31S07T0 engine peformance theory and operation 2003

FCS-14568-REF Updated January, 2006 Ford Customer Service Division Technical Training 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 • • Always wear safety glasses for eye protection • • • To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure • • Do not smoke while working on the vehicle 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 • 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 Use safety stands whenever a procedure requires you to be under the vehicle • 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 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 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 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 © 2003 Ford Motor Company Produced and Coordinated by Technical Support Operations Ford Customer Service Division September, 2003 CUSTOMER EXPECTATIONS Customer Expectations: Service Make it convenient to have my vehicle serviced at your dealership The Service Advisor should Provide me with a clear and thorough explanation of the service performed Call me within a reasonable amount of demonstrate a genuine concern for my service needs time after my service visit to ensure that I'm completely satisfied Fix it right the first time Complete servicing my vehicle in a Be responsive to questions or concerns I bring to your attention timely and professional manner Expectation “Fix It Right The First Time, on Time.” Both service advisors and technicians are important 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: STST New Model – Self Study – Self Study – FordStar Broadcasts – FordStar Broadcasts – 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” TABLE OF CONTENTS INTRODUCTION Engine Performance Curriculum Goals Intro-1 Organization of the Student Information Book Intro-3 Day One Agenda Intro-6 Day Two Agenda Intro-9 IGNITION REVIEW Student’s Objective 1-1 Content 1-1 Basic Ignition System Operation 1-2 Voltage and Coils 1-3 Ignition Timing 1-13 Ignition Requirements and Operating Conditions 1-17 Distributorless Ignition Systems 1-23 Coil-On-Plug Ignition System 1-41 FUEL/AIR INLET REVIEW Student’s Objective 2-1 Content 2-1 Fuel and Air Inlet Systems 2-2 Air Intake System 2-9 Air Measurement Systems 2-23 Fuel System 2-27 Fuel Control 2-41 EXHAUST/EMISSION REVIEW Student’s Objective 3-1 Content 3-1 Exhaust/Emission System 3-2 Positive Crankcase Ventilation (PCV) 3-5 Evaporative Emission (EVAP) System 3-13 Exhaust Gas Recirculation (EGR) 3-27 Secondary Air Injection Reaction (AIR) 3-39 Catalytic Converter (CAT) 3-45 OBDII 3-53 WORKSHEETS DAY ONE Worksheet Secondary Concern Worksheets-1A Worksheet Cop Coil Concern Worksheets-2A Worksheet Air Leak Worksheets-3A Worksheet Injector Concern Worksheets-4A DAY TWO Worksheet Fuel Pressure Worksheet Drive Session Worksheet Vacuum Leak Worksheet Electronic Publications Navigation Theory and Operation July, 2001 Worksheets-1A Worksheets-2A Worksheets-3A Worksheets-4A i TABLE OF CONTENTS NOTES ii July, 2001 Theory and Operation INTRODUCTION ENGINE PERFORMANCE CURRICULUM GOALS The goal of the Engine Performance Curriculum is to provide you with necessary training to “Fix it right the first time.” This Engine Performance Theory and Operation classroom course provides you with hands-on practice as it relates to the theory and operation, as well as, the relationships among engine performance systems and system types 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 you 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 Ford Multimedia Training (FMT) – These courses are also self-paced The multimedia courses are highly interactive and allow the technician to simulate hands-on activities Classroom – The classroom courses allow for application of the skills and knowledge learned in the prerequisite courses through hands-on, real-world scenarios FORDSTAR – These courses are instructor-led, interactive, live broadcasts presented over the FORDSTAR Distance Learning Network The instructor presents information, asks questions, and interacts with the technicians Demonstrations and video clips are used to present material Theory and Operation July, 2001 Intro-1 INTRODUCTION How to Complete the Curriculum To successfully complete the Engine Performance Curriculum, you must take the following sequence of courses: Ignition System Theory and Operation – Course Code 31S01W0 Fuel and Air Inlet System Theory and Operation – Course Code 31S02W0 Exhaust/Emission System Theory and Operation – Course Code 31S03W0 Fuel Air Ignition and Emission System Relationships – Course Code 31S04W0 OBDII Monitors – Course Code 31S05W0 Engine Performance Theory and Operation – Course Code 31S07T0 Driveability Diagnostic Process – Course Code 31S06W0 Driveability Diagnostic Routines – Course Code 31S08W0 Engine Performance