains pressure on the fuel rail. With the fuel pump relay sockets (I believe pin 87a and 87) jumped with a piece of wire I have fuel pressure at the Schrader valve. The fuel pump relay does not click on for 2-3 seconds when the ignition only is used. The truck still won't start but I have 12 volts DC at the coil pack at the front of the engine, I haven't checked if there's 12 volts DC to the coil pack directly behind it. I read somewhere that the second coil pack only is operational at certain RPM, but I may be wrong. I had a 1999 Mercedes-Benz ML430 that had 16 spark plugs it was a V8 with two spark plugs per cylinder and they fired at all times when the engine was running. I'm not sure if that's the case with this Ranger 2.3l set up or not. Anyway, tomorrow I'm going to do a spark plug test and use some starting fluid to see if I can get it to fire. With 12 volts DC to the front coil pack I would think that there is spark. I didn't have time tonight or I would have checked and seen if there was 12 volts DC to the injectors. I believe it should be constant 12 volt DC to each injector, the PCM controls when it grounds each injector at the proper time I think. Without jumping the fuel pump relays sockets pins 87a and 87 I don't have any fuel pressure. I'll do some more tests tomorrow, hopefully getting an earlier start so I'm not fighting the dark. Thank you for your time. Please, if you have any suggestions for me, like some test to run, I would greatly appreciate it. It's always nice to find someone that cares about helping out on another person's problems. You are greatly appreciated! Anybody else that wants to comment with suggestions please feel free. Thanks and have a good evening! God bless!

 

[franklin2]

On these trucks also, there is a important ground that comes directly off the battery negative. It will usually have a single coupler in the wire and then it disappears into the large wad of wires that go to the computer. This is a very important ground for the ECM. It won't hit a lick if there is a problem with this ground, and it leads a hard life over by the battery. I tried it on mine, the engine was running, I pulled this single black wire apart at the connector and the engine died instantly.

 

[fst-llc 1]

Thank you again for your input. I will check on that. I posted another message on this thread yesterday about how I found out that we had the ignition switch position backwards. It wasn't one of my finest moments for sure! Live and learn is what I've always have heard! Lol! Now I am having a problem with not getting power with the ignition in the run position to the primary side or coil side of the fuel pump relay, so no fuel pump activation. I jumped the pins 87 a and 87 I believe on the socket for the fuel pump relay and was able to get the fuel pump running continuously instead of powering up for 2 to 3 seconds and shutting off when pressure on the fuel rail is achieved. We still couldn't get it to start but had fuel pressure at the Schrader valve. It not starting might be due to lack of fuel pressure or the injectors not receiving a ground pulse from the PCM or even plugged injectors. I have not checked the voltage on the injectors yet. Also I have not pulled any spark plugs to see if they are wet or not with fuel. We are going to try starting fluid today since I do have power 12 volt DC to one of the coils, I need to check the other coil pack for voltage. Plus I do have 12 volts DC to the PCM diode, PCM relay, and fuse 19 in the cab fuse box. Also I have 12 volt DC to fuse 11 now, but no CEL indicator light is lit. Not even at first when the ignition switch is first switch to the on or run position. I believe it's supposed to come on for a few seconds and then go out if there are no codes or errors to report. I will check for that ground that you're talking about and I still haven't checked the inertia switch either. Now it's in a fuel issue I believe. However it could be the second coil pack I haven't tested yet for voltage not firing and I have learned that one coil pack powers two of the cylinders and the other cool pack powers the other two cylinders. I think it's one and three powered by one coil pack and two and four powered by the other. Each cylinder having two spark plugs for each. What do you think about that? Of course I will update this when I get to the truck and run the test Plus look for the ground wire you told me about. Today hopefully I will finish with a confirmed diagnosis for the problem with parts ordered to fix it. Thanks again for your time. Peace! And God bless you too! Sorry my posts are so long, there is just so much information needing to be shared. I'm using voice to text so it's easier to go on and on. Oh well as long as the info is relevant right?