Drivetrain Throw-out Bearing.. Check Engine Light?

oneslowgt

oneslowgt

Member
Aug 30, 2013
57
1
7
Phoenix, AZ
#1
So my throw out bearing is bad on my 95 cobra, and when im driving after about 3 minutes a check engine light comes on.. but it goes away after re-starting the car. Do these have any connection? I took the car to autozone to get an OBD but the obd reader wasn't reading anything it was saying error?

anyways im looking for an OE replacement for throw out bearing is there a guide out there that anyone knows of and also what product should I buy I was looking at http://www.latemodelrestoration.com...L-Ram-Oe-Replacement-Clutch-Kit-105-10-Spline is this the right one for my car?
 

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#2
There's no connection between the TOB and the check-engine light. The Autozone OBD-II reader won't read our OBD-I cars. You can get a special scanner or you can jumper pins on the test-port (behind the passenger strut-tower in the engine bay) to have it flash the codes on the check-engine light (you can find instructions searching this site and others). The port inside the car was only used on the V6's so you'll get an error hooking up the usual scantool.

For a stock replacement I'm a big fan of the King Cobra (genuine Valeo branded) clutch. Lighter-than-stock pedal, smooth engagement, but tons more holding power (600hp). Available pretty cheap too on eBay (UPR Products carries the proper non-knockoff version -- be careful elsewhere).

As for how to keep the TOB from wearing out again -- do you have the stock quadrant / self-adjuster or an aftermarket unit? The stock adjuster (and an improperly adjusted aftermarket one) will both put the TOB in constant contact with the pressure plate. That's why people recommend the OEM TOB only, and why even then you're lucky if it doesn't start making noise within 25k miles. imho the best way to remedy that is by using an aftermarket adjuster, and leaving a proper 1/8" of slack ensuring the TOB is away from the pressure plate when the pedal is released. You'll also want a return spring to pull the fork away from the pressure plate to guarantee the clearance is kept and to minimize chirping.
 
#4
If you got the correct scantool (probably looks like this):
http://contentinfo.autozone.com/znetcs/product-info/en/US/acm/CP9015/image/3/

Follow the instructions in the booklet that came with it to do a KOEO (Key-on Engine-off) test. As I mentioned the harness is behind the passenger strut tower under a plastic cover. Any codes that were captured while running, even intermittent ones, will be stored and flashed / beeped out after the KOEO test finishes. It first beeps out any codes that are current (bad sensors, etc.), then a separator, and then any stored codes that might have been intermittent. It it lit up your CEL, it's there for you to read.
 
#6
jozsefsz said:
If you got the correct scantool (probably looks like this):
http://contentinfo.autozone.com/znetcs/product-info/en/US/acm/CP9015/image/3/

Follow the instructions in the booklet that came with it to do a KOEO (Key-on Engine-off) test. As I mentioned the harness is behind the passenger strut tower under a plastic cover. Any codes that were captured while running, even intermittent ones, will be stored and flashed / beeped out after the KOEO test finishes. It first beeps out any codes that are current (bad sensors, etc.), then a separator, and then any stored codes that might have been intermittent. It it lit up your CEL, it's there for you to read.
Click to expand...

Easier to read the digital display on the Equis 3145
 
#11
Absolutely, so long as you are talking about the 94-95's. The earlier years OBDI had 2 digit code though.

