Wheels & Tires Ford Econoline E250

SPECIFICATIONS

MATERIAL SPECIFICATIONS

GENERAL SPECIFICATIONS

TORQUE SPECIFICATIONS

Safety Precautions

1. load carrying capacity.
2. diameter, width and offset.
3. pilot hole and bolt circle.

Combined load carrying capacity of replacement wheels for a given axle, must be equal to or greater than that axle's gross axle weight rating (GAWR) identified on the vehicle's Safety Compliance Certification label. All other specifications should be evaluated by measurement of both the original wheel and the replacement wheel. If specifications are not equivalent, the safety and handling of the vehicle may be degraded, which may result in serious injury to the vehicle occupant(s).

Note. Do not clean aluminum wheels with steel wool, abrasive-type cleaners or strong detergents or damage to the wheel finish may occur. Use Wheel and Tire Cleaner ZC-27-A or -B or equivalent.

Factory-installed tires and wheels are designed to operate satisfactorily with loads up to and including full-rated load capacity when inflated to recommended inflation pressures.

Correct tire pressure and driving techniques have an important influence on tire life. Heavy cornering, excessively rapid acceleration and unnecessary sharp braking increase tire wear.

To equalize tire wear, the tires should be rotated at recommended intervals.

Tire Pressure Monitoring System (TPMS)

Note. The Smart Junction Box (SJB) is also identified as the Generic Electronic Module (GEM).

The Tire Pressure Monitoring System (TPMS) includes

1. the SJB, TPMS functionality is integrated within the SJB.
2. four tire pressure sensors.
3. an Instrument Panel Cluster (IPC) indicator.
4. a message center.

Tire Pressure Monitoring System (TPMS) Module

Refer to TIRE PRESSURE MONITORING SYSTEM (TPMS) in Diagnosis and Testing for TPMS fault diagnosis and repair.

The SJB compares the information of each tire pressure sensor transmission against a pressure limit. If the SJB determines that the tire pressure has fallen below the low limit, the SJB communicates this to the IPC on the vehicle communication bus.

Tire Pressure Monitoring System (TPMS) Pressure Sensor

The SJB monitors the tire pressure with tire pressure sensors. The sensors transmit radio frequency signals to the SJB approximately every 60 seconds when the vehicle speed exceeds 32 km/h (20 mph).

The tire pressure sensors are battery operated and are mounted to the valve stem.

Instrument Panel Cluster (IPC) and Message Center

The IPC illuminates the TPMS indicator when it receives a message from the SJB to do so and displays the appropriate message(s) in the message center.

The IPC and message center are diagnosed and serviced in INSTRUMENTATION, MESSAGE CENTER, AND WARNING CHIMES .

Wheels And Tires

SPECIAL TOOLS CHART Digital Tire Gauge 204-354 Hunter Road Force® Wheel Balancer GSP9700 Series

Scheme 1

Inspection and Verification

Verify the customer concern by carrying out a road test on a smooth road. If any vibrations are apparent, GO to SYMPTOM CHART - NVH .

To maximize tire performance, inspect for signs of incorrect inflation and uneven wear, which may indicate a need for balancing, rotation or front suspension alignment.

Correct tire pressure and driving techniques have an important influence on tire life. Heavy cornering, excessively rapid acceleration and unnecessary sharp braking increase tire wear.

Replacement tires must follow the recommended

1. tire sizes.
2. speed rating.
3. load range.
4. tire construction type.

The use of any other tire/wheel size, type or load range can seriously affect

1. ride.
2. handling.
3. speedometer/odometer calibration.
4. vehicle ground clearance.
5. tire clearance between the body and chassis.
6. wheel bearing life.
7. brake performance.

New wheels need to be installed when the vehicle's wheels

1. are bent.
2. are cracked.
3. are dented.
4. are heavily corroded.
5. are leaking.
6. have elongated wheel hub bolt holes.
7. have excessive lateral or radial runout.

It is mandatory to use only the tire sizes recommended on the tire label located on the driver door or door pillar. Larger or smaller tires can damage the vehicle, affect durability and require changing the speedometer calibration. Make sure wheel size and offsets match those recommended for the tire in use.

1. Inspect the tires for signs of uneven wear. Refer to the following descriptions to identify the type of wear and GO to «SYMPTOM CHART - TIRE WEAR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart-tire-wear) for the appropriate repair action to be carried out.
2. Check the tires for: cuts. stone bruises. abrasions. blisters. embedded objects.
3. Check the valve stem for: cracks. cuts. Install a new valve stem when damage is found or any time a new tire is installed.
4. Tread wear indicators are molded into the bottom of the tread grooves. Install a new tire when the indicator bands are less than 2/32 inch.

Tire Wear

Tire wear is commonly defined as a loss of tread depth. Tire tread wear occurs due to friction with the contact surface (road/pavement). The tread should wear down uniformly all the way around the circumference of the tire and all the way across the tread face. When this does not occur, the tire may have abnormal/incorrect wear.

Normal Tire Wear

Normal tire wear is identified as even wear around and across the tread. Because there are many factors (driving style, road surfaces, type of vehicle, type of tire) that can affect tire wear, there is no absolute mileage expectation for a normal wear condition. A tire is considered worn-out when the tread has worn to the level of the tread-wear indicators.

Abnormal/Incorrect Tire Wear

Abnormal/incorrect tire wear is identified as tire wear that is not even around or across the tread and that creates performance-related issues.

Abnormal/incorrect wear can be caused by numerous factors, some of which include driving style (aggressive, passive), climate (hot, cold), road conditions, vehicle loading and maintenance (correct tire pressure, rotation intervals and balance). It is important to determine the root cause of wear on a vehicle before carrying out repair. Tires exhibiting abnormal/incorrect tire wear may still be serviceable provided that the minimum tread depth is greater than 2/32 inch and the tire is not causing a vehicle performance (noise/vibration) concern.

Some abnormal/incorrect wear patterns look the same all the way around the tread of the tire, other wear patterns are not consistent and can occur in various spots on the tread area. The underlying causes of the 6 wear categories are different. Refer to the following descriptions to identify the type of wear and GO to SYMPTOM CHART - TIRE WEAR for the appropriate repair action to be carried out.

Inner Edge/Shoulder Wear

Inner edge (or shoulder) wear occurs on the inside edge of the tire and is usually caused by excessive toe out and/or excessive negative camber. If the tread depth of the outer shoulder is at least 50% greater than the tread depth of the inner shoulder, the tire is experiencing inner edge/shoulder wear. To determine whether tires have this type of wear, visually inspect the tires. In some instances, the tread depth of each rib may need to be measured and compared to that of the shoulder.

Note. RF tire shown in illustration, others similar.

Scheme 2

Outer Edge/Shoulder Wear

Outer edge (or shoulder) wear occurs on the outside edge of the tire and is usually caused by excessive toe in and/or excessive positive camber. If the tread depth of the inner shoulder is at least 50% greater than the tread depth of the outer shoulder, the tire is experiencing outer edge/shoulder wear. To determine whether tires have this type of wear, visually inspect the tires. In some instances, the tread depth of each rib may need to be measured and compared to that of the shoulder.

Note. RF tire shown in illustration, others similar.

