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OBD-II test connector (Motorcraft WPT615) located under glove box for '96 Bronco with EEC-V processor.

P0102 indicates the MAF signal went below 0.39V.
P0103 indicates the MAF Signal went above 3.90V.
P0106 indicates that the EGR Barometric Pressure sensor input signal is out of self-test range.
P0107 indicates that the EGR/BARO SIG circuit input is less than the self-test minimum.
P0108 indicates that the EGR Barometric Pressure sensor input signal is out of self-test range.
P0112 indicates IAT output voltage below 0.018V for more than 0.5 second.
P0113 indicates IAT output voltage high.
P0117 indicates ECT output voltage low.
P0118 indicates ECT output voltage high.
P0121 indicates an in-range operating TP sensor circuit failure.
P0122 indicates the TP sensor signal is less than the Self-Test minimum value of 3.43% (0.17 volts).
P0123 indicates the TP sensor signal is greater than the Self-Test maximum value of 92.27% (4.60 volts).
P0125 indicates the ECT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting engine. This DTC will light the MIL.
P0131 is set when the HO2S-11 generates a negative voltage.
P0133 indicates the response rate of the HO2S-11 is below some calibrated window.
P0135 indicates a short to ground, open, or short to VPWR in the HO2S11 (bank 1 upstream) heater circuit.
P0136 indicates the output voltage of the downstream HO2S is less than some calibratable functional window.
P0141 indicates a short to ground, open, or short to VPWR in the HO2S12 (bank 1 downstream) heater circuit.
P0151 is set when the HO2S-21 generates a negative voltage.
P0153 indicates the response rate of the HO2S-21 is below some calibrated window.
P0155 indicates a short to ground, open, or short to VPWR in the HO2S21 (bank 2 upstream) heater circuit.
P0156 indicates the output voltage of the downstream HO2S is less than some calibratable functional window.
P0171 bank (1) (cylinder #1, HO2S-11) indicates the fuel/air ratio is too lean. The fuel adaptive system is at the rich correction limit.
P0172 bank (1) (cylinder #1, HO2S-11) indicates the fuel/air ratio is too rich. The fuel adaptive system is at the lean correction limit.
P0174 bank (2) (HO2S-21) indicates the fuel/air ratio is too lean. The fuel adaptive system is at the rich correction limit.
P0175 bank (2) (HO2S-21) indicates the fuel/air ratio is too rich. The fuel adaptive system is at the lean correction limit.
P0230 indicates a fuel pump primary (FP relay) circuit failure.
P0231 indicates a fuel pump secondary circuit failure between the 12V supply and the FPM connection to the power-to-pump circuit; or that sometime during vehicle operation when the fuel pump was commanded on, the FPM circuit voltage went low..
P0232 indicates that the the FPM circuit voltage was high when the fuel pump was commanded off; or in Continuous Memory, that one of the following intermittent conditions has occurred:
-- Fuel pump circuit activated when PCM expected circuit to be off (i.e., fuel system test or prime).
-- Inertia fuel shutoff switch was tripped, then reset.
-- Open circuit in or between the fuel pump and FPM circuit at the PCM.
-- Poor fuel pump ground.
-- FPM or power-to-pump circuit short to power.
-- Fuel pump relay contacts stuck closed.
-- Engine stall due to excessive load.
NOTE: For trucks with dual fuel tanks, perform test with each tank selected. If no KOEO DTCs are present both times, continue with this test (intermittent concern). If KOEO DTC P0232 is present in only one test, refer to the Fuel/Engine Group of the Service Manual to check for open circuit between Fuel Tank selector switch and suspect pump circuit ground.
P0300 - multiple cylinders misfiring, or cannot identify cylinder due to Camshaft Position sensor failure.
P0301 - Cyl #1 Misfire
P0302 - Cyl #2 Misfire
P0303 - Cyl #3 Misfire
P0304 - Cyl #4 Misfire
P0305 - Cyl #5 Misfire
P0306 - Cyl #6 Misfire
P0307 - Cyl #7 Misfire
P0308 - Cyl #8 Misfire
P0320 indicates two succesive erratic Profile Ignition Pickup (PIP) pulses occurred resulting in a possible engine miss or stall.
P0325 with MIL on indicates spark knock has not been sensed.
P0326 indicates spark knock has not been sensed.
P0350 is an ignition coil primary (12V) circuit malfunction.
P0385 indicates that Self-Test has detected a Misfire Detection (MD) Sensor circuit failure.
P0400 indicates an EGR valve/flow failure (an EGR system malfunction).
P0401 indicates that Continuous Memory Self-Test has detected insufficient EGR flow.
P0402 indicates that Self-Test has detected EGR flow at idle.
P0411 indicates that Secondary Air is not being diverted when requested.