Diagnosis and Testing – Course Code 31S10T0 Advanced Driveability Diagnosis and Testing – Course Code 31S09M0 Advanced Engine Performance Diagnosis and Testing – Course Code 31S12T0 Intro-2 July, 2001 Theory and Operation INTRODUCTION ORGANIZATION OF THE STUDENT INFORMATION BOOK The student information book is divided into three sections that include the following information: l Introduction – Describes the STST Engine Performance Curriculum and objectives of the Theory and Operation Classroom – Reviews the requirements for course completion – Includes the morning and afternoon flow charts and agenda for both Day One and Day Two l Review Lessons 1-3 – Each Lesson starts with the Student Objectives and a content outline – Workbook pages contain graphics and review material from previous WBT courses l Day One and Day Two Worksheets – Contains student worksheets and review questions Target Audience The Engine Performance Theory and Operation classroom is designed for entry-level Ford Motor Company engine performance technicians Course Length This is a two-day course Course Prerequisites Before you enroll in this course, you must meet the following prerequisites: l Basic Electrical Part – 34S03T0 (Classroom) l Electronics Part – 34S06T0 (Classroom) l WBT Courses: – Air, Fuel, Ignition, and Exhaust Systems Relationships – 31S04W0 – OBDII Monitors – 31S05W0 Theory and Operation July, 2001 Intro-3 INTRODUCTION Course Description This is a two-day hands-on course designed to provide you with maximum hands-on application of Engine Performance systems theory and operation as well as the relationships between systems and system types during normal operating conditions The first day is a combination of instructor review and lecture, instructor-led demonstrations, and hands-on workstations The second day is a continuation of the hands-on workstations and culminates in the final exam Course Objectives Upon completion of the Engine Performance Theory and Operation classroom, you will be able to: l Review Critical Concepts from the prerequisite WBT courses – Explain the critical concepts of Ignition Systems theory and operations – Explain the critical concepts of Fuel and Air Inlet System theory operations – Explain the critical concepts of Exhaust/Emissions Systems theory operations – Explain the relationships between the Air, Fuel, Ignition, and Exhaust/Emissions systems – Explain the purpose and function of the OBD II monitors l Locate appropriate information in the Ford Electronic Publications System l Perform and interpret measurement results using specific diagnostic tools – Perform and interpret measurement results for normal systems operations – Perform measurements on system operations under certain conditions – Select PIDs – Monitor systems operations using PID values – Perform Spark Duration and Peak kV tests – Explain the effect of certain conditions on systems operations – Explain how the systems compensate for certain conditions Intro-4 July, 2001 Theory and Operation EXHAUST/EMISSION REVIEW DAY ONE SECONDARY AIR INJECTION REACTION (AIR) (Continued) HC HC A B EP1076-A/VF Air Injected Directly into Exhaust Manifold or Catalytic Converter The secondary AIR system is used during engine warm-up conditions to help the catalyst quickly reach operating temperature A belt-driven mechanical or electrical air pump is used to reduce the amount of HCs and CO by injecting air directly into the exhaust system The air can be directed either upstream into the exhaust manifold (A) or downstream into the catalytic converter (B) depending on the system used 3-40 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW Components EP1077-A/VF Mechanical AIR System Components The mechanical AIR system includes the following components: Mechanical AIR pump – The mechanical AIR pump is a belt driven, positive displacement, vane-type pump AIR check valves – The one-way check valve is used to prevent exhaust gases from backing up in the AIR system and melting components with hot exhaust gases Normally closed AIR bypass solenoid – PCM controlled solenoids are “on” or “off” devices that direct the flow of vacuum Normally closed AIR bypass valve – The bypass valve is used only on the mechanical AIR pump system This valve directs airflow to the exhaust stream, the diverter valve or to the atmosphere Diverter valve – The diverter valve receives air from the bypass valve on mechanical systems, or directly from the electric pump The diverter valve directs airflow “upstream” or “downstream.” Normally closed AIR diverter solenoid – PCM controlled solenoids are “on” or “off” devices that direct the flow of vacuum Theory and Operation July, 2001 3-41 EXHAUST/EMISSION REVIEW DAY ONE Operation EP1087-A/VF Mechanical System Item Description Item Description AIR pump AIR bypass solenoid AIR check valve AIR bypass