2007 FORD FIESTA trim

206-05-1 2 Parking Brake and Actuation 206-05-1 2
GENERAL PROCEDURES
11. Install a new parking brake cable
adjustment nut retaining clip.
12. Install the parking brake control trim panel.
2006.0 Fiesta 1212006 G458899en
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206-05-1 7 Parking Brake and Actuation 206-05-1 7
REMOVAL AND INSTALLATION
Parking Brake Control(l2 664 0)
Removal 5. Remove the parking brake control.
I. Remove the parking brake control trim panel.
Installation
2. Disconnect the parking brake warning I. To install, reverse the removal procedure.
indicator switch electrical connector.
2. Adjust the parking brake.
For additional information, refer to Parking
Brake Cable Adjustment in this section.
3. Disconnect the parking brake cable from the
parking brake control.
Discard the retaining clip.
I
4. Release the parking brake.
2006.0 Fiesta 1212006 Gl49893en
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206-096-8 Anti-Lock Control - Stability Assist 206-096-8
REMOVAL AND INSTALLATION
Yaw Rate Sensor and Accelerometer
Removal
N0TE:The yaw rate sensor and accelerometer are Remove the yaw rate sensor and
one assembly and cannot be seperated. accelerometer assembly cover.
1. Remove the left-hand front seat. For
additional information, refer to
Section
501 -1 0 [Seating].
2. Remove the scuff plate trim panels.
6. N0TE:Make a note of the position of the
bolts, to aid installation.
Remove the yaw rate sensor and
accelerometer assembly.
3. Remove the B-pillar trim panel. For additional 1 . Disconnect the electrical connector.
information, refer to Section 501 -05 [Interior 2. Remove the bracket retaining bolts.
Trim and Ornamentation].
4. Locally detach the carpet.
Installation
5. N0TE:Make a note of the position of the 1. WARNINGS:
bolts, to aid installation.
ADO not use a damaged yaw rate sensor
and accelerometer assembly. Failure to
follow this instruction may result in personal
injury.
A~ake sure the yaw rate sensor and
accelerometer assembly is correctly
positioned. Failure to follow this instruction
may result in personal injury.
2006.0 Fiesta 1212006 G327319en
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303-1 4-1 4 Electronic Engine Controls 303-1 4-1 4
DIAGNOSIS AND TESTING
Electronic Engine Controls
General Equipment
I Worldwide Diagnostic system (WDS)
Principles of Operation
For Principles of Operation on the electronic
accelerator control system
REFER to: Acceleration Control (31
0-02A,
Diagnosis and Testing).
European On-Board Diagnostics (EOBD)
EOBD is a diagnostic system integrated into the
powertrain control module (PCM). This system
continuously monitors vehicle emission
components. The system includes a malfunction
indicator lamp (MIL) which indicates when there is
a concern that can affect emissions or the system
malfunctions. Data stored within the module DTC
memory can be accessed using a generic scan
tool or WDS.
EOBD is mandated within European Union
regulations from the year 2000 for passenger
vehicles with petrol engines and from 2003 onwards for passenger vehicles with diesel
engines.
EOBD Functions:
Establishes when and how emissions control
faults must be indicated.
Actuates emission control malfunction indicator
lamp (MIL) and fault memory.
Indicates operating conditions in which the
concern occurred (freeze frame data).
Standardized output of operating data such as
engine speed, engine coolant temperature etc.
Standardized names and abbreviations for
components and systems.
Standardized
DTCs for all manufacturers.
Standardized communication with the diagnostic
equipment.
Standardized 16-pin data link connector (DLC)
in area of the instrument panel.
Concern display must be possible using a
generic scan tool.
EOBD consists of the following elements:
Warm-up Cycle C'
The warm-up cycle is an operation that consists of
key on, engine start and a coolant temperature
increase of
22"C, exceeding 71 OC on completion.
Drive Cycle
A drive cycle commences when the engine is
started (cold or warm) and ends when the engine
is switched off.
