Air Conditioning Clutch (ACC)
On factory installed A/C system, PCM receives signal voltage from ACC switch indicating that the air conditioning compressor clutch is engaged. The PCM uses the ACC switch signal to adjust line pressure to compensate for additional engine load. If the ACC switch fails with closed contacts, line pressure will be slightly low with air conditioning off. If the ACC switch fails with open contacts, line pressure will be slightly high with air conditioning on.
Brake On/Off (BOO) Switch
The PCM receives a signal from the BOO switch when the brake switch is operated. Torque converter clutch is disengaged when brakes are applied. Malfunctioning switch will affect torque converter operation. BOO switch may also be known as the Brake Pedal Position (BPP) Switch.
4WD Low Switch
Low range switch is located on transfer case cover. Switch modifies shift schedule for 4WD transfer case gear ratio. Early shifts will occur if switch fails in ON position. Delayed shifts will occur if switch fails in OFF position.
Mass Airflow (MAF) Sensor
The MAF signal is used for Electronic Pressure Control (EPC), shift and TCC scheduling. Sensor malfunction will affect shift and TCC scheduling.
Profile Ignition Pickup (PIP) Signal
The PIP located in distributor, sends engine RPM and crankshaft position to PCM. Signal received by the PCM affects torque converter clutch operation.
Programmable Speedometer/Odometer Module (PSOM)
The PSOM receives input from rear brake anti-lock sensor, which is mounted on rear axle differential housing. Vehicle speed (mph) signal is output to PCM. PSOM failure may cause harsh engagements, firm shift feel and abnormal shift schedule. Unexpected downshifts may occur at closed throttle and abnormal TCC operation or engages at WOT. Transmission Control Indicator Light (TCIL) may flash.
Throttle Position (TP) Sensor
The TP sensor is a potentiometer mounted to the engine throttle body on gasoline engines and fuel injection pump on diesel engines. The PCM receives a signal from the TP sensor relaying throttle plate position. TP sensor failure will cause PCM to operate in fail safe mode and raise line pressure to prevent transmission damage. This condition will result in harsh engagements, firm shift feel, abnormal shift schedule and TCC not engaging or cycling. On vehicles equipped with diesel engines, an Accelerator Pedal (AP) sensor is used in the same manner as a TP sensor on vehicles equipped with gasoline engines. The AP sensor is located on the accelerator pedal.
Transmission Control Switch (TCS)
Switch is mounted on shift lever handle. On/Off operation is displayed by Transmission Control Indicator Light (TCIL). Switch controls operation of 4th gear. Malfunction of switch will cause lack of 4th gear disable function.
Transmission Range (TR) Sensor
The PCM monitors a series of step down resistors in the TR sensor that act as a voltage divider. The voltage signal corresponds with position of the transmission range selector lever. The TR sensor also contains the neutral/start and backup circuits. Malfunction of the TR sensor may cause harsh engagements and firm shift feel. Improper shifting or shift selection and no engine cranking may also result.
Vehicle Speed Sensor (VSS)
The VSS is a magnetic pickup that sends vehicle speed signal to the PCM. Malfunction of sensor may cause harsh engagements of shifts. Lack of 4th gear, TCC lock-up, or engine braking in 2nd or 3rd gear may also be present. Transmission Control Indicator Light (TCIL) may flash.
Electronic Pressure Control (EPC) Solenoid
The EPC receives signal from the PCM to control line pressure and line modulator pressure. If EPC fails in ON position, transmission is operated in fail-safe mode. Line pressure is approximately 120 psi. Harsh engagements and shifts will result. If EPC fails in OFF position, line pressure is approximately 90 psi. Harsh engagements and shifts will result.
Harsh Reverse Only Engagement
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Harsh Forward Only Engagement
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Some Or All Shifts Missing
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Some Or All Shifts Early Or Late
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and B. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Erratic Or Hunting Shifts
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B, C, and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Soft Or Slipping Shifts
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Harsh Shifts
Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B, D and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
No Manual 1st Or 2nd Gear
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
No 1st Gear
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
No 1-2, 2-3 Or 3-4 Upshift (Automatic)
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
No TCC Engagement
Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B and C. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
TCC Always Engaged
Check engine idle speed. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST C. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
TCC Cycling Or Shuddering
Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS C and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Poor Vehicle Performance Only
Check for poor engine performance. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform SHIFT SPEED ROAD TEST with "OD" off. See FORD E4OD overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B, C and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Incorrect Gear Ratio In "D", "2" Or "1" Positions
Perform SHIFT SPEED ROAD TEST. See FORD E4OD overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
Engine Will Not Crank
Perform QUICK TEST and record DTCs. Perform PINPOINT TEST D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present.