valve A typical mechanical AIR pump belt-driven system constantly supplies air to the normally closed bypass valve When AIR is needed, the PCM sends a ground signal to the bypass valve solenoid The bypass valve solenoid sends a vacuum signal to the bypass valve, opening the valve and routing air to the exhaust manifold through the one way check valve Adding air into the exhaust manifold (upstream) continues combustion This reduces the levels of HCs in the exhaust The additional heat generated is used to help the catalytic converter come up to operating temperature This reduces the levels of HC and CO 3-42 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW System with a TWC and a COC System with a TWC and a COC Item Description Item Description AIR pump Normally closed AIR bypass valve AIR check valve Diverter valve Normally closed AIR bypass solenoid Normally closed AIR diverter solenoid If the vehicle is equipped with a Three-Way Catalyst (TWC) and a Conventional Oxidation Catalyst (COC), a diverter valve and diverter solenoid are added to the system between the bypass valve and the check valves After the PCM grounds the bypass solenoid, the solenoid turns on, directing vacuum to the bypass valve, which then routes air to the diverter valve The PCM then turns the diverter solenoid off, eliminating vacuum to the diverter valve The diverter valve then directs air downstream into the COC Theory and Operation July, 2001 3-43 EXHAUST/EMISSION REVIEW DAY ONE Electrical System EP1079-A/VF Typical Electric AIR Pump System Item Description Electrical AIR pump Solid state relay (SSR) Secondary AIR injection bypass solenoid Item Description AIR injection diverter (AIR diverter) valve A typical electric AIR pump system does not require a bypass valve, and only pumps air upstream to the exhaust manifold on a cold start The PCM commands the AIR pump “on” and “off” via a solid-state relay as needed so there is never excess air to bypass to the atmosphere 3-44 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW CATALYTIC CONVERTER (CAT) A EP1080-A/VF Catalytic Converter System With increasing exhaust emissions, a catalytic converter (A) was added to the exhaust system in the mid-1970s Catalytic converter technology has steadily improved, and as a result, the modern day catalyst has become the cornerstone of emission control devices The Three-Way Catalyst (TWC) used on today’s Ford vehicles reduces HCs, CO, and NOx through heat and chemical reaction Theory and Operation July, 2001 3-45 EXHAUST/EMISSION REVIEW DAY ONE Catalyst Conversion EP1081-A/VF Catalyst Conversion Item Description Item Description HCs, CO, NOx CO + O2 => CO2 HCs + O2 => CO2 + H2O NOx + H2 => N2 + H2O The function of the catalyst is to chemically alter or “convert” HCs, CO, and NO2 gases in the exhaust to environmentally safe gases by heating precious metals such as platinum, palladium, rhodium, and ceria 3-46 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW Catalyst Light Off A EP1082-A/VF Catalyst Light Off As the catalyst heats up, converter efficiency rises rapidly The point at which conversion efficiency exceeds 50% is called catalyst light-off For most catalysts this occurs at 246-301°C (475-575°F) (A) Once the catalyst lights off, the catalyst will quickly reach the maximum conversion efficiency for that catalyst Theory and Operation July, 2001 3-47 EXHAUST/EMISSION REVIEW DAY ONE Catalyst Types 2 EP1083-A/VF The Three Catalyst Types (TWC, COC, and TWC & COC) Item Description Item Description TWC COC Muffler TWC and COC From secondary AIR supply In general, there are three different catalyst system types The Conventional Oxidation Catalyst (COC), ThreeWay Catalyst (TWC), and TWC + COC The only type of catalyst that is currently monitored by On-Board Diagnostics II (OBD II) is the TWC 3-48 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW Conventional Oxidation Catalyst (COC) A EP1084-A/VF COC COCs were some of the first catalysts used on vehicles These catalysts converted only HCs and CO Secondary air injection was used to provide the extra oxygen needed for proper conversion (A) Since a COC does not provide NOx conversion, most vehicles controlled the air/fuel ratio slightly rich to reduce NOx while using the COC to control HCs and CO Theory and Operation July, 2001 3-49 EXHAUST/EMISSION REVIEW DAY ONE Three-Way Catalyst (TWC) EP1085-A/VF TWC TWCs combine an oxidation function to control HCs and CO and a reduction function to convert NOx The reduction function is made possible by adding materials like ceria Ceria has the ability to store and release oxygen, thus eliminating the need for pumped in air TWCs are used on almost all vehicles today because they are capable of performing conversion for all three regulated emissions 3-50 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW TWC + COC