P0413 indicates a short to ground or short to VPWR in the TAD circuit.
P0414 indicates an open in the TAD circuit.
P0416 indicates a short to ground, open, or short to VPWR in the TAB circuit.
P0417 indicates an open in the TAB circuit.
P0420 indicate that bank 1 catalyst system efficiency is below the acceptable threshold.
P0421 indicate that bank 1 catalyst system efficiency is below the acceptable threshold.
P0440 indicates the Evaporative Emission System purge control has been damaged.
P0443 indicates a failure in the EVAP canister purge valve circuit.
P0500 indicates vehicle speed sensor malfunction.
P0503 indicates electrical noise problems.
P0505 indicates that Self-Test has detected an IAC system malfunction.
P0552 indicates PSP sensor circuit is shorted to ground.
P0553 indicates PSP sensor is shorted to power.
P0603 indicates the PCM has experienced a power interrupt in the KAPWR circuit.
P0605 Replace PCM
P0703 indicates a Brake ON/OFF (BOO) switch input malfunction.
P0704 indicates a malfunction of the Clutch Pedal Position (CPP) or Park/Neutral Position (PNP/MLP/DTR) switch.
P0705 indicates the TR circuit is out of self test range.
P0707 indicates the TR sensor is shorted to ground.
P0708 indicates the TR circuit is high or open.
P0712 indicates that Self-Test has detected a TFT sensor circuit input below the minimum acceptable voltage.
P0713 indicates that self-test has detected a TFT sensor circuit input above the maximum acceptable voltage.
P0715 indicates an intermittent or hard OSS fault is present.
P0720 indicates an intermittent or hard OSS fault is present.
P0721 indicates a noisy circuit from RFI/EMI external sources or an intermittent condition.
P0731 indicates gear #1 incorrect ratio.
P0732 indicates gear #2 incorrect ratio.
P0733 indicates gear #3 incorrect ratio.
P0734 indicates gear #4 incorrect ratio.
P0736 indicates an incorrect ratio for reverse.
P0741 indicates TCC electrical malfunction.
P0743 indicates TCC electrical malfunction.
P0746 indicates EPC solenoid malfunction.
P0750 indicates SS1 electrical malfunction.
P0751 indicates SS1 electrical malfunction.
P0755 indicates SS2 electrical malfunction.
P0756 indicates SS2 electrical malfunction.
P0760 indicates SS3 electrical malfunction.
P0761 indicates SS3 electrical malfunction.
P0781 indicates gear #1 incorrect ratio.
P0782 indicates gear #2 incorrect ratio.
P0783 indicates gear #3 incorrect ratio.
P0784 indicates gear #4 incorrect ratio.
P1000 in Continuous Memory indicates that all of the OBD II monitors have not yet been successfully tested.
P1001 indicates that Key On Engine Running (KOER) self-test cannot be completed.
P1100 indicates the MAF sensor signal went below 0.39V or above 3.90V sometime during the last 40 warm-up cycles.
P1101 indicates the Mass Air Flow (MAF) signal was greater than 0.20 volt during KOEO Self-Test; or the MAF signal was not between 0.34 and 1.96 volts during KOER Self-Tests..
P1112 indicates IAT output voltage intermittent.
P1116 indicates ECT is out of Self-Test range (0.3 to 3.7V).
P1117 indicates ECT output voltage intermittent.
P1120 indicates the TP signal is within the Self-Test range but below the closed throttle position range of 3.43% to 9.80% (0.17 to 0.49 volt).
P1121 indicates the TP sensor is inconsistent with the MAF sensor.
P1124 indicates the Throttle Position (TP) sensor's rotational setting and signal are not in the Self-Test range of 13.23% to 24.02% (0.66 to 1.20 volts).
P1125 indicates the TP sensor signal went below 9.80% (0.49 volts) or above 92.27% (4.60 volts) sometime during the last 80 warm-up cycles.
P1127 indicates the HO2S heater(s) were not on during KOER Self-Test and testing of the HO2S did not occur.
P1128 indicates that during KOER testing, the upstream HO2S signal(s) are swapped from bank to bank.
P1130 indicates the fuel control system has reached maximum compensation for a lean or rich condition and the HO2S (11) is not switching.
P1131 bank (1) (Cylinder #1) indicates the fuel/air ratio is correcting rich for an overly lean condition. The HO2S (11) voltage is less than 0.45 volt.
P1132 bank (1) (Cylinder #1) indicates the fuel/air ratio is correcting lean for an overly rich condition. The HO2S (11) voltage is greater than 0.45 volt.
P1137 can only be retrieved during KOER Self-Test when the fuel control is ramped rich and lean and monitored for a voltage change on the downstream HO2S.
P1138 can only be retrieved during KOER Self-Test when the fuel control is ramped rich and lean and monitored for a voltage change on the downstream HO2S.
P1150 indicate the fuel control system has reached maximum compensation for a lean or rich condition and the HO2S (21) is not switching.
