31S15T0 advanced engine perfomance 2006

2-2 ALTERNATIVE FUEL DIAGNOSIS, ESM EGR, ELECTRONIC THROTTLE CONTROL Student Objective .... Discuss how to diagnose engine performance concerns on alternative fuel vehicles.. DAY ONE AL

FCS-14570-REF

Updated January, 2006

IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles,

as well as the personal safety of the individual doing the work This manual provides general directions for accomplishing service and repair work with tested, effective techniques Following them will help assure reliability

There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of the individual doing the work This manual cannot possibly anticipate all such variations and provide advice or cautions as to each Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or parts

As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS Each one is there for a specific purpose NOTES give you added information that will help you to complete a particular procedure CAUTIONS are given to prevent you from making an error that could damage the vehicle WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury The following list contains some general WARNINGS that you should follow when you work on a vehicle

The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern

The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc recommended for use Equivalents, if available, may be used The right is reserved to make changes at any time without notice

WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS WHEN WORKING ON BRAKE COMPONENTS, AVOID BREATHING THE DUST BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER

Breathing asbestos dust is harmful to your health

Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when made airborne by cleaning with compressed air or by dry brushing

Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags The bag must be labeled per OSHA instructions and the trash hauler notified as to the contents of the bag

If a vacuum bag suitable for asbestos is not available, cleaning should be done wet If dust generation is still possible, technicians should wear government approved toxic dust purifying respirators

OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs Only technicians concerned with performing brake or clutch service should be present in the area

Copyright © 2006 Ford Motor Company Produced and Coordinated by

Technical Support Operations Ford Customer Service Division March, 2006

• Always wear safety glasses for eye protection

• Use safety stands whenever a procedure requires you to

be under the vehicle

• Be sure that the ignition switch is always in the OFF

position, unless otherwise required by the procedure

• Set the parking brake when working on the vehicle If you

have an automatic transmission, set it in PARK unless

instructed otherwise for a specific service operation If you

have a manual transmission it should be in REVERSE

(engine OFF) or NEUTRAL (engine ON) unless instructed

otherwise for a specific service operation

• Operate the engine only in a well-ventilated area to avoid

the danger of carbon monoxide

• Keep yourself and your clothing away from moving parts

when the engine is running, especially the fan and belts

• To prevent serious burns, avoid contact with hot metal

• To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler

• Do not smoke while working on the vehicle

• To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle Tie long hair securely behind your head

• Keep hands and other objects clear of the radiator fan blades Electric cooling fans can start to operate at any time by an increase in underhood temperatures, even though the ignition is in the OFF position Therefore, care should be taken to ensure that the electric cooling fan is completely disconnected when working under the hood

CUSTOMER EXPECTATIONS

Expectation 3

“Fix It Right The First Time, on Time.”

Both service advisors and technicians areimportant players when it comes to Expectation #3

Why

Customers tell us “Fixing It Right The First Time, on Time” is one of the reasons they

would decide to return to a dealer to buy a vehicle and get their vehicles serviced

Technician Training

It is our goal to help the technician acquire all of the skills and knowledge necessary to

“Fix It Right The First Time, on Time.” We refer to this as “competency.”

Technician’s Role

Acquire the skills and knowledge for competency in your specialty via:

– Ford Multimedia Training (FMT) – Instructor Led

– Instructor Led

The Benefits

The successful implementation of expectations means:

– Satisfied customers

– Repeat vehicle sales

– Repeat service sales

– Recognition that Ford and Lincoln/Mercury technicians are “the Best in the Business”

Customer Expectations: Service

1. Make it convenient to have my vehicle

serviced at your dealership

2. The Service Advisor should

demonstrate a genuine concern for my

service needs

3. Fix it right the first time

4. Complete servicing my vehicle in a

timely and professional manner

5. Provide me with a clear and thorough explanation of the service performed

6. Call me within a reasonable amount of time after my service visit to ensure that I'm completely satisfied

7. Be responsive to questions or concerns

I bring to your attention

MECHANICAL CONCERNS

Student Objective 1-1 Transmission Concerns 1-2 Base Engine Concerns 1-2 Air Conditioning 1-2

