Misfire diagnosis needed....99 Crown vic

[rusty ol ranger]

jankin around the wires.

The luck ran out this morning

 

[bobbywalter]

yeah.....jankin around without positive id is hope.

hope. is not a plan of action.

 

[rusty ol ranger]

yeah.....jankin around without positive id is hope.

hope. is not a plan of action.

I wasnt really jankin though...i was inspecting.

The ONLY component that was in it when the starter shorted thats still in it is the battery.

But i would think if it was the issue it wouldnt start or atleast slow crank or die when sitting.

Heres a diagram of the charging system...

It seems pretty simple and ive been through all of it...except for the wire going from the regulator into the cluster...not sure of a good way to check that

 

[rusty ol ranger]

So i had the alternator tested last night....

Either ive gotten 2 junk ones in a row from napa or something on the car is killing them. I got on car-part.com theres a junkyard about 30mi away thats got a tested good OEM one for 50 bucks. NAPA said if this ones garbage theyll refund me.

Looking at that diagram im not sure what could be killing them if thats the case. Unless its the battery...which also tested good but i figured it would. Im going to install the battery from the B2 and see what comes of that.

Im going to go buy that junkyard one and throw on and see if it gets fried in short order, if it does ill know somethings going on deeper....if it dont then ill just run it untill it dies a slow death. It takes 10mins to change the alternator on this thing.

 

[bobbywalter]

i was referring to the transmission connection plug in a previous post...not the access hole rubber plug in the bell.

that section of harness could have an issue causing one of the other intermittent problems.


the alternator..
did they perform the test correctly? i have had starters and alternators tested with printouts but they did the process incorrectly or used the wrong shit...so there is that. again there are several ways that can get burned. i tend to do that shit myself for that reason.


was it over charging like 17 v at higher rpm? seems it wasn't not charging and sucking the battery dead...or you would have mentioned that. it was 14 vin the vid you posted. revving up to 3-4k if it goes over 15 v is a clue.

overcharge will eventually murder the battery. ground and voltage feed issues can be a thing with that and can cause damage to ecm potentially...

you appear for sure have more than one issue. definitely would have to ohm the harness...and those harnesses suck to work with because the pcm is facing out and low on the drivers side. the way they are layed out is a pia...maybe the 99 is different then the 97-98 that way. dont remember specifics....its why i just robbed parts off of them building v8 swap harnesses...


the misfire codes...

Codes im getting are for "primary control circuit open/short"...for cylinders 4/5/6/8. One cylinder (4) on pass side bank, 3 on the drivers. For some reason cylinder 7 seems immune...despite its bank mates going crazy.

these seem to point to a branch feed or ground connection issue.

have had trans harnesses and o2 harnesses get pinched and fry stuff to a point and intermittent connections/corrosion wer cutting power to the injectors/maf/solo pak in trans ect...from hitting bumps or turning left or engine moving far from bad motor mount under wot.....

shit like that.

so. you can straight power / bypass power injectors and coils to eliminate a branch issue that will suck to dig out. if that eliminates the missing you know its a harness issue.

the bare wire you fixed is why i had concerns with the trans harness. have had those throw codes and cause misfire codes when they shorted. no blown fuse and codes they dont have anything to do with. f150 application but same shit...4.6 4r70.

 

[rusty ol ranger]

i was referring to the transmission connection plug in a previous post...not the access hole rubber plug in the bell.

that section of harness could have an issue causing one of the other intermittent problems.


the alternator..
did they perform the test correctly? i have had starters and alternators tested with printouts but they did the process incorrectly or used the wrong shit...so there is that. again there are several ways that can get burned. i tend to do that shit myself for that reason.


was it over charging like 17 v at higher rpm? seems it wasn't not charging and sucking the battery dead...or you would have mentioned that. it was 14 vin the vid you posted. revving up to 3-4k if it goes over 15 v is a clue.

overcharge will eventually murder the battery. ground and voltage feed issues can be a thing with that and can cause damage to ecm potentially...

you appear for sure have more than one issue. definitely would have to ohm the harness...and those harnesses suck to work with because the pcm is facing out and low on the drivers side. the way they are layed out is a pia...maybe the 99 is different then the 97-98 that way. dont remember specifics....its why i just robbed parts off of them building v8 swap harnesses...


the misfire codes...





these seem to point to a branch feed or ground connection issue.

have had trans harnesses and o2 harnesses get pinched and fry stuff to a point and intermittent connections/corrosion wer cutting power to the injectors/maf/solo pak in trans ect...from hitting bumps or turning left or engine moving far from bad motor mount under wot.....

shit like that.

so. you can straight power / bypass power injectors and coils to eliminate a branch issue that will suck to dig out. if that eliminates the missing you know its a harness issue.

the bare wire you fixed is why i had concerns with the trans harness. have had those throw codes and cause misfire codes when they shorted. no blown fuse and codes they dont have anything to do with. f150 application but same shit...4.6 4r70.

Ill get it in the air and see what i can see in the trans plug.

Its just strange because all this started when the (im assuming) solenoid shorted on the starter and killed the battery overnight. Before this i had no issues like this. It just ran bad in the cold weather...but didnt miss...just bogged out. Guessing that was the fuel pump.

....and yes the ECM is in that same shitty spot. I watched the guy hook it up to the machine....red on big hot stud terminal, case ground, regulator plug. I could not get it to overcharge and it charged normal voltage with the DVOM....but so did the last napa one....and so did the original one. But all 3 failed the parts store test and i had all 3 tested by different people at different places....i cant see all 3 guys hooking it up wrong.

That said i did read it relys on whatever runs in the wire that goes to the cluster light to tell the regulator how much to charge....ive never been able to DVOM it while the lights on. If whatevers in that wire is fried and its at times telling it to overcharge i could see that eating the alternator.

 

[rusty ol ranger]

Maybe this is naieve optimism but....

One thing i didnt investigate super close was the interior fuse panel.

Everything im having trouble with (if im right about the charge light cluster thing), the light control module (no low beams) and PCM/Coilpacks are all fused right next to each other in that panel.

I think i owe it to myself to pull the actual panel where i can get a damn good look at the wiring in that area....im wondering if something is bare or otherwise messed up right there causing all this shit