O= KOEO
R= KOER
M= memory, continuous

111 - System Pass
112 - ACT Sensor Circuit Below Minimum Voltage of 0.2 volts (O), ACT circuit has intermittently failed below minimum 0.2 volts (M)
113 - ACT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ACT circuit has intermittently failed above the maximum of 4.6 volts (M)
114 - ACT out of self test range 0.3 to 3.7 volts
116 - ECT out of self test range 0.3 to 3.7 volts
117 - ECT Sensor Circuit Below Minimum Voltage of 0.2 volts(O), ECT circuit has intermittently failed below minimum 0.2 volts (M)
118 - ECT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ECT sensor circuit has intermittently failed above the maximum of 4.6 volts (M)
121 - Closed throttle TPS voltage higher or lower than expected (O,R), TP sensor was inconsistent with the MAF/MAP value in the last 80 drive cycles (M)
122 - TPS circuit below minimum 0.6 volts (O), TPS circuit has intermittently failed below minimum 0.6 volts (M)
123 - TP circuit above maximum 4.5 volts (O), TPS circuit has intermittently failed above maximum 4.5 volts (M)
124 - TP sensor was higher than expected with the MAF/MAP value in the last 80 drive cycles (M)
125 - TP sensor was lower than expected with the MAF/MAP value in the last 80 drive cycles (M)
126 - MAP/BP sensor out of self test range 1.4 to 1.6 volts
128 - MAP sensor vacuum was not greater than 2 in-Hg (7 kPa) during normal vehicle operation
129 - Insufficient MAF/MAP change during Dynamic Response Test
136 - o2 Sensor circuit indicates system lean (left side)
137 - o2 Sensor circuit indicates system rich (left side)
139 - No HEGO sensor switching detected or disconnected (left side)
141 - o2 Sensor circuit indicates system lean (both sides)
144 - No o2 Sensor switching detected or disconnected (right side)
157 - MAF sensor went below 0.4 volts during the last 80 warm-up cycles
158 - MAF sensor went above 4.5 volts during the last 80 warm-up cycles
159 - MAF signal was greater than 0.70 volt during KOEO (O), MAF signal was not between 0.20 and 1.50 volts during KOER (R)
167 - TPS did not exceed 25% rotation during the Dynamic Response Test
171 - Fuel system at adaptive limit, o2 Sensor unable to switch (right side)
172 - o2 Sensor sensor circuit indicates system lean (right side)
173 - o2 Sensor sensor circuit indicates system rich (right side)
174 - o2 Sensor switching time is slow
175 - Fuel system at adaptive limit, o2 Sensor unable to switch(left side, (Bank No. 2))
176 - o2 Sensor circuit indicates system lean (left side)
177 - o2 Sensor circuit indicates system rich (left side)
178 - o2 Sensor switching time is slow (Bank No. 1)
179 - Right side still rich, at leanest adaptive limit, during part throttle
181 - Right side still lean, at richest adaptive limit, during part throttle
182 - Right side still rich, at leanest adaptive limit, at idle
183 - Right side still lean, at richest adaptive limit, at idle
184 - MAF higher than expected
185 - MAF lower than expected
186 - Injector pulse width longer than expected
187 - Injector pulse width shorter than expected
188 - Left side still rich, at leanest adaptive limit, during part throttle
189 - Left side still lean, at richest adaptive limit, during part throttle
191 - Left side still rich, at leanest adaptive limit, at idle
192 - Left side still lean, at richest adaptive limit, at idle
193 - Flexible Fuel sensor circuit failure
194 - Run cylinder balance diagnostic test
195 - Run cylinder balance diagnostic test
211 - Two or more successive erratic Profile Ignition Pickup (PIP) pulses occurred, resulting in a possible engine miss or stall
212 - Loss of IDM (Ignition Diagnostic Monitor) input to EEC or SPOUT circuit grounded
213 - SPOUT circuit open
214 - Cylinder Identification (CID) circuit failure
215 - EEC detected coil 1 primary circuit failure
216 - EEC detected coil 2 primary circuit failure
217 - EEC detected coil 3 primary circuit failure
218 - Loss of IDM (Ignition Diagnostic Monitor) signal (left side)
219 - SPOUT failure, spark timing has defaulted to 10 degrees BTDC
222 - Loss of IDM (Ignition Diagnostic Monitor)signal (right side)
223 - Loss of Dual Plug Inhibit control
224 - Erratic IDM (Ignition Diagnostic Monitor)input to processor
225 - Knock Sensor (KS) signal not sensed during dynamic response test
226 - IDM (Ignition Diagnostic Monitor)signal not received
244 - Camshaft Position (CMP) Sensor failure
311 - Thermactor air system inoperative (right side)
312 - Thermactor air misdirected upstream during self test
313 - Thermactor air not bypassed during self test
314 - Thermactor air system inoperative (left side)
326 - PFE or DPFE circuit voltage lower than expected with zero EVR duty cycle
327 - DPFE or EVP circuit below minimum voltage of 0.2 volts
328 - EVP circuit below minimum voltage of 0.24 volts
332 - EGR valve opening not detected
334 - DPFE or EVP circuit above the closed limit of 0.67 volts
