20 Most Recent 2009 Lincoln MKX AWD - Page 9 Questions & Answers

Sounds like it could be an errant backfire. Could be some electrical problem in the computer system, or the coil system placing an extra spark where one shouldn't be or perhaps a crossfire, where one plug wire is inducing a voltage into another. In the crossfire situation one plug wire would need to be running along side another, or at least touching another to induce the voltage. And yes, I've seen this happen before. Perhaps in your case hitting a bump might well put two plug wires close enough to each other to cause the crossfire.

Lincoln produced three cars in 1996; the Continental, Mark VIII and Town Car. All three models have an instrument panel fuse panel (also called a dash fuse panel) located under the driver's side of the instrument panel. The Continental and Mark VIII additionally utilize a power distribution box on the driver's side of the engine compartment, near the battery. The Town car also has an engine compartment fuse box, however it is located on the passenger's side of the engine compartment, near the battery. You can find illustrations of these locations as well as procedures for how to check fuses and how to replace the fuse boxes here: https://www.yourmechanic.com/article/how-to-replace-your-car-fuse-box-by-jessica-howe

Lincoln nav. well is the engine the same size ? it sold new with 1 of 3 engines 4.6 and 5.4, 2v and 4v. 4v is DOHC twincam head so is 3 unique engines there, day 1. new. so of both cars have same engine , and the parts counter told me it is same on 5.4L so did rockauto.com, if still OEM stock that is, some 3rd party sold parts might say different. vast those.

removing the rear seat is very complex. I came across a close situation and I used a magnet on a small post it is called a mechanics magnet putting it down beside the seatback sleeve and move it around try everyway you can to put magnet down into the seat. I am guessing the item is metal that a magnite will work if not this is Mike L. and I will look for you in the mechanic manuel

that is 10- page answer,. why not read the ASE training book on AC> lets see if I can do a nut shell here. I will not tell how to turns bolt or fittings

1. connect recovery system and pump out old R134 and save it.
2. remove compressor.
3. make sure old one did that dump debris into the loop seen when any compressor does its train wreck inside. If did all must be cleaned, see huge chapter here. (I pass)
4. new receiver dryer.
5. new compressor.
6. vacuum pump it to max (45min) and do the leak down test
7. if fails that we must find the leak in the loop. (hard work)
8. Ok leak fixed. add PAG oil to compressor it not already pre-primed
9. add R134 per weight. per spec of car, Loop size in car dictates it.
10. test the system.

https://diyrepairmanuals.com/product-category/automotive/lincoln/?msclkid=4ccb6b27070611c8c28108476ee23d6b

Who told you. raise car and look under car. You can shut compressor off if car sags in rear the the air suspension bags are in use, if nothing happens then you will have your answer.

If a problem occurs with the SecuriLock system, the indicator will flash rapidly or glow steadily when the ignition is in the 3 (RUN) position. just look at the lamp carefully. all you need to do is see this, error and you know why IMMO cuts spark and engine will not start, BY DESIGN check all fuses scan the PCM see why IMMO fails you said chip key replacement<<< what does that mean, a lock smith or online hacker made, or what.? hacks do not work. or mobile lock smith did this? does engine crank or not. if yes and IMMO blinks wrong ,IMMO is not happy. with key on LOCK pos. this lamps blinks to warn thieves, PROTECTED so find car with keys left in the car, not yours.

