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4.0L OHV & SOHC V6 Tech General discussion of 4.0L OHV and SOHC V6 Ford Ranger engines.

ODB Codes

  #1  
Old 02-25-2017
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Icon4 ODB Codes

Hey Boys & Girls.. I have a 2000, 4.0 2WD XLT that is throwing P0340; P1401 & P1409 codes.. I've replaced the Cam Position Synchronizer and Sensor.. Engine runes fine, starts easily and has no bog at any rpm.. The funny thing about (well it's not really funny) the EGR Codes is that it's a non-EGR engine!! I've checked the wiring harness for DPFE Connector and pressure connector and there aren't any!! Any help is appreciated..
 
  #2  
Old 02-25-2017
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Welcome to the forum

2000 Ranger has the Computer's 104 wire connector in the upper center of the firewall.
Not a great place for it because it can get water intrusion, in 2003/4 they added a cover for it.

So I would UNHOOK THE BATTERY!!!

Then remove that connector, check it for corrosion, make sure it looks clean and dry inside.

After checking connector Clear the codes if they are not already cleared by battery disconnection

Reason I suspect connector is because with no EGR system getting EGR codes does seem a bit odd, like you thought, lol
 
  #3  
Old 02-25-2017
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Yeah, I thought that also. It's been disconnected several times. Dealer said it was wrong ECM, so ordered the PN they said was the correct on, but low and behold, no change. They said sorry and charged me $300.
 
  #4  
Old 02-25-2017
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The 2000 Ranger 4.0l has PATS so the computer, EEC-V(ECM), must be remarried to PATS module or reprogrammed with current vehicles PATS key IDs

So you bought the Computer and Ford charged you $300 to remarry it?

The original computer will have a 4 digit numbers/letters Stamped on its label, and that same number will usually be in the engine bay some where and in passenger door jamb on stickers.
That's the Software number you want to match

Part number is fairly generic, 2000 Ranger computer part number is XL5F-12A650-AYB

center number, 12A650, is the part number for any and all Ford engine computers regardless of model or year
XL = 2000 model year
5F is Ranger

AYB is revision number, but can also denote manual or automatic transmission use but not always

Ford never published a "decoder" for any of this, so dealers don't even know what the numbers mean, lol, seriously.

Look here at the picture: XL5F-12A650-AYB ECM/PCM for a 2000 FORD RANGER!!! | eBay

Look at the ERR1 that is stamped(added) to the label, that is the software you want that was loaded on it at the factory
And unless this truck has been having these code since it was new then something has changed

I found this thread: http://www.explorerforum.com/forums/...layout.162444/

It has the 104 pin layout and pin assignments for 4.0l SOHC which should be the same as 4.0l OHV
Find EGR pins/wires and see if they are hooked up on your connector, if you have no EGR system then the wires would be missing.
If you have the wires then try to find where they go.

Would it be possible that previous owner swapped in a different 4.0l OHV or deleted the EGR system?
And if Ford Dealer gave you the ECM part number based on VIN then it would be the wrong ECM
 

Last edited by RonD; 02-25-2017 at 09:58 PM.
  #5  
Old 02-26-2017
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First of all, Thanks for the response.

Here's a whole lot more information. I purchased the vehicle that wouldn't run. Bottom line is that i had to replace the engine with a used one. The engine that was removed was a Non-EGR engine, so I replaced it with the same type.

Could it have been replaced previously? Yes. I have no idea. It currently has a Non-EGR wiring harness and a Non-EGR Engine.

As for ECM, the Dealer gave me the same Part Number that you listed and I ordered an A1Cardone re-maned unit. Dealer claims that the remained unit didn't have Pats, and engine started right up without any programming, but still showed codes. P0340, P1401 and P1409.

I have been told that the connector, that is about 2.5 inches square, mounted to the plenum on the drivers side of the engine that the cable from the ECM and the engine wiring attach, is the same on EGR and Non-ERG engines. Soooo, I suspect the engine and wiring harness have been changed.

That would account for the EGR Codes, but not for the Cam Position Sensor code.

Since everything I've seen on ordering a replacement ECM goes off the VIN #, how could I find the correct ECM replacement for a Non-EGR Engine?


By the way, the first shop I took it to that claimed they could replace/update ECM couldn't.