Scheme 3

Heel/Toe Wear

Heel/toe wear (also known as feathering) occurs along the outside or inside edge/shoulder of the tire. To determine whether tires have this type of wear, visually inspect the tires in both the inside and outside shoulder ribs. In some instances, the difference in tread depth of leading versus trailing edge of each lug in the inside and outside shoulder rib may need to be measured.

Scheme 4

Diagonal Wear

Diagonal wear occurs diagonally across the tread area and around the circumference of the tire. To determine whether tires have this type of wear, visually inspect the tires to determine if the wear pattern runs diagonally across the tread and around the circumference of the tire. In some instances, the difference in tread depth along the diagonal wear pattern may need to be measured.

Scheme 5

Symptom Chart - Tire Wear

Note. For suspension system and additional alignment diagnosis, refer to SUSPENSION SYSTEM - GENERAL INFORMATION .

SYMPTOM CHART - TIRE WEAR

Symptom Chart - NVH

Note. NVH symptoms should be identified using the diagnostic tools that are available. For a list of these tools, an explanation of their uses and a glossary of common terms, refer to NOISE, VIBRATION & HARSHNESS . Since it is possible any one of multiple systems may be the cause of a symptom, it may be necessary to use a process of elimination type of diagnostic approach to pinpoint the responsible system. If this is not the causal system for the symptom, refer back to NOISE, VIBRATION & HARSHNESS for the next likely system and continue diagnosis.

SYMPTOM CHART - NVH

Pinpoint Tests

For a description of the various tire wear patterns, refer to INSPECTION AND VERIFICATION .

For vehicles with different front and rear tire pressure (such as E-Series and certain F-Series), the tire pressures must be adjusted and the tire pressure sensors must be trained following a tire rotation. Refer to TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING . Failure to train the sensors will result in a false low tire pressure event, which will cause the Tire Pressure Monitoring System (TPMS) indicator to illuminate.

For vehicles with the same tire pressure for front and rear tires, tire rotation will not affect the TPMS.

Pinpoint Test A: Inner Edge/Shoulder Wear

This pinpoint test is intended to diagnose the following

1. Excessive toe out
2. Incorrect wheel and tire rotation

1. A1 MEASURE THE TREAD DEPTH Using a tread depth gauge or similar tool, measure the inside edge/shoulder tread depth. Is the tread depth greater than 2/32 inch? Yes : ROTATE the wheel and tire assemblies. REFER to «WHEEL AND TIRE ROTATION»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-rotation) . CHECK and ADJUST the toe to nominal +0.15 degrees (toe in). CHECK and ADJUST caster and camber to nominal. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) . No : INSTALL a new tire(s). CHECK and ADJUST the toe to nominal. CHECK and ADJUST caster and camber to nominal. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) .

Pinpoint Test B: Outer Edge/Shoulder Wear

This pinpoint test is intended to diagnose the following

1. Excessive toe in
2. Incorrect wheel and tire rotation

1. B1 MEASURE THE TREAD DEPTH Using a tread depth gauge or similar tool, measure the outside edge/shoulder tread depth. Is the tread depth greater than 2/32 inch? Yes : ROTATE the wheel and tire assemblies. REFER to «WHEEL AND TIRE ROTATION»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-rotation) . CHECK and ADJUST the toe to nominal -0.15 degrees (toe out). CHECK and ADJUST caster and camber to nominal. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) . No : INSTALL a new tire(s). CHECK and ADJUST the toe to nominal. CHECK and ADJUST caster and camber to nominal. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) .

Pinpoint Test C: Diagonal Wear

This pinpoint test is intended to diagnose the following

1. Incorrect wheel and tire rotation
2. Excessive toe in/out
3. Incorrect tire inflation
4. Loose, worn or damaged suspension components

1. C1 MEASURE THE TREAD DEPTH Using a tread depth gauge or similar tool, measure the tread depth of the wear pattern. Is the tread depth greater than 2/32 inch? Yes : If no performance concerns (noise/vibration) are present, the tire can remain in service. CHECK the tire pressure, ADJUST as necessary. ROTATE the wheel and tire assemblies. REFER to «WHEEL AND TIRE ROTATION»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-rotation) . INSPECT for loose, worn or damaged suspension components. INSTALL new components as necessary. CHECK the alignment and ADJUST as necessary. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) . No : INSTALL a new tire(s). CHECK the tire pressure in the tires, ADJUST as necessary. ROTATE the wheel and tire assemblies. REFER to «WHEEL AND TIRE ROTATION»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-rotation) . INSPECT for loose, worn or damaged suspension components. INSTALL new components as necessary. CHECK the alignment and ADJUST as necessary. REFER to «SUSPENSION SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) .

Radial Runout

Radial runout is the egg-shaped deviation from a perfect circle and is measured perpendicular to the circumference. On a wheel and tire assembly, this means measuring the center tire tread rib. The center rib is indicative of the condition of the tire as a whole. Total runout is the difference between the maximum-to-minimum gauge reading. The high spot is the location of maximum runout.

Scheme 6

Loaded Runout Measurement (Hunter Road Force® 9700 Series Wheel Balancer)

Note. Diagnosis of tire/wheel vibration should not be performed on tires with less than 320 km (200 mi). Some initial tire/wheel vibration issues (such as flat spotting) will correct themselves after the tires have been in service for 320 km (200 mi).

This procedure is intended to assist with the diagnosis of wheel and tire assembly runout and/or force variation issues.

The Hunter Road Force® 9700 Series Wheel Balancer measures the wheel and tire assembly's loaded runout and the tire's radial spring rate. The balancer then converts the runout into pounds of force (termed as Road Force®). Measuring loaded runout (Road Force®) is more effective than measuring unloaded runout using a dial indicator.

1. Using a tire crayon, record the vehicle position on the inward sidewall of all tires.
2. Remove the wheel and tire assemblies. For additional information, refer to «WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-single-rear) or «WHEEL AND TIRE - DUAL REAR WHEEL (DRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-dual-rear) .
3. Make sure that the tire pressures are set to the correct pressure as indicated on the Vehicle Certification (VC) label.
4. Mount the wheel and tire assembly on a suitable wheel balancer using the correct wheel balancer adapters as shown in illustration. Refer to the appropriate list of recommended wheel balancer adapters on the PTS website.

Scheme 7

Scheme 8

1. 5. Measure the Road Force®. Temporarily mark the high spot and Road Force® on the sidewall of the tire. If the wheel and tire assembly Road Force® value is not within specification, carry out the «MATCH MOUNTING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__match-mounting) procedure to optimize the wheel and tire assembly. If the wheel and tire assembly Road Force® value is within specification, permanently mark the high spot and the Road Force® value on the inward sidewall of the tire for reference during future wheel and tire service. Balance the assembly and install the wheel and tire on the vehicle using the Wheel-to-Hub Optimization procedure.

Runout Measurement (Dial Indicator)

Note. Diagnosis of tire/wheel vibration should not be performed on tires with less than 320 km (200 mi). Some initial tire/wheel vibration issues (such as flat spotting) will correct themselves after the tires have been in service for 320 km (200 mi).

Note. Loaded run-out measurements are the preferred method for verifying tire serviceability. While a dial indicator can be used to optimize the position of the tire on the wheel the unloaded run-out measurement cannot accurately determine if the tire should be removed from service.