USA car? or CANADA< the CEL lamps do not work same exact way. for get the CEL lamp it is just toy, in truth no engine told this? 4.6L V8 VIN W Automatic scan the PCM fully using a real modern scan tool OBD2 2008 and newer for can_bus compliant ports. and Ford codes supported. now you can scan then you will see why the Monitor is not completing, DTC are set for sure front 02 failing causers rear to go off line. by design. do not use $17 junk code readers, here, use a REAL scan tool. Bank 1 and 2 down stream ( heated) o2's are not registering... you do know even them unplugged the PCm shows 4 hard DTCerror and heaters dead too, for sure. USA cars. what any EXPORT Lincoln ive no cue but yes, dead things sure. after all other countries do not mandate Cat tests. OK or car has the wrong PCM here, (nah) B1S2 is P0156 or 0161 if sensor fails. in any way. learn that other codes DTC may disable the o2. limphome mode dead injectors. gross lean or rich detected or P03xx codes. only using USA scan tool on a USA car works, here. OBD2, 2008 up made is best, for Can-bus direct support here will post the SM page (service manual) for your funky monitors Heated Oxygen Sensor (HO2S) Monitor The HO2S Monitor is an on-board strategy designed to monitor the HO2S sensors for a malfunction or deterioration which can affect emissions. The fuel control or upstream HO2S is checked for proper output voltage and response rate (the time it takes to switch from lean to rich or rich to lean). Downstream HO2S used for Catalyst Monitor are also monitored for proper output voltage. The following illustration shows that input is required from the ECT or CHT, IAT, MAF and CKP sensors to activate the HO2S Monitor. The Fuel System Monitor and Misfire Detection Monitor must also have completed successfully before the HO2S Monitor is enabled.

1. The HO2S sensor senses the oxygen content in the exhaust flow and outputs a voltage between zero and 1.0 volt. Lean of stoichiometric (air/fuel ratio of approximately 14.7:1), the HO2S will generate a voltage between zero and 0.45 volt. Rich of stoichiometric, the HO2S will generate a voltage between 0.45 and 1.0 volt. The HO2S Monitor evaluates both the upstream (fuel control) and downstream (Catalyst Monitor) HO2S for proper function.

1. Once the HO2S Monitor is enabled, the upstream HO2S signal voltage amplitude and response frequency are checked. Excessive voltage is determined by comparing the HO2S signal voltage to a maximum calibratable threshold voltage. A fixed frequency closed loop fuel control routine is executed and the upstream HO2S voltage amplitude and output response frequency are observed. A sample of the upstream HO2S signal is evaluated to determine if the sensor is capable of switching or has a slow response rate. A HO2S heater circuit fault is determined by turning the heater on and off and looking for a corresponding change in the Output State Monitor (OSM) and by measuring the current going through the heater circuit. The HO2S Monitor DTCs can be categorized as follows: The DTCs associated with HO2S lack of switching are DTCs P1130, P1131, P1132, P1150, P1151 and P1152. The DTCs associated with HO2S slow response rate are DTCs P0133 and P0153. The DTCs associated with HO2S signal circuit malfunction are DTCs P0131, P0136, P0148, P0151 and P0156. The DTCs associated with a HO2S heater circuit malfunction are DTCs P0135, P0141, P0155 and P0161. The DTC associated with the downstream HO2S not running in on-demand is DTC P1127. The DTCs associated with swapped HO2S connectors are DTCs P1128 and P1129.

The MIL is activated after a fault is detected on two consecutive drive cycles. as you can see 02 monitors are last, newerly, my cars EVAP is last and even run evap tests as I sleep, dang tricky that. buy the service manual and read how this car works Monitors. the monitors are in fact run in and exact order. and if front o2 fails many cars block dead the rear o2 from running. YMMV, you motor may vary LOL.

Do you know what a lighting control module is ? Turn Signal and Hazard Lamps The turn signal system consists of:

• turn signal miniature bulbs (13465)
• lighting control module
• multi-function switch (13K359)
• indicator bulbs in the virtual image instrument cluster (10849)
• circuit wiring and circuit protection

Turn signal system operates as follows:

• The multi-function switch is protected by fuse junction panel Fuse 3 (10A). This fuse is hot in RUN.
• Circuits 104 (LB/O) and 105 (R/W) connect lighting control module to the left and right turn signal switches of the multi-function switch.
• Ground is provided to the lighting control module and the turn signal miniature bulbs through Circuit 57 (BK).
• Turn signal functions are performed by double filament bulbs in lamp assemblies located next to the headlamps.
• The turn/hazard function utilizes the second filament of the appropriate bulb(s).
• With the multi-function switch in the right turn position, power is supplied to the RH front and rear turn signal miniature bulbs and the RH turn indicator in the instrument cluster.
• With the multi-function switch in the left turn position, power is supplied to the LH front and rear turn signal miniature bulbs and the LH turn indicator in the instrument cluster.
• Do you know what diagnostic trouble codes are ?