Their fix was to remove the check engine bulb that I discovered when I pulled the Inst Cluster to repair the Oil Pressure gauge.
 
  #6  
Old 02-27-2017
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LOL, yes pulling the CEL bulb seems to be popular fix

Cam sensor code
In the late 1990's Ford switched from 3 wire CPS(cam position sensor) to a 2 wire CPS
These do not have compatible signals so there is no "wiring" fix.
You have to use the CPS type that the Computer can understand.

In my diagrams I show 1998 4.0l using 3 wire CPS and then 1999 and up 2 wire CPS
Not a big deal, you just need to swap in the correct CPS and synchro for the computer


On the EGR system I don't show any EGR/DPFE hook up to the 4.0l computer from 1997 and up, California sold 4.0l Rangers had to have them, but it doesn't show up on my Federal emissions wiring diagrams
 
  #7  
Old 02-27-2017
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My CPS is a 2 wire and the harness is a 2 wire.. Local parts stores only show a 3 wire for 2000 but the 2 wire for 99.

For grins & giggles, I disconnected the connector from the CPS and low & behold, there was no change in starting, running, etc. ???

I'm beginning to wonder now if it may be a ground problem and that if I can clear up the CPS code, the others may go away also.

Don't know where the ECM or CPS get their ground but will keep looking.

Friend has 99 4.0L and it has no EGR system either.

Any other ideas you have will appreciated..
 
  #8  
Old 02-27-2017
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CPS is used for Sequential fuel injection, without it computer runs Batch Fire, on a V6 that means computer opens 3 injectors at the same time, and alternates with the other 3.
So intake stays full of air/fuel mix, MPG can go down a bit like this but you would have been using batch fire with P0340 code in any case.

Grey/red wire at all the sensors is the Computer ground for the sensors, called SIG RTN
pretty much every sensor will have a grey/red wire and they are all spliced together and hooked to pin 91 on computer

2 wire CPS is a VR(variable reluctance) sensor so should generate its own AC voltage, like a Crank sensor does, or VSS(speed) sensor does

Other wire on the CPS should be blue/orange stripe, it would be shielded(grounded covering), but not grounded itself.
You could set volt meter to AC and hook it up to the two contacts on the CPS, test with engine cranking or running, cranking it will be under 1 volt AC, running might get above 4volts AC, not sure never tested one running
 
  #9  
Old 03-08-2017
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Thanks Ron for your feedback.. Life happens, so I haven't been able to work on it.

If I've been using batch fire, wouldn't it be hard to start and run rough?
 
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Old 03-08-2017
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No, Batch Fire is what all fuel injected engines used for many years, and most still use it for start up and warm up.
Sequential injection is all about MPG, that's its benefit

Direct injection will be the next step, even better MPG with that, no wasted fuel on the back of intake valves
 
  #11  
Old 01-02-2019
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Originally Posted by RonD View Post
CPS is used for Sequential fuel injection, without it computer runs Batch Fire, on a V6 that means computer opens 3 injectors at the same time, and alternates with the other 3.
So intake stays full of air/fuel mix, MPG can go down a bit like this but you would have been using batch fire with P0340 code in any case.

Grey/red wire at all the sensors is the Computer ground for the sensors, called SIG RTN
pretty much every sensor will have a grey/red wire and they are all spliced together and hooked to pin 91 on computer

2 wire CPS is a VR(variable reluctance) sensor so should generate its own AC voltage, like a Crank sensor does, or VSS(speed) sensor does

Other wire on the CPS should be blue/orange stripe, it would be shielded(grounded covering), but not grounded itself.
You could set volt meter to AC and hook it up to the two contacts on the CPS, test with engine cranking or running, cranking it will be under 1 volt AC, running might get above 4volts AC, not sure never tested one running
I recently swapped a 4.0 from a 2000 Explorer into a 98 Ranger and ran into the mismatch between the two Cam Position Sensors. I used the wiring harness from the 2000 motor and now it is throwing a P0340 code. The 00 uses the 2 wire VR CPS and the 98 used the 3 wire Hall Effect CPS. What’s the easiest way to remedy this? Should I swap the CPS from the 98 motor into the 00 engine and then splice the 3 prong connector into the wiring harness?
 
