Jedná se o US probe r.v. 1997 (Armygreen)

Tady je odkaz, kde je to vypsáno anglicky, ale ani po přeložení Googlem jsem z toho chytrej nebyl :o(
http://www.performanceprobe.com/index2.php?redirect=http://www.performanceprobe.com/doityourself/diagnostics/index.php

Díky moc všem za rady a tipy

THULLO - 15x Probe Owner
2,0 16v: Tyrkys 95 EX, Red 95 EX, Bordored 95, Darkblue 95 EX, Red 96 EX, Black 96 EX
2,5 24v: Red 93 EX, Purple 94 EX, Tyrkys 95, Red 96 EX, Grey 96 EX, Armygreen 97, Black 98 EX, Vinered 98 EX
2,2 GT: Silver 91 EX

ale je mi divne ze probe 97 ma klasickou ledkovou diagnostiku misto OBD...to je fakt divne...

Díky :-)

S ridici jednotkou je to slozitejsi, to ti poradi kluci tady, co to delali. Nejak se musi ukostrit ta patice DIGNOSTIC co je u baterky v motoru a pak blika kontrolka CHECK ENGINE (obrazek motoru v EU verzich)

Takze ti asi taky neporadim :o)

a tam se doctes, jak to udelat - je tam i obrazek. Pisou tam toto:

MIL Light
If you don't have an engine code scanner, the easiest way to check for error codes is by using the Malfunction Indicator light on the instrument cluster.

Key On Engine Off Self Test: Turn the ignition switch ON, but do not start the engine. When you're ready to start the test, connect a jumper between the Self-Test input (STI) pin and the Ground (GND) pin on the Data Link Connector (see image below).

Key On Engine Running Self Test: Start the engine and allow it to idle. When you're ready to start the test, connect a jumper between the Self-Test input (STI) pin and the Ground (GND) pin on the Data Link Connector (see image below).

The Malfunction Indicator light will go out after a second then will flash the engine error codes, if any. See below for how to interpret the flashes.

Ovsem dnes na me v Mazde tady u nas uz prdi a posilaji me do Forda - ti zase do MAZDY :o) takze jsem si nasel 35km vzdalenou prodejnu MAZDA + FORD (Autotip Halfar Dolní Benešov http://www.mazda-autotip.cz/) a tam mi pomuzou vzdy :o) nemaji se totiz na koho vymlouvat! :o)

Kdyz jsem tam jednou prijel s 94US verzi (byvale auto docthora) tak jim to diagnostika nebrala - teda nevypsala kod, ale vyblikala tu chybu. Vysledek byl teda stejny :o)

THULLO - 15x Probe Owner
2,0 16v: Tyrkys 95 EX, Red 95 EX, Bordored 95, Darkblue 95 EX, Red 96 EX, Black 96 EX
2,5 24v: Red 93 EX, Purple 94 EX, Tyrkys 95, Red 96 EX, Grey 96 EX, Armygreen 97, Black 98 EX, Vinered 98 EX
2,2 GT: Silver 91 EX

FAULT: Code 41 - Bag Sensor Circuits High Resistance or Open

Normal Operation Each air bag sensor has an internal resistor. The air bag diagnostic monitor uses the resistors in the air bag sensors in combination with the two resistors inside the air bag diagnostic monitor to create a tightly controlled diagnostic voltage at pin 11 (circuit 944A "GN/W"). The air bag sensors are tied together inside the air bag diagnostic monitor at pins 17 (circuit 933 "BR/GN"), 18 (circuit 932 "BR/R") and 19 (circuit 931 "BR/BK"). Therefore, the resistors in the air bag sensors are connected in parallel. The parallel combination of all the air bag sensor resistors should be equal to 393 ohms. The resistance of each air bag sensor should be 1180 ohms (±12 ohms).

