TSG-416 GENERAL INFORMATION - PRELIMINARY

INDEX Subject Page 01 General Information Introduction ...... 01 - 3 Safety Notice...... 01 - 4 Notes, Cautions, and Warnings...... 01 - 4 Battery Handling and Charging ...... 01 - 5 Forward ...... 01 - 6 Engine Identification...... 01 - 6 Parts and Service...... 01 - 8 Diagnosis and Testing Special Tools...... 01 - 9 Inspection and Verification ...... 01 - 10 Symptom Chart ...... 01 - 11 PCV System Malfunction...... 01 - 13 Engine Oil Leaks ...... 01 - 14 Compression Tests ...... 01 - 16 Leakage Detection ...... 01 - 17 Test...... 01 - 17 Excessive Engine Oil Consumption ...... 01 - 19 Oil Pressure Test...... 01 - 20 Valve Train Analysis – Static...... 01 - 21 Valve Train Analysis – Dynamic...... 01 - 21 Lobe Lift ...... 01 - 22 Hydraulic Valve Lash Adjuster ...... 01 - 23 General Service Procedures Camshaft Journal Diameter...... 01 - 24 Camshaft Journal Clearance...... 01 - 24 Camshaft Lobe Surface...... 01 - 24 Camshaft Lobe Lift ...... 01 - 25 Camshaft Runout ...... 01 - 25 Camshaft End Play...... 01 - 25 Journal Diameter ...... 01 - 26 Crankshaft Main Bearing Journal Taper...... 01 - 26 Crankshaft Main Bearing Journal Clearance...... 01 - 27 Bearing Inspection ...... 01 - 27 Crankshaft End Play...... 01 - 28 Crankshaft Runout ...... 01 - 28 Cylinder Taper ...... 01 - 28 Cylinder Bore Out-of-Round...... 01 - 29 Inspection...... 01 - 29 Piston Diameter...... 01 - 29 Piston to Cylinder Bore Clearance ...... 01 - 29 Piston Selection ...... 01 - 30 End Gap...... 01 - 30 Piston Ring-to-Groove Clearance ...... 01 - 31 Crankshaft Journal Diameter...... 01 - 31 Crankshaft Connecting Rod Journal Taper...... 01 - 31 Connecting Rod Cleaning ...... 01 - 31 Connecting Rod Larger End Bore ...... 01 - 32 Piston Pin Diameter...... 01 - 32 Connecting Rod Bushing Diameter...... 01 - 32 Connecting Rod Bend ...... 01 - 32 Connecting Rod Twist ...... 01 - 32

01-1 TSG-416 GENERAL INFORMATION - PRELIMINARY

INDEX (CONT.) Subject Page General Service Procedures Connecting Rod Piston Pin Side Clearance...... 01 - 33 Connecting Rod Journal Clearance ...... 01 - 33 Bearing Inspection ...... 01 - 34 Roller Follower Inspection...... 01 - 34 Hydraulic Lash Adjuster Inspection...... 01 - 34 Valve Stem Diameter ...... 01 - 35 Valve Stem-to-Valve Guide Clearance...... 01 - 35 Valve Inspection...... 01 - 35 Valve Guide Inner Diameter...... 01 - 36 Valve Guide Reaming ...... 01 - 36 Valve Spring Installed Length...... 01 - 36 Valve Spring Free Length...... 01 - 36 Valve Spring Out-of-Square ...... 01 - 36 Valve Spring Compression Pressure ...... 01 - 37 Valve and Seat Refacing Measurements...... 01 - 37 Valve Seat Width...... 01 - 37 Valve Seat Runout ...... 01 - 37 Inspection...... 01 - 38 Oil Pump Gear Radial Clearance...... 01 - 38 Oil Pump Rotor Inspection ...... 01 - 38 Oil Pump Side Clearance...... 01 - 38 Cylinder Bore Honing ...... 01 - 38 Cylinder Bore Cleaning ...... 01 - 38 Cylinder Block Repair - Cast Iron Porosity Defects...... 01 - 39 Cylinder Block Core Plug Replacement ...... 01 - 39 - Distortion ...... 01 - 39 Thread Repair...... 01 - 41 Straightness...... 01 - 42 SPECIFICATIONS...... 01 - 42

