2007 FORD FIESTA coolant temperature

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
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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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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
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Automatic TransmissionlTransaxle -
Vehicles With: 4-Speed Automatic
307-01 -31 Transmission (AW81-40) 307-01 -31
DESCRIPTION AND OPERATION
The transmission control unit determines hill climb
mode or trailer operation from the change in throttle
; valve position supplied by the PCM in relation to
the acceleration of the vehicle.
Depending on the driving resistance, the
transmission control unit chooses between two
gearshift maps which have been specially
programmed for this purpose and in which the shift
timings are again chosen as a function of the
accelerator pedal position and the vehicle speed..
Hill descent mode
The hill descent mode is used to take better
advantage of engine braking during hill descents.
A 'hill descent' situation is recognised by the
transmission control unit if the vehicle is
accelerating without operation of the accelerator
pedal.
If in addition the brake is also depressed then the
transmission control unit automatically shifts back
from 4th into 3rd gear.
( ' Cold start mode
In order to reach operating temperature as quickly
as possible under low ambient temperatures,
gearshifts into 4th gear and engagement of the
torque converter clutch (TCC) are suppressed if
one of the following conditions is met:
Transmission fluid temperature below +20 "C
Coolant temperature below - 40°C
The following are actuated: SSA shift solenoid valve,
SSB shift solenoid valve,
Shift solenoid valve, TCC.
Overheating protection mode
The overheating protection mode serves to protect
the transmission against overheating and the
serious damage that this can cause.
If the transmission fluid temperature reaches a
temperature of around 135
"C, the transmission
control employs a shift pattern designed to prevent
a further increase in the transmission fluid
temperature. When
the transmission fluid temperature drops
back below approx. 125
"C, the transmission
control exits the overheating protection mode.
The MIL warning lamp is actuated by the
transmission control unit if the transmission fluid
temperature reaches approximately 140
"C.
The MIL warning lamp goes out again when the
transmission fluid temperature drops back to below
around 130
"C.
Main line pressure control
In order to ensure the highest possible efficiency
of the automatic transmission and to limit the power
losses from the fluid pump, the main line pressure
is adapted accordingly by the main regulating valve
as a function of the accelerator pedal position
(driver torque demand) and the selector lever
position.
This is influenced by the following variables:
Accelerator pedal position and actuation
Selector lever position
The following are actuated:
Main 'regulating valve
Engagement of the TCC
The TCC is engaged in 3rd and 4th gear depending
on the current driving situation.
Engagement is controlled in accordance with the
shift map stored in the control unit.
This is influenced by the following variables:
Accelerator pedal position and actuation,
Vehicle speed,
Selector lever position,
Transmission fluid temperature,
Coolant temperature.
The following are actuated:
Shift solenoid valve, TCC.
Torque reduction during gearshifts
In order to improve the quality of gearshifts and to
avoid gearshift judder, the engine torque is reduced
by the PCM in response to a request from the
transmission control unit during gearshifts.
The engine torque is also reduced during
engagement and disengagement of the TCC.
2006.0 Fiesta 1212006 G380530en
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Automatic Transmission/Transaxle -
Vehicles With: 4Speed Automatic
307-01 -35 Transmission (AW81-40) 307-01 -35
DESCRIPTION AND OPERATION
Engine speed
1 The engine speed is detected by the crankshaft
position (CKP) sensor and passed on to the PCM.
The engine speed is transmitted from the PCM via
the CAN
databus to the transmission control unit.
The transmission control unit uses this signal for:
Torque reduction during gearshifts,
Pressure control during gearshifts.
Engine load
The PCM determines a load signal which is
transmitted via the CAN
databus to the
transmission control unit.
The transmission control unit uses this signal for:
Torque reduction during gearshifts,
Pressure control during gearshifts,
Shift timing adaptation during upshifts,
Shift timing adaptation during shifts from 3rd to
4th gear,
Hill climb mode,
( ' Hill descent mode. ' ,
Torque reduction request signal
Before performing a gearshift, the transmission
control unit sends a signal via the CAN
databus to
the PCM requesting a torque reduction.