The resistors inside the air bag diagnostic monitor are connected to pins 11 (circuit 944A "GN/W") and 12 (circuit 944B "GN/W") and are equal in value. Note that circuits 944A and 944B are tied together inside the joint connector. Therefore, the two resistors inside the air bag diagnostic monitor are connected in parallel and will function the same as one resistor of half the original value. The air bag system is wired so that current will flow from both pins 11 and 12 through the center cowl safing rear air bag sensor and out to the driver side air bag module and through the joint connector and out to the passenger side air bag module. Current flows through the driver side air bag module and into pin 10 (circuit 937 "GY") and through the passenger side air bag module and into the pin 9 (circuit 939 "GN/R"). Current then flows from pins 10 and 9 through the diodes inside the air bag diagnostic monitor and out to the primary crash air bag sensors through pins 17, 18, and 19. The current flows through each primary crash air bag sensor resistor and stops at the case ground of each primary crash air bag sensor. Pin 11 is the midpoint of the resistor network and voltage at pin 11 will change with vehicle charging system voltage. The expected voltage at pin 11 is shown in the table below:

Charging System Voltage Voltage at Pin 9 Voltage at Pin 10 Voltage at Pin 11 Voltage at Pin 17 Voltage at Pin 18 Voltage at Pin 19
9.0 1.9 1.9 1.9 1.4 1.4 1.4
9.5 2.0 2.0 2.0 1.5 1.5 1.5
10.0 2.1 2.1 2.1 1.6 1.6 1.6
10.5 2.2 2.2 2.2 1.7 1.7 1.7
11.0 2.3 2.3 2.3 1.8 1.8 1.8
11.5 2.4 2.4 2.4 1.9 1.9 1.9
12.0 2.5 2.5 2.5 2.0 2.0 2.0
12.5 2.6 2.6 2.6 2.1 2.1 2.1
13.0 2.7 2.7 2.7 2.2 2.2 2.2
13.5 2.8 2.8 2.8 2.3 2.3 2.3
14.0 2.9 2.9 2.9 2.4 2.4 2.4
14.5 3.0 3.0 3.0 2.5 2.5 2.5
15.0 3.1 3.1 3.1 2.6 2.6 2.6
15.5 3.2 3.2 3.2 2.7 2.7 2.7
16.0 3.3 3.3 3.3 2.8 2.8 2.8

The air bag diagnostic monitor measures the vehicle charging system voltage at pin 13 (battery input). By measuring the voltage at pin 13, the air bag diagnostic monitor can accurately predict what the voltage at pin 11 should be in a normal functioning system.

If the resistance of one or more of the air bag sensors has increased in value, then the equivalent resistance of the air bag sensors will be greater than 393 ohms. When the air bag sensor resistance increases, there is less overall resistance pulling the diagnostic voltage down. Therefore, the voltage at pin 11 will increase and the air bag diagnostic monitor will flash a code 41 to indicate high resistance (or an open circuit) in one of the air bag sensor circuits. Another situation that may cause high voltage on pin 11 is if resistance builds up across the normally open center cowl safing rear air bag sensor contacts. Safing sensor do not normally have resistance across their contacts. The resistance across center cowl safing rear air bag sensor contacts should be infinite (open). If resistance appears across the center cowl safing rear air bag sensor contacts, then current will flow from pin 15 (circuit 951 "GN/Y") through the abnormal resistance across the center cowl safing rear air bag sensor contacts and into circuit 944A "GN/W". Since the voltage at pin 15 is battery voltage or higher, this will also cause an increase in voltage at pin 11 and the air bag diagnostic monitor will flash a code 41.

Possible Causes Higher than normal voltage on pin 11 can be caused by the following:

* An open in one or more of the circuits between the air bag diagnostic monitor and the primary crash air bag sensors. Circuits 933 "BR/GN", 932 "BR/R", or 931 "BR/BK" may have an open circuit in the wiring.
* An abnormally high resistance value across one or more of the primary crash air bag sensors. One or more of the primary crash air bag sensor resistors may have too high resistance or may be a completely open circuit.
* An intermittent open between the positive terminal of the battery and pin 13 may cause the air bag diagnostic monitor to determine that voltage on pins 17, 18 and 19 is too high with respect to the voltage on pin 13.
* Resistance across the center cowl safing rear air bag sensor. The center cowl safing rear air bag sensor is a normally open switch with infinite resistance across its contacts. If the center cowl safing rear air bag sensor is faulty and some resistance builds up across the open contacts, the voltage on circuit 951 ("GN/Y") will pull up the voltage on circuit 944A ("GN/W").

To já bych spíš potřeboval poradit co udělat s tím otravným pípáním při nastartovní, když mám airbagy již vystřelené

'94 Ford Probe 2.0l Automat (US)
Vsetín

Jinak - pry bagy vystreli i kdyz ti tohle blika...