97's have a tech bulliten on what COULD be the problem, but a small bit of testing is needed to confirm the condition, Have you tried to jump start it? Here's the TSB:
NO CRANK - BATTERY DEAD - EXCESSIVE CURRENT DRAIN TECHNICAL SERVICE BULLETIN Reference Number(s): 98-19-2, Date of Issue: September 28, 1998 Superceded Bulletin(s): 97-9-6, Date of Issue: April 28, 1997 Related Ref Number(s): 97-9-6, 98-19-2 ARTICLE BEGINNING DESCRIPTION NO CRANK - BATTERY DISCHARGED - EXCESSIVE CURRENT DRAIN BATTERY - DISCHARGED - EXCESSIVE CURRENT DRAIN ISSUE Vehicles may exhibit an excessive current drain which could result in a discharged battery or possible no start/no crank condition. This could be due to excessive current drain or water entry in the Anti- lock Brake System (ABS) module connector. ACTION Check the vehicle for an excessive current drain when the ignition is off and after the Battery Saver time-out has occurred. Ã If an excessive drain reading is measured, isolate the source by removing fuses. Ã If current drain is within specification, check ABS module connector C1057 for signs of water entry or corrosion and repair as necessary. Refer to the following SERVICE PROCEDURE for details. BATTERY SAVER FEATURE The Battery Saver feature protects the vehicle from excessive current drain when the ignition key is in the OFF or LOCK positions. System operation needs to be well understood to properly diagnose excessive current drain concerns. The Battery Saver relay controls power for the courtesy lamps and the power window/moonroof systems by providing the power for the control circuits of the interior lamp relay and delayed accessory relay. FORD: 1996-99 Taurus LINCOLN-MERCURY: 1996-99 Sable NOTE: This bulletin supersedes Technical Service Bulletin 97-9-6 dated April 28, 1997.
7. 8. If the current drain reading is within specification, check ABS module connector C1057 for possible water entry/corrosion which may cause an intermittent excessive current drain. Repair 1996 vehicles using TSB 96-8-3 . 1997-99 vehicles should be repaired using the following procedure: a. Blow water and/or corrosion out of connector with compressed air. b. Apply Silicone Caliper Grease and Dielectric Compound (D7AZ-19A331-A or equivalent meeting Ford specification ESE-M1C171-A). c. Torque the connection to 4.8 +/- 0.8 N.m (42 +/- 7 in-lb). d. Remove the G101 ground eyelets and place the battery cable eyelet nearest the sheet metal on the double-ended stud. e. Place the ABS ground eyelet on the outer part of the stud so that wires coming out of the ABS ground eyelet point between 12 and 3 o'clock (viewed from inside the engine compartment). 9. If the current drain reading is found to be excessive, pull fuses from the interior fuse panel one at a time and note current drop. Do not open any of the doors to access the interior fuse panel as this will cause the GEM to restart the Battery Saver timer. Do not reinstall the fuses until testing is finished. 10. If the drain is still excessive, pull fuses from the engine compartment fuse panel one at a time and note current reading drop. Do not reinstall the fuses until testing is finished. 11. Once the current drain has been isolated to a particular fuse, note the circuits and devices fed by that fuse and trace them for shorts. Use in-line fuses where necessary (usually after splices) to isolate the short location in the circuit. 12. If the source of the concern is from Fuse #27 in the Instrument Panel (IP) fuse panel feeding the Battery Saver relay, it is possible that the GEM is keeping the Battery Saver activated beyond the 40 minute time-out period, possibly due to a false change-of-state input signal. 13. Hook up an NGS Tester and monitor the GEM input Parameter Identification Displays (PIDs) to see what input is causing the GEM to keep the Battery Saver active. The following PIDs should be monitored: Ã Driver Door Ajar (D_DR_SW) Ã Passenger RF Door Ajar (P_DR_SW) Ã Right Rear Door Ajar (RRDR_SW) Ã Left Rear Door Ajar (LRDR_SW) Ã Wagon Liftgate and Liftgate Glass (DECKLID) - the decklid PID does not affect the battery saver for sedans NOTE: A periodic pulsing of the current reading of up to approximately 80 mA or 0.080 amps is caused by the Integrated Control Panel (ICP) and should be considered normal. NOTE: Unsold vehicles or vehicles that are driven very little need to have the battery maintained. Running the vehicle at idle will not be sufficient to maintain the battery state of charge. The battery may need to be fully charged. For unsold vehicles, it is most likely the battery has discharged normally. It is the dealer's responsibility to maintain the state of charge. Ã Power Door Lock Switch (DDLCK) Ã Central Door Unlock Switch (CDR_ULK) Ã (Illuminated Entry) Input from D_HNDL (1996 Only) Ã Ignition Key In/Out (IGN_KEY) Ã Ignition RUN/ACC (IGN_GEM) 14. Known possible sources of current drain or false inputs causing GEM to activate Battery Saver: Ã Water in central unlock switch connectors to door wiring (C513, C610) Ã Water in Connector C502 (in LF door jamb) Ã Water in ABS Connector C1057 Ã Poor grounds at G101, G104, G201 connections Ã Bent pins in GEM to IP fuse panel Connector C201 Ã Bent pins in GEM Connectors C223, C236 Ã Aftermarket accessory installations 15. A small amount of fluctuating A/C current is typically drawn by the ICP, the GEM, the RAP, the IABM, and the PATS modules. 16. Relays normally do not stick in the ON position. If a relay appears to be "stuck on," make sure it is not being commanded to stay on by the GEM or RAP module. This can be checked by using a multimeter set to measure voltage. a. Remove the relay and measure between the terminals in the power distribution box or junction box for the relay control coil circuit. A voltage reading other than 0 V indicates the relay is being commanded ON. b. Relays can also be verified by using the A-B-A substitution method to determine if the fault follows a particular component or remains with the system. PARTS INFORMATION Dielectric grease for the connector.
Sunday, January 31st, 2010 AT 12:49 PM