Section 17-01: Lighting, Exterior 1997 Continental Workshop Manual DIAGNOSIS AND TESTING Procedure revision date: 07/29/1996 Turn Signal Lamps/Hazard Warning Flasher Lamps Inspection and Verification

1. Verify the customer's concern by operating the turn signal/hazard flasher lamps to duplicate the condition.

1. Inspect to determine if one of the following mechanical or electrical concerns apply: VISUAL INSPECTION CHART Mechanical Electrical
   • Damaged multi-function switch.
   • Circuitry open/shorted.
   • Fuse junction panel fuses:
     • 1 (10A)
     • 3 (10A)
     • 7 (15A)
     • 13 (15A)
     • 19 (10A)
     • 20 (10A)
     • 25 (10A)
     • 31 (15A)
   • Power distribution box Fuse 16 (20A)
   • Bulb open.

1. If inspection reveals an obvious concern that is readily serviced, correct the concern before continuing with Inspection and Verification.

1. If a concern remains after the inspection, connect the Rotunda New Generation Star (NGS) Tester 007-00500 or equivalent to the data link connector (DLC) located beneath the instrument panel to perform DATA LINK DIAGNOSTICS test. If the NGS responds with NO RESPONSE/NOT EQUIPPED for the lighting control module, GO to Pinpoint Test CA. If the DATA LINK DIAGNOSTICS test is passed for the lighting control module, retrieve continuous DTCs and execute Self Test Diagnostics for the lighting control module to retrieve current DTCs.

1. If self test is passed and no DTCs are retrieved, go to the Symptom Chart to continue diagnostics.

1. If DTCs are retrieved, go to the Lighting Control Module (LCM) Diagnostic Trouble Code (DTC) Index to continue diagnostics.

1. If the lighting control module cannot be accessed by the NGS, go to Pinpoint Test CA.

Rotunda Service Bay Diagnostic System (SBDS®) 001-00001 may also be used to diagnose this system. your best bet mite be to take it to a qualified repair shop. Unless you have a scan tool that can check for DTC'S an know how to use a wiring diagram an DMM - digital multi-meter to test electrical circuits .

no computer on earth is that smart yet. how ever the PCm has a timer for oil, change only ASAP its just toy marketed to increase sales. a real tech, knows , engine mileage determines life. I did not read your glove box manual to see any of this did you and WYSIWYG

according to my research there is no fuse for only the heater. The blower has a fuse what is your problem to lead you to thinking heater fuse The heater runs the same cycle for the A/C as the heater, if it not heating there are several things that cause the problem so please I want to help but I need to know first is the blower working on both a/c and heater? does the a/c work? if so is the heater blowing and getting warm? let me know we can fix it together Mike L Thank You

The first is to use a scan tool to do the reset (which is unavailable to most of us). The second involves disconnecting the negative battery cable. The third involves disconnecting the negative battery cable and turning on the headlights. I think this third derivation presumes some residual charge in the system; hence turning the lights on drains the charge. I would like to add one of my own methods for a sure fire reset of the PCM. It is a derivation of number 3 (above) but takes a while longer and does not require you to disconnect the negative battery cable. That's right ladies and gentlemen, I came out this morning and opened the door to the truck, no ding-ding-ding from me leaving the keys in the ignition and gosh it's awfully dark in the cab. I look down and see I left the lights on last night. Stone cold dead. Have to crawl over the third row seat to get to my emergency bag, string the cables across the garage to the Explorer, and jump the poor beast. Two or three cranks and she starts right up. And then the beautiful sign of a positive PCM reset: needles peg and then return to normal.