01-2 TSG-416 GENERAL INFORMATION - PRELIMINARY

GENERAL INFORMATION Introduction This section covers various engine tests, adjustments, service procedures and cleaning/inspection procedures. Engine assembly and service specifications appear at the end of the Section 02. For engine disassembly, assembly, installation, adjustment procedures and specifications, refer to Section 02. This engine incorporates a closed-type ventilation system. To maintain the required performance level, the fuel system, and engine must be kept in good operating condition and meet recommended adjustment specifications. Before replacing damaged or worn engine components such as the crankshaft, cylinder head, valve guide, valves, camshaft or cylinder block, make sure part(s) is not serviceable.

WARNING: TO AVOID THE POSSIBILITY OF PERSONAL INJURY OR DAMAGE, DO NOT OPERATE THE ENGINE UNTIL THE BLADE HAS FIRST BEEN EXAMINED FOR POSSIBLE CRACKS OR SEPARATION. CAUTION: Use of abrasive grinding discs to remove material from the engine sealing surfaces dur- ing repair procedures can contribute to engine damage and wear. Airborne debris and abrasive grit from the grinding disc may enter the engine through exposed cavities causing premature wear and eventual en- gine damage.

Ford Power Products does not recommend using abrasive grinding discs to remove engine gasket material. Use manual gasket scrapers for removing gasket material from the engine sealing surfaces. Take added care to prevent scratching or gouging aluminum sealing surfaces.

01-3 TSG-416 GENERAL INFORMATION - PRELIMINARY

Safety Notice There are numerous variations in procedures, techniques, tools and parts for servicing equipment, 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 the instructions provided in this Manual must first establish that neither personal safety nor equipment integrity are compromised by the choice of methods, tools or parts.

Notes, Cautions, and Warnings As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES gives 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 equipment. 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 the equipment.

GENERAL WARNINGS: TO HELP AVOID INJURY: • ALWAYS WEAR SAFETY GLASSES FOR EYE PROTECTION. • USE SAFETY STANDS WHENEVER A PROCEDURE REQUIRES YOU TO BE UNDER THE EQUIPMENT. • BE SURE THAT THE IGNITION SWITCH IS ALWAYS IN THE OFF POSITION, UNLESS OTHERWISE REQUIRED BY THE PROCEDURE. • SET THE PARKING BRAKE (IF EQUIPPED) WHEN WORKING ON THE EQUIPMENT. IF YOU HAVE AN AUTOMATIC TRANSMISSION, SET IT IN PARK (ENGINE OFF) OR NEUTRAL (ENGINE ON) UNLESS INSTRUCTED OTHERWISE FOR A SPECIFIC OPERATION. PLACE WOOD BLOCKS (4”X 4” OR LARGER) TO THE FRONT AND REAR SURFACES OF THE TIRES TO PROVIDE FURTHER RESTRAINT FROM INADVERTENT EQUIPMENT MOVEMENT. • 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 BELTS. • TO PREVENT SERIOUS BURNS, AVOID CONTACT WITH HOT METAL PARTS SUCH AS THE RADIATOR, EXHAUST MANIFOLD, TAIL PIPE, AND . • DO NOT SMOKE WHILE WORKING ON THE EQUIPMENT. • ALWAYS REMOVE RINGS, WATCHES, LOOSE HANGING JEWELRY, AND LOOSE CLOTHING BEFORE BEGINNING TO WORK ON THE EQUIPMENT. TIE LONG HAIR SECURELY BEHIND THE HEAD. • 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.

01-4 TSG-416 GENERAL INFORMATION - PRELIMINARY

Battery Handling and Charging The handling and correct use of lead acid batteries is not as hazardous provided that sensible precautions are observed and that operatives have been trained in their use and are adequately supervised. It is important that all labelling on the battery is carefully read, understood and complied with. The format of the following symbols and labels is common to most brands of lead acid battery.

Typical Battery Labelling

Read relevant instructions Explosive gases

Keep away from children Eye protection must be WORN.

Do not dispose of as household waste. No smoking or naked flames.

Recycle (via recognized disposal system).