The following procedures should be used if normal diagnostics leads to a potential runout issue.

Some vehicles may exhibit a wheel and tire vibration caused by excessive runout. Radial runout measurements can be taken using a dial indicator and should be measured with the wheel and tire assembly mounted on a suitable wheel balancer. The dial indicator should be mounted securely to eliminate gauge movement when measuring runout.

1. Make sure that the tire pressures are set to the correct pressure as indicated on the VC label.
2. Using a tire crayon, record the vehicle position on the inward sidewall of all tires.
3. Remove the wheel and tire assemblies. Refer to «WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-single-rear) or «WHEEL AND TIRE - DUAL REAR WHEEL (DRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-dual-rear) .
4. Mount the wheel and tire assembly on a suitable wheel balancer using the correct wheel balancer adapters as shown in illustration. Refer to the list of recommended wheel balancer adapters on the PTS website.

F-Super Duty with Single Rear Wheel (SRW)

E-Series with Single Rear Wheel (SRW) and F-Super Duty or E-Series with Dual Rear Wheels (DRW)

Scheme 9

1. 5. NOTE: Masking tape can be applied on the center tread rib to allow for a smoother measuring surface. Some fluctuation of the gauge reading is expected. Observe the overall sweep of the gauge from the highest to the lowest spot on the tire. Position a suitable dial indicator and stand with the dial indicator on the center tread rib. Rotate the wheel and tire assembly (or wheel) to locate the low spot. Adjust the runout gauge to read 0. Rotate the wheel and tire assembly one complete revolution to make sure that the low spot has been found and that the dial indicator returns to a 0 reading.

Scheme 10

1. 6. While slowly and constantly rotating the wheel and tire assembly (or wheel), measure the radial runout. Note the variance (runout) from 0 on the dial of the gauge. If the runout reading of a wheel and tire assembly is greater than 1.14 mm (0.045 in), locate and temporarily mark the high spot and runout reading on the sidewall of the tire and carry out the «MATCH MOUNTING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__match-mounting) procedure to optimize the wheel and tire assembly. If the runout reading of a wheel and tire assembly is 1.14 mm (0.045 in) or less, permanently mark the high spot and the runout reading on the inward sidewall of the tire for reference during future wheel and tire service. Balance the assembly and install the wheel and tire on the vehicle using the Wheel-to-Hub Optimization procedure.

Match Mounting

Note. Road Force® values in illustrations are shown in pounds.

Match mounting is a technique used to reduce radial runout or road force on wheel and tire assemblies. Excessive runout is a source of ride quality complaints and match mounting can be used to minimize the runout. Match mounting can be accomplished by changing the position of the tire on the wheel.

Wheel-to-Hub Optimization

Wheel-to-hub optimization is important. Clearance between the wheel and hub can be used to offset or neutralize the Road Force® or run-out of the wheel and tire assembly. For every 0.001 inch of wheel-to-hub clearance, the Road Force® can be affected between 1 and 3 pounds depending on the tire stiffness.

Note. The example below illustrates how the clearance between the wheel and the hub can be used to offset the high spot of radial run-out or Road Force®. Following the procedure will make sure of the best optimization.

Scheme 11

Front Wheels and Single Rear Wheel (SRW)

1. Position the wheel and tire assembly on the vehicle so that the high spot location is at the 12 o'clock position.
2. Tighten the wheel nuts as described in Wheel and Tire - Single Rear Wheel (SRW) in this information.

Dual Rear Wheels (DRW)

Note. The valve stem on the inner and outer assemblies will most likely not align through the same window. Although the valve stem of the inner assembly may not be as easy to locate, it is still possible to put air in the inner assembly without removing the outer assembly. The customer should be informed of the valve stem position and the reason for the alignment.

Note. Road Force® values in illustrations are shown in pounds.

Scheme 12

Scheme 13

Scheme 14

1. Add the Road Force® values recorded on the inner and outer wheel and tire assemblies (one side). If the total is less than 32 kg (70 lb) for F350/450 DRW pick-ups or 41 kg (90 lb) for F450/550 and F53 DRW chassis cabs, install the assemblies in the following order. Position the inner wheel and tire assembly on the vehicle so that the high spot location is at the 12 o'clock position. Position the outer wheel and tire assembly on the vehicle so that the high spot location is at the 12 o'clock position. Tighten the wheel nuts as described in Wheel and Tire - Dual Rear Wheel (DRW) in this information.
2. If the total Road Force® values are greater than 32 kg (70 lb) for F350/450 DRW pick-ups or 41 kg (90 lb) for F450/550 and F53 DRW chassis cabs and the inner assembly has a higher value, install the assemblies in the following order. Position the inner assembly on the vehicle so that the high spot location is at the 12 o'clock position. Position the outer assembly on the vehicle so that the high spot location is at the 6 o'clock position. Tighten the wheel nuts as described in Wheel and Tire - Dual Rear Wheel (DRW) in this information.
3. If the total Road Force® values are greater than 32 kg (70 lb) for F350/450 DRW pick-ups or 41 kg (90 lb) for F450/550 and F53 DRW chassis cabs and the outer assembly has a higher value, install the assemblies in the following order. Position the inner assembly on the vehicle so that the high spot location is at the 6 o'clock position. Position the outer assembly on the vehicle so that the high spot location is at the 12 o'clock position. Tighten the wheel nuts as described in Wheel and Tire - Dual Rear Wheel (DRW) in this information.

SPECIAL TOOLS CHART Activation Tool, Tire Pressure Monitor 204-363 Digital Tire Pressure Gauge 204-354 Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Scheme 15

Scheme 16

Principles of Operation

Note. The Smart Junction Box (SJB) is also referred to as the Generic Electronic Module (GEM).

The Tire Pressure Monitoring System (TPMS) uses tire pressure sensors located in the wheels to monitor the tire pressure of all 4 tires. Each sensor has a unique identifier that is transmitted to the SJB. TPMS functionality is integral to the SJB. These transmissions are sent approximately every 60 seconds when the vehicle speed exceeds 32 km/h (20 mph). The TPMS function compares each tire pressure sensor transmission against a low-pressure limit. If it has been determined that the tire pressure has fallen below this limit, the SJB communicates this on the vehicle communication bus to the IPC. The IPC then illuminates the TPMS indicator and displays the appropriate message(s) in the message center.

The E-Series has different front and rear tire pressures, the tire pressures must be adjusted and the tire pressure sensors trained following a tire rotation. Failure to train the sensors causes the TPMS indicator to illuminate.

Ambient Temperature Change and Tire Pressure

Tire pressures fluctuate with temperature changes. For this reason, tire pressure must be set to specification when tires are at outdoor ambient temperatures. If the vehicle is allowed to warm up to shop temperatures, and the outside temperature is less than shop temperature, the tire inflation pressure must be adjusted accordingly.

If the tires are inflated to specification at shop temperatures, and the vehicle is moved outdoors when the outdoor ambient temperature is significantly lower, the tire pressure may drop enough to be detected by the TPMS and activate the TPMS warning lamp.

