'92-up Steering Column exploded
IF THE IMAGE IS TOO SMALL, click it.

Items #19 (F7DZ7361A, F7DZ7R264AA) & 25 (1F1Z7212AA or F3TZ7212A) are known to break, and Ford offers upgraded versions. Dorman 905100
Item #28 (F3TZ7L278A) is known to wear; #26 & 34 are known to get loose.
Item #64 has a roll pin that should engage item #61 (FODZ3E715A), but it's known to slide out in some columns resulting in unpredictable ignition switch behavior.



For more info, see this page:
http://www.p71interceptor.com/steering/column/disassembled/pictures

1 Driver Side Air Bag Module 043B13
2 Steering Wheel Pad Horn Switch 13A80
3 Steering Wheel Bolt N804385-S100
4 Steering Wheel 3600
5 Air Bag Module Retaining Nuts 621903 (N805572-S36)
6 Screw, Clock Spring 390345-S36
7 Air Bag Sliding Contact (Clock Spring) 14A664
8 Turn Indicator Cancel Cam F2TZ-13318-A
9 Bearing Retainer, Upper 3C610
10 Steering Column Upper Shroud 3513
11 Steering Column Upper Bearing Spring 3520
12 Steering Column Bearing Sleeve 3518
13 Steering Column Bearing Tolerance Ring 3L539
14 Steering Column Bearing 3517
15 Shroud Retaining Screws 55929-S2 (4 used)
16 Multi-Function Switch (MFS) 13K359
17 Screw, MFS 390345-S36
18 Steering Column Lock Actuator Lever Pin N805857
19 Column Shift Selector Lever Plunger 7361 (Automatic Only) (F7DZ7R264AA)
20 Tilt Wheel Handle and Shank 3F609
21 Steering Column Release Lever 3D544
22 Gearshift Lever 7210 (Automatic Only) may include TCS & TCIL (Electronic Automatic Only)
-- TCS/TCIL (aka O/D LED/Cancel Switch) F58Z-7G550-A (Dorman 49299; Airtex/Wells 1S8995)
-- Steering Column Shifter Opening Weather Seal 3530 (Automatic Only, Not Available)
23 Gearshift Selector Tube Spring 7379 (Automatic Only)
24 Gearshift Lever Pin 7G357 (Automatic Only)
25 Transmission Column Shift Selector Tube 1F1Z7212AA (Automatic Only)
26 Screw, Shift Tube Clamp N806584 (Automatic Only)
27 Gearshift Tube Clamp 7E400 (Automatic Only)
28 Gearshift Lever Socket Bushing F3TZ7L278A (Automatic Only) (pkg of 2)
29 Transmission Shift Selector Position Insert 7A216 (Automatic Only)
30 Screw, Actuator N806584 (Automatic Only)
31 Shift Lock Actuator 3Z719 (Automatic Only)
32 Shift Cable and Bracket 7E395 (Automatic Only)
33 Transmission Selector Lever Arm and Support 7302 (Automatic Only)
34 Screws, Arm N806584 (Automatic Only)
35 Gearshift Lever Interlock Pawl (Automatic Only)
36 Interlock Pawl Pin 7W441 (Automatic Only)
37 Transmission Control Selector Lever Spring Clip 7C464 (Automatic Only)
38 Wiring Shield 14A099 (Electronic Automatic Only)
39 Pivot Bolts N806582
40 Steering Column Lock Pawl 3E691
41 Steering Column Instrument Panel Bracket 3676
42 Steering Column Lower Bearing Retainer 3D681
43 Screws, Retainer N806583-S36
44 Steering Column Bearing Sleeve 3518
45 Steering Column Bearing Tolerance Ring 3L539
46 Steering Column Lower Bearing Spring 3520
47 Steering Angle Sensor Control Ring 3C131
48 Steering Column Lower Bearing 3517
49 Lower Bearing Housing Retaining Screws N806583-S36
50 Lower Column Mounting Nuts N806423 (4 used)
51 Wiring Harness Retainer 14A163
52 Parking Brake Release Vacuum Hose Extension 2B654
53 Steering Actuator Housing 3F723
54 Steering Column Lock Lever Pin 3B663
55 Screw, Switch (Tamper Torx Head) N806584-S36
56 Ignition Switch 11572
57 Steering Column Position Spring 3D655
58 Steering Shaft Assembly 3524
59 Steering Column Lock N805856
60 Steering Column Lock Lever 3D653
61 Steering Column Lock Lever Lower Actuator 3E715
62 Steering Column Lock Spring 3E696
63 Steering Column Lock Pawl 3E691
64 Steering Column Lock Lever Upper Actuator 3E723 (with roll pin, not shown)
65 Steering Column Lock Cam 3E695
66 Wiring Harness Retainer 14A163
67 Steering Column Tilt Flange Bumper 3D656
68 Steering Column Position Lock Spring 3B768
69 Steering Column Lower Shroud 3530
70 Steering Column Lock Gear 3E717
71 Steering Column Lock Cylinder Housing 3511
72 Steering Column Lock Housing Bearing 3E700
73 Ignition Switch Lock Cylinder 11582
74 Bearing Retainer 3C610
75 Bolt, Shaft N803942-S100 (4 used)
76 Screw, Brush 390345-S2
77 Wiring Harness Retainer 14A163
78 Speed Control Brush 9C899
79 Steering Column Lock Actuator Lever Pin 3F530
80 Key Release Lever Spring 3F532
81 Steering Column Key Release Lever 3F527
82 Steering Column Lock Actuator Cover 3E745
83 U-Joint 3N725
84 Lower Steering Column Shaft Extension Assy. 3B676
85 Steering Column Gear Input Shaft & Coupling 3A525
86 Steering Shaft U-Joint Shield 3F540 (2 used)
87 Firewall