MODE 6 DATA

Student Objective 2-1 Mode 6 Data 2-2

ALTERNATIVE FUEL DIAGNOSIS, ESM EGR, ELECTRONIC THROTTLE CONTROL

Student Objective 3-1 Service Area Precautions 3-3 Diagnosing Engine Performance Concerns on Alt Fuel Vehicles 3-5 Alternative Fuel Systems 3-7 ESM EGR / Electronic Throttle Control 3a-1 ESM EGR Overview 3a-2 Electronic Throttle Control Overview 3a-3

DAY ONE WORKSHEETS

Worksheet 1 – Hands-on (Rough Idle) WS1-2 Worksheet 2 – WDS Recorded Session WS1-5 Worksheet 3 – Hands-on (Hesitation) WS1-6 Worksheet 4 – WDS Recorded Session WS1-8

DTC-DRIVEN DIAGNOSIS

Student Objectives 4-1 Introduction 4-2

TABLE OF CONTENTS

SYMPTOM-DRIVEN DIAGNOSIS

Student Objectives 5-1 System Relationships 5-3

DAY TWO WORKSHEETS

Worksheet 1 – Hands-on (Engine Miss) WS2-2 Worksheet 2A – PC-Assist (Crank/No Start) WS2-4 Worksheet 2B – PC-Assist (Rough Running Engine) WS2-6 Worksheet 3 – Hands-on (No Start) WS2-8 Worksheet 4 – PC-Assist (Crank/No Start) WS2-10

INTERMITTENT DIAGNOSIS

Student Objectives 6-1 PID Selection 6-7

DAY THREE WORKSHEETS

Worksheet 1 – Hands-on (Intermittent Buck/Jerk) WS3-2 Worksheet 2 – PC-Assist (Intermittent Rough Idle) WS3-4 Worksheet 3 – Hands-on (Intermittent Rough Idle) WS3-6 Worksheet 4A – WDS Recorded Session (Data Analysis) WS3-8 Worksheet 4B – WDS Recorded Session (Data Analysis) WS3-9

INTRODUCTION

Planned Training Pathway

Ford Motor Company has identified the skills and knowledge necessary to meet the Engine Performance

Curriculum goals The Planned Training Pathway is a sequence of courses that are designed to provide students with these skills and knowledge

Engine Performance Curriculum Overview

The Engine Performance Curriculum consists of all of the following types of courses:

Web-based – These courses are self-paced The technician is responsible for learning the material on his/her own time The courses are posted on the Internet and technicians are given the appropriate access codes

Classroom – The classroom courses allow for application of the skills and knowledge learned in the prerequisite courses through hands-on, real-world scenarios

INTRODUCTION

How to Complete the Curriculum

To successfully complete the Engine Performance Curriculum, the student must take the following sequence of courses:

Ignition Theory and Operation –

Course Length

This is a four-day, hands-on classroom course

Course Structure

The Advanced Engine Performance Diagnosis and Testing classroom course includes the following:

• Instructor-led Discussion – The students are asked to complete review questions that address content

previously covered in the curriculum Instructor-led group discussions focus on critical thinking skills and specific concepts that are critical to advanced diagnosis and testing

• Instructor Lecture – The instructor presents information related to advanced diagnosis and testing

• Student Activities – The student activities are designed to reinforce concepts presented during the instructor lecture

• Workstations – The instructor presents the concepts that are critical to successfully completing the

workstations Technicians participate in six on-vehicle exercises, interpret data from four WDS recordings, and four PC-assisted activities during the workstation portion of the course

• Worksheets – All activities and workstations have an accompanying worksheet designed to complement the hands-on activities and are identified by number and by name

• Evaluation – At the end of the four-day course, the instructor asks the technicians to complete a final written test, a final hands-on workstation, an interpretation of a WDS recording, and a course evaluation

INTRODUCTION

Course Objectives

Upon completion of the Advanced Engine Performance Diagnosis and Testing classroom course, the technician

will be able to:

