1994 Ford Technical Service Bulletins

Transcription

TSB Article 94-01-13 has been superseded by Article 94-10-21.
94-3, Publication Date: FEBRUARY 9, 1994
MEDIUM/HEAVY TRUCK:
1994 CARGO SERIES, F & B SERIES, L SERIES
This TSB article is being republished in its entirety to correct the Steering Stop Bolt Setting Chart and the
mounting styles available. The chart contained in the original article was for 1995 model year vehicles. The
correct 1994 chart and mounting styles available are shown in Figures 1 and 2.
ISSUE:
New steering stop bolt settings have been developed for 1994 F & B Series, L Series and Cargo Series
Trucks.
ACTION:
Refer to the following Steering Stop Bolt Setting Chart, Figure 1, for the updated settings. Refer to Figure 2 for
the mounting styles available.
Figure 1 - Article 94-3-10
OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 93-25-15
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 303000, 390000
MEDIUM/HEAVY TRUCK:
1992-94 CARGO SERIES, F & B SERIES, L SERIES
ISSUE:
Slow acceleration from a dead stop may be caused by inadequate fuel/air supply or insufficient boost
pressure.
ACTION:
Use the following procedure to diagnose and correct vehicles that exhibit this condition.
NOTE:
THIS PROCEDURE ONLY ADDRESSES VEHICLES WITH AN AUTOMATIC TRANSMISSION THAT
EXHIBIT SLOW RESPONSE TO THROTTLE INPUT FROM A DEAD STOP.
DIAGNOSTIC PROCEDURE
1.
Check to make sure the engine is getting full fuel and air.
a.
Carefully inspect the vehicle air cleaner for restriction; turbo outlet and charge air inlet (CAC)
hoses and clamps for damage or looseness.
b.
Check fuel lines/hoses for crimping or other damage.
c.
Check the Boost Control Device (BCD) line for a leak or obstruction.
2.
Verify that the vehicle has clean #2 diesel or appropriate winter blend fuel. (#1 diesel fuel significantly
reduces engine performance.) Confirm that the fuel filter is not plugged.
3.
Verify proper throttle and transmission modulator adjustment. The engine must reach (or exceed) the
no load governed speed with the transmission in NEUTRAL and the accelerator pedal fully
depressed.
a.
Refer to the following No Load Governed Speed Chart.
b.
With the engine running, the throttle lever on the injection pump must reach its "stop" with the
pedal fully depressed. See Section 10.02 in the applicable service manual for the complete
throttle/transmission modulator adjustment procedures.
4.
After verifying/correcting the above, perform a "STALL CHECK" as follows:
a.
Install a boost gauge in the intake manifold, "After" the Charge-Air-Cooler (CAC).
b.
If the vehicle is not equipped with a tachometer, temporarily install one.
c.
Set brakes and chock the wheels.
d.
Operate the vehicle until the transmission fluid temperature is at least 180° F (82° C). If the
vehicle is not equipped with a transmission temperature gauge, perform two (2) 30 second
duration Stall Checks (described later in this article) to warm up the fluid.
NOTE:
ALLOW 30 SECONDS OF HIGH NEUTRAL IDLE BETWEEN STALL CHECKS TO ASSURE
TRANSMISSION TEMPERATURES DO NOT EXCEED DESIGN MAXIMUM.
WARNING:
NEVER MAINTAIN A STALL FOR MORE THAN 30 SECONDS OR TRANSMISSION DAMAGE
MAY OCCUR. IF CONVERTER/TRANSMISSION TEMPERATURE EXCEEDS 250° F (121° C),
RUN THE TRANSMISSION IN NEUTRAL AT 1200 TO 1500 RPM UNTIL THE TRANSMISSION
COOLS.
STALL CHECK
1.
With foot on brake and all personnel clear from the vehicle, place the transmission in DRIVE. Allow
the engine RPM to stabilize at idle (about 750 RPM).
2.
Fully depress the throttle pedal. Use a stopwatch to time how long it takes for the engine to reach
1600 RPM from the time the accelerator pedal is fully depressed. Record this time.
3.
Repeat the above procedure three times and average.
NOTE:
ALLOW 30 SECONDS OF HIGH NEUTRAL IDLE BETWEEN STALL CHECKS TO ASSURE
TRANSMISSION TEMPERATURES DO NOT EXCEED DESIGN MAXIMUM.
4.
Calculate averages as follows: (Time 1 + Time 2 + Time 3 = Total Time); (Total Time divided by 3 =
Average Time)
5.
After the third run, maintain full throttle until the engine speed stabilizes at the torque converter full
stall speed. Record the engine RPM and the intake manifold boost pressure.
WARNING:
NEVER MAINTAIN A STALL FOR MORE THAN 30 SECONDS.
6.
The average time for the engine RPM to reach 1600 RPM should be six seconds or less.
BOOST PRESSURE
The boost pressure at full converter stall should be about 85% of the full boost pressure specification values
listed in the following Full Boost Pressure Specifications Chart.
An optional test is to check for full boost. To check for full boost, the boost pressure must be recorded with the
engine at "full load", the engine at rated speed and the throttle pedal fully depressed. This test can be
conducted either on a dynamometer or on a road with a grade.
Approach the grade with engine speed in excess of rated RPM.
Record the full boost pressure as the engine RPM drops through the rated RPM. This may require
"finding" the correct gear and/or grade.
(*) these specifications are applicable for full throttle, rated speed operation.
REPAIR PROCEDURE
If the STALL CHECK time (for engine to reach 1600 RPM) is greater than six seconds or the boost pressures
are not within specification as identified in the Full Boost Pressure Specification Chart, remove the injection
pump and have it serviced at the local Bosch facility.
The following items are to be checked by an authorized Bosch facility.
No air-fuel to the top setting
Verify full fuel calibration
Boost Control Device (BCD) set to the low end of the specification
Check pump timing
These settings may only be adjusted by an authorized Bosch facility. Note that setting the BCD towards the
lower end of the range improves engine response.
WARRANTY STATUS: Eligible Under Basic Warranty Coverage, Emissions Warranty Coverage
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 611500, 614500
MEDIUM/HEAVY TRUCK:
This TSB article is being republished in its entirety to correct a thickness dimension, to add the concavity
specification and revise the thickness measuring procedure.
ISSUE:
Clutch "chatter" at the friction point may be caused by an uneven or rough surface on the engine flywheel.
ACTION:
Guidelines for resurfacing the engine flywheel and for determining when the flywheel should be replaced have
been developed. Use the following guidelines when attempting to resurface the engine flywheel.
WARNING:
UNAUTHORIZED REPAIRS TO FLYWHEELS CAN CAUSE PERSONAL INJURY. ANY
MODIFICATIONS WHICH DO NOT CONFORM TO THE SPECIFICATIONS THAT FOLLOW ARE NOT
AUTHORIZED.
The following flywheels may be resurfaced.
1.
The minimum flywheel thickness after resurfacing is 31.877mm (1.255").
2.
Clutch contact surface finish must be no greater than 2.0 micrometers (40 R.M.S.).
3.
The clutch surface must have a 0.0 to 0.10mm (0.0 to 0.004") concavity.
4.
Use the following guidelines to determine if the flywheel must be scrapped.
GUIDELINES
Under no circumstances may the final machined thickness dimension be less than 31-877mm
(1.255"). See Figures 1 and 2. Scrap the flywheel if the flywheel thickness does not meet this
minimum dimension after resurfacing.
If after resurfacing the flywheel, material heat or surface cracks are apparent, the flywheel must
be scrapped.
If after resurfacing, grooves are apparent in the surface, the flywheel must be scrapped.
If the clutch contact surface is convex after resurfacing to the minimum thickness, the flywheel
must be scrapped.
5.
Measure the flywheel thickness at a minimum of three locations equally spaced around the flywheel
as follows:
a.
Place the flywheel, clutch face down, on a straight edge or flat surface.
b.
Measure from the clutch face or flat surface to the surface that the flywheel mounting contacts the
end of the crankshaft (surface "A" in Figures 1 and 2).
OASIS CODES: 490000, 506000, 702000
MEDIUM/HEAVY TRUCK:
ISSUE:
A change has been made to the throttle levers on the Bosch fuel injection pumps on 175 HP and larger
FD1060 and FD1460 Diesel engines. Beginning in March, 1993, the threaded holes in the cast throttle levers
for attaching the vehicle throttle linkage were changed from an SAE thread (1/4"-28) to a metric thread
(M6X1).
ACTION:
If a replacement capscrew is required during repair, use the die mark "27" to determine the appropriate
capscrew (1/4"-28 SAE or M6X1 Metric) for the specific application. A number "27" die mark is stamped into
the old levers with the SAE thread, whereas the new metric threaded levers have no stamped mark. See
Figures 1 and 2. The change was phased in for the various pump ratings from March through June, 1993.
OASIS CODES: 499000
94-5, Publication Date: MARCH 9, 1994
MEDIUM/HEAVY TRUCK:
1992-94 L SERIES
ISSUE:
The engine may stop due to a momentary interruption of power to the Electronic Control Module (ECM)
caused by vibration input to the ignition switch. This condition usually occurs when the parking brake actuation
knob is pulled, although other vibration inputs may cause the condition.