P1151 bank (2) indicates the fuel/air ratio is correcting rich for an overly lean condition. The HO2S (21) voltage is less than 0.45 volt.
P1152 bank (2) indicates the fuel/air ratio is correcting lean for an overly rich condition. The HO2S (21) voltage is greater than 0.45 volt.
P1157 can only be retrieved during KOER Self-Test when the fuel control is ramped rich and lean and monitored for a voltage change on the downstream HO2S.
P1158 can only be retrieved during KOER Self-Test when the fuel control is ramped rich and lean and monitored for a voltage change on the downstream HO2S.
P1270 indicates the vehicle has been operated in a manner which caused the engine or vehicle speed to exceed a calibrated limit.
P1351 indicates a loss of IDM input to the PCM.
P1356 indicates PIPs occurred while (IDM) Pulsewidth indicates engine not turning.
P1358 indicates (CM) a loss of IDM input to the PCM; or (KOEO) IDM signal out of self-test range.
P1359 indicates Distributor Ignition timing was not advanced in response to the SPOUT signal.
P1400 indicates that Self-Test has detected DPFE SIG circuit input below the minimum.
P1401 indicates that Self-Test has detected DPFE SIG circuit input above the maximum.
P1405 indicates that Continuous Memory Self-Test has detected the exhaust manifold side (upstream) differential pressure feedback EGR (D.P.F. EGR) sensor pressure hose is off or plugged.
P1406 indicates that Continuous Memory Self-Test has detected the intake manifold side (downstream) differential pressure feedback EGR (D.P.F. EGR) sensor pressure hose is off or plugged.
P1407 indicates the EGR valve did not move.
P1408 indicates that Key On Engine Running (KOER) Self-Test has detected EGR flow out of range.
P1409 indicates that Self-Test has detected an electrical malfunction in the EVR circuit.
P1443 can be initiated by an IAC valve speed error sometime during vehicle operation.
P1451 indicates that Self-Test has detected a canister vent (CV) solenoid circuit failure.
P1460 indicates the A/C was on during Self-Test or a WAC circuit fault.
P1464 indicates the ACCS input to the Powertrain Control Module (PCM) was high during Self-Test; or a WAC circuit failure has occurred during vehicle operation..
P1469 indicates frequent A/C compressor clutch cycling.
P1500 indicates intermittent sensor circuit failure.
P1501 indicates sensor out-of self test range.
P1504 indicates that Self-Test has detected an IAC circuit malfunction.
P1505 indicates the IAC system has reached the adaptive clip.
P1506 indicates that Self-Test has detected an IAC overspeed error.
P1507 indicates that Self-Test has detected an IAC underspeed error.
P1550 indicates PSP sensor is out of Self-Test range.
P1605 indicates the PCM has experienced a power interrupt in the KAPWR circuit.
P1650 indicates PSP signal out of Self-Test range. Disregard servicing DTC P1650 or P1651 if there is not a PSP switch.
P1651 indicates PSP signal malfunction.
P1701 indicates a reverse engagement error.
P1703 indicates that during Key On Engine Off (KOEO) Self-Test, voltage was seen on the BOO Test Pin at the PCM; or that when the brake pedal was pressed and released during the Key On Engine Running (KOER) Self-Test, the BOO signal did not cycle high and low..
P1705 TR not in Park during Self-Test.
P1709 indicates the voltage is high or the CPP/MLP/PNP/DTR switch is open when the voltage should be low or the switch should be closed grounding the circuit during KOEO.
P1711 indicates that Self-Test has detected a TFT sensor circuit input that was out of range.
P1728 -trans diag by symptom chart-
P1729 indicates 4x4L switch failure open or shorted.
P1741 -trans diag by symptom chart-
P1742 -trans diag by symptom chart-
P1743 -trans diag by symptom chart-
P1744 -trans diag by symptom chart-
P0746 indicates EPC solenoid malfunction.
P1746 indicates EPC circuit open.
P1747 indicates EPC circuit shorted.
P1749 indicates EPC solenoid failed low.
P1751 indicates SS1 electrical malfunction.
P1754 indicates CCS electrical malfunction.
P1756 indicates SS2 electrical malfunction.
P1761 indicates SS3 electrical malfunction.
P1780 indicates the Transmission Control Switch (TCS) was not cycled during Key On Engine Running (KOER) Self-Test.
P1781 indicates 4x4L position (closed) during KOEO Self-Test.
P1783 indicates a transmission over temperature condition occurred.
P1784 -trans diag by symptom chart-
P1785 -trans diag by symptom chart-
P1786 -trans diag by symptom chart-
P1787 -trans diag by symptom chart-
P1788 indicates 3-2 T/CCS circuit open.
P1789 indicates 3-2 T/CCS circuit shorted.