Corrosive acid

Electrical current may Flush eyes cause injury to immediately when personnel contacted with acid

Caution/important notice.

NOTE: Observe all manufacturers’ instructions when using charging equipment. CAUTION: Batteries should not be charged in the vehicle or equipment. May damage electrical components.

01-5 TSG-416 GENERAL INFORMATION - PRELIMINARY

Forward Product for a in your area. You can obtain a standard parts listing describing the parts. This book contains operating and maintenance It remains a distributor function to identify the part instructions for the engine(s) listed on the title page. number. The life of your engine unit and the delivery of the high The key to identifying the engine is the identification performance built into it will depend on the care it decal mounted on the engine rocker cover. That decal receives throughout its life. It is the operator’s provides not only the engine serial number, but also the responsibility to ensure that the engine is correctly exact model or type, configuration code and customer operated and that the maintenance operations outlined name. The combination of that data permits you to in this book are carried out regularly after the specified isolate the precise engine, build level and customer so hours of operation have been reached. We consider it you can determine the correct replacement parts. to be in your interests to enlist the aid of an authorized Ford Power Products Distributor not only when repairs U.S.A. Engine Identification Decal are required but also for regular maintenance. Distributors are listed at the back of this manual. An identification Decal is affixed to the valve cover of Regular maintenance will result in minimal operating the engine. The decal contains the engine serial costs. number which identifies this unit from all others. Use all numbers when seeking information or ordering Engines manufactured by Ford Motor Company are replacement parts for this engine. available through Ford Power Products Distributors. When in need of parts or service, contact your local Authorized Distributor. In overseas territories, in the event of difficulties, communicate directly with the supervising Ford affiliated Company in your area whose address appears at the end of this book. Where the terms “Right” or “Left” occur in this publication, they refer to the respective sides of the engine when viewed from the rear or flywheel end. and valves are numbered from the front or timing cover end of the engine commencing at No. 1. You may find that your engine assembly includes For a handy reference, this information is recorded on optional equipment not specifically covered in the your Ford Power Products Operations Engine following text. Nevertheless, the maintenance Registration copy (Form #194-103-D). procedures outlined in this book still apply to your engine. The emission decal is affixed to the valve cover on all Engine Identification certified engines over 25 horsepower distributed in the State of California with an engine build date after Because Ford Power Products Operations markets January 1st, 2001. The decal identifies that the engine such a wide range of industrial gasoline and diesel is compliant with California's Air Resources Board's engines - manufactured both in the U.S. and overseas - (ARB) Large Spark Ignited (LSI) Engine Regulations. it is important that you have as complete identification of Use all numbers when seeking information or ordering the engine as possible in order to provide the correct replacement parts for this engine. replacement parts. Review the list of Ford Power Unique Engine Serial Number

01-6 TSG-416 GENERAL INFORMATION - PRELIMINARY

Fuel Type

Non-Certified Engine Decal The identification decal shown below is an example (Non-certified engine build shown) OF THE DECAL THAT MUST BE AFFIXED to the valve cover of the engine for a Non-certified engine build or export of an engine outside of the United States. Unique Engine Serial Number

Engine Build Identification Label The TSG-416 Engine Build Identification Label is located on the front side of the valve cover near the oil level indicator. This label contains assembly information as shown below.

Sequential # for Engine Type the engine Assembly date: dd mm y this day

Part # Working Shift

NOTE: This engine was assembled on June 27, 2004

01-7 TSG-416 GENERAL INFORMATION - PRELIMINARY

European Service Identification Plate This plate is fixed to the engine in a prominent position. Panels 1 to 6 on the plate shown to the right, refer to various engine details as listed below: 1

1. Serial No: This identifies the engine as supplied by Ford Power 2 3 4 Products. 5 Date: The two letters following the serial No. indicate the year and month in which the specified build components were assembled - 6 refer to the chart below:

