1995 mustang gt 5.0 coupe

Sep 12, 2018
3
0
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Sparks reno nv
#1
Hello. I was hoping I could find some one that could answer some question I have about my 95 mustang gt 5.0 manual tran. 168k miles. Not a bunch of upgrades. Stock exhaust. Screamin Demon coil. Live wire spark plug wires. ca intake. The other day I started my car and rite around 1100 rpms the car has a really bad shake but only around 1100 rpms ? Timing is around 13 14 degrees Any suggestions ?
 
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jrichker

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Mar 10, 2000
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#2
Cylinder balance test: use this to find dead or weak cylinders:

Revised 09-Sep-2017 Added reminder to write down the stored codes and engine running codes.

The computer has a cylinder balance test that helps locate cylinders with low power output. You’ll need to dump the codes out of the computer and make sure that you have the A/C off, clutch depressed to the floor and the transmission in neutral. Fail to do this and you can’t do the engine running dump codes test that allows you to do the cylinder balance test.

Here's the way to dump the computer codes with only a jumper wire or paper clip and the check engine light, or test light or voltmeter. I’ve used it for years, and it works great. You watch the flashing test lamp or Check Engine Light and count the flashes.

Be sure to turn off the A/C, have the clutch depressed to the floor, and put the transmission in neutral when dumping the codes. Fail to do this and you will generate a code 67 and not be able to dump the Engine Running codes.


Here's how to dump the computer codes with only a jumper wire or paper clip and the check engine light, or test light or voltmeter. I’ve used it for years, and it works great. You watch the flashing test lamp or Check Engine Light and count the flashes.

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If your car is an 86-88 stang, you'll have to use the test lamp or voltmeter method. There is no functional check engine light on the 86-88's except possibly the Cali Mass Air cars.

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The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.

89 through 95 cars have a working Check Engine light. Watch it instead of using a test lamp.

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The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.


WARNING!!! There is a single dark brown connector with a black/orange wire. It is the 12 volt power to the under the hood light. Do not jumper it to the computer test connector. If you do, you will damage the computer.

What to expect:
You should get a code 11 (two single flashes in succession). This says that the computer's internal workings are OK, and that the wiring to put the computer into diagnostic mode is good. No code 11 and you have some wiring problems.
This is crucial: the same wire that provides the ground to dump the codes provides signal ground for the TPS, EGR, ACT and Map/Baro sensors. If it fails, you will have poor performance, economy and drivability problems

Some codes have different answers if the engine is running from the answers that it has when the engine isn't running. It helps a lot to know if you had the engine running when you ran the test.

Dumping the Engine Running codes: The procedure is the same, you dump the codes and then you start the engine with the test jumper in place. Be sure the A/C is off, clutch depressed to the floor and the transmission is in neutral. You'll get an 11, then a 4 and the engine will speed up to do the EGR test. After the engine speed decreases back to idle, it will dump the engine running codes.

Trouble codes are either 2 digit or 3 digit, there are no cars that use both 2 digit codes and 3 digit codes.

Your 86-88 5.0 won't have a working Check Engine Light, so you'll need a test light.
See AutoZone Part Number: 25886 , $10
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Alternate methods:
For those who are intimidated by all the wires & connections, see Actron® for what a typical hand scanner looks like. Normal retail price is about $30 or so at AutoZone or Wal-Mart.

Or for a nicer scanner see www.midwayautosupply.com/Equus-Digital-Ford-Code-Reader/dp/B000EW0KHW Equus - Digital Ford Code Reader 3145.
It has a 3 digit LCD display so that you don’t have to count flashes or beeps.. Cost is $22-$36.
Order it at Walmart for a better price and free shipping
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Write down the codes that the computer outputs since they will give you information on problems that are stored in the computer's memory


Cylinder balance test

If you have idle or IAC/IAB problems and the engine will not idle on its own without mechanically adjusting the base idle speed above 625-750 RPM, this test will fail with random cylinders pointed out every time it runs. The IAC/IAB must be capable of controlling the engine speed to run in the 1300-1500 RPM range. Playing with the base idle speed by adjusting it upwards will not work, the computer has to be able to control the engine speed using the IAC/IAB.