EP1086-A/VF TWC + COC For some vehicle applications, both the COC and the TWCs were used Some used separate catalysts and some combined both catalysts into one housing Secondary air was injected upstream into the exhaust manifold during startup and injected downstream into the middle of the catalyst system The downstream air provided the extra oxygen required by the COC while allowing the TWC to operate using a stoichiometric air/fuel ratio (14.7:1) Theory and Operation July, 2001 3-51 EXHAUST/EMISSION REVIEW DAY ONE NOTES 3-52 July, 2001 Theory and Operation DAY ONE EXHAUST/EMISSION REVIEW OBDII Since the late 1980’s, the powertrain control system has used On-Board Diagnostics (OBD) to monitor a limited number of systems (fuel, EGR, and O2) and detect input component failures Due to increased diagnostic requirements by the California Air Resource Board, OBD II was introduced OBD II is a real-time on-board monitoring system that is part of the PCM It consists of software, sensors, and a Malfunction Indicator Light (MIL) OBD II monitors virtually all emission-related components and systems as the vehicle is being driven The objectives of OBD II are to: l reduce high in-use emissions caused by emission-related malfunctions l reduce time between occurrence of a malfunction and its repair l assist in the diagnosis and repair of emission-related problems MIL The Malfunction Indicator Lamp, or MIL, is located in the instrument cluster When there is a malfunction within the powertrain control system, the MIL illuminates to indicate to the operator of the vehicle that there has been a malfunction, and the vehicle requires service Misfire Monitor The misfire monitor detects variations in crankshaft rotational speed using information from the crankshaft position sensor The acceleration for each cylinder can then be calculated by determining how much time each tooth on the reluctor wheel takes to pass the crankshaft sensor Cylinders that misfire not show the expected acceleration Fuel System Monitor The fuel system monitor looks for short-term and long-term fuel trim values that have exceeded emission malfunction threshold values These thresholds are predetermined per vehicle design, and are part of the OBD II strategies incorporated into the PCM Heated Oxygen Sensor (HO2S) Monitor The HO2S monitor monitors the output voltage and response rate of the upstream O2 sensors and the voltage of the downstream sensors for proper operation The front and rear HO2S heaters are monitored for proper voltage and current Comprehensive Component Monitor The comprehensive component monitor looks at any PCM input or output that affects emissions This refers only to inputs and outputs that not have their own monitoring requirements Inputs are monitored for opens, shorts, and an expected value Outputs are monitored for opens, shorts, and expected response for a particular command Theory and Operation July, 2001 3-53 EXHAUST/EMISSION REVIEW DAY ONE Thermostat Monitor The thermostat monitor checks engine coolant temperature to verify that it is within a range of 11°C (20°F) of the thermostat regulating temperature This occurs within a specified time period after cold engine start-up Catalyst Monitor The catalyst monitor reads the upstream and downstream HO2S switches and compares them to each other to determine catalyst efficiency For example, an upstream reading of 125 and a downstream reading of gives a catalyst efficiency of 7/125 = 0.056 EVAP Monitor The EVAP monitor tests the EVAP system for the ability to purge HCs by looking at the HO2S for a lean value and an increase in rpm The monitor also creates and holds a vacuum on the EVAP system to check for small and large leaks EGR System Monitor The EGR system monitor checks components for opens, shorts, and expected input values The monitor also checks flow rate by comparing differential pressures across the flow control orifice AIR System Monitor The AIR system monitor checks electrical components and confirms that the pumped air is entering the exhaust stream when it is commanded to so by the PCM The air/fuel ratio is commanded rich, the air pump is turned on, and the time required for the HO2S to go lean is monitored 3-54 July, 2001 Theory and Operation ... concepts of the ignition system theory and operation Theory and Operation l Basic Ignition System Operation l Voltage and Coils l Ignition Timing l Ignition Requirements and Operating Conditions l... System Theory and Operation – Course Code 31S03W0 Fuel Air Ignition and Emission System Relationships – Course Code 31S04W0 OBDII Monitors – Course Code 31S05W0 Engine Performance Theory and Operation. .. complete the Engine Performance Curriculum, you must take the following sequence of courses: Ignition System Theory and Operation – Course Code 31S01W0 Fuel and Air Inlet System Theory and Operation