ACTION:
Install a jumper wire with an in-line fuse which places the existing fuel solenoid relay between the ignition
switch and the Cummins ECM key power input circuit. Refer to the following service details for installation of
the jumper.
INSTALLATION
Perform the following with the key off:
1.
Under the hood, locate the single circuit brown connector in the -14401- wire harness on the left hand
cowl panel, Figure 1. The wire to the connector is red with a green stripe.
NOTE:
AIR CONDITIONED VEHICLES WILL HAVE THE FAN CLUTCH A/C OVERRIDE RELAY PLUGGED
INTO THIS CONNECTOR. REMOVE THE RELAY FROM THE CONNECTOR.
2.
Plug the brown connector into the jumper harness (F4HZ-14398-A). If the vehicle has air
conditioning, plug the fan clutch A/C override relay into the jumper and plug the extra lead of the
jumper into the brown connector, Figure 1.
3.
Locate the brown connector between the -12A581- and the -12A522- harness on the left hand cowl
panel below the -14401- harness, Figure 1. Uncover enough of the -12A522- harness to allow
identification of and access to the red wire with the yellow stripe.
4.
Cut the red-yellow wire close to the connector and tape back the wire end at the connector to prevent
possible shorting.
5.
Strip the other end of the exposed red-yellow wire and complete the butt splice supplied with the
jumper.
6.
The butt splice supplied with the jumper has a heat shrink sleeve. After completing the splice, shrink
the sleeve on the connector.
7.
Tape/tie strap the jumper and wire harness to prevent damage.
8.
Start vehicle and verify proper operation.
WARRANTY STATUS: Eligible Under Basic Warranty Coverage
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 203200, 614000
MEDIUM/HEAVY TRUCK:
1988-94 L SERIES
ISSUE:
A loss of engine power may be caused by a leaking turbo outlet/Charge-Air-Cooler (CAC) duct.
ACTION:
Install a new more durable aluminum CAC duct with two pre-assembled end connectors. Refer to the L Series
Service Manual, Section 03C-12, for removal and installation details.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 614000
MEDIUM/HEAVY TRUCK:
1993-94 CARGO SERIES, F SERIES, L SERIES
ISSUE:
A "knocking" noise may come from the front end of the FD1460 engine when it is operating in the range of
2000-2300 RPM with a light or no load. The noise is loudest when the engine is cold and can vary from vehicle
to vehicle. This condition is normal for this engine.
ACTION:
No action is required. After testing and tearing down of engines in service, it was determined that the
"knocking" noise is not detrimental to the engine operation or durability. The engine should not be serviced for
this condition. The source of noise is related to the normal acceleration and subsequent contact of the gears
comprising the front engine gear train.
OASIS CODES: 499000, 702000, 702100
MEDIUM/HEAVY TRUCK:
ISSUE:
Heavy duty exhaust valve springs are now available for service use to ensure maximum exhaust braking
performance when it is required.
ACTION:
Replace the standard duty exhaust valve springs with heavy duty exhaust valve springs listed in the following
Exhaust Valve Spring Chart to ensure maximum exhaust braking performance. If maximum exhaust braking is
not required, the standard duty spring may be retained, but reduced exhaust braking will be evident.
NOTE:
THE EXHAUST BRAKE ORIFICE MUST BE SIZED SO THAT THE MAXIMUM BACK PRESSURE IS NOT
EXCEEDED AT ANY TIME.
OASIS CODES: 301000, 403000, 499000
94-8, Publication Date: APRIL 20, 1994
MEDIUM/HEAVY TRUCK:
ISSUE:
A new tie rod tube clamp was incorporated in production on March 7, 1994. The new clamps are "free
rotating" whereas the prior level clamps were welded to the tie rod tube.
ACTION:
If service is required, use the following service procedure.
SERVICE PROCEDURE
1.
Place the clamp so the tab on the clamp is against the end of the center tube and positioned as
shown in Figure 1.
2.
Tighten the tube clamp bolt to 68-94 N-m (50-70 lb-ft).
OASIS CODES: 303000
94-8, Publication Date: APRIL 20, 1994
MEDIUM/HEAVY TRUCK:
ISSUE:
The FD1060 engine crankshaft dampers have been redesigned for production engines and now should be
used for service. Although the heavier duty FD1460 engine dampers are not changed, correct damper usage
for engines with PTO and Non-PTO are listed in this article for clarification.
ACTION:
If service is required for the FD1060 engine, install the new design damper. Refer to the appropriate 1993
Service Manual, Section 03A-01, for installation details.
Viscous dampers can be identified by a separate adapter bolted to a stamped steel pulley mounted on front of
the crankshaft. Front PTO applications with the viscous damper require the new damper (F3HZ-6312-G).
When installing the new viscous damper, use the new adapter (F3HZ-6A329-A) and the new capscrews.
Refer to Figure 1 to identify the old versus new viscous damper.
Refer to the following FD1060 Damper Application Chart for correct parts usage.
The FD1460 crankshaft damper is not changed. Refer to the following FD1460 Damper Application Chart for
correct parts usage.
NOTE:
BOTH "WITH PTO" DAMPERS WILL NEED THE F3HZ-7A772-B ADAPTER AND A (3924584) BOLT KIT.
OASIS CODES: 490000, 499000
94-9, Publication Date: MAY 4, 1994
MEDIUM/HEAVY TRUCK:
1991-94 L SERIES
ISSUE:
The "paddle style" outside door handle may break because of internal mechanical failures in the handle.
ACTION:
Install a new stronger handle which is interchangeable with the original paddle style handle, but not the old pull
handle. Refer to the 1991-94 L Series Service Manual, Section 01-14, for service details.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 108000, 112000
MEDIUM/HEAVY TRUCK:
ISSUE:
The air compressor support bracket may become loose or broken because of normal road shock and/or
engine vibration. New air compressor tail support mounting bracket kits which provide better mounting support
are available for FD1060 engines equipped with either a Bendix 501 or Bendix 2150 air compressor.
ACTION:
Install a new air compressor tail support mounting bracket kit which provides improved support. Refer to the
air compressor dataplate to determine which air compressor model is installed in the vehicle. Refer to the
instruction sheet included in the kit for installation details.
Air Compressor Tail Support Mounting Bracket Kit (F4HZ-2L875-A) for the Bendix 2150 air compressor
contains the following components:
One (1) - Rear Hydraulic Pump Flange Adapter
Four (4) - Plain Washers
Eight (8) - Hex Flange Head Capscrews
One (1) - Rectangular Ring Seal
One (1) - Air Compressor Brace (Tail Support)
One (1) - Oil Drain Connection
One (1) - Air Compressor Mounting Gasket
One (1) - O-Ring
One (1) - Expansion Plug
One (1) - Air Compressor Oil Drain Tube
One (1) - Instruction Sheet
Air Compressor Tail Support Mounting Bracket Kit (F4HZ-2L875-B) for the Bendix 501 air compressor
contains the following components:
One (1) - Rear Hydraulic Pump Flange Adapter
Four (4) - Plain Washers
Eight (8) - Hex Flange Head Capscrews
One (1) - Rectangular Ring Seal
One (1) - Air Compressor Brace (Tail Support)
One (1) - Oil Drain Connection
One (1) - Air Compressor Mounting Gasket
Three (3) - O-Rings
One (1) - Expansion Plug
One (1) - Air Compressor Oil Drain Tube
Two (2) - Male Connectors
One (1) - Instruction Sheet
WARRANTY STATUS: Eligible Under The Provisions Of Basic Warranty Coverage
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 301000
MEDIUM/HEAVY TRUCK:
1993-94 CARGO SERIES
ISSUE:
The FD1460 Diesel Engine may leak oil around the oil fill tube because it doesn't seal properly.
ACTION:
Install a new oil fill tube with improved sealing characteristics. Refer to the following procedure for service
details.
SERVICE PROCEDURE
1.
Clean the area around the oil fill tube with an engine degreaser and rag.
2.
Remove the old oil fill tube and discard it.
3.
Carefully clean the hole in the block to remove any remaining debris.
CAUTION:
DO NOT ALLOW DEBRIS OR DEGREASER TO ENTER THE BLOCK.
4.
Apply a few drops of engine oil to the new fill tube O-ring.
5.
Install the new oil fill tube (F4HZ-6763-B), making sure it seats securely in the hole, Figure 1.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 401000
MEDIUM/HEAVY TRUCK:
1992-94 B-600, B-700
1993-94 F-700, F-800, L SERIES
This article is being republished in its entirety to specify application for L-Series vehicles.
ISSUE:
The engine temperature gauge may read high on some of the subject vehicles with the FD1060 or FD1460
Diesel engine. This occurs because of the wide tolerance of the sender unit. On L-Series, this applies only to
the vehicles with the City Delivery Dash.
ACTION:
Install a new temperature sender unit with a tighter tolerance range. Refer to the 1993 F and B Service
Manual, Section 13-05, for removal and installation details.
NOTE:
VERIFY THAT THE ENGINE IS AT NORMAL OPERATING TEMPERATURE WITH A MANUAL GAUGE
BEFORE PROCEEDING.