335 - PFE or DPFE sensor voltage out of Self-Test range
336 - EVP or DPFE circuit voltage above maximum voltage with zero EVR duty cycle
337 - DPFE or EVP circuit above the maximum limit of 4.81 volts
338 - ECT lower than expected
339 - ECT higher than expected
341 - Octane Adjust shorting bar is not in or the OCT ADJ circuit is open
381 - Frequent A/C compressor clutch (ACCS) cycling less than 8.5 seconds
411 - Cannot control rpm during KOER low RPM check
412 - Cannot control rpm during KOER high RPM check
452 - Computer detected an error in the VSS or PSOM signal during the last 80 warm-up cycles
461 - Engine over speed was detected
511 - EEC permanent Read Only Memory (ROM) test failed
512 - EEC battery powered Keep Alive Memory (KAM) test failed
513 - Failure in EEC processor internal voltage
519 - Power steering pressure switch circuit open
521 - Power steering pressure switch did not change state during KOER test
522 - Vehicle not in PARK or NEUTRAL during KOEO
524 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
525 - Vehicle in gear or A/C on during Self-Test
526 - Neutral Pressure Switch closed or A/C on
527 - Neutral Drive Switch open or A/C on
528 - Clutch Switch Circuit failure
529 - Data Communications Link or Electronic Instrument Cluster circuit failure
532 - Data Communications Link or Electronic Instrument Cluster circuit failure
533 - Data Communications Link or Electronic Instrument Cluster circuit failure
536 - Brake On/Off circuit failure / switch not actuated during KOER test
538 - Insufficient RPM change during KOER dynamic response test/ Operator error
539 - A/C or Defroster ON during KOEO test
542 - Fuel pump circuit failure
543 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
551 - Intake Manifold Runner Control (IMRC) circuit failure
552 - Air management 1 circuit failure (AM1/TAB)
553 - Air management 2 circuit failure (AM1/TAD)
554 - Fuel Pressure Regulator Control (FPRC) solenoid circuit failure
556 - Fuel Pump circuit failure
557 - Fuel pump relay coil resistance failure
558 - EGR Vacuum Regulator circuit failure
559 - Air Conditioning On relay circuit failure
563 - High Speed Electro-Drive Fan circuit failure
564 - Electro-Drive Fan circuit failure
565 - Canister purge circuit failure
566 - 3 ? 4 Shift Solenoid failure
569 - Canister purge 2 circuit failure
571 - EGR Atmospheric Regulator circuit failure
572 - EGR Vacuum Regulator circuit failure
578 - A/C Pressure (ACP) sensor VREF circuit is short to ground
579 - A/C Pressure (ACP) sensor circuit is above maximum voltage
581 - When the cooling fan was activated, the circuit exceeded current draw
582 - Open or short to power in the power-to-cooling fan circuit
583 - When the fuel pump was activated, the power-to-pump circuit exceeded the normal current draw
584 - Variable Control Relay Module circuit grounded
585 - A/C clutch circuit exceeded the normal current draw
586 - A/C clutch circuit open or shorted to power
587 - Data Communications Link (DCL) error
593 - Oxygen Sensor Heater circuit failure
617 - 1 - 2 shift error (E4OD)
618 - 2 - 3 shift error (E4OD)
619 - 3 - 4 shift error (E4OD)
621 - Shift solenoid #1 circuit failure
622 - Shift solenoid #2 circuit failure
623 - Overdrive light circuit failure
624 - Electronic Pressure Control solenoid or driver circuit failure
625 - Electronic Pressure Control driver open in EEC
626 - Coast clutch solenoid circuit failure (E4OD)
627 - Converter clutch solenoid circuit failure (E4OD)
628 - Converter clutch Lock-Up error (E4OD)
629 - Converter clutch control circuit failure
631 - Overdrive light circuit failure
632 - Overdrive cancel switch not changing state (E4OD)
633 - 4WD switch is closed
634 - Transmission Manual Lever Position Sensor circuit out of self test
636 - TOT sensor voltage out of self test range
637 - TOT sensor circuit above maximum voltage
638 - TOT sensor circuit below minimum voltage
639 - Insufficient input from the Transmission Speed Sensor
641 - Shift solenoid #3 circuit failure
643 - Converter Clutch Control circuit failure
645 - Incorrect gear ratio obtained for first gear
646 - Incorrect gear ratio obtained for second gear
647 - Incorrect gear ratio obtained for third gear
648 - Incorrect gear ratio obtained for fourth gear
649 - Electronic Pressure Control range failure
651 - Electronic Pressure Control circuit failure
652 - Modulated Converter Clutch Control solenoid output circuit error
653 - Transmission Control Switch was not cycled during KOER Self-Test
654 - MLP sensor not in park position
656 - Converter Clutch Control continuous slip error detected
657 - Transmission over temperature condition occurred
659 - High vehicle speed detected while the vehicle was in PARK
667 - Transmission Manual Lever Position Sensor circuit shorted
668 - Transmission Manual Lever Position Sensor circuit open
675 - MLP circuit voltage was out of the expected range
691 - 4WD switch circuit failure
998 - Hard fault present
 
