Most likely you have a bad wheel bearing on the right front tire but at the same time you could have a stuck brake caliper on the front right as well you can tell if it's a bad brake caliper if the vehicle well rolling at about 5 miles an hour and shift it into neutral bad bearing if when you shift the vehicle turning the wheel hard to the right it kind of grinds you could also jack up the front right tire and turn the wheel rotating it to see if it is stiff
I just solved a similar problem with the right rear pax window by replacing the rocker switch..You don't need to take the panel off, just remove the cover on the front of the arm rest where the switch resides...Good luck. New switch is about $90.
Feed (spay) some gas from intake to see if you can keep engine running. If so, then either fuel pump or filter is aged.
Check the fuel pressure before the filter and after the filter to determine which one is the problem.
get two new fob e-bay is cheap or dealer cycle key from off to run NOT CRANK JUST TILL LIGHT COME ON . do that 8 times you door lock will lock then unlock this is key fob reprograming mode press unlock on fob door lock will cycle up and down then press unlock on other fob door lock will cycle again now start truck and shut off. test each fob.when you reprogram the new fobs the other ones will not workhope that helps
Your missing something's G-404 has nothing to do with it !
Seats - Third Row
The third row seat:
is three-passenger seat.
a 60/40 bench seat.
folds down for more cargo area.
has optional power fold down seats.
Third Row Power-Fold Seat CAUTION: To prevent possible damage to the third row seat or the safety belts, make sure that the safety belts are not fastened when moving the seat to the load floor position. CAUTION: Make sure that no objects such as books, purses or briefcases are on the floor in front of the third row seats or on the seat cushion before lowering the backrest(s).
The third row power-fold seat consists of the following electrical components:
right third row seat relay.
left third row seat relay.
right power-fold seat motor.
left power-fold seat motor.
right front third row seat switch (if equipped).
left front third row seat switch (if equipped).
right rear third row seat switch.
left rear third row seat switch.
For the third row power-fold seat to operate, a shared ground is supplied by the body security module (BSM) to both of the power-fold seat relays, enabling the seats to then be moved by pressing one of the third row power-fold seat switches. The third row power-fold seat operates only when the vehicle is in PARK and the liftgate glass, liftgate door or any entry door must be open.
The third row power-fold seat motors transfer movement to a drive gear assembly to raise and lower the seat backrest. The power-fold seat motors rotate a short drive cable which is connected to the drive gear assembly.
The relay's are located in Aux. relay box #2
Like all electronic devices, a blower motor must have power and ground in order to function. A blower motor that continues to operate when the switch is turned off still has both power and ground present when it shouldn't. Assuming this vehicle has the manual HVAC system (rather than automatic), the blower motor should be disabled by interrupting the power supply circuit to the blower. The ground side of the blower circuit will always have a ground path through the function selector switch assembly. Power is supplied to the blower motor using a blower relay. Relays have a "control side" which also require both power and ground as well as an "output side" which has power and a path to whatever component it is that the relay operates. On this vehicle the control side of the blower relay is always grounded and the power side is only energized when the function selector switch assembly is moved away from the "OFF" position. A short-to-power in this circuit within the function selector switch assembly could provide power at all times and cause the blower to never turn off. Alternatively if we assume the control side is working normally and turning off when it should, the output side of the relay should never provide power to the component. That is unless the contacts within the relay have a short-to-power condition in which case the blower would receive power at all times. To summarize, I would suspect either the function selector switch assembly is internally shorted or the blower relay is stuck in the "ON" position. You can read more here: https://www.yourmechanic.com/article/how-to-buy-a-good-quality-heater-blower-motor
I have the 03 Expy with continuous rear air unit "clicking" or more accurately flapping of the air damper while the plastic gears in the 2L2H-19E616-AA grind away into toothlessness. Ford designed this unit to find the end of travel by jamming the motor to a stop and monitoring the current to determine when to stop applying voltage. That would probably be fine if the gears were designed to handle the jammed torque or the motor did not slip out of groove and continue turning and cracking the plastic gears.
There are two white colored boxes, one is for the temp plenum door, the other the upper/lower air flow. To be sure, do what I did, turn on the ignition, rear ac/heat and listen for the obnoxious click/thump as you move the temp control from full heat to full cool, you will know which part. Disconnect the electrical connector, four bolts and it is out!
Go to your dealer, part should be about $60 or less, look on line, lots of dealers sell for this or less on internet.
Your vehicle has what ford calls a smart charging system , it's computer controlled . Battery light on , check charging system message DTC'S diagnostic trouble codes stored , take it to a qualified repair shop - not a parts store .
https://www.youtube.com/watch?v=J4rYSVd588U&t=1sPrinciples of Operation
This vehicle is equipped with a powertrain control module (PCM)-controlled charging system whereby the PCM determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator. This system is unique in that it has 2 unidirectional communication lines between the PCM and the generator/regulator. Both of these communication lines are pulse-width modulated (PWM). The generator communication (GEN COM) line communicates the desired setpoint from the PCM to the voltage regulator while the generator monitor (GEN MON) line communicates the generator load and error conditions to the PCM. The third pin on the voltage regulator, the A circuit pin, is a dedicated battery voltage sense line.
The charging system voltage is controlled by the PCM. The generator charges the battery, and at the same time supplies power for all of the electrical loads that are required. The battery is more effectively charged with a higher voltage when the battery is cold and a lower voltage when the battery is warm. The PCM is able to adjust the charging voltage according to the battery temperature by using a signal from the intake air temperature (IAT) sensor. This means the voltage setpoint is calculated by the PCM and communicated to the regulator by a communication link.
The PCM simultaneously controls and monitors the output of the generator. When the current consumption is high or the battery is discharged, the system is able to increase the idle speed.
