2019 ranger lariat Fuel sensor has gone out. It shows i have no gas all the time. Is this a easy fix?

[airline tech]

Just curious because I didn't see it reading this thread. Do have your reference voltage all the way back to the tank at the connector?

The Pinpoint Tests, never directs you to perform a voltage test, they do not even give you what the voltage should be (feeding the sending unit) It is a Ref Voltage though and most likely it is 5-Volts
Being he got a temporary reaction with the fuel system cleaner, points to the resistance scale.

You could test for voltage on the easiest connector to access and that would be C410 Pin #3, however I am not sure if the IPC, shuts the voltage off to the circuit in a failure mode (default) to Empty. which will have codes P0460 (-11) or (-13), these 2 codes is what generates the Default to Empty Gauge.
This is where the IPC Self-Test and Scan Tool (Command) on the Gauge ties in to see if you can possibly reset the gauge to working.
As far as the Fuse (Fuse 13 -BCM) is a shared fuse with the IPC, SCCM and GWM, and pulling this fuse for 1 -minute just removes power from the IPC to allow a complete full power dump and reset itself at key on (reboot)

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[airline tech]

Ok to test the circuit - you disconnect C4330 (which is on the top of the pump)
So, use C410 instead and this will at least tell you the wiring is good from C410 up to the IPC

Test 1:
Disconnect C410 : Key -ON - Wait 1-Minute, Perform a IPC Self-Test
Note: P0460-11 (May Be Present) but can be ignored
If P0460-13 is present - in this set-up then the wiring is good from the IPC to C410.
As you are creating an (open) and the IPC is picking that open circuit up.

Test 2:
Disconnect C410 -Connect a (Fused Jumper) on the connector that runs forward
Between Pins 3 & 4

Key (ON) wait 1-Minute then Perform a IPC Self-Test.
Note: P0460-13 (May be present- but can be ignored
If P0460-11 is Present in this set-up then the wiring is good from the IPC to C410.
You are by-passing the resister and forcing the circuit to pull low (under 8 Ohms)

Test 1 and Test 2 - will at least check the wiring to C410, the only true test is at the Pump Connector C4330 and you know that the IPC is working correctly and is reacting the way it should with the (2) self-induced faults on the circuit.

You can also use C410 (feeding up) as a resistance check Pins 3 & 4 to somewhat test the Fuel Level Sender, by having a known tank level and calculate approx what the reading should be, using the specs I posted, you can then rock the truck back and forth to get the fuel to slosh and watch the reading and note does it jump out of the resistance scale 8 -184 Ohms.
Not a accurate test at all, but at least it is an approximant basic test that can be done without dropping the tank for a more accurate test.

So, in a normal operation, the system will not default to empty unless the resistance measurement falls out of the 8-184 Ohms (range)
Normal Operation is:
Full =10 +/- 2 Ohms
Empty = 180 +/- 4 Ohms
For a complete range (in between) 8-184 Ohms is considered normal any reading outside of that range and the gauge defaults to (Empty)

 

[seasprite]

Yeah, I would want to make sure everything is good to the tank before going through the hassle of dropping the tank. The fuel system cleaner may have been a fluke. Seen a busted wire inside the tank before. Just didn't know how it happened, maybe the wire was damaged during assembly, who knows.

 

[airline tech]

Other conformation checks that can be performed.
As I was curious - about the Scan Tool (Command) the fuel gauge testing in 25% increments
what is it actually testing (circuit wise)

It appears this only test (the IPC - Gauge itself)
If you can command it to all levels (Empty (0%) to Full (100%), then the IPC is good, and it directs you to the Fuel Level Sender - Test already posted.
If you cannot command it - Then it leads to a IPC issue

There is another test that can be done though:
With the fused jumper in the C410 connector (pins 3 & 4)
you can disconnect C220 (The IPC Connector) and measure (meter) between (pins 15 & 2)
you should have 3 Ohms
This is another confirmation of wiring is good between the IPC & C410

another one is:
Re-Connect C220 (if you disconnected it)
At C410 - (connector running forward)
Install a resistor (10 Ohms) between pins 3 & 4
Key on - The Fuel Gauge should move to Full, might have to clear any codes to get it to register.
With this test, you are basically (replacing) the fuel gauge sending unit (resistance) with a known variable (10 Ohms) and per specs = Full Tank on the IPC Gauge

These are some other options for verifying that the Fuel Level Sender is actually bad, before you actually drop the tank and do the (removed pump assembly test of it) as with the above tests and the tests previously posted - it only omits the short harness run from the pump down to the C410 connector. So a simple dirty connection at the Pump Connector C4330 can still be a possible issue that has not been ruled out.
If that connection is good, then it moves to the internal wiring or the float card of the sender.

 

[TJC]

It appears this only test (the IPC - Gauge itself)
If you can command it to all levels (Empty (0%) to Full (100%), then the IPC is good, and it directs you to the Fuel Level Sender - Test already posted.
If you cannot command it - Then it leads to a IPC issue

I think that you are correct. It is easy enough to send the correct voltage level to test the fuel gauge.

Excellent diagnostic approach. Keep halfing the problem area until you zero in on the point of failure.

I guess that I have been lucky. I have never has a sending unit fail. I have had the fuel gauge and circuit wiring fail - grounds and shorts, blown fuses, etc.

Like anything else, I am sure they can and do fail.

I have had far more fuel pumps fail.

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