As the ambient temperature decreases by 6°C (10°F), tire pressure decreases 7 kPa (1 psi). Adjust the tire pressure by 7 kPa (1 psi) for each 6°C (10°F) ambient temperature drop as necessary to keep the tire at the specified Vehicle Certification (VC) label pressure. Refer to the following tables to adjust the tire pressure indoors for colder outside temperatures.

Scheme 17

Tire Pressure Monitoring System (TPMS) Indicator and Message Center Messages

The TPMS indicator and vehicle message center sometimes displays faults that cannot be resolved by the customer. Treat these messages as TPMS faults that must be serviced.

Tire Pressure Monitoring System (TPMS) Indicator Illuminates Continuously

Note. The E-Series has different tire pressures for front and rear tires, the tire pressures must be adjusted and the tire pressure sensors trained following a tire rotation. Failure to train the tire pressure sensors causes the TPMS indicator to illuminate.

1. The TPMS indicator remains on continuously for the following condition: Low Tire Pressure - The TPMS indicator is illuminated continuously and the message center displays LOW TIRE PRESSURE. This is displayed when any of the tire pressures are low. When this condition exists, the tire pressure must be adjusted to the recommended cold pressure as indicated on the VC label.
2. If the vehicle has been stationary for more than 30 minutes, carry out the «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR ACTIVATION PROCEDURE»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) in this information.

Tire Pressure Monitoring System (TPMS) Indicator Flashes

The TPMS indicator flashes for 70 seconds, then remains ON continuously when the ignition switch is turned to the ON position, for the following conditions

1. Tire Pressure Sensor Fault - The message center displays TIRE PRESSURE SENSOR FAULT when a tire pressure sensor is malfunctioning. GO to «SYMPTOM CHART»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart) .
2. No communication with the SJB (TPMS is integral to the SJB) - The TPMS indicator is illuminated when the IPC has not received any signals from the SJB for more than 5 seconds. The message center displays TIRE PRESSURE MONITOR FAULT. GO to «SYMPTOM CHART»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart) .
3. Tire Pressure Monitor Fault - The message center displays TIRE PRESSURE MONITOR FAULT when the TPMS is malfunctioning or communication with the IPC has been lost. GO to «SYMPTOM CHART»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart) .

TPMS Status PID

The TPM monitors the TPMS status. The current status can be viewed by accessing the TPMS status PID: TP_STAT using the scan tool. This helps to identify the current system status and may aid in diagnosing the system. The PID has 4 valid states

1. TP_STAT = SENSOR FAULT. SENSOR FAULT is displayed if the TPM/VSM has not received the tire pressure status from 1 to 3 TPMS sensors for 20 minutes when the vehicle speed is above 32 km/h (20 mph).
2. TP_STAT = SYSTEM FAULT. SYSTEM FAULT is displayed if the TPM/VSM has not received the tire pressure status from all 4 TPMS sensors for 20 minutes and the vehicle speed is above 32 km/h (20 mph).
3. TP_STAT = LOW. LOW is displayed if the TPM/VSM has detected that at least 1 TPMS sensor is reporting low tire pressure.
4. TP_STAT = ACTIVE. ACTIVE is displayed if the TPMS is functioning normally.

TPMS Last Warning Event PID Definitions

The TPMS uses the TPMS last warning event PIDs to store detailed information about the last 5 times the TPMS indicator was activated. These PIDs can be used to acquire more information about a particular TPMS event, but must be used carefully.

EVT1_IGN through EVT5_IGN

The number of key cycles since the TPMS indicator was activated. This PID cycles from zero to 255 and then starts over from zero again. Default is FF, this can be used to determine how long ago a TPMS event occurred and the time (in key cycles) between events.

EVT1_TLOC through EVT5_TLOC

This is the last programmed location for the sensor identifier causing each TPMS event. Due to tire rotation, the sensor may no longer be at the original location. It is suggested that all the PIDs be recorded, the system retrained, and then the sensor identifier PIDs be used to pinpoint the actual location of each sensor.

EVT1_PSI through EVT5_PSI

This is the tire pressure associated with each TPMS indicator event. This can be used along with the function code to clearly identify the TPMS events that were strictly due to low pressure. It can also be used to determine when a sensor is transmitting inaccurate tire pressure.

EVT1_STAT through EVT5_STAT

Describes the warning status of each TPMS event by using the information received from the TPMS status (TP_STAT) PID. If there is a communication issue, the status could be Normal.

1. Unknown
2. Normal (normal operation)
3. Low (low pressure event)
4. Fault (sensor fault or system fault)

EVT1_TxID through EVT5_TxID

This is the identifier of the sensor involved in each TPMS event. EVT1 is the most recent event that triggered the TPMS indicator.

Moving a Problem Sensor/Wheel to a Different Position

If a sensor in a certain location has caused several events, yet the sensor trains and seems to operate normally, moving that particular wheel to a different location on the vehicle is a good way to isolate the issue to a certain sensor/wheel location. The wheels should be rotated followed by a vehicle road test. This can be done in an attempt to replicate the issue. This determines if the issue followed the sensor or remained in the original sensor location.

Training Sensors in a Different Order

This is a technique to get past a left front sensor that may not be responding to determine if the remaining sensors train to the module. This can help save time determining if other sensors are having issues or if the module is experiencing training difficulties with a certain location.

Note. Training known good sensors from another vehicle cannot differentiate between a faulted module and Radio Frequency Interference (RFI), as some noise source could be preventing the module from hearing the original sensors as well as the known good sensors.

Training Known Good Sensors From Another Vehicle

This is a technique that can be used to differentiate between a sensor and module issue. If the module in the vehicle cannot train any of its own sensors, and likewise cannot train known good sensors from another vehicle, then the issue is with the module or the RFI, and not with the original sensors. The original sensors should not be replaced.

Non-OEM Equipment

The following equipment has been found to sometimes cause RFI

1. Video equipment has been found to cause RFI especially when the video and power supply lines are near the TPMS.
2. Car alarms (even those installed by dealerships) have been found to create enough RFI to cause the TPMS systems to malfunction or lose considerable range. These car alarms can sometimes be tricky to locate, as they are usually hidden somewhere out of the way for reduced accessibility.
3. Many different in-vehicle cell phone chargers have been found to cause considerable RFI. The vehicles with the power point closest to the TPM are the most affected. It must be noted that most cell phone chargers do not produce high levels of RFI all the time. This depends on the state of charge of the cell phone battery. The phone must be almost completely discharged in some cases.
4. Power supplies and DC/AC inverters typically create a lot of RFI. Most consumer grade equipment has very little filtering or shielding.

OEM Modules

In some cases, the RFI may actually be caused by a module or ground on the vehicle. Depending on the severity of the issue, a dirty ground, improperly built ground shield or module can disable the system. Modules that have microcontrollers using clock circuits to create the timing pulses for the microprocessor may radiate RFI.

Using Customer's Electronics to Pinpoint the Radio Frequency Interference (RFI) Source

This can be a way to determine the cause of an issue well before the sensors and module are replaced with little or no affect on the system performance. Since this takes more up-front work, it relies on working with the customer to determine what equipment was being used at the time of the event.

Options for Eliminating Intermittent TPMS Conditions Caused by RFI

1. If an OEM component or customer device is causing an RFI issue, the device can be replaced.
2. If a phone charger is causing an RFI issue, the customer should consult with their cell phone provider to acquire a different phone charger.
3. If a device such as an dealer-installed alarm is causing an RFI issue, the device could be moved to another location on the vehicle. In the case of a portable device, the power cord could be moved to another power point location.