KOEO & KOER Codes (Hard Faults)
These codes indicate faults are present at time of testing. A hard fault may cause CHECK ENGINE light or Malfunction Indicator Light (MIL) to glow and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use EEC-IV CODE REFERENCE CHARTS to find correct testing and repair procedures.
Continuous Memory Codes (Soft Faults)
These codes indicate a fault that may or may not be present at time of testing. These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved during KOEO SELF-TEST. Some codes may turn on MIL or CHECK ENGINE light. Corresponding soft trouble code will be retained in PCM memory. If fault does not reoccur within 40 warm-up cycles (80 cycles on some models), PCM will automatically clear code. Technician may clear service codes from memory. See CLEARING CODES. Intermittent faults may be caused by a sensor, connector or wiring-related problems.
| CAUTION | Continuous Memory Codes should be recorded when retrieved during KOEO SELF-TEST. These codes may be used to identify intermittent problems that exist after all KOEO and KOER codes have been repaired and a Code 111 (pass code) has been obtained. Failure to follow this procedure may result in unnecessary testing. Some Continuous Memory Codes faults may not be valid after KOEO and KOER codes are repaired. |
RETRIEVING CODES
Service codes are retrieved from EEC-IV system through Data Link Connector (DLC), located in left rear of engine compartment. Various methods and test equipment may be used to access these codes
- Analog Volt-Ohmmeter (VOM)
- In-Dash Malfunction Indicator Light (MIL) Or CHECK ENGINE light
- STAR Series Scan Tool
Separator Pulse
Single 1/2-second separator pulse is issued 6-9 seconds after last KOEO code. Continuous Memory Codes (soft faults) are then displayed 6-9 seconds after 1/2-second separator pulse. Some digital test equipment may display separator code as "10" instead of "1".
Pass Codes
A Code 111 indicates no service codes were recorded in that portion of test; system passes that portion of test. If Code 111 is not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be valid. Code 111 (pass code) must be obtained in KOEO SELF-TEST. A Code 111-1-111 output during KOEO SELF-TEST indicates no KOEO code or Continuous Memory Code was recorded.
Continuous Memory Codes
These codes result from information stored by PCM during continuous self-test monitoring. Codes are displayed after separator pulse code in KOEO SELF-TEST. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in Code 111 (pass code) and all steps under QUICK TEST are successfully completed. A few codes are exceptions which may be checked after KOEO codes have been repaired. These codes indicate faults recorded within last 40 engine starts (80 engine starts on some models). Fault may or may not be currently present. See EEC-IV DTC IDENTIFICATION TABLE.
Fast Codes
At start of KOEO SELF-TEST and after Wide Open Throttle (WOT) request in KOER SELF-TEST, PCM outputs short bursts of information, known as FAST CODES, which were used by manufacturer during assembly. With most equipment, these code bursts are not visible; an entire code sequence lasts less than 1/2 second.
Scheme 92
CLEARING CODES
To clear codes from PCM memory, start KOEO SELF-TEST under QUICK TEST. When service codes appear on test equipment or CHECK ENGINE light, disconnect jumper wire from Self-Test Input (STI) connector. If using STAR Series Tester, unlatch center button. This procedure erases Continuous Memory Codes from PCM memory. If problem has not been corrected or fault is still present, hard code will immediately be reset in PCM memory.
| CAUTION | DO NOT disconnect vehicle battery to clear codes. This will erase stored operating information from Keep-Alive Memory (KAM). To clear KAM, disconnect negative battery terminal for at least 5 minutes. |
| WARNING | When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES in APPLICATIONS & IDENTIFICATION section before disconnecting battery. |
Visual Check
Complete all steps in PRELIMINARY INSPECTION before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-IV wiring harnesses are properly connected.
Equipment Hookup
Apply parking brake, and place shift lever in "P" position. Block drive wheels. Turn off all electrical loads. Connect appropriate test equipment to vehicle as follows
Analog Volt-Ohmmeter (VOM)
- Turn ignition switch to OFF position. Set VOM at 0-15V DC range. Connect positive lead of VOM to positive battery terminal.
- Connect negative VOM lead to Self-Test Output (STO) terminal of self-test connector. (Scheme 93) Connect timing light, and go to KOEO SELF-TEST. Activate KOEO SELF-TEST by connecting jumper wire from Self-Test Input (STI) pigtail to signal return terminal of self-test connector with ignition on.
STAR Series Tester
Turn ignition switch to OFF position. Connect color-coded adapter cable leads to diagnostic tester. Connect 2 service connectors of adapter cable to vehicle self-test connector and STI pigtail connector. Connect timing light. Go to KOEO SELF-TEST.
Check Engine Light/Malfunction Indicator Light (MIL)
Turn ignition on. Connect a jumper wire between Self-Test Input (STI) pigtail and signal return (SIG RTN) terminal of Data Link Connector (DLC). (Scheme 93) Go to KOEO SELF-TEST.