The coil sits on top of the number 3 spark plug. https://www.google.com/search?q=2011+lincoln+mkx+coil+pack https://lincolnmkzforum.com/topic/706-asap-please-anyone-know-the-cylinder-numbers/ ..

https://www.google.com/search?q=2011+Lincoln+MKX+firing+order&rlz=1C1QJDB_enCA643CA644&sxsrf=ALiCzsZJ7JvpQaemUZbkAuLoM8vFhbYtGA:1666033643013&source=lnms&tbm=isch&sa=X&ved=2ahUKEwiw0-b7-uf6AhVajIkEHUn9Aw8Q_AUoAXoECAIQAw&biw=1920&bih=937&dpr=1 ..

check all fuses. first!!! then scan the PCM, <<<< stated here and world wide 1million + times. OK the dash cluster has s cute PRNDL Display and this display is acting pure wrong that means PRNDL is failing there are 3 technologies here (yours is last one.)

• old cars have PRNLD switch bad.
• or PRNDL on box works, but the TCM sets the gear you selected
• but the box reads back wrong (solenoid read back or pressure switches wrong)

or the IP cluster comms are failing. i will now read the manual to you, SM service manual and no engine told by you, (hard nut that) 4R70W , has in fact the pressure feed back sensors in the box with EPC, it PCM tunes the pressure called line main. so the PCM reads back what you selected then if the pressure sensors read wrong, the display shows wrong it means the PCM In not happy with this transmission and only scanned it to find out why it is not happy is the only clues and cures. and this digital trans range DTR sensor completes start crank circuit with transmission in Park and Neutral, reversing lamp circuit in Reverse, and neutral sense cir- cuit (4x4 only) in Neutral. DTR sensor also opens/closes a set of four switches monitored by PCM to determine position of manual lever (P, R, N, D, 2, 1) when DTR reads wrong so will the cluster cute PRNDL indiector. my guess to you are ignoring the CEL, check engine lamp. driving.? (check power train lamp it really means)

scan the PCM yet, obd2 scan tools USA? line pressure tests pass.? kicks out?

did not check all fuses first, every one? for sure doing #1 wrong. EFI rules, 1a: do not do what you did with battery NEG lug connected. ever.! 2: EFI ,all in the world CUT fuel dead 1 or 2 ways if the ECU detects spark bad, ending as seen on TV crash and burn (FUEL *****) sure perplexed ,as we all are on 1988 super old EFI crude as heck engine EFI, learn to do the blink codes on CEL? more, if the pump runs for 1 second each key on as many do. Called prime pulse) that means the PCM/ECU is not happy fuses blown !!!!! ECU cuts fuel for this list. 1: fuses blown 2: cmp or CKP dead. (ensors) 3; spark read back or tacho dead cranking, cuts FUEL DEAD ! ICM dead? is what makes tacho wire dead. 4: TPS wired bad such that , POT wiper pin is 3 to 5 volts DC. this means wot mode or TPS throttle angle near 100% this activates ECU's cut fuel mode , AKA,, unflood the engine cranking and cuts fuel 5; a bad PCM , working on EFI with BATTERY NEG and POS connected. old ECU do not like any kinds shorts, you make messing with EFI parts thus rule #1a , do not blow up ECUs is the rule. I have bench tested, 88-95 ECU's and learn all this, by using home made tachometer generators and tested all inputs to learn that, what works and what does not work;. (and why) when cranking some sensors are not used at all or goes to limphome but does run. using crude limphom rules for sure one input tot he ECU is dead wrong well hope, that and not bad ECU./

check fuses first then rtm https://eautorepair.net/Marketing/Default.asp

Hi, Some cars do have 2 washer pumps, so it's possible that your vehicle does. To get the official count though, it would be best to ask Lincolon directly by calling 1 (800) 521-4140. Or you can call you local autozone to ask about the washer pump count by dialing 1 (800) 288-6966. Thank you.