1 Use critical thinking skills to evaluate and diagnose DTC-driven, symptom-driven, and intermittent concerns

a Use critical thinking skills to evaluate and diagnose DTC-driven concerns

i Discuss the critical thinking that must take place when following pinpoint tests to diagnose faulty circuits or components

ii Discuss causes that could set a component or condition generated DTC

iii Discuss how to address multiple DTCs

b Use critical thinking skills to evaluate and diagnose symptom-driven concerns

i Discuss grouping symptoms/concerns

ii Discuss viewing PIDs to determine condition

iii Discuss comparing values with diagnostic reference values from PC/ED

iv Discuss checking possible causes of abnormal values

c Use critical thinking skills to evaluate and diagnose intermittent concerns

i Explain how to use pinpoint test Z, including:

• PID selection

• Reference values

• Recreating the symptom

• Capturing and interpreting data

2 Identify if a concern is fuel related when diagnosing alternative fuel vehicles

a Discuss service area precautions

b Discuss how to diagnose engine performance concerns on alternative fuel vehicles

c Discuss Bi-fuel Liquefied Petroleum Gas (LPG), Bi-fuel Compressed Natural Gas (CNG), and Dedicated CNG operation

d Discuss changes to base vehicle operation strategies

3 Perform simulated hands on diagnosis to resolve intermittent, DTC-driven, and symptom-driven

concerns

a Perform simulated hands-on diagnosis of the following concerns:

i Villager - Crank / No Start

ii Villager - Rough Running Engine iii Ranger - Crank / No Start

iv Town Car – Intermittent Rough Idle

4 Perform hands-on diagnosis to resolve intermittent, symptom-driven, and DTC-driven concerns

a Perform hands on diagnosis of the following concerns:

i Rough Idle

ii Hesitation iii No start

iv Engine Miss

v Intermittent Buck / Jerk

vi Intermittent Rough Idle

INTRODUCTION

Student Reference Book

The Student Reference Book includes all student information The book contains sample PC/ED pages, as well

as, applicable graphics that the students can use to follow along as the instructor discusses information that is critical to understanding advanced diagnosis and testing of engine performance concerns The Student Reference Book includes:

• Introduction - This contains general information for the Advanced Engine Performance Diagnosis and

Testing classroom course

• Engine Performance Information – This includes specific lessons that address the critical thinking that should take place when performing diagnosis and testing of driveability concerns

• Activity/Workstation Information - This includes information and worksheets that are used during the student activities and hands-on portion of the course

PC-Assisted Activities

The PC-assisted activities are workstation activities delivered via CD They do not include the use of video and audio elements These are simulated hands-on practice in advanced diagnosis and testing of driveability concerns The PC-assisted activities include DTC-driven, symptom-driven, and intermittent routines that address advanced driveability concerns and allow the technicians the opportunity to apply their knowledge of advanced diagnosis and testing

Evaluation Strategy

Student evaluation is based on the score of a final written test, interpretation of a WDS recording, and a hands-on workstation These are completed on the afternoon of the last day A non-passing grade in either of these three evaluation areas constitutes a failing grade for the course There are no make-up tests or "do-overs" available Any technician that fails this course must sign up to take the course for a second time, or take the entire

curriculum, whichever is applicable for their situation

Final Written Test

Technicians complete the final written test at their seats, with occasional monitoring to ensure that they are not sharing answers The written test consists of 30 multiple-choice questions The questions focus on diagnostic concerns and processes identified during the classroom session and require the technician to use critical thinking skills Each student must correctly answer 80% of these questions (24 of 30 questions) to pass

Final WDS Recording Interpretation

Technicians complete the final WDS recording interpretation at a PC, with occasional monitoring to ensure that they are not sharing answers The written responses to the recording consist of answering 10 questions The questions focus on interpreting data identified during the classroom session and require the technician to use critical thinking skills Each student must correctly answer 80% of these questions (8 of 10 questions) to pass

Final Hands-on Workstation

The technician must accurately diagnose the final hands-on workstation The hands-on activity is done without instructor assistance The technicians may use all of the reference material available to them in the classroom, including workshop manuals, and the student reference book

