Ford Workshop Service and Repair Manuals

Components

VVT oil control solenoid

The VVT oil control solenoid supplies engine oil to the VVT control unit in accordance with the actuation by the PCM. This causes the camshaft/valve timing to be either advanced or retarded.

KS

In conjunction with the PCM, the KS monitors the combustion process and regulates the injection period so that predetermined volumes of fuel are injected into the cylinders at every operating cycle.

By constantly measuring the amount of knock present and adjusting the injection period, the emission values of the engine remain stable.

CMP sensor

The CMP sensor is a variable reluctance sensor supplied with a reference voltage of 5 volts.

If the signal from the CMP sensor fails while the engine is running, the engine continues to run using the signals from the CKP sensor.

If the CMP signal is missing at the next starting operation, it will not be possible to start the engine.

IMRC actuator

The IMRC meters the amount of air flow air velocity in the intake manifold. At low engine speeds the IMRC is fully closed, keeping air flow velocity high, while at low volume. As the engine speed increases, the IMRC opens to allow for more air to enter the intake manifold.

EOP sensor

The EOP sensor is located in the oil filter housing. The EOP is connected to the PCM and registers engine oil pressure. The sensor opens when a defined oil pressure is reached and the PCM sends a signal to the instrument cluster to illuminate the engine oil pressure warning light.

CKP sensor

The CKP sensor is an inductive pulse generator which scans 36-1 cast protrusions on the flywheel. Minus one means that one of the cast protrusions is missing and this gap is located at 90 degrees before top dead centre. This gap is used by the PCM as a reference for crankshaft position.

The CKP sensor uses the Hall effect principle.

HO2S

The HO2S is a linear characteristic type sensor, installed forward of the catalytic converter. The PCM uses this as it's primary sensor to measure the oxygen content of the exhaust gasses within the exhaust system to provide closed-loop fuelling control.

Catalyst monitor sensor

The catalyst monitor sensor is a non-linear characteristic type sensor fitted to the catalytic converter. The PCM uses this as it's secondary sensor to measure the oxygen content of the exhaust system gasses within the exhaust after they have passed through the catalytic converter. As well as providing additional closed-loop fuelling control, the PCM uses this information to determine the efficiency of the catalytic converter.

ECT sensor

The ECT sensor is screwed directly into the coolant outlet connector and measures the temperature of the engine coolant rather than the cylinder head temperature. This is a more accurate measurement of the engine temperature and the information is used by the instrument cluster for the temperature gauge indication. It is also used by the PCM to calculate fuel injection timing and period of injection which will vary dependant on the engine temperature.

IMT valve

The IMT valve controls the position of the swirl plates located in the intake manifold.
For additional information, refer to: Fuel Charging and Controls (303-04A Fuel Charging and Controls - 2.0L Duratec-HE (MI4)/2.3L Duratec-HE (MI4), Description and Operation).

The IMT valve is controlled by a vacuum operated solenoid which is located on top of the coolant outlet connector. The IMT valve is adjusted by the solenoid to the desired settings determined by the PCM.

PCM

The PCM is attached to the windshield washer reservoir.

The PCM can be diagnosed through the data link connector (DLC) using the Worldwide Diagnostic System (WDS).

PSP switch

The PSP switch is located in the power steering line.

The PSP switch registers pressure in the line between the power steering pump and steering gear. This switch opens on reaching a defined pressure.

Brake pedal position (BPP) switch and brake light switch

The BPP switch is connected to the GEM through the CAN bus.

The BPP switch is closed when de-energized and sends a ground signal to the PCM.

The brake light switch is connected with the PCM through a conventional electrical connector.

The brake light switch is open when de-energized. When the brake light switch is closed, it sends 12 volts to the PCM.

The signals of the BPP switch and the brake light switch are used if the accelerator pedal position (APP) sensor should fail.

In this instance, the PCM compares the signals of the BPP switch and brake light switch.

APP sensor

The APP sensor is a double contact-less inductive sensor.

For safety reasons, the APP sensor consists of two sensors.

If the APP sensor malfunctions when the vehicle is in operation, a diagnostic trouble code (DTC) will be stored in the PCM.

If one of the sensors in the APP sensor should fail, the engine will operate at reduced power.

If both sensors of the APP switch fail, after a single operation of the BPP switch and the brake light switch and then after a plausibility check, the engine is controlled up to a speed of 1200 RPM. The vehicle can be accelerated to a maximum speed of 56 km/h (35 mph).

When the BPP switch and the brake light switch are actuated again, engine speed will drop to idle speed. Once the BPP switch and the brake light switch are de-energized again, engine speed is increased again.

If the vehicle is not fitted with an information and message system, the malfunction indicator lamp (MIL) will be illuminated to indicate a system fault.