WARRANTY STATUS: Eligible Under The Provisions Of The Basic Warranty Coverage
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 204000, 204200
94-11, Publication Date: JUNE 1, 1994
MEDIUM/HEAVY TRUCK:
1987-95 C SERIES, CARGO SERIES, F & B SERIES, L SERIES
ISSUE:
The field has requested a simplified calibration procedure for electronic speedometers/odometers.
ACTION:
Use the following TSB article to service all electronic speedometer/odometer calibration concerns. This TSB
article supersedes both TSB 90-24-13 and TSB 93-25-16. Refer to the following procedure for service details.
SERVICE PROCEDURE
The transmission-mounted speed sensor transmits a signal to the speedometer/odometer which is dependent
on:
Rear axle ratio
Tire revolutions per mile (RPMi) based on tire height.
REAR AXLE RATIO DETERMINATION
The axle ratio can be determined by referring to the information delivered with the vehicle or finding the metal
tag attached to the differential. If the vehicle has a two speed differential, (e.g. 4.10/5.72:1), use the smaller
number (4.10 in this case) in all calculations.
TIRE REVOLUTIONS PER MILE DETERMINATION
The revolutions per mile can be determined as follows:
1.
Measure the tire height (ground to top of tire) in inches with the vehicle on level ground, loaded with
the tires "cold" and inflated to the recommended pressure. Measure to the nearest 1/8".
2.
Use the following table to convert "eighths" to decimals. If calculation is done in centimeters, divide
tire height by 2.54 to convert to inches.
(Example: If tire height is 36-1/8", use 36.125" in your revolutions per mile calculations.)
3.
Divide 20,168 (constant) by the tire height to get revolutions per mile. This is RPMi (Example: 20,168
/ 36.125 = 558.28).
CALIBRATION FREQUENCY DETERMINATION
Multiply the axle ratio times the revolutions per mile, times 0.267 (constant) (Example: 558.28 x 4.10 x 0.267 =
611.49). Round the 611.49 to the nearest whole number, which is 611 (on Ametek heads round to the nearest
even whole number).
DETERMINE SPEEDOMETER/ODOMETER SWITCH SETTINGS
1.
Determine which type speedometer/odometer is being installed. The following procedure applies for
both "stand-alone" and gauge "cluster" type speedometer/odometer units. (Replacement units are
either the 12-switch Beede or the 10-switch Ametek type. The 10-switch Beede has been
discontinued for service.)
2.
If the unit to be calibrated is a 10-switch type, determine if it is an Ametek or a Beede by looking at
the type of electrical connection on the back. The Beede has four (4) "studs", while the Ametek has a
single plug-in type connector. If a 10-switch Beede is replaced with a 10-switch Ametek, a simple
electrical jumper wire will be included with the new speedometer.
3.
There are three speedometer setting charts: Ametek 10-position, Figure 1; Beede 12-position,
Figures 2-5; and Beede 10-position, Figure 6.
4.
5.
Using the correct chart, find the "test-freq" in the left hand column, and read the switch settings in the
next column. A number means that switch is to be placed in the "ON" or closed position, and a period
means that the switch is to be placed in the "OFF" or open position. (Example: Using the Beede
12-position chart and the 611 test frequency calculated in the example, the chart gives switch
settings as: 1.3456.8.0.B). This means that switches 1,3,4,5,6,8,10 and 12 are "ON", and switches
2,7,9 and 11 are "OFF".
a.
If the speedometer has 12 switches, the letters "A" and "B" are used to represent switches 11 and
12.
b.
There are at least three different styles of switches with unique switch position labeling. Ignore the
switch position labeling. Pushing the top of the switch in turns the switch "ON". Pushing the
bottom of the switch in turns the switch "OFF".
Figure 7 is a "picture" of a 12-position speedometer/odometer switch with switches 1,3,4,5,6,8,10 and
12 "ON", and switches 2, 7, 9 and 11 "OFF".
NOTE:
THE SWITCH SETTING IS THE SAME FOR MILES PER HOUR OR KILOMETERS PER HOUR.
SUPERSEDES: 90-24-13, 93-25-16
OASIS CODES: 204000, 204200, 306000
MEDIUM/HEAVY TRUCK:
This TSB article is being republished in its entirety to reference the engine family in the title.
ISSUE:
An improved fuel lift pump service kit is available. The kit features a new piston style and now includes the
outlet check valve assembly. The outlet check valve is also available as a separate service part
(3926558-CF1)
ACTION:
If service is required to the fuel lift pump, use the new lift pump service kit (F4HZ-9350-B). Refer to the
instruction sheet (included in kit) for service details.
SUPERSEDES: 94-9-19
OASIS CODES: 404000
MEDIUM/HEAVY TRUCK:
1991-94 L SERIES
ISSUE:
These vehicles may experience higher than average hood latch and catch assembly deterioration rates due to
the caustic characteristics of the redi-mix compound.
ACTION:
Install the new more durable latch and catch assemblies. Reuse the existing attaching hardware. New
stronger and more durable elastomeric hood latch and catch assemblies are available as replacement parts
for trucks used in redi-mix cement delivery applications. Refer to the appropriate model year L-Series Service
Manual, Section 01-14, for removal and installation procedures.
OTHER APPLICABLE ARTICLES:
93-6-15
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 112000
MEDIUM/HEAVY TRUCK:
ISSUE:
The heater control valve may leak because of high coolant pressure at the valve.
ACTION:
Install a new bypass heater tube assembly which reduces the coolant pressure at the heater control valve and
eliminates the leak. Refer to the following procedure for service details.
It should be noted that...
The heater control valve generally does not need to be replaced.
The FD1060 (5.9L) engine requires the addition of a flow restrictor.
The FD1460 (8.3L) engine already includes a restrictor.
The bypass heater tube assembly is a direct replacement for the original heater tube assembly.
1.
Remove the grille from the front of the vehicle.
2.
Disconnect and remove the existing heater tube assembly.
3.
a.
Remove the hose clamps at the heater plenum and at the hoses from the rear of the engine.
b.
Remove the bracket retaining the tube assembly to the front sheet metal.
c.
Retain the attaching hardware and clamps for reuse.
Install the new bypass heater tube assembly (F4HZ-18B402-A) using existing hardware, Figure 1.
New hose clamps are included with the bypass heater tube assembly.
FD1060 ENGINE ONLY
Splice the flow restrictor (F1UZ-18D406-A) into the heater hose going to the heater control valve.
Use the hose clamps removed with the original heater tube assembly.
Confirm that the arrow on the the restrictor points toward the heater control valve.
1.
Tighten the hose clamps to 2.3-2.8 N-m (20-25 lb-in).
2.
Verify that leakage is stopped.
3.
Reinstall the grille.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 402000
94-14, Publication Date: JULY 13, 1994
FORD:
1980-93 CROWN VICTORIA
1981-93 ESCORT
1982-83 FAIRMONT
1982-88 EXP
1982-93 MUSTANG, THUNDERBIRD
1983-86 LTD
1984-93 TEMPO
1986-93 TAURUS
1988-93 FESTIVA
1989-93 PROBE
LINCOLN-MERCURY:
1980-93 GRAND MARQUIS, TOWN CAR
1981-87 LYNX
1982-83 LN7, ZEPHYR
1982-86 CAPRI
1982-93 CONTINENTAL, COUGAR
1983-86 MARQUIS
1984-92 MARK VII
1984-93 TOPAZ
1986-93 SABLE
1991-93 CAPRI, TRACER
MERKUR:
1986-89 SCORPIO, XR4TI
LIGHT TRUCK:
1980-93 BRONCO, ECONOLINE, F-150-350 SERIES
1983-93 RANGER
1984-90 BRONCO II
1986-93 AEROSTAR
1988-93 F-47
1991-93 EXPLORER
1992-94 F-53
1993 VILLAGER
MEDIUM/HEAVY TRUCK:
1954-90 C SERIES
1970-94 L SERIES
1979-90 CL-9000, CL-CLT-9000 SERIES
1980-94 F SERIES
This TSB is being republished in its entirety to include Heavy Truck models.
ISSUE:
A number of manufacturers are producing refrigerant products which are described as being direct
replacements for refrigerant R-12. The use of any unauthorized substitute refrigerant may severely damage
the A/C system components.
ACTION:
If service is required, use only NEW or RECYCLED refrigerant R-12.
Ford Motor Company has not tested or approved any R-12 refrigerant substitute at this time. R-134a is
approved only for systems which specify R-134a, and is not compatible with R-12 systems.
R-22 likewise, is not compatible with R-12 systems.
CAUTION:
USING ANY UNAUTHORIZED SUBSTITUTE REFRIGERANT FOR R-12 MAY RESULT IN SEVERE
DAMAGE TO THE A/C SYSTEM COMPONENTS.
91-9-7
OASIS CODES: 208000, 208999, 290000
MEDIUM/HEAVY TRUCK:
1980-94 L SERIES
This TSB is being republished in its entirety to correct the parts listings.
ISSUE:
The service replacement windshield wiper motors may occasionally not work properly. They may sometimes
exhibit the following concerns:
Reverse wiper motor operation resulting in short service life.
Failure to "Park" when the switch is placed in the "Off" position.
These conditions occur because of reverse polarity or poor grounding.
ACTION:
If service is required, refer to the following inspection and service procedures for corrective action.