Trip
A trip begins when the engine is started and is
complete when all the EOBD monitors have
completed a self-test. This may take place over a
number of drive cycles. On diesel variants, the
information gathered from one drive cycle is not
carried over to a subsequent cycle or cycles.
When a concern has been rectified, particularly
after electronic engine control components have
been changed, the DTC memory, which is part of
the EEPROM must be cleared of all trouble codes.
When the DTC memory has been cleared, the code
.
PI000 (known as the readiness code) is set in the
PCM memory, which indicates that since the
EEPROM has been cleared, not all of the
monitoring systems have completed their tests.
PI000 can only be cleared by carrying out a trip,
which includes driving the vehicle under variable
conditions of speed, load and time so that all of the
monitors are completed. As
PI000 will not
illuminate the MIL it is not necessary to carry out
the trip before returning the vehicle to the customer.
Freeze Frame Data
When a concern is detected, various data is stored
depending on application including:
Diagnostic trouble code.
Vehicle speed.
Engine coolant temperature.
Engine speed.
Engine load.
Mixture formation trim value (trim value for
engine wear) (All except vehicles with diesel
engine).
State of oxygen sensor control (open and closed
loop) (All except vehicles with diesel engine).
Distance covered since the concern was first
registered.
2006.0 Fiesta 1212006 G384566en
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303-1 4-1 5 Electronic Engine Controls 303-1 4-1 5
DIAGNOSIS AND TESTING
Monitors
The purpose of the monitors is to continuously
check the operation of the emission related sensors
and actuators. It then establishes if they are
operating within specified tolerances. All monitors
carry out their functions in such a way as to be
unnoticeable by the driver of the vehicle. Each one
is carried out under specific conditions of load,
speed and engine temperature. The Comprehensive Component Monitor, Combustion
Misfire Monitor and
AirIFuel Ratio Monitor operate
continuously. The remaining monitors are only
invoked under certain operating conditions. On
diesel variants, all of the monitors operate under
normal driving conditions: There are no monitors
which intervene and cause special operating
modes to enable the monitors to work. Some diesel
monitors are non-continuous. This means that in
a drive cycle, monitoring is done as and when
suitable driving conditions exist and potential faults
are accumulated and compared with acceptance
criteria. Examples of this type are the turbocharger
boost pressure and exhaust gas recirculation
(EGR) monitors on vehicles with common rail fuel
injection.
( Comprehensive Component Monitor (CCM)
When the CCM detects a component operating out
of tolerance, it sets a Diagnostic Trouble Code
(DTC), which is stored in the EEPROM. If the same
concern is confirmed during the next trip the MIL
will be switched on. The CCM monitors many
components, sub-systems and signals. The
following is a list of those that can effect emissions
depending on application:
Electronic Ignition (El) System.
Crankshaft Position (CKP) Sensor.
Ignition Coil.
Electronic Throttle Control Unit.
Camshaft Position (CMP) Sensor.
Air Conditioning
(AIC) Clutch.
Idle Air Control (IAC) Valve.
Mass Air Flow (MAF) Sensor.
Manifold Absolute Pressure (MAP) Sensor.
Intake Air Temperature (IAT) Sensor.
Engine Coolant Temperature (ECT) Sensor.
Cylinder Head Temperature (CHT) Sensor.
Heated Oxygen Sensor
(H02S).
Catalyst Monitor Sensor.
Charge Air Temperature Sensor.
Knock Sensor (KS).
Throttle Position (TP) Sensor.
Vehicle Speed Sensor (VSS).
Boost Pressure Sensor.
Cam-Crank Phasing Sensor.
EEPROM.
High Pressure Fuel Injection Pump.
Exhaust Gas Recirculation (EGR) Valve Monitor.
Fuel Injectors.
Turbocharger.
Combustion Noise Monitor.
Barometric Pressure (BARO) Sensor.