Warm the car's engine up to normal operating temperature. With the test jumper in test position, start the engine and let it stabilize. It should flash a 10 and then a 4 and maybe an 11. If no 11, then there are other codes that will be dumped.

Write down the codes that the computer outputs since they will give you information that the computer found when it is running. These are often different from the stored codes.

One of the first tests it does is to open the EGR all the way, this will cause the engine to stumble and almost die. If the engine dies here then you have EGR problems.
To start the cylinder balance test, briefly floor the accelerator past 2500 RPM and let off the accelerator. The engine will stabilize at about 1300-1450 RPM and the cut off the fuel injectors one at a time. The engine speed will drop briefly and the computer will turn the fuel injector for the cylinder under test back on. Then it starts the process for the next cylinder. When it has sequenced through all 8 injectors, it will flash 9 for everything OK, or the number of the failing cylinder such as 2 for cylinder #2. Quickly pressing the throttle again up to 2500 RPM’s will cause the test to re-run with smaller qualifying figures.
Do it a third time, and if the same cylinder shows up, the cylinder is weak and isn’t putting out power like it should. See the Chilton’s Shop manual for the complete test procedure

See View: https://www.youtube.com/watch?v=HDXrkKS4jTE
for a visual tour through the process. There is no voice narration so you have to listen carefully for the engine sounds. I posted the link for the benefit of Stangnet members who had questions about how to do a cylinder balance test. I do not own that video and I am not the creator.

Do a compression test on all the cylinders.
Take special note of any cylinder that shows up as weak in the cylinder balance test. Low compression on one of these cylinders rules out the injectors as being the most likely cause of the problem. Look at cylinders that fail the cylinder balance test but have good compression. These cylinders either have a bad injector, bad spark plug or spark plug wire. Move the wire and then the spark plug to another cylinder and run the cylinder balance test again. If it follows the moved wire or spark plug, you have found the problem. If the same cylinder fails the test again, the injector is bad. If different cylinders fail the cylinder balance test, you have ignition problems or wiring problems in the 10 pin black & white electrical connectors located by the EGR.

How to do a compression test:
Only use a compression tester with a screw in adapter for the spark plug hole. The other type leaks too much to get an accurate reading. Your local auto parts store may have a compression tester to rent/loan. If you do mechanic work on your own car on a regular basis, it would be a good tool to add to your collection.

With the engine warmed up, remove all spark plugs and prop the throttle wide open with a plastic screwdriver handle between the throttle butterfly and the throttle housing. Crank the engine until it the gage reading stops increasing. On a cold engine, it will be hard to tell what's good & what's not. Some of the recent posts have numbers ranging from 140-170 PSI. If the compression is low, squirt some oil in the cylinder and do it again – if it comes up, the rings are worn. There should be no more than 10% difference between cylinders. Use a blow down leak test (puts compressed air inside cylinders) on cylinders that have more than 10% difference.

I generally use a big screwdriver handle stuck in the TB between the butterfly and the TB to prop the throttle open. The plastic is soft enough that it won't damage anything and won't get sucked down the intake either.

A battery charger (not the trickle type) is a good thing to have if you haven't driven the car lately or if you have any doubts about the battery's health. Connect it up while you are cranking the engine and it will help keep the starter cranking at a consistent speed from the first cylinder tested to the last cylinder.
 
Sep 12, 2018
3
0
1
39
Sparks reno nv
#5
Ok Ya im going to run a engine running code with the jumper wire and see what happens. The check engine light is not on and the comp. isn't detecting something wrong ..shouldn't it ?? What could make the hb go bad or take a #2 ? Bad timing ? I appreciate all the feedback
 

89ripper

Founding Member
Jun 3, 2002
142
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38
Rockford, Illinois
#6
Ok Ya im going to run a engine running code with the jumper wire and see what happens. The check engine light is not on and the comp. isn't detecting something wrong ..shouldn't it ?? What could make the hb go bad or take a #2 ? Bad timing ? I appreciate all the feedback
The check engine light doesnt always come on, there could still be faults there. You'll just have to check to be sure. As far as your balancer going out, as with all mechanical things, they fail over time.
 