Parts included in Windshield Wiper Motor Replacement Kit (F2HZ-14488-B) are required for this repair. The
kit contains the following components:
Six (6) Terminals
Two (2) Connector Shells (1-gray, 1-black)
Two (2) Connector Shell Locks
One (1) Instruction Sheet #6364A
NOTE:
THE NEW WIPER MOTOR (F2HZ-17508-A) IS NOT INCLUDED IN THE KIT. THE WIPER MOTOR
(F2HZ-17508-A) MUST BE ORDERED SEPARATELY.
NOTE:
THIS SERVICE PROCEDURE ONLY APPLIES TO REGULAR PRODUCTION WINDSHIELD WIPER
MOTOR INSTALLATIONS. IT DOES NOT APPLY TO DSO UNITS.
INSPECTION
1.
If the vehicle is a 1992 model built after 11/1/91, remove and reinstall the wiper motor
(F2HZ-17508-A) per the appropriate Service Manual, Section 01-16. The following steps may be
ignored because no further modifications to the wiper motor or wire harness are necessary.
2.
If the vehicle was built prior to 11/1/91, inspect the wire harness connectors at the wiper motor.
a.
If the connectors are the same as those included with the wiper motor, follow the procedure
outlined in Procedure "A" of this article.
b.
If the connectors are not the same as those included with the wiper motor, follow the procedure
outlined in Procedure "B" of this article.
PROCEDURE "A" - WIPER HARNESS CONNECTORS THE SAME AS THOSE PROVIDED WITH WIPER
MOTOR (INSTALLATION KIT NOT REQUIRED)
1.
Remove the wiper motor from the vehicle per the L-Series Service Manual, Section 01-16.
2.
Using a Rotunda Digital Volt-Ohmmeter (DVOM) 014-00407 or equivalent, verify that the vehicle wire
harness ground is complete by connecting the DVOM between the connector pin for the black wire in
the black connector and a good vehicle body ground.
a.
If the ground is complete, go to Step 3.
b.
If the ground is not complete, a ground must be provided.
c.
Splice a wire from the black wire at the black wire harness connector to a good body ground. One
of the wiper motor mounting bolts will work well.
3.
Verify proper motor operation and direction of rotation prior to installation of the wiper motor in the
vehicle.
a.
Connect the wire harness to the motor.
b.
Turn on the ignition key and the wiper switch.
c.
The rotation of the wiper motor must be clockwise when looking at the output shaft. See Figure 3.
4.
If the direction of rotation is correct, install the wiper motor per the L-Series Service Manual, Section
01-16. If the rotation is incorrect, go to Procedure "R" in this article.
PROCEDURE "B" - WIPER HARNESS CONNECTORS NOT THE SAME AS THOSE PROVIDED WITH THE
WIPER MOTOR (INSTALLATION KIT F2HZ-14488-B REQUIRED)
1.
Remove the wiper motor from the vehicle per the L-Series Service Manual, Section 01-16.
2.
Cut off the power connector (yellow, blue and white-orange) wires as close to the connector as
possible. Strip about 1/4" (6.35mm) of insulation off each wire.
3.
Crimp one (1) terminal, provided in kit, to each wire.
4.
Snap the yellow (No. 61), blue (No. 56) and white-orange (No. 58) wires into the gray connector shell,
provided in the kit, as shown in Figure 1.
5.
Snap the lock, provided in kit, over the connector shell as shown in Figure 1.
6.
Cut off the park switch connector (black, red and green) wires as close to the connector as possible.
Strip about 1/4" (6.35mm) of insulation off each wire.
7.
Crimp one (1) terminal, provided in kit, to each wire.
8.
Snap the black (No. 28), red (No. 63) and green (No. 65) wires into the black connector shell,
provided in the kit, as shown in Figure 2.
9.
Snap the lock, provided in kit, over the connector shell as shown in Figure 2.
10.
Using a Rotunda Digital Volt-Ohmmeter (DVOM) 014-00407 or equivalent, verify that the vehicle wire
harness ground is complete by connecting the DVOM between the connector pin for the black wire in
the black connector and a good vehicle body ground.
a.
If the ground is complete, go to Step 11.
b.
If the ground is not complete, a ground must be provided.
c.
Splice a wire from the black wire at the black wire harness connector to a good body ground. One
of the wiper motor mounting bolts will work well.
11.
12.
Verify proper motor operation and direction of rotation prior to installation of the wiper motor in the
vehicle.
a.
Connect the wire harness to the motor.
b.
Turn on the ignition key and the wiper switch.
c.
The rotation of the wiper motor must be clockwise when looking at the output shaft. See Figure 3.
If the direction of rotation is correct, install the wiper motor per the L-Series Service Manual, Section
01-16. If the rotation is incorrect, go to Procedure "R" in this article.
PROCEDURE "R" - REVERSING WIPER MOTOR DIRECTION OF ROTATION
1.
Remove the wiper motor from the mounting bracket by removing the three (3) bolts inside the
mounting bracket.
2.
Remove the two (2) "Torx" fasteners at the side of the motor cover. Slightly bend back the tabs on
the cover.
3.
Slide the motor cover down about 1" (25.4mm) and rotate 180° (1/2 turn).
4.
Refasten the motor cover with the "Torx" screws. Tighten to 3.5-4.5 N-m (31-40 lbs-in) and fasten the
motor to the mounting bracket. Tighten to 3.5-4.5 N-m (31-40 lbs-in).
5.
Install the wiper motor per the L-Series Service Manual, Section 01-16.
6.
Place a label on the wiper motor that reads: "Caution, this motor has been modified. Refer to TSB
94-14-16 to service.
SUPERSEDES: 94-4-14
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 202000
MEDIUM/HEAVY TRUCK:
1993-94 F SERIES, L SERIES
ISSUE:
The A/C idler pulley support bracket may develop a crack and fracture under certain severe service
applications. This may be due to the bracket design.
ACTION:
Install revised pulley support bracket which provides increased durability. Refer to the following procedure and
to the appropriate 1994 Medium/Heavy Truck Service Manual for service details.
PROCEDURE
1.
Visually inspect the aluminum support bracket for a crack near the upper boss used to attach the
support bracket to the engine.
2.
If a crack exists, loosen the A/C belt and remove the support bracket and attached pulley assembly
from the engine.
3.
Install an improved (cast iron) support bracket (F4HZ-8A563-A) with the old pulley assembly onto the
engine and re-tension the A/C belt, Figure 1. Refer to the appropriate 1994 Medium/Heavy Truck
Service Manual for re-tensioning procedure and specifications.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 208000, 208200, 497000, 499000
MEDIUM/HEAVY TRUCK:
ISSUE:
Original equipment fuel shut off valves are being serviced by two different retrofit kits. Some concerns have
been received from the field on which kit or solenoid to use.
ACTION:
Refer to the following statements to determine which kit or solenoid is required for the vehicle being serviced.
PROCEDURE
The first retrofit kit released for service (F1HZ-9A594-A) was developed to replace the E6HZ-9D278-B and
E7HZ-9D278-A solenoids that were used on the 1986-90 engines. This retrofit kit was announced in TSB
91-22-12. The new solenoid (F1HZ-9N932-A) used a different mounting bracket than the original and required
modification. This modification was difficult to perform on certain vehicles and therefore a second retrofit kit
was developed.
The second retrofit kit released for service (F3HZ-9A594-A) was developed with a new solenoid
(F3HZ-9N932-D) which uses the same size mounting pad as the original 1986-90 solenoids E6HZ-9D278-B
and E7HZ-9D278-A and does not require any modification to the mounting bracket for installation. This retrofit
kit should be used when replacing the original E6HZ-9D278-B and E7HZ-9D278-A solenoids.
SOLENOID IDENTIFICATION
Each solenoid will have its own Ford engineering number annotated on a label that is attached to the solenoid
body. That engineering number can be used to identify the type of solenoid by using the following cross
reference chart.
There is also a physical difference in the solenoids that can help with their identification. The E6HZ and E7HZ
solenoid use a T-style electrical connector, while the F1HZ and F3HZ use a flat connector. Refer to Figure 1.
On 1986 model vehicles, a ground wire was not used. The solenoid grounded through the case and only a
two-wire connector was used. The newer solenoids have a ground wire and therefore a three-wire connector
was used.
The solenoid mounting pad bolt holes are different between the F1HZ and F3HZ solenoids. On the F1HZ
solenoid, the mounting pad bolt holes are closer together and the holes are elongated. The F3HZ has the bolt
holes further apart and the holes are circular. Refer to Figure 2.
CHOOSING THE CORRECT SERVICE REPLACEMENT
1.
Identify the solenoid that needs replacement.
2.
If a 1986-90 vehicle still has the original E6HZ-9D278-B or E7HZ-9D278-A solenoid, use retrofit kit
(F3HZ-9A594-A).
3.
If a 1986-90 vehicle has been retrofitted with the F1HZ-9A594-A kit and the solenoid requires
replacement, use the 1991 level solenoid (F1HZ-9N932-A).
4.
If a 1986-90 vehicle has been retrofitted with the F3HZ-9A594-A kit and the solenoid requires
replacement use the 1993 level solenoid (F3HZ-9N932-D).
5.