YEAR JAN FEB MAR APRIL MAY JUNE JULY AUG SEP OCT NOV DEC 1997UBRAGCKDELYST 1998VJUMPBRAGCKDE 1999 W L Y S T J U M P B R A G 2000XCKDELYST JUMP 2001YBRAGCKDELYST 2002ZJUMPBRAGCKDE 2003 A L Y S T J U M P B R A G 2004BCKDELYST JUMP 2005CBRAGCKDELYST 2006DJUMPBRAGCKDE NOTE: The letters I, O and Q are not used in the year column. The letter representing the month repeats every five years. 2. This identifies the country of origin of the engine. 3. Engine capacity in liters. 4. Engine model identification. 5. The Build Number indicates the complete specification. The digit to the extreme right hand side is the build scheme chart issue number. 6. This space is provided for Equipment Manufacturers’ use when extra equipment is fitted outside of the Ford Motor Company. Reference should be made to the Equipment Manufacturer for any information or parts required. Parts and Service Replacement parts can be obtained through your local Ford Power Products Distributors listed in the back portion of this manual. They also may be found in the yellow pages under “Engines” or contact Ford Power Products. Ford Power Products Distributors are equipped to perform major and minor repairs. They are anxious to see that all of your maintenance and service needs are quickly and courteously completed.

01-8 TSG-416 GENERAL INFORMATION - PRELIMINARY

DIAGNOSIS AND TESTING Special Tools

Commercially Available Compression Tester Leakdown Tester 014-00707 or Equivalent

Cup Shaped Adapter Dial Indicator with Bracketry TOOL-6565-AB or Equivalent TOOL-4201-C or Equivalent

Engine Cylinder Leak Engine Oil Pressure Gauge Detection/Air Pressurization Kit T73L-6600-A 014-00705 or Equivalent

12 Volt Master UV Diagnostic Vacuum/Pressure Tester 164- Inspection Kit 164-R0756 or R0253 or Equivalent Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632).

01-9 TSG-416 GENERAL INFORMATION - PRELIMINARY

Inspection and Verification 3. If the inspection reveals obvious concerns that can 1. Verify the customer concern by operating the engine be readily identified, repair as required. to duplicate the condition. 4. If the concerns remain after the inspection, 2. Visually inspect for obvious signs of mechanical and determine the symptoms and go to the symptom electrical damage: chart. • Engine coolant leaks. • Engine oil leaks. • Fuel leaks. • Damaged or severely worn pads. • Loose mounting bolts, studs, and nuts.

01-10 TSG-416 GENERAL INFORMATION - PRELIMINARY

Symptom Chart

Condition Possible Source Action

Difficult Starting Damaged starting system. Refer to Section 07.

Damaged charging system/battery. Refer to Section 06.

Burnt valve. Replace valve.

Worn piston. Replace piston and pin.

Worn piston rings or worn cylinder. Repair or replace cylinder blocks.

Damaged cylinder . Replace cylinder head gasket.

Damaged fuel system. Refer to Section 04.

Damaged ignition system. Refer to Section 03.

Spark plugs gapped incorrectly. Check plug gap.

Damaged hydraulic or hydraulic lash adjuster. Replace tappet or lash adjuster.

Poor Idling Damaged hydraulic lash adjuster or hydraulic lash Replace hydraulic lash adjuster or hydraulic lash adjuster. adjuster.

Damaged hydraulic lash adjuster guide or hydraulic lash Replace hydraulic lash adjuster guide or hydraulic lash adjuster. adjuster.

Improper valve-to-valve seat contact. Replace valve or valve seat.

Damaged cylinder head gasket. Replace cylinder head gasket.

Malfunctioning or damaged fuel system. Refer to Section 04 of this manual.

Malfunctioning or damaged ignition system. Refer to Section 03 of this manual.

Spark plugs gapped incorrectly. Check plug gap.

Abnormal combustion Damaged hydraulic lash adjuster or hydraulic lash Replace hydraulic lash adjuster or hydraulic lash adjuster. adjuster

Damaged hydraulic lash adjuster guide or hydraulic lash Replace hydraulic lash adjuster guide or hydraulic lash adjuster. adjuster.

Burnt or sticking valve. Repair or replace valve.

Weak or broken valve spring Replace valve spring

Carbon accumulation in . Eliminate carbon buildup.

Malfunctioning or damaged fuel system Refer to Section 04 of this manual.

Malfunctioning or damaged ignition system. Refer to Section 03 of this manual.

Excessive Oil Worn piston ring groove. Replace piston and pin. Consumption

Sticking piston rings. Repair or replace piston rings.

