ford transit sensors

the O2 gets hot enough it starts sending a signal to the PCM the PCM then makes adjustments to the fuel curve. This is closed loop. Quite right. The O2 sensors fail when they slow down in their reaction time to the levels of O2 between outside or ambient air and the exhaust stream. This is almost always because the tip of the sensor has become contaminated. As stated the heaters allow quicker transition

It helps to remove the cowling below the windshield gives you more access. The exhaust transition is not optimal but works without a hitch.

are only 2 intake kits we have seen that even have the potential for not needing retuning and even then on some trucks they still need the AFs corrected. Nobody has dynod or datalogged or tuned as many F-150s as we have - not K&N (who has a policy that only requires testing on 3 vehicles before shipping new products by the way - that is nowhere near enough with the 2004 & up F-150 or any 3-valve ford

Fanuc This is perfectly normal you will always get that P1000 code for a while any time you change tunes (including going back to stock) with any flash device - same thing happens if you just disconnect the battery. This is fords doing not the tuner causing the problem - that is assuming you do not have something wrong with the vehicle itself that is causing that. The P1000 code happens any time power

Originally Posted by RobW get some cones and practice parking between them - then you will learn the size of your car Its not really a case of knowing the size of the car though. In my 8 years of driving ive owned 8 cars varying in sizeshape from a Citroen AX to a 206cc and currently an 02 ford Focus. I had no trouble parking any of them and none of them had sensors. Ive also happily(ish) driven a

Originally Posted by RobTuck Its not really a case of knowing the size of the car though. In my 8 years of driving ive owned 8 cars varying in sizeshape from a Citroen AX to a 206cc and currently an 02 ford Focus. I had no trouble parking any of them and none of them had sensors. Ive also happily(ish) driven a transit van or two. Its those unseen obstacles I worry about. One of my local Tescos for

has an opinion on this which is why weve done the testing that we have and continue to do........... 1.) When doing a permanent install of any wideband on a vehicle weld the bung in before the cats - the sensor will last longer and you dont have to worry about being familiar with the initial spike - I.E. pattern of dispersal of the stored oxygen from the cats when initially going thru the transition

be a few areas in which it does OK - but overall for the past few years since they went reformulated year-round weve seen that its just not doing the job in high-performance applications & thats where we have problems with detonation - again in stock vehicles its fine you just see a lower mpg. And of course virtually all computer controlled gas-engine vehicles have active knock sensor systems (fords

Ok got up this morning to go get the codes pulled and the CEL was off. Got the codes pulled and unfortunately it didnt point to any specific sensors(thats what you guys are for... ). 1131 Lack of bank 1 02 transitions-Lean ECM detected bank 1 O2 at its lean limit (which I dont know if it means the sensor was trying to lean out a rich mixture or that it was detecting a lean mixture at its limit) 1151

is always running at stoich AF (typically 14.641 on pump gas) as the PCM is constantly taking data from the front O2 sensors and adjusting the AF ratio based on that data. But running at stoich AF also means the engine cannot tolerate a lot of spark - it runs at stoich AF as that is the ideal AF ratio when a lot of power is not needed to burn all the fuel best emissions etc. Then OL operation is transitioned

and the problem improved maybe 5%. I chalk that up to having 140K without cleaning the original MAF. I went back to AutoZone to get credit for the core charge and the CEL came on again I figured I might as well get the codes read again to see if anything has changed. This time I got 4 of them P0171 - fuel trim bank one condition P0174 - fuel trim bank two condition P1131 - lack of bank one O2 transitions

doing an in-depth custom tune or whether the 1715 Micro Tuner is the better choice for your particular truck - just give us a call at our number listed below & well be happy to go over all of that with you. The background on this is these trucks have many different software revisions inside their PCMs each model year and in some of them they have more deeply ingrained issues with things like transitioning

have a non-Roush-supplied tune whose is it And I think some of you folks are confusing Torque Management with true Traction Control. There is a vast difference. Traction Control deals with wheel slip due to road conditions for the purpose of maintaining vehicle stability - TQ Mgmt involves torque modulation for a host of reasons driveline protection seamless soccer mom shift smoothness gear transitions

Hi Matt90GT Those types of conversions weve been involved with here at Performance have always involved using the complete DOHC wiring harness sensors & ECU for proper operation and that is what I would always recommend. The DOHC engines have aspects that must be controlled via the ECU that the SOHC versions do not such as IMRC for the computer-controlled mutli-stage intake transition etc. In your

rapidly and many samples not one are averaged to determine that X% fuel enrichment is resulting in Y% change in airfuel ratio. Basically a lot of averaging and the more samples which are averaged the more accurate it gets even with 1 bit sampling. It doesnt need to be 100% accurate for cruising just close. For wide open throttle the computer uses open loop and runs much richer (though open loop transition

up power for obvious reasons but on a newer vehicle I wouldnt even think of doing this simply for resale. Strangeranger that does have some truth to it but keeping the smog pump in doesnt solve the problem. The catalytic converter is a catalyst. Meaning a substance that speeds up a reaction without being consumed itself. Most cats are produced using Palladium or Platinum both of which are heavy transition

I have driven ford transits for over 20 years. We started out with windows in the rear doors then they installed a bulkhead in the next version no rear vision. Then the windows were removed for security reasons. So driving now we have the luxury of rear sensors. I can now park the transit using wing mirrors and sensors so to sum up...you will get used to it

need broad appeal and advantages that are instantly apparent even to buyers who dont know the difference between a carburetor and a carbohydrate. While the 1977 810 was the largest sedan Datsun had ever sold in the United States it was also a move toward the deepest part of the American mainstream. It wasnt just another Asian alternative to cheap American sedans like the Chevy Nova Dodge Dart or ford

it up and put it into D you have to wait about three seconds before it will move. Stepping on the gas will damage it. Good friend of mine whose father worked as a professional mechanic had one and loved it but cautioned me never to step on it to make it go before the pump pressure reached proper levels. Youll blow it up he said. Im not surprised that the Aveo is touchy about its tranny. The ford

Andy examiner is a very powerful tool......in the right hands If the idle is that bad then by monitoring parameters it should be obvious enough to spot something that is not right. Just a thought Corkman mentioned ford engine...if its same as transit (I believe it is) then we were changing temp sensors by the bucket load and I know Fiat are using these one-fit sensors.

All wiring harnesses show no signs of water to ecu at all. I have noticed few times get water sitting around injector on top of engine block. Could this be causing any problems Obviously im getting water ingress in usual places although when its rained and ive looked under bonnet no real signs of bad water leaks anywhere. The problem has always seemed worse the colder it is. I know T14086 said ford

All wiring harnesses show no signs of water to ecu at all. I have noticed few times get water sitting around injector on top of engine block. Could this be causing any problems Obviously im getting water ingress in usual places although when its rained and ive looked under bonnet no real signs of bad water leaks anywhere. The problem has always seemed worse the colder it is. I know T14086 said ford

I need to sleep its been a long day lol these pumps work by making pressure via a spinning rotor head as I understand it its parts on this rotor which start to break up maybe due to cheap fuel not having the same lubrication properties or it may just be a poor design although if the latter delphi had at least 5 years withe the sedona Im my mind to rectify this but yet these pumps still fail many fords

goes well to get the paperwork rolling to seal the deal. Just to repeat this was female owned and she washed this jeep inside and out religiously at least once a week. The last 3 weeks its been sitting at her ambulance corp only to be taken to get cleaned. I really hope I found my wrangler. I want this vehicle to last me longer than my Grand Prix (7 years got rear ended and totalled) and my ford