See other diagrams in this album for disassembly. See this for shifter adjustment instructions.



See this for ignition lock cylinder:


See this for ignition switch testing:


Non-airbag column without clock spring:


Shifter bushings:


Interlock:

This problem commonly affects '92-up truck (and other Ford/L/M) steering columns, but it's relatively easy to fix with a few drops of blue threadlocker if it's caught before the shifter breaks. These screws are #34 in the PREVious diagram.

See also:

'92-up Steering Column Disassembly

See this diagram for a list of all parts.


1. Disconnect battery ground cable (14301).
2. Remove steering wheel (3600).
3. Remove steering column from vehicle.
4. Remove lower U-joint, spring, sensor ring, and tolerance ring.
5. Remove turn indicator cancel cam (13318 ) by pushing up with flat-bladed screwdriver. Note direction of flush surface.
6. Remove bearing retainer (3C610) and steering column upper bearing spring (3520).
7. Remove steering column bearing sleeve (3518 ) and steering column bearing tolerance ring (3L539).
8. Remove ignition switch (11572).
9. Remove shift lock actuator retaining screws and remove shift lock actuator.
10. Remove transmission column shift selector tube (7212) and transmission shift selector position insert (7A216) (column shift only).
11. Using a drift, tap steering column lock lever pin (3B663) loose. Remove steering column lock lever pin with diagonal pliers. Remove steering column lock pawl (3E691).
12. Remove plastic bearing retainer from lock cylinder housing bore.
13. Remove steering column lock housing bearing (3E700) from lock cylinder housing bore.
14. Remove steering column lock gear (3E717).
15. Remove two pivot bolts. Use caution as steering column position spring (3D655) will release when bolts are removed. Remove steering column lock cylinder housing (3511).
16. Remove steering shaft from steering column.
17. Remove steering column lock lever actuator (3E715).
18. Remove steering column lower bearing retainer (3D681) and steering column lower mounting bracket.
19. Remove tilt lock lever pivot pin using a drift. Remove steering column locking levers and springs.

Assembly:

