Drivetrain Throw-out Bearing.. Check Engine Light?

Discussion in '1994 - 1995 Specific Tech' started by oneslowgt, Sep 20, 2013.


  1. oneslowgt

    oneslowgt Member

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    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. jozsefsz

    jozsefsz Active Member

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    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.
  3. oneslowgt

    oneslowgt Member

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    so i bought this tool and the check eng light pops up after 2 min of driving but goes away if i turn off the motor how do i get the code? where is rhe plug in
  4. jozsefsz

    jozsefsz Active Member

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    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.
  5. Mustang5L5

    Mustang5L5 Car used in adult film "Highway Gangbang-InDaButt" SN Certified Technician Founding Member

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  6. toyman

    toyman Active Member

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    Easier to read the digital display on the Equis 3145
  7. jozsefsz

    jozsefsz Active Member

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    Can't argue with that, I hate counting beeps. I just assumed the Op had one like that pictured since he mentioned Autozone and stated he'd already picked one up.
  8. oneslowgt

    oneslowgt Member

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    ended up with code 33 i think it will be fixed maybe with a little maf cleaner on the egr valve maybe its sticking
  9. toyman

    toyman Active Member

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    There are no 2 digit codes from an OBDI system. Counting flashes?
  10. oneslowgt

    oneslowgt Member

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    are you sure about that? Lol
    beep beep beep pause beep beep beep
  11. toyman

    toyman Active Member

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    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. oneslowgt

    oneslowgt Member

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    im pretty sure your wrong but ok lol the booklet i got with the code reader has 2 digit codes
  13. jozsefsz

    jozsefsz Active Member

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    The '95 is going to beep out 3 digit codes. The beep-beep-beep pause beep-beep-beep is a '111' repeated twice. That means no issue found.
  14. toyman

    toyman Active Member

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    Is this the code reader? I'm wondering if you have an older reader from before 1994.
  15. jozsefsz

    jozsefsz Active Member

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    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).
  16. madspeed

    madspeed Colonel Mustard Mod Dude Founding Member

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    you sure its a beep beep and not a meep meep? :shrug:
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  17. jozsefsz

    jozsefsz Active Member

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    That's hilarious. Reminds me of that Spongebob episode where he thinks Mr. Krabs is a robot. (I have kids so I have an excuse).
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  18. oneslowgt

    oneslowgt Member

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    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. toyman

    toyman Active Member

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    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
    oneslowgt likes this.
  20. oneslowgt

    oneslowgt Member

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    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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