Hey Jon, when ya get a chance, could ya add a few more of these to the
DML Trouble Code Search.
Thanks,
Chad
Bob Tom wrote:
>
> Here's a list of the computer codes. It is NOT a complete list
> but very close to one. Any disagreements, additions, deletions,
> and/or modifications will be most welcomed.
> Thanks
> B.T.
>
> 11 No ignition reference signal detected during cranking (bad Hall effect)
> OR timing belt skipped one or more teeth; OR loss of either camshaft or
> crankshaft position sensor
> 12 Battery or computer recently disconnected
> 13* MAP sensor or vacuum line may not be working
> 14* MAP sensor voltage below .16V or over 4.96V
> 15 No speed/distance sensor signal
> 16* Loss of battery voltage detected with engine running
> 17 ( 1985 turbo only): knock sensor circuit
> 17 Engine stays cool too long (bad thermostat or coolant sensor?)
> 21 Oxygen sensor signal doesn't change (stays at 4.3-4.5V). Probably bad
> oxygen sensor
> 22* Coolant sensor signal out of range - May have been disconnected to
> set timing
> 23* Incoming air temperature sensor may be bad
> 24* Throttle position sensor over 4.96V (SEE NOTE #3)
> 25 Automatic Idle Speed (AIS) motor driver circuit shorted or target idle
> not reached, vacuum leak found
> 26 Peak injector circuit voltage has not been reached (need to check
> computer
> signals, voltage reg, injectors) (SEE NOTE #4 BELOW)
> 27 Injector circuit isn't switching when it's told to (TBI)
> OR (MPI) injector circuit #1 not switching right
> OR (turbo) injector circuit #2 not switching right
> OR (all 1990-) injector output driver not responding
> - check computer, connections
> 31 Bad evaporator purge solenoid circuit or driver
> 32 (1984 only) power loss/limited lamp or circuit
> 32 EGR gases not working (1988) - check vacuum, valve
> 32 (1990-92, all but Turbo) computer didn't see change in air/'fuel ratio
> when EGR activated - check valve, vacuum lines, and EGR electrical
> 33 Air conditioning clutch relay circuit open or shorted (may be in
> the wide-open-throttle cutoff circuit)
> 34 (1984-86) EGR solenoid circuit shorted or open
> 34 (1987-1991) speed control shorted or open
> 35 Cooling fan relay circuit open or shorted
> 35 (trucks) idle switch motor fault - check connections
> 36 (turbo) Wastegate control circuit open or shorted
> 36 (3.9/5.2 RWD) solenoid coil circuit (air switching)
> 36 (Turbo IV) #3 Vent Solenoid open/short
> 37 Shift indicator light failure, 5-speed
> OR part throttle lock/unlock solenoid driver circuit (87-89)
> OR solenoid coil circuit (85-89 Turbo I-IV)
> OR Trans temperature sensor voltage low (1995 and on; see NOTE 2)
> 41* Alternator field control circuit open or shorted
> 42 Automatic shutdown relay circuit open or shorted
> 42 Fuel pump relay control circuit
> 42 Fuel level unit - no change over miles
> OR 42 Z1 voltage missing when autoshutdown circuit energized (SEE NOTE
> #6)
> 43 Peak primary coil current not achieved with max dwell time
> OR 43 Cylinder misfire
> OR 43 Problem in power module to logic module interface
> 44 No FJ2 voltage present at logic board
> OR 44 Logic module self-diagnostics indicate problem
> OR 44 Battery temperature out of range (see Note #1!)
> 45 Turbo boost limit exceeded (engine was shut down by logic module)
> 46* Battery voltage too high during charging or charging system voltage
> too low
> 47 Battery voltage too low and alternator output too low
> 51 Oxygen sensor stuck at lean position (lean condition)
> OR
> 51 Internal logic module fault ('84 turbo only)
> 52 Oxygen sensor stuck at rich position (SEE NOTE #5!)
> OR
> 52 Internal logic module fault ('84 turbo only)
> 53 Logic module internal problem
> 54 No sync pickup signal during engine rotation (turbo only)
> OR
> 54 Internal logic module fault ('84 turbo only)
> 55 End of codes
>
> * Activates check engine lamp on most models.
>
> NOTE #1.
> The power module has an air-cooled resistor which senses incoming air
> temperature.
> The logic modules uses this information to control the field current in the
> alternator.
> This code applies ONLY to alternators whose voltage is computer regulated.
> If you lose the feed to keep RAM information stored when the engine's off,
> you also lose battery voltage sensing. -- Bohdan Bodnar
>
> NOTE #2.
> >From the 1995 TRUCK manuals: the trailer towing package includes a
> transmission coolant
> temp sensor while the standard package doesn't. This may cause the low
> (no) voltage indication. -- J.E. Winburn
>
> NOTE #3.
> Matt Rowe comments: The throttle postion circuit tells the computer how far
> the accelerator
> is depressed. The Throttle Position Sensor (TPS) is on the throttle body on
> the opposite side of the throttle cable. The connector should have a round
> rubber cover over
> the connections. Clear the fault codes, start the car and try jiggling the
> wires/connectors to try to trip a fault code. Loss of this signal could
> cause other problems.
>
> NOTE #4.
> During cranking, the computer will test the current through the injector to
> see whether
> there's too much resistance in the injector's path. If there is, code 26 is
> set.
> The problem may be cured with tuner cleaner on the connectors.
> For TBI engines, the injector's cold resistance should be between 0.9 and
> 1.2 ohms
> (specs vary with year). This is a peak-and-hold injector. With the engine
> idling the
> peak period should be about 1.2 milliseconds whereas the hold period will
> vary.
> If it's lower than this at idle, then the injector's shorted or there's a
> defect in the injector
> driver circuit. (Bohdan Bodnar)
>
> NOTE #5.
> Wade Goldman wrote: In my case, the breather tube leading into the
> catalytic converter had rusted
> and become detached. This some how would cause the sensor to read an over
> rich condition and run
> crummy. I did not trust the reliability of the weld over a corroded surface
> and opted for the more
> expensive route of replacing the converter, breather tube and all.
>
> NOTE #6.
> The Z1 voltage is the voltage of the circuits fed by the autoshutdown relay.
> This typically includes fuel pump and switched-battery feed to the ignition
> coil(s).
> In my LeBaron, the Z1 circuit leaves the power module and splits into two
> paths:
> the fuel pump and the positive side of the ignition coil. Internal to the
> power module
> is the auto shutdown relay (in my case, it's a sealed box about 1" by 1").
> The output voltage
> is monitored to determine whether the relay responds correctly. I suspect
> that the ASD
> relay (and, therefore, the Z1 circuit) also feeds the fuel injector(s)
> driver(s) and
> current sensing circuit, but can't prove this.
> I've used the Z1 voltage to test for good power connections to the power
> module.
> I connected my OTC 500 multimeter from the battery's positive post to the
> ignition
> coil's switched battery terminal and measured the voltage drop using the
> bar graph
> to monitor peak voltages. Voltage spikes of around 200 mV to 300 mV are ok --
> anything more means tv tuner cleaner time (or replacing the power module).
> Another thing to check is the maximum voltage drop during the priming
> pulse.With the old
> power module, I was losing about 2 volts across the circuit; the
> replacement is losing about 1/4 volt.
> (Thanks, bbodnar@lucent.com)
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