'84-95 w/EEC-IV use this DLC:


OBD II Drive Cycle
The engine must be warmed up and at operating temperature before proceeding with the drive modes of the following OBD II Drive Cycle.

1. Start the engine. Drive or idle (in neutral) the vehicle for 4 minutes.
2. Idle the vehicle in drive (neutral for manual transmission) for 40 seconds.
3. Accelerate the vehicle to 45 mph (72 km/h) at 1/4 to 1/2 throttle for 10 seconds.
4. Drive the vehicle with a steady throttle at 45 mph (72 km/h) for 30 seconds.
5. Idle the vehicle in drive (neutral for manual transmissions) for 40 seconds.
6. Continue to drive the vehicle in city traffic at speeds between 25 and 40 mph
(40-64 km/h) for 15 minutes. During the 15 minute drive cycle the following modes must be achieved:
-a. at least 5 stop and idle modes at 10 seconds each
-b. acceleration from idles at 1/4 to 1/2 throttle position, and
-c. choose 3 different speeds to do 1.5 minute steady state throttle drives.
7. Accelerate the vehicle up to between 45 and 60 mph (72-97 km/h). This should take approximately 5 minutes.
8. Drive vehicle and hold the throttle steady at the selected speed between 45 and 60 mph (72-97 km/h) for approximately 5 minutes.
9. Drive the vehicle for 5 minutes at varying speeds between 45 and 60 mph (72-97 km/h).
10. Bring the vehicle back to idle. Idle in drive for 40 seconds.
11. OBD II drive cycle has been completed. Vehicle can be turned off when convenient.