Worn piston or cylinders. Repair or replace piston or cylinder blocks.

Worn valve stem seal. Replace valve stem seal.

Worn valve stem or valve guide. Replace valve stem and guide.

Leaking oil. Repair oil leakage.

Worn piston rings. Replace piston rings.

Plugged PCV system. Service PCV system.

01-11 TSG-416 GENERAL INFORMATION - PRELIMINARY

Condition Possible Source Action

Engine Noise Excessive main bearing oil clearance. Adjust clearance or replace main bearing.

Seized or heat damaged main bearing. Replace main bearing.

Excessive crankshaft end play. Replace crankshaft thrust main bearing.

Excessive connecting rod bearing oil clearance. Replace connecting rod.

Heat damaged connecting rod bearing. Replace connecting rod bearing.

Damaged connecting rod bushing. Replace connecting rod bushing.

Worn cylinder. Repair or replace cylinder blocks.

Worn piston or piston pin. Replace piston or piston pin.

Damaged piston rings. Replace piston rings.

Bent connecting rod. Replace connecting rod.

Malfunctioning hydraulic lash adjuster or hydraulic lash Replace hydraulic lash adjuster or hydraulic lash adjuster. adjuster.

Excessive hydraulic lash adjuster or hydraulic lash Adjust clearance or replace hydraulic lash adjuster adjuster clearance. guide or hydraulic lash adjuster.

Broken valve spring. Replace valve spring.

Excessive valve guide clearance. Repair clearance or replace valve guide/stem.

Malfunctioning or damaged cooling system. Refer to Section 05.

Malfunctioning or damaged fuel system. Refer to Section 04.

Leaking . Repair exhaust leakage.

Improper drive tension. Refer to Section 05.

Malfunctioning generator bearing. Refer to Section 06 for diagnosis and testing of the generator.

Loose timing chain/belt. Adjust or replace timing chain/belt.

Damaged tensioner. Replace timing belt tensioner.

Malfunctioning water pump bearing. Replace water pump.

Insufficient Power Malfunctioning hydraulic lash adjuster or hydraulic lash Replace hydraulic lash adjuster or hydraulic lash adjuster. adjuster.

Damaged hydraulic lash adjuster guide or hydraulic lash Replace hydraulic lash adjuster guide or hydraulic lash adjuster. adjuster.

Compression leakage at valve seat. Repair or replace valve, valve seat or cylinder head.

Seized valve stem. Replace valve stem.

Weak or broken valve spring. Replace valve spring.

Damaged cylinder head gasket. Replace cylinder head gasket.

Cracked or distorted cylinder head. Replace cylinder head.

Damaged, worn or sticking piston ring(s). Repair or replace piston ring(s).

Worn or damaged piston. Replace piston.

Malfunctioning or damaged fuel system. Refer to Section 04.

Malfunctioning or damaged ignition system. Refer to Section 03.

Damaged or plugged exhaust system. Repair or replace exhaust system.

01-12 TSG-416 GENERAL INFORMATION - PRELIMINARY

PCV System Malfunction A malfunctioning Positive Crankcase Ventilation System (closed type) may be indicated by loping or rough engine idle. Do not attempt to compensate for this idle condition by disconnecting the PCV system and making an air bypass or idle speed adjustment.

CAUTION: The removal of the PCV system from the engine will adversely affect fuel economy and engine crankcase ventilation with resultant shortening of engine life.

01-13 TSG-416 GENERAL INFORMATION - PRELIMINARY

Engine Oil Leaks • appropriate plugs to seal any openings leading to the crankcase NOTE: When diagnosing engine oil leaks, the source and location of the leak must be positively identified • a solution of liquid detergent and water to be applied prior to service. with a suitable applicator such as a squirt bottle or brush Prior to performing this procedure, clean the cylinder block, cylinder heads, valve covers, oil pan and flywheel Fabricate the air supply hose to include the air line with a suitable solvent to remove all traces of oil. shutoff valve and the appropriate adapter to permit the air to enter the engine through the crankcase ventilation Oil Leak tube. Fabricate the air pressure gauge to a suitable Detector adapter for installation on the engine at the oil filler Y112-R0021 opening.

