94 Ranger 2.3 manual trans. Had the exhaust pipe extended back to factory, and the timing belt replaced. Ran great the next day, sat the next, but failed to start Monday morning for work. Finally found the eec test, and got 157, 211, and 214. I did have the air flow system disconnected. It ran for about 5 minutes, but killed out when I reconnected it. Checked the codes again, same. Any ideas?
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2.3L ('83-'97) Just got it worked on, now what?
- Thread starter viejo feo
- Start date
lowspeedpursuit
Well-Known Member
First thought with 211 & 214 is they jacked up the crank sensor doing the timing belt. I'd unplug all the wires coming from down there, make sure everything is nice and clean, and firmly plug them back together. The connectors are kind of in front of the ICM.
Beyond that (or replacing the crank sensor) is out of my depth, but if nobody else chimes in, I can see if those codes have flowcharts in the EEC-IV diagnostic manual tomorrow night.
Beyond that (or replacing the crank sensor) is out of my depth, but if nobody else chimes in, I can see if those codes have flowcharts in the EEC-IV diagnostic manual tomorrow night.
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Intermittent start on those kinda points to crank sensor, it's a thing but usually when hot not cold, unless they broke the crank sensor when the timing belt was changed or bent the fins on the balancer...
lowspeedpursuit
Well-Known Member
Okay, diagnostic routines. I'm not responsible if you blow up your truck or waste your money, blah blah blah:
157/DC10 "indicates MAF signal went below 0.4V sometime during last 80 warmup cycles". Procdure is to inspect wiring and MAF. Expected output (MAF pin D) is 0.36-1.5V. Resistance between D and all other pins should be >10kohm.
211/NB2 immediately redirects to 214/DR1, which can be caused by the crank sensor, cam sensor on California trucks, ICM, PCM/EEC, or obviously any of their wiring.
Assuming the wiring checks out, it looks like one of the most useful tests is DR8: does CID AC voltage (ICM pin 2 on federal trucks) vary by >0.1V with varying RPM. Procedure for yes is replace PCM/EEC (this manual covers dozens of vehicles, most without ICMs. I would personally test the ICM first), no is replace crank sensor.
157/DC10 "indicates MAF signal went below 0.4V sometime during last 80 warmup cycles". Procdure is to inspect wiring and MAF. Expected output (MAF pin D) is 0.36-1.5V. Resistance between D and all other pins should be >10kohm.
211/NB2 immediately redirects to 214/DR1, which can be caused by the crank sensor, cam sensor on California trucks, ICM, PCM/EEC, or obviously any of their wiring.
Assuming the wiring checks out, it looks like one of the most useful tests is DR8: does CID AC voltage (ICM pin 2 on federal trucks) vary by >0.1V with varying RPM. Procedure for yes is replace PCM/EEC (this manual covers dozens of vehicles, most without ICMs. I would personally test the ICM first), no is replace crank sensor.
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@viejo feo ,
As a rule of thumb, if after a procedure (repair) is performed a new discrepancy arises; I 1st look closely at the systems/parts/components loosened, removed, unplugged or replaced to accomplish the "procedure" (everything that I needed to touch, to accomplish the repair).
I make a physical list and go through them one at a time until l figure out what I did wrong.
As a rule of thumb, if after a procedure (repair) is performed a new discrepancy arises; I 1st look closely at the systems/parts/components loosened, removed, unplugged or replaced to accomplish the "procedure" (everything that I needed to touch, to accomplish the repair).
I make a physical list and go through them one at a time until l figure out what I did wrong.
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