In summary, if the RFI source is present and cannot be moved or replaced, the intermittent issue remains. The TPMS system must accept RFI and the unwanted system operation it can cause.

1. Verify the customer concern by inspecting the vehicle and observing the message center and the TPMS indicator.
2. Visually inspect for obvious signs of mechanical or electrical damage. VISUAL INSPECTION CHART Mechanical Electrical Low tire pressure Spare tire installed as a road wheel Sensors not trained after a tire rotation on vehicles with different front and rear tire pressures Non-OEM wheels installed (aftermarket rims) Non-OEM equipped run-flat tires installed Other non-OEM modifications (roll cages, service barriers, part racks, ladder racks) Wiring, terminals or connectors Smart Junction Box (SJB) damaged Aftermarket electronic accessories
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
4. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).
5. If the scan tool does not communicate with the VCM: check the VCM connection to the vehicle. check the scan tool connection to the VCM. refer to «MODULE COMMUNICATIONS NETWORK»(/ford/econoline-e250/2012-2013/remont/communication-devices/#module-communications-network) , No Power To The Scan Tool, to diagnose no power to the scan tool.
6. If the scan tool does not communicate with the vehicle: verify the ignition key is in the ON position. verify the scan tool operation with a known good vehicle. refer to «MODULE COMMUNICATIONS NETWORK»(/ford/econoline-e250/2012-2013/remont/communication-devices/#module-communications-network) to diagnose no response from the PCM.
7. Carry out the network test. If the scan tool responds with no communication for one or more modules, refer to «MODULE COMMUNICATIONS NETWORK»(/ford/econoline-e250/2012-2013/remont/communication-devices/#module-communications-network) . If the network test passes, retrieve and record Continuous Memory Diagnostic Trouble Codes (CMDTCs).
8. Clear the CMDTCs and carry out the self-test diagnostics for the SJB.
9. If the DTCs retrieved are related to the concern, go to the «Tire Pressure Monitoring System (TPMS) DTC Chart»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires) . For all other DTCs, refer to the Master DTC Chart in «MULTIFUNCTION ELECTRONIC MODULES»(/ford/econoline-e250/2012-2013/remont/cruise-control-systems/#multifunction-electronic-modules) .
10. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart) .

DTC Chart

TIRE PRESSURE MONITORING SYSTEM (TPMS) DTC CHART

Symptom Chart

Note. For vehicles with different front and rear tire pressures (such as E-Series and certain F-Series), the tire pressures must be adjusted and the tire pressure sensors must be trained following a tire rotation. Failure to train the sensors will result in a false low tire pressure event, which will cause the Tire Pressure Monitoring System (TPMS) indicator to illuminate. For vehicles with the same tire pressure for front and rear tires, tire rotation will not affect the system. Failure of a TPMS component may not cause the message center to display a fault message or a DTC to be stored. The Symptom Chart is a starting point to begin diagnosis of these concerns.

SYMPTOM CHART

Normal Operation

The Tire Pressure Monitoring System (TPMS) monitors the tire pressure of all 4 tires. The valve stem-mounted tire pressure sensors transmit via radio frequency signals, to the Smart Junction Box (SJB). These transmissions are sent approximately every 60 seconds when the vehicle speed exceeds 32 km/h (20 mph). The TPM function (integral to the SJB) compares each tire pressure sensor transmission against a low-pressure limit. If it has been determined that the tire pressure has fallen below this limit, the SJB communicates this on the vehicle communication bus to the IPC. The IPC then illuminates the TPMS indicator and displays the appropriate message(s) in the message center.

This symptom can also be caused by a spare tire currently being used in place of a road tire. Make sure that the spare tire is not currently in use. The E-Series has different tire pressures for front and rear tires, the tire pressures must be adjusted and the tire pressure sensors trained following a tire rotation. Failure to train the tire pressure sensors causes the TPMS indicator to illuminate.

This pinpoint test is intended to diagnose the following

1. Spare tire in use
2. Low tire pressure
3. Tire pressure sensor(s)
4. BCM

PINPOINT TEST D: TPMS INDICATOR ON CONTINUOUSLY AND MESSAGE CENTER DISPLAYS LOW TIRE PRESSURE

Note. Use only the Digital Tire Gauge any time tire pressures are measured to be sure that accurate values are obtained.

Note. If a warranty case is opened for an actual TPMS fault, document and include the actual tire pressure data in all warranty communications.

1. D1 CHECK THE TIRE PRESSURE Using the Digital Tire Gauge, measure and record the tire pressure in all 4 tires. Adjust the tire pressure for those found to be below the specification listed on the Vehicle Certification (VC) label. NOTE: If the vehicle has been stationary for more than 30 minutes, activate each TPMS sensor. Refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR ACTIVATION»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . The TPMS sensor does not transmit when the vehicle is stationary. Verify system operation. Have the TPMS indicator and the message center warnings gone out? Yes : The system is functioning normally, diagnosis is complete. INFORM the customer of correct tire pressure maintenance as instructed in the scheduled maintenance guide and the Owner's Literature. No : GO to D2.
2. D2 CHECK THE SYSTEM COMPONENTS Train all 4 tire pressure sensors. Refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . Connect the scan tool. Ignition ON. Enter the following diagnostic mode on the scan tool: SJB DataLogger. Read and record the following PIDs: Left Front Tire Pressure (LF_PRES) Right Front Tire Pressure (RF_PRES) Left Rear Outer Tire Pressure (LRO_PRES) Right Rear Outer Tire Pressure (RRO_PRES) Compare the tire pressure readings recorded from the function test to those recorded in D1. Do the tire pressure values match within ±5 psi, and have the TPMS indicator and the message center warnings gone out? Yes : The system is functioning normally, diagnosis complete. No : Before installing a new sensor(s): If a sensor does not respond to the Tire Pressure Monitor Activation Tool, MOVE the vehicle to rotate the wheels at least one-fourth of a turn and ATTEMPT to activate the same sensor again. If the sensor still does not respond, ATTEMPT to activate the same sensor again using the customer activation tool (if available). If the sensor still fails to train, ATTEMPT to train the sensor with the vehicle doors open. INSTALL new tire pressure sensors for those with discrepancies or those that fail to activate. REFER to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) .

For the Smart Junction Box (SJB) to enter Tire Pressure Monitoring System (TPMS) sensor training mode, the SJB must receive valid inputs from the brake pedal position switch (OFF-ON-OFF) and ignition switch (both OFF and RUN), and it must receive valid vehicle speed sensor input (0 km/h (0 mph)). Refer to TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING for the complete sensor training procedure.