Combustion Misfire Monitor (All except vehicles
with diesel engine)
The combustion misfire monitor operates independently of the others, and can detect misfires
caused by the ignition system, fuel system or
mechanical engine components. As each cylinder
fires, a characteristic crankshaft acceleration is
produced. The monitor detects irregularities in the
acceleration pattern using the crankshaft position (CKP) sensor, thus detecting the misfire. It can
also detect which cylinder has misfired.
Combustion misfires can be categorized as follows:
Type
A: These can cause catalytic converter
damage due to excessive internal temperatures.
If a certain number of misfires occur over a
pre-determined number of engine revolutions, the
MIL will be switched on to alert the driver of the
concern.
Type B: These can lead to an increase in emissions
to a point above the EOBD threshold. If the misfire
is detected during a second trip, over a,
pre-determined number of engine revolutions, the
MIL will be switched on. If the misfire does not
occur over the next three trips, the MIL will be
extinguished
AirIFuel Ratio (AFR) Monitor (All except vehicles
with diesel engine)
The H02S fitted before the catalytic converter
(upstream) measures the oxygen content of the
exhaust gas and the variations in it. This then
enables the PCM to adjust the opening times of
the fuel injectors to maintain the correct AFR. This
is known as Short Term Fuel Trim (STFT). If the
same variation is registered a pre-determined
number of times, a permanent correction factor is
applied. This is known as Long Term Fuel Trim
(LTFT), which is stored in the EEPROM. When the
correction factors exceed pre-determined limits a
DTC will be set in the EEPROM. If a concern is
2006.0 Fiesta 1212006 G384566en
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Electronic Engine Controls
DIAGNOSIS AND TESTING
detected in either the STFT or LTFT, and it is still
present on a second trip, the MIL will be switched
on.
Heated Oxygen Sensor (H02S) Monitor (All except
vehicles with diesel engine)
This monitors the operation of the pre (upstream)
and post (downstream) catalytic converter
H02S
sensors. It will detect deviations in airlfuel ratios
(AFR) and sensor faults.
The
H02S will cause emission increase when its
response time increases too much. To diagnose
a sensor a period is measured and the number of
leanlrich transitions are counted. The sum of valid
periods is then calculated. To avoid
non-representative measurements, the period is
valid only if the
H02S has been below a low
threshold and above a high threshold between 2
consecutive leanlrich transitions.
A failure is
declared when the sum of the measured periods
exceeds the sum of the corresponding limit (held
within the PCM) and the MIL is illuminated.
Catalytic Converter Efficiency Monitor (All except
vehicles with diesel engine)
The efficiency of a catalytic converter is measured
by its ability to store and later release oxygen to
convert harmful gases. The efficiency is reduced
if the converter becomes contaminated as it ages,
and at high gas flow rates, because the exhaust
gas does not remain in the converter long enough
to complete the conversion process. switches
over or until the end of a delay. If this
delay expires or the sensor does not switch, the
sensor is treated as failed.
Combustion Noise Monitor (Vehicles with common
rail fuel injection)
In diesel variants, the Combustion Noise Monitor
is used to trim the fuel injection pulse lengths. Each
fuel injector has an associated set of correction
data that is determined during a production end of
line test. The Combustion Noise Monitor is used
to determine how the fuel injector characteristic
changes from this initial calibration over the life of
the fuel injector.
EGR Monitor (Vehicles with diesel engine)
The functionality of the EGR system is checked by
comparing either the MAP sensor output or EGR
valve lift potentiometer output (depending upon
application) with expected values.
Diagnostic Requirements
Vehicles equipped with EOBD, can be diagnosed
using the WDS. In order for the EOBD system to
be invoked, a number of criteria must be met. After
any repair, which could affect emissions, a trip must
be carried out on the vehicle, to make sure that
engine management system operates correctly.
Malfunction Indicator Lamp (MIL)
The MIL is located in the instrument cluster and is
fitted to alert the driver to the fact that an abnormal
This monitor checks for the oxygen storage condition
has developed in the engine management
capacity (OSC) of the catalytic converter. During system,
that is having an adverse effect on
a controlled period, the catalyst monitor sensor emissions.