1. Install steering shaft into steering actuator housing (3F723).
2. Install steering column lower bearing retainer and steering column lower mounting bracket. Tighten screws to 7-11 Nm (62-97 lb-in).
3. Install sensor ring, tolerance ring and spring to steering shaft.
4. Lubricate steering column lock actuators with Ignition Lock Grease F0AZ-19584-A or equivalent meeting Ford specification ESA-M1C232-A prior to installation. Position steering column lock actuators in steering actuator housing.
5. Position steering column lock pawl in steering actuator housing and install steering lock with small hammer. Tap steering lock pawl pin in until flush with housing.
6. Install lock lever spring and lock lever into housing using a drift to hold in place.
7. Install the other lever spring and lock lever with pin. Tap pin into place while driving out drift.
8. Support steering actuator housing in a vise and drive lock lever pin flush with steering actuator housing.
9. Place two nuts or spacers to hold steering column locking levers away from steering actuator housing.
10. NOTE: Lube pivot bolts with Ignition Lock Grease F0AZ-19584-A or equivalent meeting Ford specification ESA-M1C232-A before installing.
Position steering column position spring on steering column lock cylinder housing. With assistant, install steering actuator housing and pivot bolts. Tighten to 18-26 Nm (14-19 lb-ft).
11. Install steering column bearing tolerance ring and steering column bearing sleeve over steering shaft to upper steering column bearing (3517).
12. Install steering column upper bearing spring and new bearing retainer on top side of bearing spring using a 3/4-inch I.D. by 2-1/2-inch long PVC pipe.
13. Install turn indicator cancel cam, flush surface up.
14. Install ignition switch. Align pin from ignition switch with slot in lock/column assembly. Position slot in lock/column assembly with index mark on casting. Ignition switch should be in RUN position.
15. Tighten two retaining screws to 5-7 Nm (44-62 lb-in).
16. Install steering column lock gear. Coat steering column lock gear with Ignition Lock Grease F0AZ-19584-A or equivalent meeting Ford specification ESA-M1C232-A.
17. Lubricate steering column lock housing bearing. Lubricate with Ignition Lock Grease F0AZ-19584-A or equivalent meeting Ford specification ESA-M1C232-A. With actuator rack in 12 o'clock position, position steering column lock housing bearing with tang inboard and in 5 o'clock position in steering column lock cylinder housing. Insert tip of a screwdriver into double-D slot of steering column lock housing bearing, then turn counterclockwise 90 degrees.
18. Install plastic bearing retainer.
19. Install transmission column shift selector tube (column shift only). Coat gearshift lever socket bushing (7335) with Ignition Lock Grease F0AZ-19584-A or equivalent meeting Ford specification ESA-M1C232-A. Tighten screws to 7-11 Nm (62-97 lb-in).
20. Install transmission shift selector position insert and shift lock actuator.
21. Install steering column in vehicle.
22. Install air bag sliding contact (14A664), if so equipped.
23. Install steering wheel.
24. Install driver side air bag module (043B13), if so equipped, to steering wheel.
25. Connect battery ground strap and air bag backup power supply, if so equipped.
26. Verify air bag warning indicator, if so equipped.

TORQUE SPECIFICATIONS
Description . . . . . . . . Nm . . . . Lb-Ft . . . . Lb-In
Steering Wheel Retaining Bolt 31-45 23-33 NA
Air Bag Sliding Contact Screw (Air Bag Equipped Vehicles Only) 2-3 NA 18-27
Steering Shaft Flex Coupling Bolt, F-Super Duty Motorhome 40-56 30-41 NA
Column Lower Mounting Bracket Bolt 7-11 NA 62-97
Ignition Switch Screw 7-11 NA 62-97
Shift Control Tube Screw (Column Shift Only) 7-11 NA 62-97
Air Bag Module Nuts 4-6 NA 35-53
Intermediate Shaft to Steering Gear Bolt 41-57 30-42 NA
Intermediate Shaft to Steering Column Bolt 41-57 30-42 NA
Steering Boot Nut 5-7 NA 44-62
Lower Column Bearing Bolt 7-11 NA 62-97
Steering Column to Instrument Panel Bracket Nuts 13-19 10-14 NA
Instrument Panel Reinforcement Brace Bolts 13-19 10-14 NA
Steering Actuator Housing Pivot Bolts 18-26 14-19 NA
Transmission Selector Lever Arm and Support 13-17 10-13 NA

For more info, see this page:
http://www.p71interceptor.com/steering/column/disassembled/pictures
---------------------------------------------------------------------------
OverDrive Lockout Switch
Dorman 49299 Overdrive Shift Button & Bezel

The indicator light cover can be removed from the gearshift lever (7210) if it is damaged.

Removal
1) Remove the lockout switch cover by inserting a thin-blade screwdriver into the recess at the end of the gearshift lever and unsnapping the cover from the gearshift lever.
2) Insert a thin-blade screwdriver into the slot on the lockout switch and remove the lockout switch by pulling lockout switch out of the gearshift lever.