This pinpoint test is intended to diagnose the following

1. Brake pedal position switch concern
2. Ignition switch concern
3. SJB

PINPOINT TEST E: SJB DOES NOT ENTER SENSOR TRAINING MODE WHEN USING THE TPMS SENSOR TRAINING PROCEDURE

1. E1 CHECK THE SJB BRAKE ON/OFF (GEM_BOO) PID Connect the scan tool. Ignition ON. Enter the following diagnostic mode on the scan tool: DataLogger SJB. Monitor the SJB brake pedal position GEM_BOO PID. Press and release the brake pedal while monitoring the PID. Do the brake pedal PID values match the brake pedal positions? Yes : GO to E2. No : REFER to «EXTERIOR LIGHTING»(/ford/econoline-e250/2012-2013/remont/exterior-lights/#exterior-lighting-system) to continue diagnosis of the brake pedal position switch.
2. E2 CHECK THE SJB IGNITION SWITCH PIDs Monitor the following SJB ignition switch PIDs: Ignition Switch Off (IGN_O_ECU) Ignition Switch RUN (IGN_R_ECU) Cycle the ignition switch to the RUN and OFF position while monitoring the PIDs. Do the ignition switch status PID values match the ignition switch positions? Yes : GO to E3. No : REFER to «STEERING COLUMN SWITCHES»(/ford/econoline-e250/2012-2013/remont/steering-column-switches/#steering-column-switches) to continue diagnosis of the ignition switch.
3. E3 CHECK THE IPC VEHICLE SPEED (SPDOMETER) PID Monitor the IPC SPDOMETER PID (SJB receives vehicle speed from the Instrument Panel Cluster (IPC)). Is the vehicle speed less than 5 km/h (3 mph)? Yes : GO to E4. No : REFER to «INSTRUMENTATION, MESSAGE CENTER, AND WARNING CHIMES»(/ford/econoline-e250/2012-2013/remont/gauges-instrument-panels/#information-center-instrumentation-message-center-and-warning-chimes) to continue diagnosis of the IPC/vehicle speed concern.
4. E4 CHECK FOR CORRECT SJB OPERATION Disconnect all the SJB connectors. Check the connectors for: corrosion. pushed-out pins. spread terminals. Connect all the SJB connectors and make sure that they are seated correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes : INSTALL a new SJB. REFER to «MULTIFUNCTION ELECTRONIC MODULES»(/ford/econoline-e250/2012-2013/remont/cruise-control-systems/#multifunction-electronic-modules) . CLEAR the DTCs. TEST the system for normal operation. No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test.

If there is a fault with 1, 2 or 3 of the Tire Pressure Monitoring System (TPMS) sensors, DTC B2872 is set. The TPMS warning indicator flashes for 70 seconds and then remain ON continuously when the ignition switch is turned to the ON position and the message center (if equipped) displays TIRE PRESSURE SENSOR FAULT.

If the Smart Junction Box (SJB) does not get a response from all 4 of the TPMS sensors, DTC B287A is set and the message center displays TIRE PRESSURE MONITOR FAULT.

1. DTC B2872 (Tire Pressure Sensor Fault) - When 1, 2 or 3 of the tire pressure sensors are faulted or not responding, the SJB sets DTC B2872.
2. DTC B287A (Tire Pressure Monitor Fault) - When all 4 of the tire pressure sensors are faulted, not responding or not heard by the SJB, the SJB sets DTC B287A.
3. TPMS communication could be interrupted by radio frequency noise and cause intermittent issues that are not vehicle concerns. Radio frequency noise is generated by electrical motors and appliance operation, cellular telephones, remote transmitters, power inverters and portable entertainment equipment.

This pinpoint test is intended to diagnose the following

1. TPM sensor(s) missing
2. TPM sensor(s) not trained to the vehicle
3. TPM sensor(s) damaged
4. SJB

PINPOINT TEST F: TPMS INDICATOR FLASHES FOR 70 SECONDS AND THEN REMAINS ON CONTINUOUSLY WHEN THE IGNITION KEY IS TURNED TO THE ON POSITION, THE MESSAGE CENTER DISPLAYS TIRE PRESSURE SENSOR OR MONITOR FAULT AND DTC B2872 OR B287A IS PRESENT

Note. If a warranty case is opened for an actual TPMS fault, document and include the actual tire pressure data in all warranty communications.

1. F1 CHECK THE SENSOR IDENTIFIERS AND SYSTEM STATUS PIDs Connect the scan tool. Ignition ON. Enter the following diagnostic mode on the scan tool: SJB DataLogger. Monitor the TPMS system status (TP_STAT) PID. Does the TP_STAT PID display SENSOR FAULT? Yes : GO to F2. No : If the TP_STAT PID displays SYSTEM FAULT, GO to F3 .
2. F2 CARRY OUT THE SENSOR TRAINING PROCEDURE Read and record the following PIDs: Left Front Tire Transmitter Identifier (LF_ID) Right Front Tire Transmitter Identifier (RF_ID) Left Rear Tire Transmitter Identifier (LR_ID) Right Rear Tire Transmitter Identifier (RR_ID) Train all 4 tire pressure sensors. REFER to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . Did all of the tire pressure sensors transmit correctly and did the horn sound when each tire pressure sensor transmitted to the SJB? Yes : Using the scan tool, LOCATE the updated TPMS sensor identifiers trained to the SJB module. COMPARE these values to those recorded prior to the TPMS sensor training procedure. Disregarding sensor position, any sensor identifiers that do not match those retrieved from the module were changed, but not retrained. The sensors are now trained to the vehicle, diagnosis is complete. DOCUMENT all TPMS sensor identifiers on the applicable warranty claim. VERIFY system operation. No : Before installing a new sensor(s) : If a sensor does not respond to the Tire Pressure Monitor Activation Tool, MOVE the vehicle to rotate the wheels at least one-fourth of a turn and ATTEMPT to activate the same sensor again. If the sensor still does not respond, ATTEMPT to activate the same sensor again using the customer activation tool (if available). If the sensor still fails to train, ATTEMPT to train the sensor with the vehicle doors open. If the sensor(s) fails to train a second time, INSTALL a new tire pressure sensor(s). REFER to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) .
3. F3 TP_STAT PID EQUALS SYSTEM FAULT WITH DTC B287A PRESENT Train all 4 tire pressure sensors. Refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . Did all of the tire pressure sensors transmit correctly and did the horn sound when each tire pressure sensor transmitted to the SJB? Yes : Using the scan tool, LOCATE the updated TPMS sensor identifiers trained to the SJB module. COMPARE these values to those recorded prior to the Tire Pressure Monitoring System (TPMS) Sensor Training procedure. Disregarding sensor position, any sensor identifiers that do not match those retrieved from the module were changed, but not retrained. The sensors are now trained to the vehicle, diagnosis is complete. DOCUMENT all TPMS sensor identifiers on the applicable warranty claim. VERIFY system operation. No : Before diagnosing the SJB : If a sensor does not respond to the Tire Pressure Monitor Activation Tool, MOVE the vehicle to rotate the wheels at least one-fourth of a turn and ATTEMPT to activate the same sensor again. If the sensor still does not respond, ATTEMPT to activate the same sensor again using the customer activation tool (if available). If the sensor still fails to train, ATTEMPT to train the sensor with the vehicle doors open. If the sensors fail to train a second time, GO to F4.
4. F4 CHECK FOR CORRECT SJB OPERATION Disconnect all the SJB electrical connectors. Check the connectors for: corrosion. pushed-out pins. spread terminals. Connect all the SJB connectors and make sure that they are seated correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes : NOTE: The sensors may not be present. DISMOUNT the tire. REFER to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) . VERIFY that the sensors are present and mounted to the wheels. If missing, INSTALL new sensors. If the sensors are present, INSTALL a new SJB module. REFER to «MULTIFUNCTION ELECTRONIC MODULES»(/ford/econoline-e250/2012-2013/remont/cruise-control-systems/#multifunction-electronic-modules) . CLEAR the DTCs. REPEAT the self-test. No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test.