#12
toyman said:
Absolutely, so long as you are talking about the 94-95's. The earlier years OBDI had 2 digit code though.

O= KOEO
R= KOER
M= memory, continuous

111 - System Pass
112 - ACT Sensor Circuit Below Minimum Voltage of 0.2 volts (O), ACT circuit has intermittently failed below minimum 0.2 volts (M)
113 - ACT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ACT circuit has intermittently failed above the maximum of 4.6 volts (M)
114 - ACT out of self test range 0.3 to 3.7 volts
116 - ECT out of self test range 0.3 to 3.7 volts
117 - ECT Sensor Circuit Below Minimum Voltage of 0.2 volts(O), ECT circuit has intermittently failed below minimum 0.2 volts (M)
118 - ECT Sensor Circuit Above Maximum Voltage of 4.6 volts (O), ECT sensor circuit has intermittently failed above the maximum of 4.6 volts (M)
121 - Closed throttle TPS voltage higher or lower than expected (O,R), TP sensor was inconsistent with the MAF/MAP value in the last 80 drive cycles (M)
122 - TPS circuit below minimum 0.6 volts (O), TPS circuit has intermittently failed below minimum 0.6 volts (M)
123 - TP circuit above maximum 4.5 volts (O), TPS circuit has intermittently failed above maximum 4.5 volts (M)
124 - TP sensor was higher than expected with the MAF/MAP value in the last 80 drive cycles (M)
125 - TP sensor was lower than expected with the MAF/MAP value in the last 80 drive cycles (M)
126 - MAP/BP sensor out of self test range 1.4 to 1.6 volts
128 - MAP sensor vacuum was not greater than 2 in-Hg (7 kPa) during normal vehicle operation
129 - Insufficient MAF/MAP change during Dynamic Response Test
136 - o2 Sensor circuit indicates system lean (left side)
137 - o2 Sensor circuit indicates system rich (left side)
139 - No HEGO sensor switching detected or disconnected (left side)
141 - o2 Sensor circuit indicates system lean (both sides)
144 - No o2 Sensor switching detected or disconnected (right side)
157 - MAF sensor went below 0.4 volts during the last 80 warm-up cycles
158 - MAF sensor went above 4.5 volts during the last 80 warm-up cycles
159 - MAF signal was greater than 0.70 volt during KOEO (O), MAF signal was not between 0.20 and 1.50 volts during KOER (R)
167 - TPS did not exceed 25% rotation during the Dynamic Response Test
171 - Fuel system at adaptive limit, o2 Sensor unable to switch (right side)
172 - o2 Sensor sensor circuit indicates system lean (right side)
173 - o2 Sensor sensor circuit indicates system rich (right side)
174 - o2 Sensor switching time is slow
175 - Fuel system at adaptive limit, o2 Sensor unable to switch(left side, (Bank No. 2))
176 - o2 Sensor circuit indicates system lean (left side)
177 - o2 Sensor circuit indicates system rich (left side)
178 - o2 Sensor switching time is slow (Bank No. 1)
179 - Right side still rich, at leanest adaptive limit, during part throttle
181 - Right side still lean, at richest adaptive limit, during part throttle
182 - Right side still rich, at leanest adaptive limit, at idle
183 - Right side still lean, at richest adaptive limit, at idle
184 - MAF higher than expected
185 - MAF lower than expected
186 - Injector pulse width longer than expected
187 - Injector pulse width shorter than expected
188 - Left side still rich, at leanest adaptive limit, during part throttle
189 - Left side still lean, at richest adaptive limit, during part throttle