Installation
1) If the indicator light cover was removed, install by positioning cover to gearshift lever and sliding into place. Make sure the sides of the cover fit properly into the slots on the gearshift lever.
2) Position lockout switch to gearshift lever, making sure the contact pins are properly oriented to the connector. Install lockout switch by pushing into gearshift lever until bottom is felt.
3) Position lockout switch cover to gearshift lever and snap into place.
4) Check lockout switch for proper operation.
---------------------------------------------------------------------------
A rare problem with these trucks that's becoming more common as they age is the roll pin in the steering column backing out from the actuators.  In this diagram, it's in the end of #64 (upper actuator), and engages the slot in #61 (lower actuator):



Reinstalling it is VERY difficult, as the instructions above explain. But it's MUCH easier to just swap to a working junkyard column, which can be near me for ~$50 at you-pull-it yards.
http://www.upullitap.com/partprices.aspx
https://www.pullapart.com/auto-parts/parts-pricing/
That also opens the option to get a slightly-newer column with more features, like backlit buttons, radio buttons (which can be wired to an aftermarket module to control an aftermarket radio), wood & leather.  Only a couple of wires would need to be spliced, which is easy.



A direct-replacement column will be harder to find because they were rarer in the 90s.  And it's more likely to have problems, being older & from low-trim vehicle or work truck.
---------------------------------------------------------------------------
TSB 96-23-01 Clicking Heard When Turning Steering Wheel
Publication Date: NOVEMBER 4, 1996

FORD: 1990-1991 CROWN VICTORIA, TAURUS
LINCOLN-MERCURY: 1990-1991 GRAND MARQUIS, MARK VII, SABLE, TOWN CAR
1991 CONTINENTAL
LIGHT TRUCK: 1992-1996 AEROSTAR, BRONCO, ECONOLINE, F-150-350 SERIES
1995-1996 EXPLORER, RANGER, WINDSTAR

ISSUE: A "clicking" noise may be heard when turning the steering wheel. This condition may be caused by minor surface variations in the original stamped non-silver plated upper column bearings.

ACTION: Install an Upper Steering Column Bearing Kit if noise occurs during Diagnosis procedure. Refer to the following Service Procedure for installation details.

NOTE: THE CLICKING NOISE DOES NOT AFFECT STEERING OPERATION.

DIAGNOSIS
Before replacing the bearings, the following checks should be made:
Hold the steering wheel in the 3 and 9 o'clock positions and rock the wheel (without rotating it) about its center, checking for the clicking noise.
Repeat while holding the wheel in the 12 and 6 o'clock positions.

SERVICE PROCEDURE
If the noise does not occur with the above checks, the noise is due to another component such as the clockspring and this TSB article does not apply. If the noise does occur, install the Upper Steering Column Bearing Kit (F6AZ-3605-AA) which includes silver plated upper steering column bearings. Refer to Instruction Sheet 7162 provided in the Upper Steering Column Bearing Kit for replacement procedure.

The Upper Steering Column Bearing Kit (F6AZ-3605-AA) contains one (1) each of the following items:
Steel Tolerance Ring
Steel Sleeve (Stamped)
Bearing Pre-Load Spring
Upper Bearing Snap Ring
Steering Wheel Attaching Bolt
Small Upper Bearing (Silver Plated)
Large Upper Bearing (Silver Plated)
Instruction Sheet (I.S. 7162)

PART NUMBER PART NAME
F6AZ-3605-AA Upper Steering Column Bearing Kit
OTHER APPLICABLE ARTICLES: 89-25-03 , 90-25-08 , 91-03-01
SUPERSEDES: 92-12-03
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1991 Lincolns And 1992-96 Vehicles, Basic Warranty Coverage For All Other Vehicle Lines