This DTC may be encountered if a sensor designed for a different application is installed, make sure the correct sensors are used to avoid compatibility issues.

1. DTC B106A (Pressure Sensor Range Bit Incorrect State) - When an attempt has been made to train a non-compatible sensor, the SJB sets DTC B106A.

This pinpoint test is intended to diagnose the following

1. Incorrect tire pressure sensor(s) installed

PINPOINT TEST G: DTC B106A

1. G1 DETERMINE IF THE VEHICLE IS EQUIPPED WITH AN INCORRECT SENSOR NOTE: DTC B106A can be set during SJB configuration. Train all 4 tire pressure sensors. Refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . Did all of the tire pressure sensors transmit correctly and did the horn sound when each tire pressure sensor transmitted to the SJB? Yes : CLEAR the DTCs. REPEAT the self-test. VERIFY system operation. No : Before installing a new sensor(s) : If a sensor(s) does not respond to the Tire Pressure Monitor Activation Tool, ATTEMPT to activate the same sensor(s) with the Tire Pressure Monitor Activation Tool. If the sensor(s) still does not respond, MOVE the vehicle to rotate the wheels at least one-fourth turn and ATTEMPT to activate the same sensor(s) again. If the sensor(s) fails to train a second time, INSTALL a new tire pressure sensor(s). REFER to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) .

If there is a fault in the Tire Pressure Monitoring System (TPMS), such as a damaged or missing sensor(s), damaged module or a communication issue within the vehicle, DTCs are set in the Smart Junction Box (SJB). The TPMS warning indicator flashes for 70 seconds and then remain ON continuously when the ignition switch is turned to the ON position and the message center displays TIRE PRESSURE SENSOR FAULT.

The tire pressure sensor is battery powered.

This DTC may be set when attempting to train a tire pressure sensor(s) with a low battery.

This pinpoint test is intended to diagnose the following

1. Tire pressure sensor battery
2. Tire pressure sensor(s)

PINPOINT TEST H: DTC B106B

Note. DTC B106B can be set during SJB configuration.

1. H1 DETERMINE WHICH SENSOR HAS A LOW BATTERY Train all 4 tire pressure sensors. Refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) . Did all of the tire pressure sensors transmit correctly and did the horn sound when each tire pressure sensor transmitted to the SJB? Yes : CLEAR the DTCs. REPEAT the self-test. VERIFY system operation. No : Before installing a new sensor(s) : If a sensor does not respond to the Tire Pressure Monitor Activation Tool, MOVE the vehicle to rotate the wheels at least one-fourth of a turn and ATTEMPT to activate the same sensor again. If the sensor still does not respond, ATTEMPT to activate the same sensor again using the customer activation tool (if available). If the sensor still fails to train, ATTEMPT to train the sensor with the vehicle doors open. If the sensor(s) fails to train a second time, INSTALL a new tire pressure sensor(s). REFER to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) .

Tire Pressure Monitoring System (TPMS) Sensor Training

SPECIAL TOOLS CHART Activation Tool, Tire Pressure Monitor 204-363 Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool

Scheme 18

Note. If the vehicle has been stationary for more than 30 minutes, the sensors will go into a "sleep mode" to conserve battery power. It will be necessary to wake them up so they will transmit the latest tire pressure information to the Body Control Module (BCM). For additional information, refer to TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR ACTIVATION .

Note. The Tire Pressure Monitoring System (TPMS) Training procedure must be done on a single vehicle, in an area without radio frequency noise and at least 1 m (3 ft) away from other vehicles equipped with a Tire Pressure Monitoring System (TPMS).

Radio frequency noise is generated by electrical motors and appliance operation, cellular telephones, remote transmitters, power inverters and portable entertainment equipment.

Note. If a sensor does not respond to the Tire Pressure Monitor Activation Tool, move the vehicle to rotate the wheels at least one-fourth of a turn and attempt to activate the same sensor again. If the sensor still does not respond, attempt to activate the same sensor again using the customer activation tool (if available). If the sensor still fails to train, attempt to train the sensor with the vehicle doors open.

Note. The BCM has a 2-minute time limit between sensor responses. If the BCM does not recognize any 1 of the 4 tire pressure sensors during this time limit, the horn will sound twice and the message center (if equipped) will display TIRE NOT TRAINED REPEAT and the entire procedure must be repeated.

Note. For vehicles with different front and rear tire pressures (such as the E-Series and certain F-Series), the tire pressure sensors must be trained following a tire rotation. Failure to train the sensors will cause the TPMS indicator to illuminate. For vehicles with the same tire pressure for front and rear tires, tire rotation will not affect the system.

Scheme 19

1. Turn the ignition switch to the OFF position, then press and release the brake pedal.
2. Cycle the ignition switch from the OFF position to the RUN position 3 times, ending in the RUN position.
3. Press and release the brake pedal.
4. Turn the ignition switch to the OFF position.
5. Turn the ignition switch from the OFF position to the RUN position 3 times, ending in the RUN position. The horn will sound once and the TPMS indicator will flash if the training mode has been entered successfully. If equipped, the message center will display TRAIN LF TIRE.
6. Place the Tire Pressure Monitor Activation Tool on the LF tire sidewall at the valve stem. Press and release the test button on the Tire Pressure Monitor Activation Tool. The horn will sound briefly to indicate that the tire pressure sensor has been recognized by the BCM.
7. Within 2 minutes of the horn sounding, place the Tire Pressure Monitor Activation Tool on the RF tire sidewall at the valve stem and press and release the test button to train the RF tire pressure sensor.
8. For vehicles not equipped with a message center, successful completion of the training procedure will be verified by turning the ignition switch to the OFF position without the horn sounding. If the horn sounds twice when the switch is turned to the OFF position, the training procedure was not successful.
9. Using the scan tool, locate the updated TPMS sensor identifiers trained to the BCM and document them on the applicable warranty claim.
10. If the sensors are being trained due to the installation of a new BCM, clear any DTCs and carry out the BCM On-Demand Self Test.

Tire Pressure Monitoring System (TPMS) Sensor Activation

SPECIAL TOOLS CHART Activation Tool, Tire Pressure Monitor 204-363, or Customer Activation Tool, Tire Pressure Monitor

Note. The tire pressure sensors will go into a "sleep mode" when a vehicle is stationary to conserve battery power. The sensors do not transmit information while in sleep mode. It will be necessary to wake them up so they will transmit the latest tire pressure information.

1. Turn the ignition switch to the ON position.
2. Position the Tire Pressure Monitor Activation Tool against the LF tire sidewall at the tire valve stem.
3. Press the test button on the Tire Pressure Monitor Activation Tool to activate the sensor. Activate the sensor at least 2 times.
4. Repeat Steps 2 and 3 for the remaining tires.
5. If the Tire Pressure Monitoring System (TPMS) indicator remains illuminated after adjusting and activating each sensor, refer to the «SYMPTOM CHART»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__symptom-chart) in Diagnosis and Testing .

