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I have a way to help isolate: Using a Cooling System Pressure Tester 1. Normal Sys Pressure Test Advanced Testing - Goes along with my question of How Fast are you seeing the (symptoms)? as I want to know how long does it take for the pressure imbalance to happen? Starting with a Cold Engine...

Ok - Based on your descriptions and issues -and no major fluid loss being reported. Even though the CO2 Test Passed. You have one of 2 issues or both. 1. On a COLD engine - you should NOT have any pressure release from the reservoir - You FAILED 2. So, this brings us to (2 Possibilities) for...

You need to move in another direction - P0471 is for the Exhaust Pressure Sensor, not seeing the proper pressure reading above - Barro & MAP. This is not the DPFE Sensor. The Exhaust Pressure Sensor is mounted on the EGR Cooler (Outlet) Bung in between the EGR Cooler and the EGR Valve. So, if...

If you connect anything to the (Trailer Connector) you are going to get the issue you have, its the TRM picking up that something is connected - I believe even the Putco Lightbar itself produced various issues on the Rangers. I would have to search, but I believe you can get an adapter harness...

So, I have been playing with (Numbers) and just some added - information, playing with voltage and resistance tables. Ref: -0.38 to -0.43 (KOEO) and -025 to -0.30 PSI (Idle) Noted: You are reporting a (Bounce) even @ KOEO So is this (Scan Tool - PID Refresh) or (Actual Circuit -Noise) - My...

Since - I have been made aware that SOME Scan Tool's may display the DPFE Pressure PID differently - Raw Data vs Simplified Data (Higher End Scan Tools) that shows a good visual indication of -No-EGR Flow (Neg) -0.09 to EGR Flow (Positive Pressure) - easy visual which is simplified by the tool...

OK, I did some digging and found this: , Again, it's the way your Scan Tool is displaying the data, that makes it confusing and it is using TRUE RAW Data vs many other High-End scan tools that simplify the pressure reading to see it jump from (-Press - No Flow) to (+Press - Flow) - This is done...

Ok, I think the Test Light is misleading you and picking up residual or phantom voltage - I forgot about that. If you were to use a (Meter) you would see that it's not 12 volts (1-9 Volts) or so - enough to power the (Test Light) but not enough to produce a (Real Load) so if you have an actual...

These should be the switched power fuses in the BCM: The (Connector - Pin #) = what the output leg of the fuse is feeding Since you have a 2019 - These should be Valid, the confusion you are getting is that in or about 2020 all the unused fuse sources were removed and (Blank Holes) no place...

I wanted to add some wiring integrity checks to help isolate (Bad Sensor) or (Wiring) Mainly for Voltage Checks on the DPFE and what the Scan Tool PIDs Defaulted to with the DPFE & MAPT Connectors Disconnected as I wanted a (TRUE) Test vs Manual (Guideline) This is only a @ Idle Reference for...

OK - I also did a REF: Test Today Mainly for Voltage Checks on the DPFE and what the Scan Tool PIDs Defaulted to with the DPFE & MAPT Connectors Disconnected as I wanted a (TRUE) Test vs Manual (Guideline) This is only a @ Idle Reference for a (PSI) to (KPA) Compare - Scan Tool Switched...

I actually suspect - something else in the system is askew Does your tool have - Bi-Direction Control, and can you (set the Desired EGR Valve Percent) to open? Main goal of this check - Verify the EGR can be commanded (OPEN) Important, as you are forcing the control vs pcm control If No -...

For some ADDED info: for this and normal operation Door Open (only) if you have passive entry - grab the handle from the (Top & Bottom) to by-pass the door unlock - trigger - Result = Parking Lights (On) + Puddle - Bed Lights Door Unlock - Turn Signal (Flash) and Parking Lights (On) + Puddle -...

No , the important factor It will not work as its not the power source that is the issue. 1. SWITCHED POWER is the signal to (START) the sequence, so as soon as power is (APPLIED) the sequence timer begins. It only runs (ONCE) per power application. 2. If the (Headlights - or The Sequence...

Ok, time to reset and reevaluate the readings: What I find odd is this: and then look at your readings: I took off the hoses at the DPFE an ran live data with Key on engine off and it read -3.65 PSI, basicsally the same. I hooked up the OEM FoMoCo DPFE sensor. It read -0.38 to -0.43 PSI I...

The reason for the (Push) is they revised the Recall to: Remove the Block Heater and Install a (Threaded Plug) and remove the (Power Feed) Harness and stow it withing the truck, then when the (REVISED) Block heater becomes available remove the threaded plug and install the revised block heater...

So, a simply delay relay, for the Low Beam would be: Relay: Hook-Up (Each Headlight) Tapped Power Source (Fuse 19) for Relay Coil + (86) - so use the existing tapped power already there and splice off of that source. Body Ground - Relay Coil Ground (-) (85) Cut the (Headlight Assembly) Low...

Ok, thanks. I was hoping the sequence would work (after the headlights settled) Plan was to install a delay relay (On the tapped source) F-19 and delay the timing of the tapped source - (when it is applied) So, this does prove it is a (Timing Issue) - and that is all it is. The Start-Up...

What does the PID Read with the connector - Disconnected? (Important Factor) It looks like a wiring issue not a clog or sensor issue. Plus, where are the other 2 sensors sourced from? are these true Ford Part Numbers or are they generic? - This is an important factor for the Ranger - The only...

I am working on a T-Shoot flow chart, but first: If you disconnect the Hoses - Does, the PID Reading change? If you disconnect the DPFE Connector - Does, the PID Reading Change? Looking for both DPFE Pressure and DPFE Voltage if the tool will display both. The results will confirm (Clog) or...