OPERATION DESCRIPTION TIME
962301A Install Steering Column Bearing Kit - 1990-91 Crown Victoria/Grand Marquis 1.9 Hrs.
962301B Install Steering Column Bearing Kit - 1990-91 Taurus (Manual Transmission) 1.4 Hrs.
962301C Install Steering Column Bearing Kit - 1990-91 Taurus/Sable (Automatic Transmission) 1.6 Hrs.
962301D Install Steering Column Bearing Kit - 1990-91 Mark VII 1.7 Hrs.
962301E Install Steering Column Bearing Kit - 1990-91 Town Car 1.8 Hrs.
962301F Install Steering Column Bearing Kit - 1991 Continental 1.6 Hrs.
962301G Install Steering Column Bearing Kit - 1995-96 Windstar (Without Tilt Wheel) 1.8 Hrs.
962301H Install Steering Column Bearing Kit - 1995-96 Windstar (With Tilt Wheel) 1.9 Hrs.
962301J Install Steering Column Bearing Kit - 1995-96 Ranger/Explorer (With Tilt Wheel) 1.8 Hrs.
962301K Install Steering Column Bearing Kit - 1995-96 Ranger/Explorer (Without Tilt Wheel) 1.7 Hrs.
962301L Install Steering Column Bearing Kit - 1992-96 Econoline (With SRS And Tilt Wheel) 2.0 Hrs.
962301M Install Steering Column Bearing Kit - 1992-96 Econoline (With SRS And Without Tilt Wheel) 1.9 Hrs.
962301N Install Steering Column Bearing Kit - 1992-96 Econoline (Without SRS And With Tilt Wheel) 1.8 Hrs.
962301O Install Steering Column Bearing Kit - 1992-96 Econoline (Without SRS Or Tilt Wheel) 1.7 Hrs.
962301P Install Steering Column Bearing Kit - 1992-96 F-150-350/Bronco (With SRS And Tilt Wheel) 1.8 Hrs.
962301Q Install Steering Column Bearing Kit - 1992-96 F-150-350/Bronco (With SRS And Without Tilt Wheel) 1.7 Hrs.
962301R Install Steering Column Bearing Kit - 1994-96 F-150-350/Bronco (Without SRS And With Tilt Wheel) 1.7 Hrs.
962301S Install Steering Column Bearing Kit - 1994-96 F-150-350/Bronco (Without SRS Or Tilt Wheel) 1.6 Hrs.
962301T Install Steering Column Bearing Kit - 1992-96 Aerostar 1.7 Hrs.

Steering Column Assembly
1A Screw N803942-S100
2 Steering Column Gear Input Shaft Coupling 3A525
3A Screw N803942-S100
4 Steering Shaft U-Joint Shield 3F540
5 Body
6 Steering Column Tube 3514
7B Nut (4 Req'd) N806423-S56
8C Screw (3 Req'd) N610089-S36
9 Air Bag Sliding Contact 14A664
10 Screw 55929-S2
11 Body 3553
12 Wiring Harness Retainer 14A163
13 Shift Control Selector Lever and Housing 7210
14 Steering Column Shroud, Upper 3530
15 Ignition Switch 11572
16D Screw 390345-S36
17 Turn Signal and Windshield Wiper Switch 13K359
18 Tilt Wheel Handle and Shank 3F609
19 Screw (4 Req'd) 55929-S2
20 Steering Column Shroud, Lower 3530
21 Gear Shift Lever Pin 7G357
22 Steering Column Opening Weather Seal 3513
23 Shift Lever 7202
24 Steering Column Tube 3514
A Tighten to 41-56 N-m (31-41 Lb-Ft)
B Tighten to 13-19 N-m (9-14 Lb-Ft)
C Tighten to 4-5.4 N-m (36-47 Lb-In)
D Tighten to 2-3 N-m (18-26 Lb-In)
E Tighten to 3.5-5 N-m (28-44 Lb-In)

For more info, see this page:
http://www.p71interceptor.com/steering/column/disassembled/pictures

The boot was torn & degraded, so I removed it earlier. It's not available from Ford, but I found one in a junkyard.

GO TO THE NEXT SEVERAL PAGES...

To do any work inside the column: first, remove the lock cylinder by turning the key to RUN, then pressing the release button through the access hole in the lower shroud. Then pull the lock cylinder out.

Be careful not to accidentally turn the key because that can make installing it confusing later. Some columns have a tamper switch, and its contact wipes the cylinder as it's coming out. The contact commonly breaks loose inside the column and can be bent as the cylinder comes out, but it's easy to repair as described in this caption:



If the key bezel spins on the cylinder, read the NEXT several captions in that album.