In cases of misfires which are likely to
signal is analyzed to evaluate the OSC of the cause
catalytic converter damage, it is switched
catalyst. It represents the quantity of oxygen that on immediately.
With all other faults it will illuminate
is really used for the oxidation-reduction reaction continuously
from the second trip after the condition
by the catalytic converter If a fault has occurred occurred.
Under normal operation it should
with the catalyst monitor sensor during the catalyst illuminate
at key-on and go out almost as soon as
diagnosis, a sensor diagnosis is carried out. During the
engine is started.
the controlled diagnosis phase, the catalyst monitor
Diagnostic Trouble Codes (DTCs) sensor activity is measured and is compared to the
OSC of the catalyst. If this activity is high (low The
DTCs given
by the PCM are standardized,
0SC)theMILwillbeilluminated.Ifthroughoutthe whichmeansthatgenericscantoolscanread
controlled phase, repeated several times, the results from
all vehicles.
downstream sensor output has not moved, the
closed loop mode is delayed in order to test the
sensor. If the catalyst monitor sensor is set to rich,
the injection time is forced to lean and conversely
if the downstream sensor is set to lean, the
injection time is forced to rich until the sensor
2006.0 Fiesta 1212006 G384566en
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Manual Transmission/Transaxle External
Controls
REMOVAL AND INSTALLATION
Gearshift Lever(l6 524 0)
Removal
I. Remove the gearshift lever trim panel.
Disconnect the cigar lighter electrical
connector.
2. Detach the gearshift cables from the
gearshift lever.
4. Remove the gearshift lever front retaining
bolts.
5. Remove the gearshift lever.
Remove the bolts.
Installation
1. To install, reverse the removal procedure. 3. Detach the gearshift cables from the
retaining bracket. 2. Adjust the gearshift cables. For additional
information, refer to Section
308-00 [Manual Turn the abutment sleeves clockwise. Transmission/Transaxle and Clutch - General
Information].
2006.0 Fiesta 1212006 GI 86744en
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I <:: .
31 0-02B-4 Acceleration Control - 2.OL Duratec-HE (M14) 31 0-02~-4::'
DIAGNOSIS AND TESTING
Acceleration Control
lnspection and Verification
1. Verify the customer concern.
3. If an obvious cause for an observed or reported \.
concern is found, correct the cause (if possible)
before proceeding to the next step.
2. Visually inspect for obvious signs of mechanical 4. If the cause is not visually evident, verify the
or electrical damage. symptom
and refer to Symptom Chart.
Visual lnspection Chart
I Mechanical I Electrical I
- Accelerator pedal
- Electronic throttle
body
Fuse(s)
Wiring harness(s)
Electrical
connector(s)
Accelerator pedal
Electronic throttle
body
Powertrain control
module (PCM)
Symptom Chart
Accelerator pedal does not
return freely
Symptom Chart
Symptom Possible Sources Action
Accelerator pedal is hard to
depress or has a roughlraspy
or sticky feel
Adjacent hardware, wiring
harness(s), trim(s), carpet or
mat(s) incorrectly installed.
High engine idle speed
Adjacent hardware, wiring
harness(s), trim(s), carpet or
mat(s) incorrectly installed.
Worn or damaged accelerator
pedal.
CHECK the accelerator pedal
and adjacent parts for correct
installation.
worn or damaged accelerator
pedal. CHECK the
accelerator pedal
and adjacent parts for correct
installation.
INSTALL a new accelerator
pedal.
INSTALL a new accelerator
pedal.
Electronic throttle body. REFER to WDS to diagnose
the system.
Damaged
accelerator pedal.
I PCM calibration. REFER
to WDS to diagnose
the system.
REFER to WDS to diagnose
the system.
Poor idling I Electronic throttle body.
- - - - - - - -
2006.0 Fiesta 121200s ~426591 en
REFERto WDS todiagnose
the system.
PCM, calibration.
REFER to WDS to diagnose ),
1- ' the system.
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