191 - Left side still rich, at leanest adaptive limit, at idle
192 - Left side still lean, at richest adaptive limit, at idle
193 - Flexible Fuel sensor circuit failure
194 - Run cylinder balance diagnostic test
195 - Run cylinder balance diagnostic test
211 - Two or more successive erratic Profile Ignition Pickup (PIP) pulses occurred, resulting in a possible engine miss or stall
212 - Loss of IDM (Ignition Diagnostic Monitor) input to EEC or SPOUT circuit grounded
213 - SPOUT circuit open
214 - Cylinder Identification (CID) circuit failure
215 - EEC detected coil 1 primary circuit failure
216 - EEC detected coil 2 primary circuit failure
217 - EEC detected coil 3 primary circuit failure
218 - Loss of IDM (Ignition Diagnostic Monitor) signal (left side)
219 - SPOUT failure, spark timing has defaulted to 10 degrees BTDC
222 - Loss of IDM (Ignition Diagnostic Monitor)signal (right side)
223 - Loss of Dual Plug Inhibit control
224 - Erratic IDM (Ignition Diagnostic Monitor)input to processor
225 - Knock Sensor (KS) signal not sensed during dynamic response test
226 - IDM (Ignition Diagnostic Monitor)signal not received
244 - Camshaft Position (CMP) Sensor failure
311 - Thermactor air system inoperative (right side)
312 - Thermactor air misdirected upstream during self test
313 - Thermactor air not bypassed during self test
314 - Thermactor air system inoperative (left side)
326 - PFE or DPFE circuit voltage lower than expected with zero EVR duty cycle
327 - DPFE or EVP circuit below minimum voltage of 0.2 volts
328 - EVP circuit below minimum voltage of 0.24 volts
332 - EGR valve opening not detected
334 - DPFE or EVP circuit above the closed limit of 0.67 volts
335 - PFE or DPFE sensor voltage out of Self-Test range
336 - EVP or DPFE circuit voltage above maximum voltage with zero EVR duty cycle
337 - DPFE or EVP circuit above the maximum limit of 4.81 volts
338 - ECT lower than expected
339 - ECT higher than expected
341 - Octane Adjust shorting bar is not in or the OCT ADJ circuit is open
381 - Frequent A/C compressor clutch (ACCS) cycling less than 8.5 seconds
411 - Cannot control rpm during KOER low RPM check
412 - Cannot control rpm during KOER high RPM check
452 - Computer detected an error in the VSS or PSOM signal during the last 80 warm-up cycles
461 - Engine over speed was detected
511 - EEC permanent Read Only Memory (ROM) test failed
512 - EEC battery powered Keep Alive Memory (KAM) test failed
513 - Failure in EEC processor internal voltage
519 - Power steering pressure switch circuit open
521 - Power steering pressure switch did not change state during KOER test
522 - Vehicle not in PARK or NEUTRAL during KOEO
524 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
525 - Vehicle in gear or A/C on during Self-Test
526 - Neutral Pressure Switch closed or A/C on
527 - Neutral Drive Switch open or A/C on
528 - Clutch Switch Circuit failure
529 - Data Communications Link or Electronic Instrument Cluster circuit failure
532 - Data Communications Link or Electronic Instrument Cluster circuit failure
533 - Data Communications Link or Electronic Instrument Cluster circuit failure
536 - Brake On/Off circuit failure / switch not actuated during KOER test
538 - Insufficient RPM change during KOER dynamic response test/ Operator error
539 - A/C or Defroster ON during KOEO test