If a 1991-93 vehicle requires replacement of the solenoid, use the original equipment part
(F1HZ-9N932-A)
91-22-12
OASIS CODES: 404000
MEDIUM/HEAVY TRUCK:
1994 LLS-9000, LTLS-9000
ISSUE:
New design power steering pump filters replace the obsolete parts.
ACTION:
Remove and return the obsolete parts from your dealership's inventory. The obsolete parts should be
withdrawn from your inventory and returned to your facing PDC within thirty (30) days of this TSB.
PROCEDURE
1.
Return obsolete parts (F4HZ-3C602-A) to your facing PDC using the least expensive transportation.
2.
If claim is processed electronically via DOES II, use return code "GB"; otherwise, complete a
separate paper claim form FPS-340 using return code "J".
3.
In the Remarks Section write "Returned per TSB 94-15-24".
LIMITS
The returns must be received within 30 days from the date of this TSB.
Returns are restricted to the subject parts.
The parts returned must have been purchased from FCSD in accordance with Policy And Procedure
Bulletin 4000.
CREDIT
Credit for parts and prepaid freight costs will be issued.
Replacement stock is available for reordering.
OASIS CODES: 303000
Press [Continue] to view Article 96-20-21.
94-16, Publication Date: AUGUST 10, 1994
MEDIUM/HEAVY TRUCK:
1988-94 L SERIES
ISSUE:
Marker lamp switches and wires may be damaged by overloads or shorts in the trailer marker lamp electrical
load.
ACTION:
A new wire assembly relay feed is now available which adds a integral relay to isolate the switch from the
trailer marker lamp load. Install a wire assembly relay feed to isolate the trailer marker lamp load from the
marker lamp switch. Refer to the following procedure for service details.
1.
Disconnect the vehicle batteries.
2.
Locate the 189 circuit (green-yellow stripe, loose eyelet) in the -14401- wiring harness, Figure 1.
a.
Connect it to the circuit breaker marked "MRK LPFD".
NOTE:
THIS IS THE SECOND BREAKER FROM THE RIGHT AS SHOWN IN FIGURE 1 FOR TRUCKS
BUILT STARTING THE 1993 MODEL YEAR AND THE SIXTH BREAKER FROM THE LEFT ON
TRUCKS BUILT PRIOR TO 1993.
b.
3.
If the 189 circuit is not long enough, extend it by splicing in 12 gauge wire as necessary.
Connect the new wire assembly relay feed (F4HZ-14A341-D) to the vertical junction blocks behind
the passenger seat, Figure 2.
a.
Remove the existing -14A341- harness from the vehicle.
b.
Connect the 684 circuit (black-white stripe) in the new wire assembly relay feed (F4HZ-14A341-D)
to the third terminal from the bottom of the in-board (right hand as viewed) terminal strip labeled
"K" in Figure 2.
c.
Remove the terminal nut.
d.
Install the 684 circuit in the new wire assembly relay feed (F4HZ-14A341-D) on top of the existing
189 circuit (green-yellow stripe) coming from the -14401- wiring assembly and replace the
terminal nut.
e.
Match wire colors for the remaining -14A341- circuits to those existing wires on the junction block
terminals.
f.
Verify that all of the terminal nuts are tight.
4.
Reconnect the vehicle batteries.
a.
Confirm proper marker lamp operation.
b.
Verify that all trailer plug circuits are operating properly.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 203200
MEDIUM/HEAVY TRUCK:
1994 CARGO SERIES, F SERIES, L SERIES
ISSUE:
A service piston grading procedure has been developed for the 1994-1/2 FD1060 Diesel engine which uses
pistons which are graded to provide proper fit.
ACTION:
Use the following service procedure when rebuilding an engine to assure proper piston fit and refer to the
Piston Protusion Chart in this TSB article for correct parts usage.
USING ORIGINAL CYLINDER BLOCK AND CRANKSHAFT
If original pistons are reused, ensure that the pistons are installed in the original cylinders.
If the pistons are replaced, ensure the replacement pistons are the same grade as the originals. The
original piston grade is determined by the last four digits imprinted in the top of the piston. Refer to
the chart at the end of this TSB article to interpret the original piston grade.
USING A NEW CYLINDER BLOCK AND/OR CRANKSHAFT
The following piston grading procedure MUST be performed INDIVIDUALLY ON ALL CYLINDERS.
1.
Install the connecting rod/piston assembly into the No. 1 cylinder without the rings installed, Figure 1.
NOTE:
THE CONNECTING ROD BEARING SHELLS MUST BE INSTALLED IN THE ORIGINAL
CONNECTING ROD AND CAP.
2.
Install the upper bearing shell in the connecting rod with the tang of the bearing in the slot of the
connecting rod, Figure 2. Use clean lubricating oil to coat the inside diameter of the connecting rod
bearing shell.
3.
Install the bearing shell in the connecting rod cap with the tang of the bearing in the slot to the cap,
Figure 3. Use clean lubricating oil to coat the inside diameter of the bearing shell.
NOTE:
THE FOUR DIGIT NUMBER STAMPED ON THE CONNECTING ROD AND CAP AT THE PARTING
LINE MUST MATCH AND BE INSTALLED ON THE OIL COOLER SIDE OF THE ENGINE, FIGURE 4.
4.
Install the connecting rod cap and capscrews to the connecting rod.
5.
Tighten the two (2) capscrews to 35 N-m (26 Lb-Ft) using a 12mm torque wrench, Figure 5.
6.
Use a fine grit hone to remove any burrs from the cylinder block head deck. Zero "0" the dial indicator
to the cylinder block head deck, Figure 6.
7.
Move the dial indicator over the piston directly over the piston pin to eliminate any side-to-side
movement, Figure 7. Do not place the indicator tip on the anodized area.
8.
Rotate the crankshaft to the top dead center (TDC).
a.
Rotate the crankshaft clockwise and counterclockwise to find the highest dial indicator reading,
Figure 8.
b.
9.
Record the reading.
Remove the piston/connecting rod assembly from the No. 1 cylinder and install the assembly into the
No. 2 cylinder, Figure 9. Repeat the procedure for every cylinder using the same piston/connecting
rod assembly.
10.
Determine the grade of the piston being used by referring to the following Piston Protrusion Chart.
The four digits on top of the piston are the last four digits of the part number, Figure 10.
OASIS CODES: 499000
MEDIUM/HEAVY TRUCK:
1992-95 F & B SERIES
1993-95 CARGO SERIES, L SERIES
ISSUE:
There may be confusion on the correct cooling system service for FD1060 and FD1460 engines.
ACTION:
Please refer to the following procedures and figures for details.
COOLANT SPECIFICATIONS
1.
The cooling system must be filled with equal parts (50/50 mixture) of water and Ford Low Silicate
Heavy Duty Diesel Engine coolant or equivalent meeting Ford specification ESE-M97B18-C. The
coolant must be an ethylene-glycol base.
NOTE:
DO NOT USE ALCOHOL OR METHANOL ANTIFREEZE OR MIX THEM WITH THE SPECIFIED
COOLANT.
NOTE:
TAP WATER MAY BE USED IN THE ENGINE COOLANT MIXTURE, UNLESS IT IS VERY HARD OR
HAS AN ALKALINE CONTENT.
2.
The original factory-installed solution provides protection to approximately -35°F (-37°C). The coolant
concentration (freeze protection) should be checked in accordance with the maintenance schedule
(every 12,000 miles (19,000 km), or 250 engine hours, whichever comes first). Replace the coolant
when testing shows it is inadequate.
NOTE:
THE CONCENTRATION MUST BE CHECKED USING A REFRACTOMETER (FLEETGUARD PART
#CC2800 OR EQUIVALENT). FLOATING BALL-TYPE TESTERS OR HYDROMETERS ARE NOT
ACCURATE ENOUGH FOR THE USE WITH HEAVY DUTY DIESEL ENGINES COOLING SYSTEMS.
COOLANT CONDITIONER (DCA4)
Engine coolant conditioner provides long term protection against cavitation erosion and corrosion beyond that
provided by the engine coolant solution.
NOTE:
THE FD1060 ENGINE DOES NOT REQUIRE COOLANT CONDITIONER. IT MAY BE USED, BUT IS
NOT NECESSARY.
THE FD1460 ENGINE MUST ALWAYS USE COOLANT CONDITIONER.
The coolant conditioner will lose its concentration over a relatively short period of time. To compensate for the
loss, coolant filters are available with different amounts of DCA4 conditioner contained in the filter
(precharged). Typically the correct amount of conditioner can be maintained in the system by using a
precharged filter (Motorcraft FW-18 or equivalent) that contains two (2) DCA4 units at 12,000 mile (19,000
km) intervals, or 500 engine hours (whichever comes first), as indicated in the maintenance schedule.
Other precharged filters are available (Motorcraft FW-19 or equivalent) that contain twelve (12) DCA4 units
and may be used when a complete coolant change is made. Also a liquid version is available (Motorcraft
FW-15 or equivalent) that may be used instead of the precharged filters.
Testing of the conditioner is still required at 12,000 mile (19,000 km) intervals, or 500 engine hours (whichever
comes first), as indicated in the maintenance schedule. Fleetguard Test Kit CC2626 or equivalent can be
used. The correct unit per gallon should range from 1.2-3.0 with 1.5 being the recommended.