This is what the probe pressed in to release the cylinder. When the key is rotated, the pin will be forced back out. The key must be in RUN and the pin pushed in before the cylinder can be re-installed. Some later cylinders have a rounded spring-loaded pin that won't stay in, but the key still has to be in RUN.

Using the provided flats, unscrew the tilt lever. Try not to mar the coating (paint, or chrome).

Remove the 3 lower shroud screws. It may be necessary to remove the knee bolster to get the fourth (front) one, if it's installed.

If this screw is installed, remove the knee bolster & then the screw.

Trace the Transmission Control Switch (TCS) wire from the shift lever to its connector, & disconnect it..

The bright yellow wire is from the clock spring. Bright yellow wiring covers are an industry standard to indicate SRS (airbag) wiring.

This page describes adjusting the shift indicator:

Trace the Transmission Control Switch (TCS) wire from the shift lever to its connector, & disconnect it.

The larger black harness is the other clock spring wires, including cruise, horn, radio & HVAC (if equipped).

White shift indicator tubes are VERY FRAGILE; the later black ones are much more robust. But the threaded end can be broken easily on all of them, so handle everything in this area gently.

Remove the wire from its guides & retainers so it's free all the way to the base of the shift lever.

This is the shift lever pin. The knurled end just below the head retains it in the pot metal casting.

Push the pin out to remove the lever.

It may be necessary to tap the pin out with a small hammer & drift.

The lever can now be removed from the shifter tube.

Feed the TCS wire through the boot & install the boot onto the lever.

Install the lever & pin, and then clip the boot down.

Ensure that the wire is routed clear of any moving parts, and connected.

To remove the MFS, first remove the 2 T20 screws, then release the connectors while pulling the MFS body out of the column.

To repair the MFS, see this:

Reinstall the column shrouds, knee bolster, lock cylinder, & tilt lever.

With the key in RUN and the retainer pin pushed into the lock cylinder housing, reinsert the cylinder into the column and rotate it back to OFF to force the retaining pin out into place. Ensure that the key-in switch is in-place; the door chime should be silent when the key is removed (headlights OFF).

This steering column was used on almost every Ford/L/M product (and some imports) from the early 90s to today. Some of the bolt-on options changed over the years, but the basic column assembly is the same. The only significant change I've found is the location of the indexing flat where the steering wheel mounts. It was moved about 90° at some point, but the wrong steering wheel can still be installed correctly by simply filing another spline or 3 into its bore so it can be rotated on the shaft to the correct position. Failure to do this would result in the wheel being 90° off while driving, or (after an alignment) less steering travel to one side than the other.

This steering column was used on almost every Ford/L/M product (and some imports) from the early 90s to today. Some of the bolt-on options changed over the years, but the basic column assembly is the same. The only significant change I've found is the location of the indexing flat where the steering wheel mounts. It was moved about 90° at some point, but the wrong steering wheel can still be installed correctly by simply filing another spline or 3 into its bore so it can be rotated on the shaft to the correct position. Failure to do this would result in the wheel being 90° off while driving, or (after an alignment) less steering travel to one side than the other.

For more info, see this page:
http://www.p71interceptor.com/steering/column/disassembled/pictures

This steering column was used on almost every Ford/L/M product (and some imports) from the early 90s to today. Some of the bolt-on options changed over the years, but the basic column assembly is the same. The only significant change I've found is the location of the indexing flat where the steering wheel mounts. It was moved about 90° at some point, but the wrong steering wheel can still be installed correctly by simply filing another spline or 3 into its bore so it can be rotated on the shaft to the correct position. Failure to do this would result in the wheel being 90° off while driving, or (after an alignment) less steering travel to one side than the other.

For more info, see this page:
http://www.p71interceptor.com/steering/column/disassembled/pictures

This steering column was used on almost every Ford/L/M product (and some imports) from the early 90s to today. Some of the bolt-on options changed over the years, but the basic column assembly is the same. The only significant change I've found is the location of the indexing flat where the steering wheel mounts. It was moved about 90° at some point, but the wrong steering wheel can still be installed correctly by simply filing another spline or 3 into its bore so it can be rotated on the shaft to the correct position. Failure to do this would result in the wheel being 90° off while driving, or (after an alignment) less steering travel to one side than the other.