INTRODUCTION

Day One Flowchart

Break

Day 1 Workstations

Day 1 Wrap-up

Introduce

Workstations

Review Questions

Day 1 Workstations

• Rotation 3

• Rotation 4

End of Day 1

INTRODUCTION

DAY ONE WORKSTATION ROTATIONS

Team 2

Worksheet 3

• Hesitation (Hands-on)

Team 1

Worksheet 3

• Hesitation (Hands-on)

Team 2

Worksheet 4

• WDS Recorded Session

Team 1

Worksheet 4

• WDS Recorded Session

Team 2

Worksheet 1

• Rough Idle (Hands-on)

Team 4

Worksheet 1

• Rough Idle (Hands-on)

Team 3

Worksheet 1

• Rough Idle (Hands-on)

Team 4

Worksheet 2

• WDS Recorded Session

Team 3

Worksheet 2

• WDS Recorded Session

Team 4

Worksheet 3

• Hesitation (Hands-on)

INTRODUCTION

Day Two Flowchart

Day 2 Workstations

Break

Review Day 1

Workstations

Day 2 Workstations

• Rotation 3

• Rotation 4

End of Day 2

INTRODUCTION

DAY TWO WORKSTATION ROTATIONS

Team 2

Worksheet 3

• No Start (Hands-on)

Team 1

Worksheet 3

• No Start (Hands-on)

Team 2

Worksheet 4

• Crank / No Start (PC-Assist)

Team 1

Worksheet 4

• Crank / No Start (PC-Assist)

Team 2

Worksheet 1

• Engine Miss (Hands-on)

Team 4

Worksheet 1

• Engine Miss (Hands-on)

Team 3

Worksheet 1

• Engine Miss (Hands-on)

Team 4

Worksheet 2

• No Start

• Rough Engine (PC-Assist)

Team 3

Worksheet 2

• No Start

• Rough Engine (PC-Assist)

Team 4

Worksheet 3

• No Start (Hands-on)

INTRODUCTION

Day Three Flowchart

Lunch

Break

Instructor Lecture

• Intermittent Diagnosis

Review Day 2

Workstations

Break

Day 3 Workstations

• Rotation 1

• Rotation 2

Day 3 Workstations

• Rotation 3

• Rotation 4

Day 3 Wrap-up

Instructor Lecture

• Intermittent Diagnosis (continued)

Introduce Day 3 Workstations

End of Day 3

INTRODUCTION

DAY THREE WORKSTATION ROTATIONS

Team 2

Worksheet 3

• Intermittent Rough Idle (Hands-on)

Team 1

Worksheet 3

• Intermittent Rough Idle (Hands-on)

Team 2

Worksheet 4

• WDS Recorded Sessions

Team 1

Worksheet 4

• WDS Recorded Sessions

Team 2

Worksheet 1

• Intermittent Buck/Jerk (Hands-on)

Team 4

Worksheet 1

• Intermittent Buck/Jerk (Hands-on)

Team 3

Worksheet 1

• Intermittent Buck/Jerk (Hands-on)

Team 4

Worksheet 2

• Intermittent Rough Idle (PC-Assist)

Team 3

Worksheet 2

• Intermittent Rough Idle (PC-Assist)

Team 4

Worksheet 3

• Intermittent Rough Idle (Hands-on)

INTRODUCTION

Day Four Flowchart

Break

Instructor review of course material

Final Exam

• Written Test

• WDS Recording

• Hands-on

End of Day 4 Review of Day 3 Worksheets

DAY ONE MECHANICAL CONCERNS

MECHANICAL CONCERNS DAY ONE

Mechanical Concerns

Step 3: No DTC(s) Present Symptom Charts

Chart 1

SYSTEM/COMPONENT REFERENCE (Section 5 Pinpoint Test unless noted)

• Automatic Transmission • Automatic

Transaxle/Transmission - Section 307-01 of the Workshop Manual

Information, Section 303-00

of the Workshop Manual

• A/C pressure sensor input to PCM • GO to DS22

Transmission Concerns

Most transmission failures on newer Ford vehicles will store DTCs, but not all If you suspect the transmission is the root cause of the concern, and no DTCs are stored, then road test the vehicle with an experienced transmission technician The transmission specialist may be able to confirm your diagnosis

