2007 FORD FIESTA Air con

303-1 4-2 Electronic Engine Controls 303-1 4-2
SPECIFICATIONS
I Powertrain control module (PCM) retaining bolts I 3 I - I 27 I
Torque Specifications - vehicles with 1.3L Duratec-8V (Rocam) engine
I Knock sensor (KS) retaining bolt I 20 I 15 I - I
Description
I Crankshaft position (CKP) sensor retaining bolt I 10 I - I 89 I
I Camshaft position (CMP) sensor retaining bolt I
I Throttle position (TP) sensor screws I 5 I - I 44 I
Ib-in I/ Nm
I Idle air control (IAC) valve retaining bolts I 10 I - I 89 I
I b-ft
Ignition coil pack retaining bolts
Exhaust manifold heatshield retaining
bolts
Torque Specifications - vehicles with 1.25L Duratec-1 6V (Sigma)ll.4L Duratec-1 6V (Sigma)ll .6L
Duratec-I 6V (Sigma) engine
Heated oxygen sensor (H02S)
Catalyst monitor sensor (CMS)
I Powertrain control module (PCM) retaining bolts I 3 I - I 27 I
6
10
I Knock sensor (KS) retaining bolt I 20 I 15 I - I
47
47
-
-
I Camshaft position (CMP) sensor retaining bolt I 10 I - I 89 I
53
89
35
35
Cylinder head temperature (CHT) sensor
Crankshaft position (CKP) sensor retaining bolt
I Engine coolant temperature (ECT) sensor I 20 I 15 I - I
-
-
I Idle air control (IAC) valve I 10 I - I 89 I
25
10
I Heated oxygen sensor (H02S) I 47 I 35 I - I -- --
I Catalyst monitor sensor (CMS) 47 I 35 1 - I
18
-
-
89
Powertrain control module (PCM) retaining nuts
and retaining bolts
Torque Specifications - vehicles with 1.4L Duratorq-TDCi (DV) Diesel engine
1 Timing belt upper cover retaining bolts I 4 I - I 35 I
I Timing belt lower cover retaining bolts I 6 I - I 53 I
l b-in
Description
I Camshaft position (CMP) sensor retaining bolt I 5 I - I 44 I
I Crankshaft position (CKP) sensor retaining bolt I 8 I - I 71 I
Nm
I Crankshaft pulley retaining bolt I a I - I - I
I b-ft
I- .
For additional information, refer to: Crankshaft Position (CKP) Sensor - 1.4L Duratorq-Ci D) Diesel (303-14 Electronic Engine ''
I Controls, Removal and Installation).
2006.0 Fiesta 1212006 Gl48226en
procarmanuals.com

303-1 4-6 Electronic Engine Controls 303-1 4-6
DESCRIPTION
AND OPERATION
Item Descri~tion
1 5 1 Crankshaft Position (CKP) sensor 1
Throttle Control Unit (TCU)
1 6 ( Camshaft Position (CMP) sensor I Components
1 7 1 Heated Oxygen Sensor (H02S) I
1 8 1 Power Steering Pressure (PSP) sensor I
1 10 1 Brake Pedal Position (BPP) switch I
9 Vehicle Speed Sensor (VSS)
(only on
vehicles without Anti-lock Braking System
(ABS))
1 12 1 Clutch Pedal Position (CPP) switch I
11
1 13 1 Generator I
Accelerator Pedal Position (APP) sensor
1 14 1 Current supply relay I
1 15 1 Ignition key I -
16
17
1 20 1 Inertia fuel shut-off switch I
Battery
Powertrain Control Module (PCM)
-
18
19
1 21 1 Fuel Pump Driver Module (FPDM) I
Data Link Connector (DLC)
Fuel Pump (FP) relay
1 22 1 Fuel injectors I
23 Evaporative emissions (EVAP) solenoid
1 lvalve
1 24 1 Idle Air Control (IAC) valve 1
1 25 1 Throttle Control Unit (TCU) I
26 Air Conditioning (AIC) compressor clutch
1 I 1 blower switch
1 27 1 Injector Driver
Module (IDM) I
1 28 1 Start inhibit relay I
1 29 1 Instrument cluster I
Item Descri~tion
I I ITP sensor I
1 2 1 Electric motor I
The electronically controlled throttle control unit
(TCU) consists of the following components:
Housing
Throttle flap
Throttle flap spindle
Gear set
Electric motor with pinion
TP sensor
Stop screw
Throttle flap return spring
2006.0 Fiesta 1212006 G204204en
procarmanuals.com