  #12  
Old 01-02-2019
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Originally Posted by Ranger_Rich View Post
I recently swapped a 4.0 from a 2000 Explorer into a 98 Ranger and ran into the mismatch between the two Cam Position Sensors. I used the wiring harness from the 2000 motor and now it is throwing a P0340 code. The 00 uses the 2 wire VR CPS and the 98 used the 3 wire Hall Effect CPS. What’s the easiest way to remedy this? Should I swap the CPS from the 98 motor into the 00 engine and then splice the 3 prong connector into the wiring harness?
In simplest terms the 2 wire CPS generates its own AC signal to computer, the 3 wire needs 12v/ground and provides a DC signal to computer, there is no conversion possible, its not an AC/DC thing exactly

You need to match the CPS to the computer you are using, so if you are using the 1998 computer then you need 3 wire CPS
If you are using a 3 wire CPS computer then you need to use a 3 wire CPS
The firmware/software inside the computer can't "understand" an AC signal from the 2 wire CPS

Good news is that 1 wire on the 2 wire harness can work
The dark Blue/orange stripe wire on both harnesses is the signal wire to pin 85 on the computer

Get the 3 wire CPS and synchronizer off the old engine and its 3 wire connector
Cut off the 2 wire connector

splice the dark blue/orange wires together, signal wire

On the 3 wire connector the Black/white stripe wire is a Ground, so use a jumper to a good ground

The Light Blue/orange stripe is the 12v wire, it is normally connected to the O2 sensors heater wires and EGR solenoids 12v wire, which are also light blue/orange stripe, so find one of those and splice into that wire to power the CPS

 
  #13  
Old 01-02-2019
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Thanks for the quick reply and excellent advice!!! Now comes the fun part of changing out the synchronizer while the motor is already in the truck. I wish I had known this while the motor was still on the engine stand waiting to be installed.
 
  #14  
Old 01-02-2019
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To save some time I would put crank at TDC with current CPS lined up correctly, so correct TDC, then install 3 wire CPS
 
  #15  
Old 01-02-2019
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Thanks again! One more question: the vehicle is also throwing a P0113 Intake Air Temp code. The original motor had a 4 prong Mass Air Flow sensor and a stand alone 2 prong IAT sensor. I am trying to use the 6 prong MAF sensor with integrated temp sensor. Do you know of any compatibility issues with this set up connected to the 98 Ranger computer?
 
  #16  
Old 01-02-2019
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Where was the IAT(intake air temp) sensor on the old engine?

If it was on the upper intake then yes there will be a problem, computer is expecting a different Range
If it was in the air filter box then it should be OK

Upper intake is warmer air so computers range settings are different, i.e. out of range code because air is cooler than expected
P0113 is circuit High which means colder than expected

IAT works the same as ECT in this respect, the higher the voltage the lower the temp
Both get 5volts from computer then return voltage, thru the variable resistor to send the temp to computer

Chart here: https://www.freeautomechanic.com/ima...ting-chart.gif

If Computer is set to expect 2.5v from the intake mounted IAT after warm up, but is getting closer to 3v from the MAF IAT then it would set that code
Its not the sensor its the Range the computer was programmed to expect
You may be able to add a resistor to either wire, lowering the voltage a bit on the MAF IAT but not sure how that would fly long term for fuel mix adjustment
 

Last edited by RonD; 01-02-2019 at 05:06 PM.
  #17  
Old 01-02-2019
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The IAT sensor on the old motor was located in the upper intake tube , a few inches in front of the throttle body (just my luck). Could I take the 2 prong IAT harness off the old motor and splice it into the new harness and bypass the IAT function of the MAF sensor?
 
  #18  
Old 01-02-2019
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Yes, outside 2 wires on the 6 wire MAF are for the IAT
IAT-MAF-MAF-MAF-MAF-IAT

And label on MAF should show that: E ABCD F
E and F are IAT nwires that were added

And Ford did change the name on the 6 wire MAF, IAT sensor was called the ACT(air charge temp) sensor, but same device internally

Same wire colors as well, Grey and grey/red stripe, so match those up
 

Last edited by RonD; 01-02-2019 at 05:07 PM.
  #19  
Old 01-02-2019
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Thanks Ron. I’m just a backyard mechanic trying to keep a good vehicle on the road. Your advice has been invaluable.
 
  #20  
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Thanks and me too, just been in the backyard a long time, lol
 
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