Base Engine Concerns

When diagnosing engine performance concerns you must not forget the possibility of internal engine damage Some base engine concerns are first thought to be engine performance issues and can quickly lead you in the wrong direction

A misfire DTC could be set by internal failures that affect compression in the combustion chamber If the

powertrain control systems check out, performing a relative compression test using WDS may quickly reveal the failure is internal

Vibrations are a lot trickier An out of balance flywheel may be perceived as an engine running rough Trust your knowledge and experience If the powertrain control systems check out, think about internal or mechanical

systems that could create the symptom Use EVA, reed tachometer, Sirometer, and Vibrate software to rule out base engine concerns

Air Conditioning

A malfunctioning air conditioning system can create sensations that may be perceived as an engine performance concern The A/C clutch cycling on and off could result in a surge or idle concern

DAY ONE MECHANICAL CONCERNS

NOTES

DAY ONE MODE 6 DATA

MODE 6 DATA DAY ONE

acceptable limits within which the component can function without setting a DTC It also gives you the

component’s value stored at the time of the particular monitor completion If the component, such as the catalyst,

is getting close to the failed limit, it may warrant a closer look

Formula For (k) Counts To Volts

Example: 32000 (k) counts divided by 13107 = 2.44 volts (scaled from 0 to 5)

DAY ONE MODE 6 DATA

NOTES

DAY ONE ALTERNATIVE FUEL DIAGNOSIS

Student Objective

• Identify if a repair can be performed on a bi-fuel vehicle

• Identify the components used on Alternative Fuel Vehicles

Content

• Service area precautions

• Engine Performance Concerns in relation to alternative fuel vehicles

- Preliminary diagnostic steps

- DTCs - Identify whether repair can be made

• Alternative Fuel Vehicle components

ALTERNATIVE FUEL DIAGNOSIS DAY ONE

Alternative Fuels

Service Area Precautions

EP3300-A/VF

Service Area Precautions

The following service area precautions should always be followed prior to bringing a bi-fuel vehicle into a service bay:

• Make sure you do not smell any fuel odor before bringing the vehicle in for service

• The vehicle should not be exposed to temperatures over 100 °F (38 °C)

- The system will begin to vent at 100 °F (38 °C)

• Ensure that the vehicle is not parked within 10 feet (3 meters) of:

- Any source of heat

- Any source of open flame

- Any source of ignition (such as metal grinders or other spark-generating tools or devices)

- An open floor drain or service pit (LPG is heavier than air)

- An overhead heater (natural gas is lighter than air)

DAY ONE ALTERNATIVE FUEL DIAGNOSIS

Alternative Fuels

Diagnosing Engine Performance Concerns on Alt Fuel Vehicles

EP3304 -A/VF

Engine Performance Concerns in Relation to Alternative Fuel Vehicles

Some of the service procedures for alternative fuel vehicles are unique, and MUST be performed by certified

technicians However, there are many engine performance concerns that can be diagnosed by non-certified alternative fuel technicians If the diagnostic procedure does not require you to perform any service or tests on the CNG/LPG fuel system, you are authorized and encouraged to perform the diagnosis and repair

Review the diagnostic pinpoint tests and/or symptom charts before beginning your diagnosis to ensure they do not involve tampering with the CNG/LPG fuel system If a DTC was retrieved during the Quick Test, review the DTC description It should help you decide whether the concern is fuel related or not

ALTERNATIVE FUEL DIAGNOSIS DAY ONE

Alternative Fuels

Bi-Fuel Compressed Natural Gas (CNG) System Components

The bi-fuel CNG fuel system major components include:

• CNG fuel tank and lines

- The fuel is stored in the fuel tank is maintained at either 3000 psi or 3600 psi (vehicle and model year dependent)

- The high fuel pressure is maintained throughout the fuel delivery system until it reaches the pressure regulator

• A pressure regulator

- Reduces the fuel pressure to approximately 100 psi

• A combined metering valve and computer (compuvalve)

- Known as the Alternative Fuel Control Module (AFCM) when diagnosing the bi-fuel system