CAUTION: Use extreme caution when pressurizing crankcase. Applying air pressure above specified pressure risks damage to seals, and core plugs. Under no circumstances should pressure be allowed to exceep 27 kPa (4 psi)

Testing Procedure • Open the air supply valve until the pressure gauge maintains 34 kPa (3 psi). Fluorescent Oil Additive Method • Inspect sealed or gasketed areas for leaks by Use a 12 Volt Master UV Diagnostic Inspection Kit, such applying a solution of liquid detergent and water over as the Rotunda Oil Leak Detector Y112-R0021 or areas for formation of bubbles which indicates equivalent, to perform the following procedure for oil leakage. leak diagnosis. Leakage Points - Above Engine 1. Clean the engine with a suitable solvent to remove Examine the following areas for oil leakage. all traces of oil. • valve cover gaskets 2. Drain engine oil crankcase and refill with recommended oil, premixed with Oil • intake manifold gaskets Dye 164-R3705 meeting Ford specification ESE- • cylinder head gaskets M9C103-B1 or equivalent. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of • oil bypass filter fluorescent additive to all engines. If the oil is not premixed, fluorescent additive must first be added to • oil level indicator tube connection crankcase. • oil pressure sensor 3. Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using the Leakage Points - Under Engine 12 Volt Master UV diagnostic Inspection Kit. A clear bright yellow or orange area will identify the leak. For • oil pan gaskets extremely small leaks, several hours may be • oil pan sealer required for the leak to appear. • oil pan rear seal 4. If necessary, pressurize the main oil gallery system to locate leaks due to improperly sealed, loose or • engine front cover gasket cocked plugs. • crankshaft front seal 5. Repair all leaks as required. • crankshaft rear oil seal Pressure Method • crankshaft main bearing cap side bolts The crankcase can be pressurized to locate oil leaks. • oil pump and filter body The following materials are required to fabricate the tool to be used: Leakage Points - with Flywheel Removed • air supply and air hose NOTE: Air leakage in the area around a crankshaft rear • air pressure gauge that registers pressure in 4 kPa oil seal does not necessarily indicate a crankshaft rear (1 psi) increments oil seal leak. However, if no other cause can be found for oil leakage, assume that the crankshaft rear oil seal • air line shutoff valve is the cause of the oil leak. • appropriate fittings to attach the above parts to oil fill, NOTE: Light foaming equally around valve cover bolts PCV grommet hole and crankcase ventilation tube and crankshaft seals is not detrimental; no repairs are

01-14 TSG-416 GENERAL INFORMATION - PRELIMINARY required. • crankshaft rear oil seal • rear main bearing cap parting line • rear main bearing cap and seals • flywheel mounting bolt holes (with flywheel installed) • camshaft rear bearing covers or pipe plugs at the end of oil passages Oil leaks at crimped seams in sheet metal parts and cracks in cast or stamped parts can be detected when pressurizing the crankcase.

01-15 TSG-416 GENERAL INFORMATION - PRELIMINARY

Compression Tests Compression Pressure Limit Chart

Compression Gauge Check MAX-MIN MAX-MIN MAX-MIN MAX-MIN kPa (psi) kPa (psi) kPa (psi) kPa (psi)