542 - Fuel pump circuit failure
543 - When the PCM commanded the fuel pump on, voltage was not detected on FPM
551 - Intake Manifold Runner Control (IMRC) circuit failure
552 - Air management 1 circuit failure (AM1/TAB)
553 - Air management 2 circuit failure (AM1/TAD)
554 - Fuel Pressure Regulator Control (FPRC) solenoid circuit failure
556 - Fuel Pump circuit failure
557 - Fuel pump relay coil resistance failure
558 - EGR Vacuum Regulator circuit failure
559 - Air Conditioning On relay circuit failure
563 - High Speed Electro-Drive Fan circuit failure
564 - Electro-Drive Fan circuit failure
565 - Canister purge circuit failure
566 - 3 ? 4 Shift Solenoid failure
569 - Canister purge 2 circuit failure
571 - EGR Atmospheric Regulator circuit failure
572 - EGR Vacuum Regulator circuit failure
578 - A/C Pressure (ACP) sensor VREF circuit is short to ground
579 - A/C Pressure (ACP) sensor circuit is above maximum voltage
581 - When the cooling fan was activated, the circuit exceeded current draw
582 - Open or short to power in the power-to-cooling fan circuit
583 - When the fuel pump was activated, the power-to-pump circuit exceeded the normal current draw
584 - Variable Control Relay Module circuit grounded
585 - A/C clutch circuit exceeded the normal current draw
586 - A/C clutch circuit open or shorted to power
587 - Data Communications Link (DCL) error
593 - Oxygen Sensor Heater circuit failure
617 - 1 - 2 shift error (E4OD)
618 - 2 - 3 shift error (E4OD)
619 - 3 - 4 shift error (E4OD)
621 - Shift solenoid #1 circuit failure
622 - Shift solenoid #2 circuit failure
623 - Overdrive light circuit failure
624 - Electronic Pressure Control solenoid or driver circuit failure
625 - Electronic Pressure Control driver open in EEC
626 - Coast clutch solenoid circuit failure (E4OD)
627 - Converter clutch solenoid circuit failure (E4OD)
628 - Converter clutch Lock-Up error (E4OD)
629 - Converter clutch control circuit failure
631 - Overdrive light circuit failure
632 - Overdrive cancel switch not changing state (E4OD)
633 - 4WD switch is closed
634 - Transmission Manual Lever Position Sensor circuit out of self test
636 - TOT sensor voltage out of self test range
637 - TOT sensor circuit above maximum voltage
638 - TOT sensor circuit below minimum voltage
639 - Insufficient input from the Transmission Speed Sensor
641 - Shift solenoid #3 circuit failure
643 - Converter Clutch Control circuit failure
645 - Incorrect gear ratio obtained for first gear
646 - Incorrect gear ratio obtained for second gear
647 - Incorrect gear ratio obtained for third gear
648 - Incorrect gear ratio obtained for fourth gear
649 - Electronic Pressure Control range failure
651 - Electronic Pressure Control circuit failure
652 - Modulated Converter Clutch Control solenoid output circuit error
653 - Transmission Control Switch was not cycled during KOER Self-Test
654 - MLP sensor not in park position
656 - Converter Clutch Control continuous slip error detected
657 - Transmission over temperature condition occurred
659 - High vehicle speed detected while the vehicle was in PARK
667 - Transmission Manual Lever Position Sensor circuit shorted
668 - Transmission Manual Lever Position Sensor circuit open
675 - MLP circuit voltage was out of the expected range
691 - 4WD switch circuit failure
998 - Hard fault present
Click to expand...