- The fuel is metered to meet the engine requirements for the vehicle operating conditions

- The pressure of the fuel leaving the compuvalve will vary based on fuel demand but will be significantly lower than 100 psi

• A Vehicle Communications Link (VCL) – Incorporated into the compuvalve after 1999

- The VCL is the module link between the compuvalve (AFCM) and the PCM

• A fuel selector switch

- Contains an LED that illuminates when the vehicle is operating in the CNG mode

- The LED is controlled by the compuvalve

- The LED flashes at irregular intervals (in conjunction with the MIL) when a critical emissions fault occurs

- The LED flashes at regular intervals if a communication failure occurs between the compuvalve and the VCL

Bi-Fuel Liquefied Petroleum Gas (LPG) Fuel System Components

The bi-fuel LPG fuel system major components include:

• A vaporizer

• A combined metering valve and computer (compuvalve)

- Known as the Alternative Fuel Control Module (AFCM) when diagnosing the bi-fuel system

• A fuel selector switch

- Contains an LED that illuminates when the vehicle is operating in the LPG mode

- The LED is controlled by the compuvalve

- The LED flashes at irregular intervals (in conjunction with the MIL) when a critical emissions fault occurs

- The LED flashes at regular intervals if a communication failure occurs between the compuvalve and the VCL

• LPG fuel tank and lines

- Capacities are between 20 gallons and 36.1 gallons (vehicle and model year dependent)

- A tank relief valve opens when pressure exceeds 312 psi

• A Vehicle Communications Link (VCL) (incorporated into the compuvalve after 1999)

- The VCL is the module link between the compuvalve (AFCM) and the PCM

DAY ONE ALTERNATIVE FUEL DIAGNOSIS

Alternative Fuels

Dedicated CNG Fuel System Operation (continued)

Dedicated CNG vehicles can be equipped with either a 4.6 liter engine (Crown Victoria) or a 5.4 liter engine (E and F series light trucks)

The dedicated CNG fuel system on Ford vehicles operates as follows:

• When the ignition switch is turned to the run or start position, the PCM energizes the fuel shut-off relay (fuel pump relay)

• The fuel shut-off relay in turn sends voltage to the solenoid tank valves, causing them to open

• The solenoid tank valves will initially only be activated for one second and then will be turned off unless the PCM receives a PIP signal indicating that the engine is cranking

• This allows high-pressure natural gas to enter the fuel lines

• In the high-pressure filter, water and particulate contaminates are removed from the natural gas

• Once the fuel passes through the high-pressure filter, it then goes into the fuel pressure regulator

• The regulator reduces the pressure of the fuel (110 – 125 psi for Crown Victoria or 95 – 110 psi for E & F series) and distributes it to the fuel rails via low pressure fuel lines, through an open low pressure solenoid shut-off valve

ALTERNATIVE FUEL DIAGNOSIS DAY ONE

NOTES

DAY ONE ESM EGR / Electronic Throttle Control

Student Objective

• Describe the operation of the EGR System Module (ESM) EGR

• Describe the operation of the Electronic Throttle Control (ETC) system

ESM EGR / Electronic Throttle Control DAY ONE

Overview

The EGR system controls the oxides of nitrogen (NOx) emissions Small amounts of exhaust

gases are recirculated back into the combustion chamber to mix with the air/fuel charge The

combustion chamber temperature is reduced, lowering NOx emissions

Differential Pressure Feedback Exhaust Gas Recirculation (EGR) (DPFE) System

The DPFE system consists of a DPFE sensor, EGR vacuum regulator (EVR) solenoid, EGR valve,

orifice tube assembly, powertrain control module (PCM), and connecting wires and vacuum hoses

For additional information on the DPFE system, refer to Engine Control Components in this

section Operation of the system is as follows:

1 The DPFE system receives signals from the engine coolant temperature (ECT) sensor or

cylinder head temperature (CHT) sensor, intake air temperature (IAT) sensor, throttle position