CAUTION:
INADEQUATE CONCENTRATION OF THE ENGINE COOLANT CONDITIONER CAN RESULT IN
MAJOR CORROSIVE DAMAGE TO ENGINE COOLING SYSTEM COMPONENTS.
OVER-CONCENTRATION CAN CAUSE FORMATION OF GELS THAT CAN CAUSE COOLANT FLOW
RESTRICTIONS, BLOCKAGE OF COOLANT PASSAGES AND OVERHEATING.
COOLANT FILL
Engine coolant level must be checked daily when the engine is cold. See Figure 1.
If the engine cooling system is drained for replacement or repair, the following procedure must be used to
ensure the engine is properly filled with coolant.
NOTE:
AIR POCKETS THAT FORM IN THE COOLING SYSTEM TEND TO GATHER AT THE HIGHEST POINT
IN THE WATER JACKET. THESE POCKETS CAN CAUSE HOT SPOTS WHICH IN TURN COULD
RESULT IN ENGINE DAMAGE. FILLING THE COOLING SYSTEM AT A SLOW RATE WILL ALLOW AIR
TO FLOW OUT OF THE COOLING SYSTEM BEFORE IT BECOMES TRAPPED.
NOTE:
BOTH THE FD1060 AND FD1460 ENGINES HAVE A COOLING SYSTEM VENT LINE THAT IS
LOCATED ON THE FRONT OF THE ENGINE. THIS VENT ALLOWS AIR TO ESCAPE AS THE
SYSTEM IS BEING FILLED.
NOTE:
FOR THE ENGINE COOLING SYSTEM TO OPERATE PROPERLY THE RADIATOR CAP MUST SEAT
TO THE FILLER NECK UPPER LIP AND THE CONNECTION OF THE HOSE FROM THE FILLER NECK
TO THE RECOVERY RESERVOIR MUST BE AIR TIGHT.
NOTE:
BEFORE FILLING THE COOLING SYSTEM, CHECK BOTH FILL AND VENT HOSES TO ENSURE
THEY ARE PROPERLY CONNECTED AND NOT KINKED OR RESTRICTED.
1.
The cooling system should be filled at a slow rate to prevent excessive aeration of the coolant. When
filling, do not exceed 3 gal/min on the FD1060 or 5 gal/min on the FD1460 engine.
2.
Place the heater temperature control in the maximum heat position.
3.
Fill the radiator to the bottom of the filler neck with the recommended engine coolant mixture.
4.
Start the engine and vary the engine speed between idle and 1500 RPM for approximately 3 minutes.
5.
Increase the engine speed to the maximum or governed RPM and run the engine until the thermostat
opens (upper radiator hose becomes hot) and for an additional 10 minutes to allow the air to escape
from the engine cooling system.
6.
Throttle back to idle and fill the radiator supply tank with engine coolant to the bottom of the filler
neck, then install the radiator cap. On vehicles equipped with and engine coolant recovery reservoir
fill the reservoir to the "Hot" mark.
OASIS CODES: 402000
MEDIUM/HEAVY TRUCK:
1995 F SERIES, L SERIES
ISSUE:
Some requests from the field have been made to clarify the proper procedure for checking the fluid level in the
hydro max parking brake assist pump reservoir on some vehicles.
ACTION:
Refer to the following steps for proper procedures for checking the hydraulic fluid level in the brake assist
pump reservoir.
NOTE:
USE ONLY MOTORCRAFT MERCON MULTI-PURPOSE AUTOMATIC TRANSMISSION FLUID,
XT-2-QDX OR DDX OR EQUIVALENT HYDRAULIC FLUID TO REFILL THE PARKING BRAKE
RESERVOIR.
Whenever the hydraulic fluid level is checked, the parking brake must be applied. If the parking brake
is not applied, the dipstick will show a false low reading which will create an overflow condition if
brake fluid is added.
If the fluid is properly checked and found to be at the correct level, but there was a fluid discharge
when the parking brake is released, there may be air in the system (the fluid may also be pink in color
instead of red).
If air is present in the system, the brake system must be bled to remove the trapped air. Refer to
Service Manual, Section 06-05B, for bleeding instructions.
OASIS CODES: 301000
MEDIUM/HEAVY TRUCK:
ISSUE:
An oil leak may occur at the front gear housing to engine cylinder block location because of insufficient front
gear cover clampload.
ACTION:
If service is required, use the following procedure to correct front end lubricating oil leaks.
The most effective way to correct front end lubricating oil leaks is to retighten the front gear cover to achieve a
good clampload. If an engine comes in for lubricating oil leakage from the front end, such as gear cover to
gear housing or gear housing to block leaks, proceed as follows:
1.
Remove the gear cover, gear housing and gaskets, Figure 1.
2.
Clean and visually inspect the gasket surfaces for cracks or damaged sealing surfaces as shown in
Figure 2.
NOTE:
BEFORE INSTALLING THE GEAR COVER, PLUG THE UPPER DOWEL HOLE OF THE GEAR
HOUSING, IF NOT ALREADY PLUGGED.
3.
Use Dowel Pin (3900257CF) and Loctite 5699 to plug the hole after installing the gear housing to the
cylinder block, Figure 3. Press the plug into the gear housing until it is just below the face of the
housing. This will prevent a potential lubricating oil leak path.
4.
Use Gear Housing Gasket (F3HZ-6020-E) and Gear Cover Gasket (F3HZ-6020-F) and install the
gear housing.
a.
Apply a thin bead, about 3mm diameter, of Three-Bond (3823494) to both sides of the gear cover
gasket, Figure 4.
b.
Do not allow more than 15 minutes after applying the Three-Bond to the sealing surfaces of the
housing before assembling and tightening the front cover.
5.
Install the gear cover. Tighten the gear housing and gear cover capscrews as directed in the
following Torque Value Chart.
6.
Run the engine at operating temperature 180°F (82°C) coolant temperature minimum for 15 minutes.
a.
Allow the engine to cool thoroughly (minimum of 2 hours).
b.
Retighten the gear cover capscrews to achieve a good clampload.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 401000, 499000
MEDIUM/HEAVY TRUCK:
1993-94 L SERIES
ISSUE:
The gear shift lever may contact the instrument panel during shift "overtravel".
ACTION:
Replace the old shift lever with a revised shift lever. Refer to the 1994 L-Series Service Manual for removal
and installation procedures.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 505000, 505200
94-18, Publication Date: SEPTEMBER 7, 1994
MEDIUM/HEAVY TRUCK:
1970-94 L SERIES
ISSUE:
Customers may experience a "clunking" noise or a harsh ride in some vehicles. This may be caused by
deterioration of the front cab mount isolator.
ACTION:
Replace the front cab mount isolator with an improved neoprene isolator assembly. The improved part is a
direct replacement for the old part and should provide improved isolator service life. Refer to the 1994
L-Series Service Manual, Section 02-02, for service details.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 702000, 703000
94-20, Publication Date: OCTOBER 5, 1994
MEDIUM/HEAVY TRUCK:
1992-94 L SERIES
ISSUE:
Splash shields have been introduced in production to reduce underhood splash contamination. The splash
shields can be retrofitted on older vehicles with only minor vehicle modifications.
ACTION:
Install Engine Compartment Splash Shield Kit (F4HZ-16A266-B). Refer to Instruction Sheet No. 6568
(included with each kit) for a detailed procedure and sketches to perform the installation.
OASIS CODES: 110000
MEDIUM/HEAVY TRUCK:
1991-94 L SERIES
ISSUE:
Refrigerant leaks may occur at the "quick-connect" fittings. A service procedure has been developed which
eliminates the "quick-connect" type of fittings at the compressor.
ACTION:
Use one of the following methods to eliminate the use of "quick-connect" fittings at the A/C compressor. Both
methods require replacement of the suction and discharge hose assemblies.
SERVICE METHODS - DESCRIPTION
Method 1 - Replace manifold and production hoses with adapter block, elbows, braze-on fittings and
bulk hose. This method is the least expensive investment in parts, but the highest in labor content
(some parts to be brazed/fabricated).
Method 2 - Replace manifold and production hoses with an adapter block and special service hoses.
This method involves a moderate investment in parts and labor content.
METHOD 1 SERVICE PROCEDURE
1.
Replace the compressor manifold with Adapter Block (F3HZ-19E559-A). Replace the compressor
manifold O-rings and lube with refrigerant oil. Reuse the existing bolt, Figure 1.
2.
Remove the production A/C hose assemblies at the condenser and evaporator using the spring lock
coupler tool. Measure and record the full length of the production hose assembly including the
manifold.
3.
Using a tubing cutter, cut the production tubes where the tube and the rubber hose is connected.
Leave at least 1/4" (6mm) of straight unbent tubing. The cuts are made at the ends nearest the
condensor and evaporator.
4.
Clean the tube thoroughly with Metal Surface Cleaner (F4AZ-19A536-RA) or denatured alcohol.
Remove any burrs with a rat-tail file and polish the outside of the tube with emery cloth. Reclean
surface with Metal Surface Cleaner or denatured alcohol.
5.
Clean the nipple found in the repair kit (F3HZ-19972-F for compressor to condensor and
F3HZ-19972-E for evaporator to compressor) with Metal Surface Cleaner or denatured alcohol and
install the braze ring into the counter bore of the nipple.
6.