__________________________________________
Although written for older EECs, the following TSB may be helpful for some early EEC-V (OBD-II) applications:
__________________________________________

TSB 92-24-03 Explanation of 3-Digit Codes & MIL

Publication Date: NOVEMBER 18, 1992

FORD: 1991-93 CROWN VICTORIA, ESCORT, MUSTANG, PROBE, TAURUS, TEMPO, THUNDERBIRD
LINCOLN-MERCURY: 1991-92 MARK VII
1991-93 CONTINENTAL, COUGAR, GRAND MARQUIS, SABLE, TOPAZ, TOWN CAR, TRACER
1993 MARK VIII
LIGHT TRUCK: 1991-93 AEROSTAR, BRONCO, ECONOLINE, EXPLORER, F SUPER DUTY, F-150-350 SERIES, RANGER

ISSUE: Occasionally, there are reports of the Malfunction Indicator Lamp (MIL) "Check Engine" Lamp (CEL) or "Service Engine Soon" (SES) lamp being lit with no Self-Test codes in Continuous Memory. An explanation of three digit EEC IV Self-Test Codes has been developed along with reasons for the MIL lamp being lit with no accompanying Continuous Memory Self-Test codes.

ACTION: Refer to the following explanation of three digit EEC IV Self Test Codes to determine why the MIL lamp is sometimes lit with no accompanying Continuous Memory Self-Test codes.


OVERVIEW OF THREE DIGIT EEC IV SELF-TEST CODES

Ford went from two digit to three digit EEC IV Self-Test codes in 1991 to service the increasing number of service codes required to support various government On-Board Diagnostic (OBD) regulations. The phase-in from two digit to three digit codes started in the 1991 model year and is largely complete except for some medium/heavy trucks that will retain two digit codes through the 1994 model year.

MIL LAMP ACTIVATION

Following is a list of reasons why a technician may see the MIL lamp lit with no accompanying Continuous Memory Self-Test codes.

1) Technician Not Familiar With Self-Test Code Output
There are two types of EEC Self-Tests, Key On Engine Off (KOEO) and Key On Engine Running (KOER). While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Self-Test after any codes associated with hard faults are output.

Self-Test Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse.

A technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (lll) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (lll) to mean that Continuous Memory does not contain any codes.

2) Inadvertent Erasure Of Continuous Memory Self-Test Codes
Continuous Memory Self-Test codes are erased by ungrounding STI before KOEO Self-Test is complete and all KOEO and Continuous Memory codes have been displayed. It is possible to inadvertently erase Continuous Memory codes by ungrounding STI without realizing that KOEO Self-Test is not complete or the processor has not finished displaying all the codes.

The EEC Self-Test codes are not only used by service technicians, they are used as a final system test in the assembly plants. To make this test as efficient as possible, Self-Test codes are output as a very fast, short pulsewidth signal before the codes are displayed by the flashing MIL. These "FAST" codes can only be interpreted by end-of-line equipment or code-reading testers like Ford's Self-Test Automatic Readout (STAR) testers.

The EEC IV processor puts out both 2-digit and 3-digit Self-Test codes in both formats, "FAST" pulsewidth mode and "SLOW" pulsewidth mode. While all "STAR" type testers display 2-digit codes, the original STAR tester cannot display 3-digit service codes. If the STAR tester is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. The SUPER STAR II tester will only display 3-digit service codes in "FAST" code mode. If slow code mode is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. For more information on running Self-Test, refer to the "EEC IV Quick Test Procedures and Appendix" section of the Powertrain Control/Emissions Diagnosis Service Manual.

Since certain STAR testers are capable of reading and displaying fast codes before the slow codes are finished being output on the MIL, a technician can assume that since he sees codes displayed, he can unground STI and move on. If he ungrounds STI before all slow codes are output, Continuous Memory will be erased and could put out a pass code (ll/lll) the next time KOEO Self-Test is run. The technician may also realize that his tester is in "SLOW" mode after he has initiated the KOEO test and stop the test to change tester settings. Another possibility is that another person, a vehicle owner or another technician, could have erased the codes before the technician reporting the situation has run Self-Test. In any of these situations, the vehicle must be driven until the Continuous Memory codes are reset.

3) The Concern That Set The Continuous Memory Code Is No Longer Present
The EEC processor will erase a Continuous Memory code if the concern that caused it has not been present for 40 or 80 warm-up cycles, depending on the vehicle. A warm-up cycle occurs when the vehicle is started with the coolant temperature below 120%uFFFD F (49%uFFFD C) and then shutdown with the coolant temperature above 150%uFFFD F (66%uFFFD C). If a vehicle is brought in for service with a MIL complaint and the vehicle is driven or otherwise allowed to warm-up before Self-Test is run, the code may be cleared before the technician tests it.