303-1 4-7 Electronic Engine Controls 303-1 4-7
DESCRIPTION AND OPERATION
Function The throttle flap position is adjusted and monitored
in a closed control loop. The TP sensor provides
I A CAUTI0N:The throttle control unit (TCU)
the PCM with the information on the actual position
must not be dismantled. No adjustments
of the throttle flap.
or repairs can be made to the TCU.
Item Description
I I I stop screw I
1 2 IToothed segment I
1 3 1 Throttle flap spindle I
1 4 1 Throttle flap return spring I
1 5 1 Intermediate shaft with gear I
1 6 1 Electric motor with pinion I
The APP sensor sends the data containing the
driver's acceleration requirement to the PCM. This
information depends directly on the movement of
the accelerator pedal.
The PCM processes this information and converts
it into an output signal for the throttle control unit
(TCU). This output signal is the control for the
electric motor.
The electric motor moves the throttle flap spindle
by means of the gear set.
Standby function
If a fault develops in the throttle control unit (TCU),
a standby function is carried out. This standby
function allows a slight opening of the throttle flap, so that enough air passes through to allow limited
engine operation.
For this purpose, there is an throttle flap adjustment
screw on the throttle housing. The return spring
closes the throttle flap until the stop of the toothed
segment touches the stop screw. In this way a
defined throttle flap gap is formed for limp home
mode.
The stop screw has a spring loaded pin, which
holds the throttle flap open for limp home mode.
In normal operating mode, this spring loaded pin
is pushed in by the force of the electric motor when
the throttle flap must be closed past the limp home
position
(e.g. for idle speed control or overrun
shutoff).
CPP switch
The CPP switch is located directly on the pedal
box.
The engine management recognises gearshifts
through the CPP switch and thus improves engine
running characteristics.
The CPP switch passes a ground signal to the
PCM when the clutch pedal is depressed
(disengaged).
2006.0 Fiesta 1212006 G204204en
procarmanuals.com

303-1 4-1 1 Electronic Engine Controls 303-1 4-1 I
DESCRIPTION AND OPERATION
Item Description Components
MAPT sensor
Manifold absolute pressure and
temperature (MAPT) sensor
1 2 1 Camshaft position (CMP) sensor I
1 3 1 Knock sensor (KS) I
vl~Ame%air temperature sensor I
1 5 1 Instrument cluster I
1 6 1 Battery I
1 7 1 Spark plug wires I
1 8 1 Exhaust gas recirculation (EGR) valve I
1 9 1 Fuel pump module I
1 10 1 Fuel rail and fuel injectors I
I 11 I Intake manifold tuning valve solenoid The
MAPT sensor is attached to the housing of the
intake manifold valve behind the throttle body. The
signal from the MAPT sensor is used to modify the
ignition and fuel delivery.
1 12 1 Accelerator pedal position (APP) sensor
1 13 1 Clutch pedal position (CPP) switch
1 14 1 Brake pedal position (BPP) switch
CMP sensor 1 15 1 Stoplamp switch
1 16 1 Power steering pressure (PSP) switch I
1 17 1 Catalyst monitor sensor I
FIGted oxygen sensor (H02S) I
1 19 1 Generator (input signal) I
1 20 1 Crankshaft position (CKP) sensor I
1 21 1 Engine coolant temperature (ECT) sensor I
22 Throttle position
(TP) sensor (part of
I I throttle body)
1 23 1 Powertrain control module (PCM) I The CMP sensor is located on the right-hand side
of the valve cover above the intake camshaft. The
CMP sensors send signals to the PCM which are
then used by the PCM to calculate the position of
the camshaft.
2006.0 Fiesta 1212006 G422229en
procarmanuals.com