The PCM then reduces the engine torque, ensuring
that the gearshift is as smooth and judder-free as
possible.
Brake signal
The PCM receives a signal from the stoplamp
switch when the brake pedal is depressed.
This signal is transmitted via the CAN
databus to
the transmission control unit.
The transmission control unit uses this signal for:
Gearshift control,
Engagement of the TCC
Accelerator pedal position
The PCM receives the current accelerator pedal
position signal from the Accelerator Pedal Position
(APP) sensor.
This signal is transmitted via the CAN
databus to
the transmission control unit.
The transmission control unit uses this signal for:
Controlling the main line pressure,
Gearshift control,
Engagement of the TCC,
Shift timing adaptation during upshifts,
Shift timing adaptation during shifts from 3rd to
4th gear,
Shift timing adaptation during shifts from 4th to
3rd gear,
Avoidance of gearshift judder during
engagement of a transmission range,
Torque reduction when pulling away.
Coolant temperature
The coolant temperature is detected by the Engine
Coolant Temperature (ECT) sensor and passed
on to the PCM.
This signal is transmitted via the CAN
databus to
the transmission control unit.
The transmission control unit uses this signal for:
Cold start mode,
Engagement of the TCC
Selector lever position
The transmission control unit transmits the selector
lever position to the instrument cluster.
The instrument cluster uses the signal to send a
request for a warning tone to the GEM when the
selector lever is not in position "P" and the driver's
door is opened.
-
2006.0 Fiesta 1212006 G380530en
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Automatic Transmission/Transaxle -
Vehicles With: 4Speed Automatic
307-01 -46 Transmission
(AW81-40) 307101 -46
DIAGNOSIS AND TESTING
Symptom Possible Sources Action
PO722 Vehicle speed sensor Vehicle speed sensor (VSS).
1 (vSS) circuit no signal I circuit(+
REFER to WDS.
PO740 Torque converter clutch Lock-up duty solenoid.
solenoid failure
I ~ircuit(s).
REFER to WDS.
REFER to WDS.
PO741 Torque converter clutch
1 (TCC) system.
PO742 Torque converter clutch TCC system stuck on.
I circuit(s).
TCC system stuck off.
REFER to WDS.
PO743 Torque converter clutch Lock-up duty solenoid.
solenoid failure
I circuit(s).
REFER to WDS.
REFER to WDS.
PO727 Engine revolution speed
error
PI 746 Pressure control
I solenoid A open circuit
Powertrain control module
(PCM).
Circuit(s).
I
Line pressure control solenoid.
Circuit(s).
REFER to WDS.
PI 747 Pressure control
solenoid
A short circuit
Line pressure control solenoid.
Circuit(s).
REFER to WDS.
PO972 Shift solenoid A
performance Shift solenoid
A open
circuit.
Circuit(s).
Internal mechanical/hydraulic
failure.
REFER to WDS.
REFER to WDS.
PO974 Shift solenoid A elec- Shift solenoid A.
trical I circuit(!+
PO973 Shift solenoid A elec-
trical
REFER to WDS. Shift solenoid A short circuit.
Circuit(s).
PO975 Shift solenoid B
performance Shift solenoid
B.
Circuit(s).
Internal mechanical/hydraulic
failure.
REFER
to WDS.
PO976 Shift solenoid B Shift solenoid B short circuit.
Circuit(s).
REFER to WDS.
PO977 Shift solenoid B Shift solenoid B open circuit.
Circuit(s).
REFER to WDS.
PO787 Timing solenoid elec- Timing solenoid short circuit.
trical I circuit(s).
REFER to WDS.
REFER to WDS. PO788 Timing solenoid elec-
trical
-- - -
Timing solenoid open circuit.
Circuit(s).
REFER to WDS. PO1 15 Engine coolant signal
error Reported engine failure.
REFER to WDS. I PI 71 9 Engine torque signal
error Reported engine failure.
REFER to WDS. PI 783 Transmission over
temperature condition
2006.0 Fiesta 12/2006 G371498en
Temperature sensor failure.
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