To minimize the engine drag when starting the engine, the PCM controls the generator. The generator does not produce any output until the engine has started. The PCM then progressively increases the output of the generator.
The PCM controls the operation of the charging system warning indicator in the instrument cluster. The PCM is responsible for turning the charging system warning indicator off after the engine is started and illuminating it under fault conditions (when the generator is not generating the correct amount of current with the engine running). The charging system warning indicator is also illuminated by the PCM at key ON engine OFF, and stall condition.
This is a System 4 charging system, which uses the GEN MON and GEN COM lines to control and monitor the charging system through the PCM. System 4 charging systems are virtually identical in design and therefore, share the same diagnostics. The circuit numbers and colors may be different, but the functions are the same. System 4 charging systems may use any type of generator, as the generator type usually depends on the engine packaging and/or output requirements versus cost.
Circuit Description Positive Battery Output (B+) Terminal Circuit 38 (RD)
Generator output voltage is supplied through the positive battery (B+) output terminal on the rear of the generator to the battery and the electrical system.
Circuit 35 (OG/LB)
This is the A terminal battery voltage sense circuit and is used to sense battery voltage.
Circuit 1816 (YE/LB)
This is the GEN COM circuit. The PCM determines the optimal voltage setpoint for the charging system and communicates the information to the voltage regulator via the GEN COM circuit.
Circuit 1817 (YE)
The GEN MON circuit communicates the generator load and error conditions to the PCM.
Inspection and Verification WARNING: If equipped with fire suppression system, refer to Section 419-03 for important safety warnings. WARNING: Batteries contain sulfuric acid. Avoid contact with skin, eyes, or clothing. Also, shield your eyes when working near batteries to protect against possible splashing of the acid solution. In case of acid contact with skin or eyes, flush immediately with water for a minimum of 15 minutes and get prompt medical attention. If acid is swallowed, call a physician immediately. Failure to follow these instructions may result in personal injury. WARNING: Batteries normally produce explosive gases. Therefore, do not allow flames, sparks or lighted substances to come near the battery. When charging or working near a battery, always shield your face and protect your eyes. Always provide ventilation. Failure to follow these instructions may result in personal injury. WARNING: When lifting a battery, excessive pressure on the end walls could cause acid to spew through the vent caps, resulting in personal injury, damage to the vehicle or battery. Lift with a battery carrier or with your hands on opposite corners. Failure to follow these instructions may result in personal injury. CAUTION: Do not make jumper connections except as directed. Incorrect connections may damage the voltage regulator test terminals, fuses, or fusible links. CAUTION: Do not allow any metal object to come in contact with the generator housing and internal diode cooling fins. A short circuit may result and burn out the diodes. NOTE: While carrying out any pinpoint test, disregard the diagnostic trouble codes (DTCs) set while following a specific pinpoint test. After the completion of any test, be sure to clear all DTCs in the PCM.
NOTE: All voltage measurements are referenced to the negative (-) battery post unless otherwise specified.
Verify the customer concern.
Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection Chart
Mechanical
Electrical
Battery
Generator drive belt
Generator pulley
Battery junction box (BJB) fuse 6 (15A)
Fusible link A
Fusible link B
Circuitry
Cables
Generator
Powertrain control module (PCM)
Charging system warning indicator
If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
Verify the battery condition. Refer to Section 414-01 .
Check the operation of the charging system warning indicator (instrument cluster). Normal operation is as follows:
With the key OFF, the charging system warning indicator should be off.
With the key ON and the engine off, the charging system warning indicator should be on.
With the engine running, the charging system warning indicator should be off.
Turn off the headlamps and the A/C system (if equipped). Turn the climate control blower to LOW/OFF. Check the battery voltage before and after starting the engine to determine if the battery voltage increases.
If the cause is not visually evident, connect the diagnostic tool to the data link connector (DLC) and select the vehicle to be tested from the diagnostic tool menu. If the diagnostic tool does not communicate with the vehicle:
check that the diagnostic card is correctly installed.
check the connections to the vehicle.
check the ignition switch position.
If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool operating manual.
Carry out the diagnostic tool data link test. If the diagnostic tool responds with:
controller area network (CAN), standard corporate protocol (SCP), or International Standards Organization (ISO) circuit fault; all electronic control units no response/not equipped, refer to Section 418-00 .
No response/not equipped for instrument cluster, refer to Section 413-01 .
No response/not equipped for PCM, refer to Powertrain Control/Emissions Diagnosis (PC/ED) manual.
System passed, retrieve and record the continuous diagnostic trouble codes (DTCs), erase the continuous DTCs and carry out the self-test diagnostics for the PCM.
If the DTCs retrieved are related to the concern, go to the Powertrain Control Module (PCM) Diagnostic Trouble Code (DTC) Index.
If no DTCs related to the charging system are retrieved, GO to Symptom Chart .
NOTE: DTC P0622 can be set by the loss of the communication lines between the generator and the PCM. The charging system warning indicator then illuminates until the engine is operated at greater than 4,500 rpm (approximately wide open throttle [WOT]) for a minimum of 3 seconds. At this time, the generator self-excites. The charging system warning indicator remains illuminated, and the generator operates in a default mode (approximately 13.5 volts) until the engine is turned off.
It went into Limp Home Mode. You just got to reset. It. Make sure battery is charged .Turn key on wait about 10 seconds. Turn it off. Wait 5 sec. Turn key on. Wait 10 sec. Turn key off. Wait 5 secs. Then start it up. It should be fine after that. Otherwise.?
vehicle does not contain a fuel pressure regulator, it is controlled by the pcm and fuel pump driver module, there is a fuel pressure and temp. sensor located on the driver side of the fuel rail.