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
procarmanuals.com

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
procarmanuals.com

303-1 4-1 7 Electronic Engine Controls 303-1 4-1 7
DIAGNOSIS AND TESTING
The DTC is always a 5 digit alphanumerical
code, for example
"POI 00".
The first digit of a code (letter) identifies the
system which has set the code. Provision has
been made for a total of four systems to be
identified although only the
'PI code is required
for EOBD.
- 'B' for the body
- 'C' for the chassis
- 'P' for the powertrain
- 'U' for the network communications systems
All of the
"xOxxxW codes are standardized codes.
However, any manufacturer can use additional
codes over and above the standardized codes.
These will be labelled
"xlxxx"
The third digit of a code (numeric) identifies the
sub-system which has set the code.
- 'Pxlxx' for metering of fuel and air supply
- 'Px2xx' for metering of fuel and air supply
- 'Px3xx' for ignition system - combustion
misfires
- 'Px4xx' for auxiliary emission control
equipment
- 'Px5xx' for vehicle speed, idle setting and
other related inputs
- 'Px6xx' for trip computer and other related
outputs
- 'Px7xx' for transmission.
- 'Px8xx' for transmission.
- 'Px9xx' category to be determined
- 'PxOxx' category to be determined
When a concern occurs, the actions taken
include storage of the relevant information and
actuation of the MIL occurs in line with the
relevant legislation.
MIL Code List
I PO030 I Heated oxygen sensor (H02S) heater open circuit I
! '
-1 H02S heater low voltage I
I PO032 I H02S heater high voltage I
MILCode
PO036 1- ' Catalyst monitor sensor heater open circuit I
Description
PO037
I PO054 I Catalyst monitor sensor heater resistance out of limits I
Catalyst monitor sensor heater low voltage
PO038
PO053
I PO106 I Manifold absolute pressure (MAP) sensor plausibility malfunction I
-
Catalyst monitor sensor heater high voltage
H02S heater resistance out of limits
I PO107 I MAP sensor circuit low input I
PO108
PO1 09 MAP sensor
circuit high input
MAP sensor temporary malfunction
PO1 12
PO113
I PO117 I ECT circuit low input I
Intake air temperature (IAT) circuit low input
IAT circuit high input
I
2006.0 Fiesta 1212006 G384566en
PO114
PO1 16
PO118
IAT intermittent failure
Engine coolant temperature (ECT) signal stuck at low level
ECT circuit high input
procarmanuals.com

Electronic Engine Controls
DIAGNOSIS AND TESTING
I PO304 I Cylinder No. 4 misfire detected I
/ I
KS implausible signal I
MIL Code
PO303
PO31 5
PO324
1 PO335 1 Crankshaft position (CKP) sensor implausible signal I
Description
Cylinder No. 3 misfire detected
Flywheel segment adaptation at the Limit
Knock sensor (KS) communication error or implausible signal
1 PO336 1 CKP sensor missing teeth I
1 PO336 1 CKP sensor loss of synchronization I
1 PO336 1 CKP sensor no signal I
I PO340 I Camshaft position (CMP) sensor no signal I
I PO341 I CMP sensor implausible signal I
I PO351 I Ignition coil A primary malfunction I
1 PO352 1 Ignition coil B primary malfunction I
I PO420 I Catalyst system efficiency below threshold I
1 PO444 1 Evaporative mission canister purge valve open circuit I
1 PO458 1 Evaporative mission canister purge valve low voltage I
I '1 PO459 1 Evaporative mission canister purge valve high voltage I
I PO460 I Fuel tank level malfunction from instrument cluster I
-3 I VSS signal too high I
PO500
PO500
Vehicle speed sensor (VSS) signal malfunction
Vehicle speed via CAN (VS CAN) implausible signal
PO51 1
PO560
I PO603 I Powertrain control module (PCM) error NVMY or EEPROM error 1
Idle air control (IAC) valve circuit malfunction
Battery system voltage malfunction high voltage
PO562
PO571
I PO604 I PCM error RAM error I
Battery system voltage malfunction open circuit
Brake switch plausibility error
PO605 I PCM error checksum error I
I PO610 I VID block checksum not correct or not programmed I
I PO617 I Starter relay malfunction I
I PO620 I Generator circuit malfunction I
1 PO628 1 Fuel pump primary circuit low voltage I
I
7 1 Fuel pump primary circuit high voltage I
2006.0 Fiesta 1212006 G384566en
PO625
PO626
Generator low voltage
Generator high voltage
procarmanuals.com