(TP) sensor, mass air flow (MAF) sensor, and crankshaft position (CKP) sensor to provide

information on engine operating conditions to the PCM The engine must be warm, stable, and

running at a moderate load and RPM before the EGR system is activated The PCM

deactivates EGR during idle, extended wide open throttle, or whenever a concern is detected

in an EGR component or EGR required input

2 The PCM calculates the desired amount of EGR flow for a given engine condition It then

determines the desired pressure drop across the metering orifice required to achieve that flow

and outputs the corresponding signal to the EVR solenoid

3 The EVR solenoid receives a variable duty cycle signal (0 to 100%) The higher the duty cycle

the more vacuum the solenoid diverts to the EGR valve

4 The increase in vacuum acting on the EGR valve diaphragm overcomes the valve spring and

begins to lift the EGR valve pintle off its seat, causing exhaust gas to flow into the intake

manifold

5 Exhaust gas flowing through the EGR valve must first pass through the EGR metering orifice

With one side of the orifice exposed to exhaust backpressure and the other to the intake

manifold, a pressure drop is created across the orifice whenever there is EGR flow When the

EGR valve closes, there is no longer flow across the metering orifice and pressure on both

sides of the orifice is the same The PCM constantly targets a desired pressure drop across

the metering orifice to achieve the desired EGR flow

6 The DPFE sensor measures the actual pressure drop across the metering orifice and relays a

proportional voltage signal (0 to 5 volts) to the PCM The PCM uses this feedback signal to

correct for any errors in achieving the desired EGR flow

Exhaust Gas Recirculation (EGR) System Module (ESM)

Overview

The ESM is an updated differential pressure feedback EGR (DPFE) system It functions in the

same manner as the conventional DPFE system, however the various system components have

been integrated into a single component called the ESM The flange of the valve

portion of the ESM bolts directly to the intake manifold with a metal gasket that forms the

measuring orifice This arrangement increases system reliability, response time, and system

precision By relocating the EGR orifice from the exhaust to the intake side of the EGR valve, the

downstream pressure signal measures manifold absolute pressure (MAP) The system provides

the powertrain control module (PCM) with a differential DPFE signal, identical to a traditional DPFE

system

DAY ONE ESM EGR / Electronic Throttle Control

Electronic Throttle Control

The torque based ETC strategy was developed to improve fuel economy and to accommodate variable cam timing (VCT) This is possible by not coupling the throttle angle to the driver pedal position Uncoupling the throttle angle (produce engine torque) from the pedal position (driver demand) allows the powertrain control strategy to optimize fuel control and transmission shift schedules while delivering the requested wheel torque

The electronic throttle body has the following characteristics:

•The new electronic throttle body controls throttle plate angle to perform several functions

•Idle speed control

•Unlike cable type throttle bodies, there is no hole in the plate The hole in the plate is not required with

ETB because the required idle airflow is provided by the plate angle, which also is the reason there is no

IAC

• The throttle is equipped with a limp-home spring, which opens the throttle eight degrees if no power is

being received from the PCM

• The TP sensor contains two potentiometers

•TP1 voltage is inversely proportional to throttle position

•TP2 voltage is directly proportional to throttle position

ESM EGR / Electronic Throttle Control DAY ONE

APPS voltage

The ETC system uses three analog sensors and a separate ground in one assembly to track accelerator pedal position

The APPS assembly:

•Is located at the top of the accelerator pedal

•Contains three analog pedal position sensor

Multiple accelerator pedal position sensors are built into the system as a safety feature

The throttle pedal has two return springs to ensure that the accelerator pedal is always returned to the ‘‘zero’’ position when released

The driver actuates the accelerator pedal in the usual manner The APPS is not adjustable No adjustment is

required because pedal position and relative movement is calculated within the PCM

The APPS, not the TP sensors, is now the best indication of driver demand

•APPS1 voltage is inversely proportional to throttle position

•APPS2 and APPS3 voltage is directly proportional to throttle position

DAY ONE ESM EGR / Electronic Throttle Control

ETC System Failure Mode and Effects Management:

IMRC outputs are set to default values

are set to default values

RPM Guard

with High

Forced Idle

This mode is caused by the loss of 2 or 3 pedal position sensor inputs due to sensor, wiring,

or PCM faults The system is unable to determine driver demand, and the throttle is controlled to a fixed high idle airflow There is no response to the driver input The maximum allowed RPM is a fixed value (RPM Guard) If the actual RPM exceeds this limit, spark and fuel are used to bring the RPM below the limit The ETC lamp and the MIL illuminate in this mode and a DTC P2104 is set EGR, VCT, and IMRC outputs are set to default values Shutdown If a significant processor fault is detected, the monitor will force vehicle shutdown by disabling

all fuel injectors The ETC lamp and the MIL illuminate in this mode and a DTC P2105 is set

a ETC illuminates or displays a message on the message center immediately; MIL illuminates after 2 driving cycles

ESM EGR / Electronic Throttle Control DAY ONE

NOTES

DAY ONE WORKSHEETS

DAY ONE WORKSTATIONS

Worksheet 1 – ROUGH IDLE

This workstation is a hands-on activity that requires you to diagnose the cause of a rough idle concern and

identify all of the diagnostic steps taken to resolve the concern

Worksheet 2 – WDS RECORDED SESSION

This activity is a 120 second recorded WDS session and will demonstrate how the systems interrelate during

normal idle and after a fault is introduced

Worksheet 3 – MIL ON / HESITATION

This workstation is a hands-on activity that requires you to diagnose the cause of a MIL ON and a hesitation and identify all of the diagnostic steps taken to resolve the concern

Worksheet 4 – WDS RECORDED SESSION

This workstation is a 60 second recorded WDS session that demonstrates how the systems interrelate after a fault

is introduced

WORKSHEETS DAY ONE

WORKSHEET 1

Vehicle:

DIRECTIONS: Your instructor has provided you with a repair order that states the concern of

the vehicle at this workstation Verify the concern, perform tests and diagnose the concern

1 What is the symptom?

2 Based on the symptom, what system(s) could be at fault?

3 Based on the symptom, what component (s) could be at fault?

Diagnose the vehicle concern and fill in the table below Include all critical information such as:

wire color circuit numbers, and measurements that you have obtained

Continued on next page

DAY ONE WORKSHEETS

WORKSHEET 1

Diagnostic table- continued

4 What was the cause of the customer concern?

WORKSHEETS DAY ONE

WORKSHEET 2 WDS Recorded Session Customer’s Vehicle: 2003 Focus (2.0L 4V MT)

Select “Previous Sessions,” select the Held Session “DAY1_2 - Focus 2.0L,” open Toolbox and select

DataLogger, select Recording Group "WS_2" Description: "DAY1_WORKSHEET2."

Compare the PID values from the recording to the Typical Diagnostic Reference Values in the PC/ED to

determine if any are out of limits

1 What significant changes occurred between the 0 second point and the 20 second point? Both O2 sensors indicate a lean condition, SHRTFT1 starts adding fuel to compensate for the lean condition, LOAD starts decreasing, IAC decreases from approximately 34% to 31.25%, SPARKADV decreases from 34.75% to 28.5%

2 Why did the upstream O2 sensor start switching again? The SHRTFT1 added fuel until the O2 started switching

3 What is the likely cause of this concern? Vacuum leak

4 What would happen to the fuel trims over time if the fault was not corrected? LONGFT1 would correct and allow SHRTFT1 to return to switching around 0%

5 Which PID values (if any) are out of limits at the –30 second mark? FUELPW1: 2.27ms (3.3 – 3.7ms)

6 If any PID values are out of limits at the –30 second mark, is this caused by the fault? No, the fault was not introduced until 30 seconds later

7 Which PID values (if any) are out of limits at the +30 second mark? FUELPW1: 2.27ms (3.3 – 3.7ms),

SHRTFT1: 21.45% (+10% to -10%), MAF: 0.53V (.6V to 9V), HO2S11 is not switching

8 If any PID values are out of limits at the +30 second mark, is this caused by the fault? Yes SHRTFT1 is adding fuel to correct the lean condition reported by the O2 sensor The MAF sensor is seeing less air due

to the vacuum leak

9 Why does the upstream O2 sensor react to the fault this way? The unmetered air causes the air/fuel mixture

to be lean