Cover the counterbore, ring, outer hex and threads of the nipple and the outside of the tube with high
temperature, water-soluble flux.
7.
Place the tube assembly into a vise.
8.
Place the nipple with the braze ring over the tube and heat both ends evenly with a brazing torch so
that they both reach brazing temperature at the same time.
NOTE:
NEVER HEAT THE PARTS TO A BRIGHT RED COLOR.
9.
When the silver alloy melts, the flux will draw it throughout the joint and a small bead of silver alloy
will appear around the tube. When this happens, the braze is complete. Remove the heat source and
let cool for 5 to 10 seconds.
10.
Using pliers, place the fitting into water until it is completely cool.
CAUTION:
STEAM MAY BE DIRECTED THROUGH THE ENDS OF THE TUBE. TO PREVENT BURNS, HANDLE
THE TUBE CAREFULLY.
11.
Remove the residual flux from the surface using hot water and a wire brush.
12.
Cut the proper size and length hose to duplicate the original length of the production hose. Push the
hose fully into the sockets (found in the A/C repair kits) and screw the nipple from the brazed
assembly into the socket. Repeat for the opposite end of the hose using the sockets from the
discharge/suction elbows (F4HZ-2B291-A and B). Align the elbow and brazed fitting to the curvature
of the hose to allow for proper alignment and ease of installation. Install both ends of the hose
assembly. Repeat this procedure for the other hose assembly.
13.
Reuse the existing high pressure switch, if applicable.
METHOD 2 SERVICE PROCEDURE
1.
Replace the compressor manifold with Adapter Block (F3HZ-19E559-A). Reuse the existing bolt,
Figure 1.
2.
To avoid brazing and the use of bulk hose for a repair, use special service hoses as an exact
replacement except with tube-nuts on the compressor end of the hose. The hoses will connect
directly to the adapter block. Refer to the following A/C Hose Reference Chart or the Vehicle
Identification Chart and Application Charts for correct parts usage.
3.
Reuse existing high pressure switch, if applicable.
NOTE:
IF COMPRESSOR REPLACEMENT IS NECESSARY, IN ADDITION TO REPAIRING LEAKS AT THE
"QUICK-CONNECT" FITTINGS, A TAPPED-HEAD COMPRESSOR (F3HZ-19703-E) IS AVAILABLE.
THIS COMPRESSOR WILL ELIMINATE THE NEED OF THE ADAPTER BLOCK AND CAN BE USED
WITH EITHER OF THE METHODS DESCRIBED.
93-5-16
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 208000, 208000
MEDIUM/HEAVY TRUCK:
1992-94 LTLA-9000, LTLS-9000
ISSUE:
A low-frequency driveline vibration may occur when accelerating or climbing a grade under load. This
symptom is reported for vehicles with 400 HP and higher engines with the transmission in 7th gear with
13-speed transmissions or in 8th gear with 15-speed transmissions (transmission gear ratio near 1.33:1).
ACTION:
Install a new damper assembly only on a driveshaft having a mounting flange with a matching pilot and bolt
circle, Figure 1. Refer to the following procedure for service details.
NOTE:
THE DAMPER ASSEMBLY CANNOT CORRECT FOR DRIVELINE IMBALANCE, IMPROPER PHASING,
INCORRECT ANGLES OR PHYSICAL DAMAGE.
1.
Verify that the vehicle is...
The affected model and year.
It has a Spicer 1810 HD driveline.
The NVH (vibration) is strongest when the vehicle is accelerating or climbing a grade under load
in a transmission gear ratio near 1.33 reduction.
2.
For two-piece drivelines, confirm that the driveline is correctly installed as follows:
Coupling shaft yokes are phased at 90° (crossed) and the driveshaft yokes are phased at 0°
(parallel) when viewed from one end (refer to TSB article «93-19-7»).
With this yoke phasing, the center bearing support is most commonly installed at hole #7 on the
bracket, Figure 1.
If the driveline phasing is not as described, perform TSB 93-19-17 prior to proceeding with the
rest of this article.
Verify that the driveshaft and coupling shaft are balanced to 0.5 oz-in maximum.
3.
If the previous conditions are found (vibration condition and driveline correctly installed), obtain a
driveline damper assembly (-4980-) and proceed as follows:
a.
Remove the existing driveshaft from the vehicle and measure the length of its tubing from weld to
weld.
b.
Obtain the correct replacement driveshaft as shown in the following Driveshaft Replacement
Chart.
c.
Separate the replacement driveshaft at the slip spline, then slide the damper assembly
(F4HZ-4980-B) over the driveshaft tube and onto the adapter pilot, Figure 1.
d.
Install the damper assembly (F4HZ-4980-B) on the adapter flange with six (6) 3/8-18x1.00 hex
socket head bolts supplied with the damper. Use a locking sealant on the bolt threads.
e.
Reconnect the slip spline so that the driveshaft yokes are parallel.
f.
Install the replacement driveshaft assembly in the vehicle using the existing bearing straps and
bolts.
g.
Tighten all attaching parts to the torque specifications given in the following Torque Specifications
Chart.
93-19-17
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 597997, 703000, 703200
94-23, Publication Date: NOVEMBER 14, 1994
FORD:
1980 and after CROWN VICTORIA, ESCORT, MUSTANG, THUNDERBIRD
1982-88 EXP
1984 and after TEMPO
1986 and after TAURUS
1988-93 FESTIVA
1989 and after PROBE
LINCOLN-MERCURY:
1980 and after CONTINENTAL, COUGAR, GRAND MARQUIS, TOWN CAR
1981-87 LYNX
1984-92 MARK VII
1984 and after TOPAZ
1986 and after SABLE
1987-89 TRACER
1991-94 CAPRI
1993 and after MARK VIII
MERKUR:
1985-89 XR4TI
1988-90 SCORPIO
LIGHT TRUCK:
1980 and after F-150-350 SERIES
1981 and after ECONOLINE
1982 and after BRONCO
1983 and after RANGER
1984-90 BRONCO II
1986 and after AEROSTAR
1988 and after F SUPER DUTY
1991 and after EXPLORER
1993 and after VILLAGER
1995 WINDSTAR
MEDIUM/HEAVY TRUCK:
1980-91 C SERIES, CL-CLT-9000 SERIES
1980 and after F & B SERIES, L SERIES
1986 and after CARGO SERIES
ISSUE:
This procedure is being published to advise all body and paint technicians about proper procedures for
preparation of sheet metal parts coated with electrodeposition primer (E-Coat).
ACTION:
When prepping a replacement body panel for installation, it is mandatory to leave the E-Coat intact. DO NOT
SAND OFF THE E-COAT.
Improper preparation with excessive sanding of the E-Coat to bare metal will jeopardize the sheet metal
warranty and overall customer satisfaction. In particular, the E-Coat is necessary to protect the parts from rust.
Light scuff sanding using a Scotch Brite pad or wet 320 grit sand paper is recommended for minor flaws. If a
minor flaw exists, wet sand or scuff out the flaw and prime the repair area. Again, do not remove all of the
E-Coat from the panel.
WARNING:
LEAD CONTAMINATION POTENTIAL: THE ELECTRODEPOSITION PRIMER USED BY FORD MOTOR
COMPANY OVER BASE METAL ON SERVICE REPLACEMENT PARTS OR COMPLETED VEHICLES
CONTAINS SMALL AMOUNTS OF LEAD FOR CORROSION PROTECTION OF STEEL. EXCESSIVE
DUSTS GENERATED BY UNNECESSARY AND IMPROPER SANDING MAY CONTAIN AIRBORNE
LEAD CONTAMINATION IN EXCESS OF OSHA STANDARDS. INFORMATION REGARDING THE
HAZARDS OF LEAD CAN BE FOUND IN THE CHEMICAL FACT SHEETS IN THE FIGURES
FOLLOWING THIS ARTICLE.
NOTE:
READ ALL INFORMATION IN THIS TECHNICAL SERVICE BULLETIN CAREFULLY AND FORWARD TO
ALL EMPLOYEES PERFORMING PAINT PREPPING OPERATIONS. DEALERS SHOULD CONTACT
LEGAL COUNSEL AND/OR LOCAL OSHA AUTHORITIES FOR DIRECTION REGARDING OSHA LEAD
STANDARD REQUIREMENTS.
If a replacement body panel contains more than a minor flaw in the E-coat, it should be returned. Contact your
Customer Service representative for instructions.
If more extensive sanding, other than that described above, is necessary, (e.g., refinishing original vehicle
sheet metal) follow the procedures outlined below:
ALTERNATIVE SANDING PROCEDURES WHEN EXTENSIVE SANDING IS REQUIRED
The following procedures for sheet metal preparation by sanding or media blasting are based on tests
conducted by Ford Motor Company in accordance with requirements set forth in the Federal OSHA Inorganic
Lead Standard 29 CFR 1910.1025.
SANDING PROCEDURE
1.
Each technician performing the sanding operation MUST wear an approved respirator with high
efficiency particulate filter (HEPA).
2.
Technicians should use dual action sander with vacuum collection.
3.
The vacuum equipment MUST be equipped with a HEPA filter on the air exhaust. Dealers are
cautioned not to exhaust vacuum air into the atmosphere. Operators are cautioned to follow the
manufacturer's guidelines for maintenance and the replacement of filters.