4) Grounded STO/MIL Circuit
The processor controls the MIL by grounding the STO/MIL circuit (Pin 17). If this circuit shorts to ground, whether the processor is controlling it or not, the MIL will be lit. Starting in 1991, if the processor has lit the MIL, it will hold it on for a minimum of 10 seconds. If the MIL flashes quickly, the concern is probably the STO/MIL circuit shorting intermittently to ground.

5) Engine Running In HLOS
The EEC processor will enter Hardware Limited Operation Strategy (HLOS) if it detects a problem that could cause further damage to the system. Under HLOS, the processor modifies its operating strategy so that certain functions are disabled but the vehicle can be safely driven in for service. If the vehicle is in HLOS, Continuous Memory codes will not be set and Self-Test cannot be initiated. However, Continuous codes that were set before the processor entered HLOS will be retained.

6) Misinterpretation Of MIL Bulb Check
The MIL will light as a bulb check if the key is on and the engine is not running. If the engine is running and stalls or stops for any reason with the key on, the MIL will be lit and no Continuous Memory codes will be set. When the key is first turned on, the MIL will stay lit briefly after the engine is started as part of the bulb check feature.

7) MIL Flashes During Self-Test
The circuit that controls the MIL is also the Self-Test Output (STO) circuit that goes to the Self-Test connector. The MIL will flash during Self-Test as the STO circuit is cycled on and off. This is normal and no Continuous codes are set.

8 ) Processor KAM Is Erased Or Fails
The Keep Alive Memory (KAM) within the processor must always have voltage supplied to it. This voltage is supplied by the Keep Alive Power (KAPWR) circuit (Pin 1) that connects directly to the battery. KAM contains adaptive parameter tables that allow the processor to adapt to different operating requirements. It also contains the Continuous Memory codes. Continuous Memory codes will be erased any time KAPWR is disconnected (i.e. battery disconnected, processor disconnected, breakout box installed, open in the wire, etc.). If KAM fails within the processor, all Continuous codes will also be erased.

9) Damaged STAR Tester
A damaged STAR tester can produce erroneous code output or accidentally erase Continuous Memory.

10) KOEO Processor RAM Test Failed
The processor's Random Access Memory (RAM) is tested during KOEO Self-Test. If the processor's RAM has failed, the MIL will light and no codes are output.

11) Intermittent VSS Fault Detected In Wiggle Mode
If in wiggle mode (STI grounded) and an intermittent Vehicle Speed Sensor (VSS) fault is detected, the MIL can be lit momentarily. If the VSS signal returns to normal, the associated code is erased. In normal operation, the VSS will not light the MIL.

12) IDM Pulsewidth Not Recognized By Processor (EDIS Vehicles)
EDIS vehicles can have the MIL on with no Continuous codes if the processor does not recognize the Ignition Diagnostic Monitor (IDM) pulsewidth. In this case, coil pack failure codes may not be set since the fault filters can be erased before they reach the threshold that sets the code.

13) Intermittent Ignition System Fault
Vehicles with a Cylinder Identification (CID) sensor can light the MIL with no Continuous codes present if an intermittent ignition system fault is present long enough to activate the MIL and then goes away. The CID sensor can indicate that the fault was momentary and clear the coil pack faults but the CID fault may not register if the fault goes away fast enough.

14) Intermittent Open STI Circuit
If the Self-Test Input (STI) circuit opened during KOEO Self-Test or code output, Continuous Memory would be cleared.

15) Power Lost To EEC Processor
On some applications, the processor can lose power while the MIL stays powered. The MIL can light if a ground path is present through the processor.

16) Other Warning Lamps Mistaken For MIL
The MIL can sometimes be confused with other warning lamps like the amber Air Bag lamp if they are located near each other in the dash panel.

17) Development Testing Or Wrong Processor Released To Production
The MIL can be lit without Continuous codes during testing or if the wrong processor is installed.

SUPERSEDES: 92-4-4
WARRANTY STATUS: INFORMATION ONLY