im pretty sure your wrong but ok lol the booklet i got with the code reader has 2 digit codes
 
#15
toyman said:
Is this the code reader? I'm wondering if you have an older reader from before 1994.
Click to expand...
Your post above is completely correct -- the EEC-IV through 1993 uses 2-digit codes. The 94-95 use 3-digit codes. It's possible that someone retrofitted a Fox computer in the op's vehicle, but unlikely since it's a Cobra (which has a different MAF map).

Just to clarify, even if the op picked up a pre-1994 reader (which would likely not be digital since he's counting beeps and would also be unlikely to find one that old on a shelf anywhere) it would still work even if the booklet doesn't contain the 3-digit codes.

I don't think there's any big mystery here. He's seeing 1-1-1 repeated twice. The computer always beeps out the code twice. If he was seeing '33' for real, it would be 3 beeps, short pause, 3 beeps, long pause, 3 beeps, short pause, 3 beeps. He said he's seeing 3 beeps, pause, 3 beeps. That means 1-1-1 being misinterpreted (which isn't hard to do).
 
#18
jozsefsz said:
Your post above is completely correct -- the EEC-IV through 1993 uses 2-digit codes. The 94-95 use 3-digit codes. It's possible that someone retrofitted a Fox computer in the op's vehicle, but unlikely since it's a Cobra (which has a different MAF map).

Just to clarify, even if the op picked up a pre-1994 reader (which would likely not be digital since he's counting beeps and would also be unlikely to find one that old on a shelf anywhere) it would still work even if the booklet doesn't contain the 3-digit codes.

I don't think there's any big mystery here. He's seeing 1-1-1 repeated twice. The computer always beeps out the code twice. If he was seeing '33' for real, it would be 3 beeps, short pause, 3 beeps, long pause, 3 beeps, short pause, 3 beeps. He said he's seeing 3 beeps, pause, 3 beeps. That means 1-1-1 being misinterpreted (which isn't hard to do).
Click to expand...

i think you are right about the 3 digit codes. But what I noticed is that it beeps along with the abs light flashing but the check engine light does not flash!! and the check engine light only pops up while driving and goes away. HOW can i get that code??? and how do I do the thing where the check engine light flashes the codes at me
 
#19
oneslowgt said:
i think you are right about the 3 digit codes. But what I noticed is that it beeps along with the abs light flashing but the check engine light does not flash!! and the check engine light only pops up while driving and goes away. HOW can i get that code??? and how do I do the thing where the check engine light flashes the codes at me
Click to expand...

Believe me they are three digit codes. Here's a link on how to read the codes without a code reader. For $22 I would buy buy a reader . You are testing at the correct DTC (Data Trouble Code) port aren't you? It's the one between the passenger strut tower and firewall. It is NOT the one under the dash nor the one next to the engine fuse box which is for the ABS module. The ECU (computer) stores the codes and a code may not cause the CEL to flash. If the ABS light is flashing you have an issue with that system and that has nothing to do with the DTC's
 
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#20
toyman said:
Believe me they are three digit codes. Here's a link on how to read the codes without a code reader. For $22 I would buy buy a reader . You are testing at the correct DTC (Data Trouble Code) port aren't you? It's the one between the passenger strut tower and firewall. It is NOT the one under the dash nor the one next to the engine fuse box which is for the ABS module. The ECU (computer) stores the codes and a code may not cause the CEL to flash. If the ABS light is flashing you have an issue with that system and that has nothing to do with the DTC's
Click to expand...
my man you are a genius i was checking the abs thing on the fuse box... life saver dude thank you!!
 
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