MEDIA BLASTING PROCEDURE
1.
Testing has shown that plastic media blasting meets OSHA lead standard requirements and is
efficient when the manufacturer's published procedures are followed.
2.
The operator must wear an air supplied hood using compressed air free from carbon monoxide, oil,
water, and other contamination when performing this operation. Specifics of the media blasting
procedure for whole body paint removal have been previously published.
NOTE:
PLEASE READ THE CHEMICAL FACT SHEETS IN THE FOLLOWING FIGURES.
OASIS CODES: 106000
MEDIUM/HEAVY TRUCK:
1991-95 L SERIES
ISSUE:
Some vehicles may have an obstruction in either the evaporator or heater core of the Heater/Air Conditioning
system. This is due to vehicles operating in severe conditions (e.g., off-road, cement applications) and
contaminants from the outside air entering the Heater/Air Conditioning system.
ACTION:
Refer to the following procedure for service detail.
SERVICE PROCEDURE
For vehicles operating in severe conditions, the heater case recirculator door and valve can be manually
closed and retained. This will prevent fresh air from entering the Heater/Air Conditioning system while the
climate control lever is in any position.
1.
Remove the knee bolster by removing the fasteners (Figure 1).
2.
With the vehicles' air system fully charged, slide the climate control selector lever to the OFF position
(this will close the recirculate door).
3.
Locate the recirculate door air valve on the right side of the heater case (Figure 1). The valve plunger
should be fully retracted (Figure 2). Using a tie strap (382987-S or equivalent) secure the lever back
around the air inlet port (Figure 2). Clip the strap as required. Install the knee bolster removed in Step
1.
NOTE:
IF WINDOW FOGGING OCCURS, THE DRIVER SHOULD BE INFORMED TO SLIGHTLY LOWER
THE DOOR WINDOWS.
OASIS CODES: 208000, 208100, 208200
MEDIUM/HEAVY TRUCK:
1993-95 F SERIES, L SERIES
This TSB is being republished in its entirety to correct an incorrect part number for the drive belt listed in this
article.
ISSUE:
Some vehicles may experience the main drive belt trying to roll off the front or back side of the fan pulley. This
could be caused by:
The generator bracket flexing and moving the generator out of position.
Centrifugal forces moving the fan hub bearing out of position.
Drive belt stretching beyond the belt tensioners ability to retain pressure on the belt.
ACTION:
For vehicles built before 12/1/93, perform Service Procedures 1, 2 and 3. For vehicles built 12/1/93 through
9/19/94, perform Service Procedure #2 ONLY.
REPAIR PROCEDURE #1
1.
Remove the old drive belt by installing a 3/8" ratchet or breaker bar into the square of the belt
tensioner arm. Refer to Figure 1.
2.
Inspect the belt system to verify there are no loose or damaged components which could cause belt
misalignment.
3.
Confirm the generator, water pump, fan and tensioner pulleys spin freely without any wobble. If any
of the components require service, consult the proper section of the appropriate Service Manual for
service details.
4.
Using a pair of dividers, measure the distance the fan hub bearing is away from the front face of the
engine. Refer to Figure 2.
5.
If the hub is not within specifications, replace the hub with a new level fan hub. Refer to the
appropriate Service Manual for details.
REPAIR PROCEDURE #2
1.
Remove the old drive belt by installing a 3/8" ratchet or breaker bar into the square of the belt
tensioner arm. Refer to Figure 1. Rotate the arm clockwise to remove tension from the belt and
remove the belt.
2.
Confirm that the generator, water pump, fan and tensioner pulleys spin freely without any wobble.
3.
Install the drive belt (F1HZ-8620-C). Refer to Figure 1 for proper routing of the belt.
REPAIR PROCEDURE #3
1.
If the vehicle is equipped with A/C, inspect the A/C compressor mounting bracket. Early production
brackets were welded steel. The brackets are now machined castings. If the bracket on the vehicle is
welded steel and belt roll off was not resolved in Repair Procedures 1 and 2, replace the bracket. If
the vehicle is equipped with a Delco generator, use 1/2" bolts and nuts to replace the 12mm
fasteners previously used on the vehicle to attach the generator. Refer to the Application Chart for
the appropriate parts.
NOTE:
EARLY PRODUCTION (BEFORE 12/1/93) DELCO GENERATOR MOUNTING BRACKETS (NON-A/C
EQUIPPED) USED 12MM MOUNTING BOLTS. THE HOLE IN THE GENERATOR MOUNTING EARS
ARE 1/2" DIAMETER, THEREFORE, THE GENERATOR SHOULD BE CHECKED FOR
PARALLELISM BETWEEN THE MOUNTING EARS AND THE MOUNTING BRACKET. THIS CAN BE
CORRECTED BY LOOSENING THE MOUNTING BOLTS AND REPOSITIONING THE GENERATOR.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 206000, 402000, 499000
MEDIUM/HEAVY TRUCK:
1980-95 F & B SERIES, L SERIES
ISSUE:
Some vehicles may create a slight misalignment with the center bearing saddle. This is due to the assembly
variation of the multipiece driveshaft.
ACTION:
Refer to the following procedures for service details.
SERVICE PROCEDURE
1.
Inspect the installation of the center bearing saddle. Proceed to Step 2 if:
There is contact between the saddle and the center bearing grease slinger.
The bearing saddle is aligned more than 5 degrees out-of-square versus the coupling shaft
centerline.
2.
Loosen both nuts retaining the center bearing saddle to the -4831- support plate. Verify that the
rubber center bearing cushion is retained between the locating tabs or flanges on the saddle. The
bearing saddle should align itself at right angles to the shaft centerline when free of applied forces.
3.
Using a backup wrench on the bolts, tighten the nuts from 75-105 lb-ft (101.7-142.4 N-m) (50-70 lb-ft
(67.8-94.9 N-m) for 1480 Series Drivelines) while holding the bearing saddle to keep it properly
aligned.
OASIS CODES: 597997
94-25, Publication Date: DECEMBER 12, 1994
MEDIUM/HEAVY TRUCK:
1992-94 L SERIES
This TSB is being republished in its entirety to include the latest level parts.
ISSUE:
On vehicles with DDC Series 60 engines and equipped with Motorcraft generators only, the generator bracket
may crack when the pivot bolt is tightened. This occurs because the steel reinforcement sleeve is not long
enough.
ACTION:
Install a revised generator mounting bracket which has the steel reinforcement sleeve lengthened to prevent
cracking when the pivot is tightened. Tighten the mounting fasteners to 31-42 lb-ft (42-57 N-m). Tighten the
long generator pivot bolt to 50-70 lb-ft (68-95 N-m).
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 203100
94-26, Publication Date: DECEMBER 26, 1994
MEDIUM/HEAVY TRUCK:
ISSUE:
On some vehicles, the starter may remain engaged when the key is released to the run position. This may be
caused by an imbalance in the starter solenoid pull-in/hold-in coils.
ACTION:
Relocate the power feed for the fuel shutoff solenoid pull-in coil from the starter motor relay to a terminal on
the starter motor. Refer to the following for service details.
SERVICE PROCEDURE
1.
Disconnect the negative battery cable(s) at the battery box.
2.
Locate the connector for the fuel shutoff solenoid (left hand side of the engine). Disconnect the
engine wiring assembly from the fuel shutoff solenoid. Refer to Figure 1.
3.
Locate Circuit 669 (R/BL) in the engine wiring assembly (center wire in the connector). Pull the wiring
harness shield back at least 6" (152mm) away from the connector.
4.
Cut Circuit 669, 5" (127mm) from the connector. Refer to Figure 2.
5.
Strip Circuit 669 from the connector 0.3" (8mm).
6.
Insert the wire from the connector into the butt splice of the jumper wire (F5HZ-9A451-A) and crimp
with a Raychem AD-1522 tool, or equivalent.
7.
Apply heat to the butt splice connector until the insulation shrinks and adhesive flows from each end.
8.
Install 3/8" (9mm) dual wall heat shrink tubing over the remaining end of Circuit 669. Heat tubing until
adhesive flows from both ends. Using pliers, pinch the end of the heat shrink tubing. Tape back and
secure the wire to the existing wiring in the engine harness.
9.
Tape the wiring harness shield 2" (50mm) above the connector. Refer to Figure 2. Reconnect the fuel
shutoff solenoid.
10.
Route the jumper wire (F5HZ-9A451-A) by overlaying it on the main wiring harness, following it back
to the starter. Using electrical tape, secure the jumper wire to the wiring harness shield every 6"-12"
(152mm-305mm) as required.
11.
Remove the nut from the starter solenoid as shown in Figure 3 and install the M8 eyelet of the new
jumper wire (F5HZ-9A451-A) which is now spliced into Circuit 669 (pull-in coil) of the fuel shutoff
solenoid. Install the nut and torque to 62-88 lb-in (7-10 N-m).
12.
Reconnect the negative battery cable(s) in the battery box and torque to 15 lb-ft (20 N-m).
13.
Verify the concern has been repaired.
If engine does not start, verify the connection between the starter motor eyelet and the pull-in coil wire
Circuit 669 and the fuel shutoff solenoid. Also check battery connections.
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 203000, 203200

1994 Ford Technical Service Bulletins

Transcription

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