Wheel and Tire Rotation

Note. This procedure is intended for vehicles equipped with Tire Pressure Monitoring System (TPMS) and different front and rear tire pressures. For vehicles with Dual Rear Wheels (DRW), refer to the Owner's Literature for wheel and tire rotation information.

Scheme 20

1. Remove the wheel and tire. For additional information, refer to «WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-single-rear) .
2. Rotate the wheel and tire assemblies as shown in illustration. Cross the front tires and move them to the rear of the vehicle. Move the rear tires (without crossing) to the front of the vehicle.
3. Install the wheel and tire. For additional information, refer to «WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-single-rear) .
4. Adjust the tire pressures. Refer to the Vehicle Certification (VC) label located on the driver door jamb.
5. Train the TPMS sensors. For additional information, refer to «TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__tire-pressure-monitoring-system-tpms-sensor) .

Wheel and Tire - Single Rear Wheel (SRW)

MATERIAL SPECIFICATIONS

Scheme 21

Removal

1. If equipped, remove the wheel cover.
2. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING & LIFTING»(/ford/econoline-e250/2012-2013/remont/hoistjack/#jacking-lifting) .
3. Remove the 8 wheel nuts.
4. Remove the wheel and tire assembly.

Installation

1. Clean the wheel mounting surfaces and apply a thin coat of anti-seize to the wheel hub pilot surface (wheel only).
2. Position the wheel and tire assembly and install the 8 wheel nuts by hand.
3. Turn the wheel and tire assembly until one wheel nut is at the top of the wheel hub bolt circle. Tighten the wheel nut until snug. Tighten the remaining 7 wheel nuts until snug in a star/cross pattern to minimize runout.
4. Lower the vehicle. Tighten the wheel nuts in a star/cross pattern to 200 Nm (148 lb-ft).
5. If removed, install the wheel cover.

Wheel and Tire - Dual Rear Wheel (DRW)

MATERIAL SPECIFICATIONS

Scheme 22

1. If equipped, remove the wheel cover.
2. With the weight of the vehicle still on the tires, loosen the 8 wheel nuts.
3. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING & LIFTING»(/ford/econoline-e250/2012-2013/remont/hoistjack/#jacking-lifting) .
4. Remove the wheel nuts.
5. Remove the outer and inner wheel and tire assemblies.

Scheme 23

1. Clean the wheel mounting surfaces and apply a thin coat of anti-seize to the wheel hub pilot surface (wheel only).
2. Position the inner wheel on the rear hub with the wheel dish facing inboard and the hub alignment pin protruding through the wheel index hole.
3. Make sure the wheel is flush with the rear wheel hub mounting surface so there is no gap between the rear hub and the wheel.
4. Position the outer rear wheel flush against the inner wheel with the hub alignment locating pin protruding through the wheel index hole.
5. On all 2-piece flat wheel nuts, apply one drop of the specified motor oil between the flat washer and the nut. If corrosion exists, or the integral 2-piece swiveling wheel nuts do not rotate freely, install new swiveling wheel nuts as necessary. Install the 8 wheel nuts by hand. Tighten the wheel nuts until snug in a star/cross pattern to minimize runout.
6. Lower the vehicle. Tighten the wheel nuts in a star/cross pattern to 190 Nm (140 lb-ft).
7. If removed, install the wheel cover.

Wheel and Tire - Valve Stem Mounted Tire Pressure Monitoring System (TPMS) Sensor

SPECIAL TOOLS CHART Digital Tire Gauge 204-354

Scheme 24

Disassembly

Note. Failure to follow the instructions below may result in damage to the Tire Pressure Monitoring System (TPMS) sensor.

Note. The Tire Pressure Monitoring System (TPMS) sensor is mounted to the valve stem. Removal of the valve stem requires dismounting the tire from the wheel and removal of the TPMS sensor.

Note. There are 2 different types of Tire Pressure Monitoring System (TPMS) sensors available on E-Series vehicles. The valve stem appearance can be used to determine the type of sensor that is used in the wheel. For additional information on how to determine sensor type, refer to the TPMS PRESSURE SENSOR portion of Wheels And Tires .

Note. Use only the Digital Tire Gauge any time tire pressures are measured to be sure that accurate values are obtained.

Scheme 25

Scheme 26

Scheme 27

1. Remove the wheel and tire. For additional information, refer to «WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-single-rear) .
2. Remove the valve stem core and fully deflate all air from the tire. If a new TPMS sensor is being installed, remove the valve stem-to-sensor screw and discard the sensor.
3. Position the wheel and tire assembly on a suitable tire machine and separate both beads of the tire from the wheel. For a paddle-type tire machine, position the valve stem at the 12 o'clock or 6 o'clock position and the paddle at the 3 o'clock position. For a roller-type tire machine, align the valve stem with the roller at any position.
4. Place the wheel and tire assembly on the turntable of the tire machine with the valve stem at the 11:30 position and the machine arm at the 12 o'clock position and dismount the outer bead from the wheel.
5. Reset the wheel and tire assembly on the turntable of the tire machine with the valve stem at the 11:30 position and the machine arm at the 12 o'clock position and dismount the inner bead from the wheel.
6. Remove the TPMS sensor in the following sequence. Using a T10 Torx, remove the valve stem-to-TPMS sensor screw. Carefully and firmly, pull the sensor straight down and separate it from the valve stem.
7. Using a suitable valve stem puller and a wood block, remove the valve stem from the wheel.
8. If the TPMS sensor is being reused, inspect the TPMS sensor for damage and install new parts as necessary.

Assembly

Note. Damage to the Tire Pressure Monitoring System (TPMS) sensor may result if the tire mounting is not carried out as instructed.

1. Disassemble the wheel and tire. For additional information, refer to «WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires__wheel-and-tire-valve-stem) .

See also:
• INSTRUMENTATION, MESSAGE CENTER, AND WARNING CHIMES
• SUSPENSION SYSTEM - GENERAL INFORMATION
• NOISE, VIBRATION & HARSHNESS
• MODULE COMMUNICATIONS NETWORK
• MULTIFUNCTION ELECTRONIC MODULES
• MODULE CONFIGURATION
• EXTERIOR LIGHTING
• STEERING COLUMN SWITCHES
• HORN
• JACKING & LIFTING
• TIRE PRESSURE MONITORING SYSTEM (TPMS)
• SYMPTOM CHART - NVH
• SYMPTOM CHART - TIRE WEAR
• PINPOINT TEST A
• PINPOINT TEST B
• WHEEL AND TIRE ROTATION
• PINPOINT TEST C
• WHEEL AND TIRE RUNOUT
• INSPECTION AND VERIFICATION
• TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR TRAINING
• WHEEL AND TIRE - SINGLE REAR WHEEL (SRW)
• WHEEL AND TIRE - DUAL REAR WHEEL (DRW)
• MATCH MOUNTING
• SYMPTOM CHART
• PINPOINT TEST G
• PINPOINT TEST H
• PINPOINT TEST F
• WHEEL AND TIRE - VALVE STEM MOUNTED TIRE PRESSURE MONITORING SYSTEM (TPMS) SENSOR
• TPMS PRESSURE SENSOR