Sep 12, 2018
3
0
1
39
Sparks reno nv
#8
Ya ..I pulled codes 18. 188 and 189. 188-ho2s bank2 weak mixture wiring,fuel pressure,injectors,air leak. 189 - heated oxygen sensor, ho2 bank2,rich mixture wiring,fuel pressure,air leak,em ?? The motor does get hot quick but doesnt over heat and temp. Guage is usually a little past half and I can feel heat coming from the defrost without defrost being on. it has a new thermostat and temp sensor ...?
 

jrichker

StangNet's favorite TOOL
SN Certified Technician
Mar 10, 2000
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Dublin GA
#9
Feeling heat when there isn't supposed to be heat means you have a vacuum leak in the vacuum plumbing that operates the A/C and heater cabin controls.

That vacuum leak can play havoc with the O2 sensors accuracy and cause a lean mixture.
Find and fix the vacuum leak before you pursue other avenues of adventure... Be sure to clear the codes once you have fixed the vacuum leak so that they don't confuse the issue.




Harmonic balancer check to see if it has spun or moved the timing marks

The balancer is a 2 piece unit. The outer hub has the timing marks on it. The inner hub is bonded to the outer hub by a rubber ring. Sometimes the rubber ring bonding the two hubs together goes bad and the outer ring with timing marks move. Then the engine is out of balance and the timing marks are way off when this happens

Before you waste time and money replacing a balancer, make sure that it needs replacing....
Spend 30 minutes and $7.50 to save you $60. You can't get a better deal than that anywhere...

Prep step:
Joe R’s note:
Timing tape (strip of adhesive backed paper with timing marks printed on it) is available from Summit Racing https://www.summitracing.com/parts/sum-163594/overview/ use it instead of a degree wheel. The cost is about $5 plus shipping

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Clean the balancer rim up real good with acetone or paint thinner. Try not to get the acetone or paint thinner on anything but the balancer rim; it could damage the rubber mounting ring. Some cotton balls or a wadded up ball of paper towel may be the best application tools. Let whatever solvent you used dry completely and then apply the timing tape.
Line the TDC mark up on the tape with the TDC make on the balancer; make sure it is stuck down good.


TDC location process courtesy of Michael Yount
If you're trying to find ACTUAL tdc for cam installation/degreeing, follow the steps below:

Positive stop – obtain an old spark plug for the Ford engine – most of us have at least one laying around. Put it in your vice, and with a tool of destruction you deem appropriate – cut off the ground tip and bust up the ceramic around the center electrode. Keep pounding to get the ceramic and center electrode removed so you’ve got a good ¾” or so of hollow space inside what used to be the ‘business’ end of the spark plug. If you happen to break the ceramic on the other end of the spark plug, don’t worry about it. Once you’ve got a nice hollow space in the tip of the plug, take a 5/16” tap, and cut threads inside that end of the plug. I found that diameter to go right in without any drilling required. Once you’ve cut threads, screw in a 5/16" bolt about 1.5” to 2” long. Then take your hack saw and cut the head off the bolt. Wouldn’t hurt to take your file/grinder and dress up the freshly cut surface so no sharp edges or shrapnel enter the combustion chamber. Also clean up the threads on the plug so that it easily screws into and out of the plug hole.

Determining TDC – remove the passenger side valve cover. Rotate the engine (socket on crank bolt) until the #1 piston is down the cylinder on the intake stroke. Unscrew the spark plug in that cylinder, and replace it with the positive stop you just made. Only screw the positive stop in hand tight. Install your cam degree wheel and pointer (no easy task in some cases as harmonic balancer and other accessories will have to be removed). You may want to remove all spark plugs at this point because it will make it easier to smoothly turn the engine over in small increments. GENTLY rotate the engine clockwise until the piston comes to rest against the stop. Note the degree wheel reading. GENTLY rotate the engine in the opposite direction until the piston comes to rest against the stop. Note the degree wheel reading. TDC is exactly half way between these readings. Calculate where that position is on the degree wheel, remove the piston stop from the cylinder, and rotate the engine to TDC as you calculated it. You are now at true TDC.

After you have done that, make sure the TDC mark on the balancer now lines up with the timing pointer. If it doesn't line up then replace the balancer.
If it does line up, you need to look elsewhere for your problem.