Talk Morgan Forums Morgan Sports Cars Maintenance & Servicing I knew the honeymoon would come to an end

On a plus 4 this is where the main engine ignition fuse(s) is/are. We found this out on my mate's plus 4 by misreading the fuse box diagram and starting at the wrong end. Took out what we thought was the indicator fuse and the engine wouldn't start.

ZACH,

Whilst it may not apply to my car, I'm sure others would be interested to understand the various code meaning as it may apply to their cars. Would you mind posting the full code list.

This has been an interesting posts for me and I'm sure for others.

JEEZ, reading through this thread, is like being back at work, trying to resolve issues with digitally controlled equipment and the myriad of possibilities that caused it to fail, when it seemed manufacturers hid behind the phrase intellectual copywrite rather than provide the info required to repair or by pass systems (assuming they knew in the first place) just to get the kit running again.... Boy am I glad that my old Mog is rather basic in it`s design as well as in the beautiful lines of it`s bodywork...!!!!!

Great post Zach, though I hope never to need to make use of the knowledge you shared..

Had a chat with Matt this morning, he (as I would have expected) has gone thru everything, checked every fuse, tested the relays, inspected all the wiring, checked operation of the cut off fuel safety switch and so on in case a crusty connection somewhere and no joy. In all his years of fixing Morgans its a first time he has experienced anything like this. Hence the auto-electrician is coming out today.

I'm sorry to hear that. I hope there is a quick simple fix.

Well after 2 hours of fault finding the auto electrician has found the problem, Having had all the relays and inner fuse boxes out, got the fuel pump working, but still problem with immobiliser they eventually tracked it down to a 20 amp fuse on the fuse board on the bulk head, at the back of the fuse board had burnt out due to overheating from a loose wire connection, Not obvious from looking directly at that fuse board from above but once removed from underneath is was badly burnt. Car now working. Collecting tomorrow.

Thank goodness it didn't take something else out with it.

Result. That was an odd one.

Good news John, the first fart is always a difficult one on honeymoon but once that’s out the way the relationships moves onto a different level.
Hope the back is holding up well , honeymoon and all 😹

Needless to say once I let Sue know, she was overjoyed, she's now planning weekend of sunshine trips out. I'm certainly glad they found it, the problem in itself was a cheap fix, but getting there less so.

I'm glad most of the electrics has now been given the once over, always a concern when a car has been inactive and stored for so many years, never know what vermin have had access to whilst in storage.

HI John
Sorry to hear that the problem is still on going. Below is a list of all the Ford PATS immobiliser system fault codes I am aware of. These are the codes displayed by the immobiliser light flashes. As a reminder, if the immobiliser light flashes rapidly and the car will not start leave the ignition on and after about a minuet the light goes out and then flashes the code.

I know the following to be true on my car because I have tested this on my ECU test rig. My car is a 1999 4/4 fitted with a ford 1.8 ltr silver top ZETEC petrol engine and a Ford EEC IV ECU/PCM. The only components involved in the immobiliser are the ECU and the ignition barrel coil key reader unit. Some cars have a module between the ECU and the Key Reader and sometimes this can be incorporated in the instrument cluster.

For those interested a brief description of the sequence of events is as follows:
When the ignition key is turned on power is applied to the key reader unit and the PCM. The PCM sends a 50ms charge up pulse to the key reader unit. The charge up frequency coupled from the key reader unit to the key via the coils, one in the unit and one in the key is 134.2 Khz. This charges the key transponder embedder in the plastic part of the key. When the pulse stops the key uses the charged up energy to transmit the key code to the reader unit via the coils. The code is a digital packet of ones and zeros. The modulation used is called FSK (frequency shift keyed). The two frequencies used for the two digital states are 134.2 Khz and 123.2 Khz. The code is passed on to the PCM from the key reader. The PCM compares the code to a list of key codes stored in EEPROM Memory. If there is a match all is well if not the PCM does not energize the fuel pump relay so no fuel and does not send out pulses to the ignition coil pack so no ignition sparks.

Hope all this waffle helps but do bear in mind your system may be different but I would have thought that it's worth leaving the ignition on whilst the emmo light is flashing rapidly for a minuet or two to see if you get any codes..






CODE MEANING

11 No connection between module and transceiver coil

1. Check transceiver coil and wiring condition.
2. Check engine ECU multi-plug connection.

12 No Data received from lock barrel pick up.

1. Check key has not lost micro chip.
2. Try spare key
3. Check transceiver coil and wiring condition
4. Remove metal objects from key ring.
5. Immobiliser control unit faulty.

13 No code received.

1. Check key has not lost micro chip.
2. Try spare key.
3. Check tranceiver coil and wiring condition.
4. Remove metal objects from key ring.

14 Incomplete key code

1. Check key has not lost micro chip.
2. Try spare key.
3. Check transceiver coil and wiring condition.
4. Remove metal objects from key ring.

15 Incorrect key

1. Key needs to be programmed to vehicle.

16 No data between modules

1. Check wiring and connectors between ECU and PATS module.

21 Less than three key codes stored

1. 3 keys must be programmed to system.

22 No data between modules.
1. Check wiring and connectors between ECU and PATS module.
2. Check wiring and connectors to diesel pump.
3. Immobiliser control unit faulty.

23 Data mismatch between PCM and Instrument Cluster.

1. Requires reprogramming.

31 Incorrect code to diesel smart module.

1. Check wiring and connectors to diesel pump
2. Check wiring and connectors between ECU and PATS module.
3. ECU programming error.

32 No connection to diesel smart module.

1. Check wiring and connectors to diesel pump.
2. Immobiliser control unit faulty.
3. Wiring connector fault on immobiliser control unit.

33 Bad connections to diesel smart module

1. Check wiring and connectors to diesel pump
2. ECU or immobiliser control unit faulty.