'92-up steering columns use a plastic gear rack between the lock cylinder & the ignition switch.

Clock Spring Removal

Clock Spring Exploded
Don't take the clock spring apart - it's very difficult to repair and then reassemble. Use this to test the cruise control traces in it:



Here's one that was disassembled & repaired, but never re-installed:

. . . .

This is a slightly-improved version of a diagram I made when I built my Bronco. It now has the ~'01 C234 pinout in the lower L corner.
IF THE IMAGE IS TOO SMALL, click it.

.

The EVTM is amazingly wrong & incomplete, so I had to disassemble the wheel & pull the clock spring back out of my column to create this diagram. I'm trying to program the EATC buttons to work my KDC-X997 via a SWI-RC, but they're on a separate output wire (W/LB) not shown in the original Ford EVTM (which is why I couldn't put a circuit number on it).

The codes beneath the wire names in the photo indicate which internal steering wheel connectors that wire goes to:
A=Airbag horn switch
2=L&R
3=L&R&Airbag horn switch
The wire at the far R of the connector that looks gray is actually LB/Bk.

The resistance values for the cruise switches are correct. But those for the radio/EATC are technically wrong. They're values I measured from the ground pin to the output wire, so the only values that MIGHT be correct are the parallel resistors shown for each output. The values shown by the switch positions are the net resistance for the parallel resistor plus the switch resistor.

I also measured resistance again with the 2 output circuits shorted, and those values are:
none . . . . . . . 2370
NEXT . . . . . . . 406
MODE . . . . . . . 752
VOL^ . . . . . . . 199
VOLv . . . . . . . 74
TEMP^ . . . . . . 333
TEMPv . . . . . 1265
FAN^ . . . . . . 671
FANv . . . . . . 128

Since none are close to another, I hope the SWI-RC can use all those values, giving me 8 buttons instead of 4.

**UPDATE** Turns out the SWI modules CAN'T learn the HVAC buttons. But most modern touch-screen radios CAN.

.

SEE THE NEXT PIC...

Because the foam cover was slipping on the steel rim; and because the clock spring is broken and no longer available; and because the '94 cruise buttons aren't illuminated; and because I want steering wheel controls for my Kenwood radio; and because I did the same swap to my '83 Bronco; and because I'm planning the same swap for my '93 Bronco... I'm installing a '99~02 Navigator steering wheel in my '94 CV.



All modern Ford/L/M steering columns are virtually identical, but there were several changes to the steering wheel indexing. The '99 wheel has regularly-spaced splines; the '94 has 2 flats; the '93 Bronco has 1 missing spline; and there could be other variations. So I had to file the inside of this wheel's hub to make it fit onto this steering shaft. I could have changed the whole column, but that's MUCH more expensive to buy at the junkyard. So I spent a few minutes with common hand files until this wheel fit down onto the steering shaft like the '94 did, and I made sure it was indexed the same. Once the bolt was tightened, it felt more-solid than the original wheel had.

SEE THE NEXT PIC...

In addition to modifying the wheel hub, the clock spring also required some work. The original was held on the column by screws, and this one snaps down to the same locations without the screws. But the center hub is molded for a different orientation, so I drilled it out round. The molded wiring guide will keep itself aligned in the wheel hub opening.

It probably would have been easier to buy the whole Lincoln steering column, but also more expensive.

After wiring & programming a PAC SWI-JACK, everything works perfectly. For wiring details, see this:



I did this same swap in my '93 Bronco:

Ignition Actuators Link Pin
IF THE IMAGE IS TOO SMALL, click it.

Although rare, a known problem with the '92-04 column is the steel pin sliding out of the upper actuator (F2DZ3E723A) breaking the connection between it & the lower actuator (FODZ3E715A), resulting in the key spinning freely without operating the ignition switch (F4DZ11572B/F4DC11572AA). So it will stay in whatever position it was in when the pin fell out. Since I didn't think any kind of glue would hold, and the pin is too hard to knurl, the only thing I could think of was a steel washer as a retainer. I drilled it slightly undersized so the pin had to be hammered through, meaning it could never slide out of the washer. And the washer is captive between the plastic actuators.

See also:
. .