Scheme 93
ADDITIONAL SYSTEM FUNCTIONS
Additional diagnostic system features are available to help diagnose driveability problems and service EEC-IV systems.
CHECK ENGINE Light & Malfunction Indicator Light (MIL)
CHECK ENGINE light and MIL are intended to alert driver of certain malfunctions in EEC-IV system.
Light may also be used to retrieve service codes stored in PCM. When hooked up for KOEO SELF-TEST or KOER SELF-TEST, light will display all codes which turn on light during vehicle operation, not just Continuous Memory Codes.
If light comes on during vehicle operation, vehicle should be inspected as soon as possible. It is not necessary to immediately turn off engine. Vehicle can be driven with light on.
If light comes on and then goes off during vehicle operation, code causing light to glow will be stored in PCM memory as a Continuous Memory Code.
Light should come on when ignition is turned on and go out when engine is started. If hard fault codes are not present, PCM turns out light when it receives a Profile Ignition Pick-Up (PIP) signal. If light does not come on, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.
Failure Mode Effects Management (FMEM)
FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating range. During FMEM mode, PCM substitutes a mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor's signals return to normal operating range, PCM will use those signals.
These codes indicate faults are present at time of testing. A hard fault may cause CHECK ENGINE or Malfunction Indicator Light (MIL) to go on and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use EEC-V DTC IDENTIFICATION TABLE to find correct testing and repair procedures.
Continuous Memory Codes (Intermittent Faults)
These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved after KOEO SELF-TEST. These codes indicate a fault that may or may not be present at time of testing.
After noting and/or repairing fault, clear codes from memory. See CLEARING CODES. Intermittent faults may be caused by a sensor, connector or wiring-related problem.
| CAUTION | Continuous Memory Codes should be recorded when retrieved. These codes may be used to identify intermittent problems that exist after all KOEO and KOER codes have been repaired. Some Continuous Memory Code faults may not be valid after KOEO and KOER codes are serviced. |
Fault codes are retrieved from EEC-V system through Data Link Connector (DLC). (Scheme 94) DLC is located below instrument panel, to left of steering column. Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tool. If a generic scan tool is used, ensure tool is certified OBD-II standard and refer to scan tool manufacturers operating procedures.
Scheme 94
READING CODES
Note. For engine-related DTCs, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE section. These DTCs pertain to engine performance and must be repaired first, as engine performance and related component signals will affect transmission operation and diagnosis.
SYSTEM PASS indicates no diagnostic trouble codes were recorded in that portion of test. If SYSTEM PASS is not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be valid.
These codes result from information stored by PCM during continuous self-test monitoring. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all steps under QUICK TEST are successfully completed. These codes indicate faults previously recorded. Fault may or may not be currently present. See EEC-V DTC IDENTIFICATION TABLE.
Complete all steps in PRELIMINARY INSPECTION before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V wiring harnesses are properly connected.
Apply parking brake, and place shift lever in "P" position. Block drive wheels. Turn off all electrical accessories. Connect appropriate test equipment to vehicle as follows
New Generation STAR (NGS) Tester
Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. (Scheme 95) Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST.
Scheme 95
Computed Timing Check
Ensure all accessories are off and engine is at normal operating temperature. Disconnect SPOUT connector. Connect timing light. Using ignition switch, start engine. Ignition timing should be approximately 10 degrees BTDC (base timing). Reconnect SPOUT connector. Timing should advance from base timing. If timing is not as specified, check for causes of incorrect timing such as damaged Crankshaft Position (CKP) sensor. For additional procedure, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Continuous Memory Self-Test (Emission Related)
Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps
- Select vehicle and engine selection menu (optional).
- Select year, engine, model and any additional information requested by scan tool (optional).
- Select GENERIC OBD-II OPTIONS. Press CONT button if all OBD-II monitors are not complete.
- Select DIAGNOSTIC TROUBLE CODES.
- Turn ignition on.
- Follow operating instructions from scan tool menu.
Note. Additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.
Freeze Frame Data Mode
This mode allows access to emission related data values from some generic PIDs. These values are immediately stored in continuous memory when an emission related fault occurs. This provides a snapshot of the conditions that were present when the fault occurred. Freeze frame will be stored until PCM memory is erased. To access FREEZE FRAME DATA MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps
- Select vehicle and engine selection menu (optional).
- Select year, engine, model and any additional information requested by scan tool (optional).
- Follow operating instructions from scan tool menu.
- Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II monitors are not complete.
- Turn ignition on.
- Select FREEZE FRAME PID TESTS.
FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating range. During FMEM mode, PCM substitutes a mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor signals return to normal operating range, PCM will use those signals. Depending on specific failure, a fault code may be set in PCM memory. Hardware Limited Operational Strategy (HLOS)
If a number of system or sensor failures are present and PCM is not receiving enough information to operate, PCM will switch to HLOS mode. PCM will output fixed values to allow operation of vehicle. Driveability concerns will be present. PCM will not output diagnostic trouble codes in this mode.
Preliminary Set Up
Connect transmission tester. Install pressure gauge to line pressure tap. See FORD E4OD article. Set Bench/Drive switch to DRIVE mode. Set tester to Gear Select switch to "1". Ensure vehicle is in park "P". Start vehicle.
| CAUTION | DO NOT perform stall test with EPC switch depressed, transaxle damage may occur. |
EPC Solenoid
Record line pressure. Line pressure should go to maximum pressure. If line pressure is not within specification, see TESTING in FORD E4OD article or PINPOINT TEST E. Depress EPC switch. Line pressure should drop to minimum pressure. If line pressure is not within specification, see TESTING in FORD E4OD article or PINPOINT TEST E.
Engagements
Ensure Bench/Drive switch is in DRIVE mode. Set tester to Gear Select switch to "1". Shift transaxle from park to reverse. Reverse should engage. Depress EPC switch. Line pressure should drop to idle pressure. While depressing EPC switch, shift vehicle from park to drive. Vehicle should shift into drive with smooth engagement. Release EPC switch. Line pressure should rise to maximum pressure. Repeat previous step. Vehicle shift engagement should be firm with EPC switch released.
Note. Upshifts and downshifts will be firm during this procedure. LEDs will turn Green when solenoids are activated and turn off when deactivated.
Upshift/Downshift
Remove line pressure gauge. Set Gear Select switch to "1". Shift transmission to overdrive and accelerate to 15 MPH. Rotate Gear Select switch to "2". Vehicle should shift into 2nd gear. Accelerate to 25 MPH and select "3". Vehicle should shift into 3rd gear. Accelerate to 35-45 MPH and select "4". Vehicle should shift into 4th gear. Downshift in reverse order. Vehicle should downshift through each gear. Ensure appropriate shift solenoid LED activates/deactivates.
| CAUTION | DO NOT depress TCC switch with transmission in gear and vehicle at a stop. Damage to TCC may result. |
Coast Clutch Engagement
Accelerate and upshift vehicle into 3rd gear. Release throttle and depress CCS switch. Coast clutch should engage and LED should light Green. Release CCS switch, solenoid should deactivate.
Note. This test may be performed on hoist.
Transmission Speed Sensor Function Check
Set voltmeter to 20 volts A/C. Connect voltmeter leads to appropriate TSS jacks. Slowly accelerate vehicle and monitor voltmeter reading. Voltage should increase with vehicle speed.
PINPOINT TESTS
Note. Pinpoint tests are written for both 1997 and 1998 vehicles.
Note. PINPOINT TESTS are diagnostic formats used to test and service EEC-V system. QUICK TEST allows technician to identify problems and retrieve service codes. PINPOINT TESTS check transaxle circuits, sensors and actuators.
Note. Procedures in PINPOINT TESTS are written for the use of the following Ford Motor Co. test equipment
- Super Star II Tester (007-0041B) or New Generation Star (NGS) Tester (007-00500)
- 60-Pin Breakout Box (014-00322) or 104-Pin Breakout Box (014-00950)
- Transmission Tester (007-00130)
Terminal pin references are based on this equipment and appropriate overlays. All references to "test pins", "test terminals" or "jacks" refer to test equipment.
HOW TO USE PINPOINT TESTS
- Ensure all non-EEC related faults found while performing TROUBLE SHOOTING steps in FORD E4OD article have been corrected. DO NOT perform any PINPOINT TEST unless specifically instructed by a QUICK TEST procedure. Follow each test step in order until fault is found. DO NOT replace any part unless directed to do so. When more than one code is retrieved, start with first code displayed.
- PINPOINT TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. Test all circuits for short to power, opens or short to ground. Voltage Reference (VREF) and Voltage Power (VPWR) circuits should be tested with KOEO or as specified in PINPOINT TESTS.
- DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in testing procedure. All measurements are made by probing rear of connector. Isolate both ends of a circuit and turn ignition off when checking for shorts or continuity, unless instructed otherwise.
- Disconnect solenoids and switches from harness before measuring continuity and resistance or applying voltage. After each repair, check all component connections and repeat QUICK TEST.
- An open circuit is defined as a resistance reading of greater than 5 ohms. This specification tolerance may be too high for some items in EEC-V system. If resistance approaches 5 ohms, always clean suspect connector and coat it with protective dielectric silicone grease. A short is defined as a resistance reading of less than 10 k/ohms to ground, unless stated otherwise in PINPOINT TEST.