1. Make sure the oil in the crankcase is of the correct 924 - 696 1131 - 848 1338 - 1000 1154 - 1158 viscosity and at the proper level and that the battery (134 - 101) (164 - 123) (194 - 146) (224 - 168) is properly charged. Operate until the engine is at 938 - 703 1145 - 855 1351 - 1014 1558 - 1165 normal operating temperature. Turn the ignition (136 - 102) (166 - 124) (196 - 147) (226 - 169) switch to the OFF position, then remove all the spark plugs. 952 - 717 1158 - 869 1365 - 1020 1572 - 1179 (138 - 104) (168 - 126) (198 - 148) (228 - 171) 2. Set the plates in the wide-open position. 965 - 724 1172 - 876 1379 - 1034 1586 - 1186 3. Install a Compression Tester such as Rotunda (140 - 106) (170 - 127) (200 - 150) (230 - 172) Compression Tester 059-R0009, or equivalent, in the No. 1 cylinder. 979 - 738 1186 - 889 1303 - 1041 1600 - 1200 (142 - 107) (172 - 129) (202 - 151) (232 - 174) 4. Install an auxiliary switch in the starting circuit. With the ignition switch in the OFF position, 933 - 745 1200 - 903 1407 - 1055 1055 - 1207 and using the auxiliary starter switch, the (144 - 109) (174 - 131) (204 - 153) (153 - 175) engine a minimum of five compression strokes and record the highest reading. Note the approximate 1007 - 758 1214 - 910 1420 - 1062 1627 - 1220 number of compression strokes required to obtain (146 - 110) (176 - 132) (206 - 154) (154 - 177) the highest reading. 1020 - 765 1227 - 917 1434 - 1075 1641 - 1227 5. Repeat the test on each cylinder, cranking the (148 - 111) (178 - 133) (208 - 156) (238 - 178) engine approximately the same number of 1034 - 779 1241 - 931 1448 - 1083 1655 - 1241 compression strokes. (150 - 113) (180 - 135) (210 - 157) (240 - 180)

Test Results 1048 - 786 1225 - 936 1462 - 1089 1669 - 1248 (152 - 114) (182 - 136) (212 - 158) (242 - 181) The indicated compression pressures are considered 1062 - 793 1269 - 952 1476 - 1103 1682 - 1262 within specification if the lowest reading cylinder is (154 - 115) (184 - 138) (214 - 160) (244 - 183) within 75 percent of the highest reading. Refer to the Compression Pressure Limit Chart. 1076 - 807 1282 - 965 1489 - 1117 1696 - 1269 (156 - 117) (186 - 140) (216 - 162) (246 - 184) If one or more cylinders reads low, squirt approximately one tablespoon of clean engine oil meeting Ford 1089 - 814 1296 - 972 1503 - 1124 1710 - 1202 specification ESE-M2C153-E on top of the pistons in (158 - 118) (188 - 141) (218 - 163) (248 - 186) the low-reading cylinders. Repeat the compression 1103 - 872 1310 - 979 1517 - 1138 1724 - 1289 pressure check on these cylinders. (160 - 120) (190 - 142) (220 - 165) (250 - 187)

1110 - 834 1324 - 993 1631 - 1145 Exhample Readings (161 - 121) (192 - 144) (222 - 166) If, after checking the compression pressures in all cylinders, it was found that the highest reading obtained Interpreting Compression Readings was 1351 kPa (196 psi), and the lowest pressure reading was 1069 kPa (155 psi), the engine is within 1. If compression improves considerably, with the specification and the compression is considered addition of oil, piston rings are faulty. satisfactory. 2. If compression does not improve with oil, valves are sticking or seating improperly. 3. If two adjacent cylinders indicate low compression pressures and squirting oil on each piston does not increase compression, the head gasket may be leaking between cylinders. Engine oil or coolant in cylinders could result from this condition. Use the Compression Pressure Limit Chart when checking cylinder compression so that the lowest reading is within 75 percent of the highest reading.

01-16 TSG-416 GENERAL INFORMATION - PRELIMINARY

Cylinder Leakage Detection Intake Manifold Vacuum Test When a cylinder produces a low reading, use of the Bring the engine to normal operating temperature. Engine Cylinder Leak Detection/Air Pressurization Kit, Connect a Vacuum/Pressure Tester, such as Rotunda such as the Rotunda Pressurization Kit 014-00705, or Vacuum/Pressure Tester 059-00008 or equivalent, to equivalent, will be helpful in pinpointing the exact cause. the intake manifold. Run the engine at the specified idle speed. Rotunda Pressurization Kit 014-00705 Vacuum Pressure Tester 059-00008

The leakage detector is inserted in the spark plug hole, the piston is brought up to dead center on the The vacuum gauge should read between 51-74 kPa compression , and compressed air is admitted. (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is performed. Subtract 5.5 Once the combustion chamber is pressurized, a special kPa (1 in-Hg) from the specified reading for every 500 gauge included in the kit will read the percentage of meters (1,000 feet) of elevation above sea level. leakage. Leakage exceeding 20 percent is excessive. The reading should be quite steady. If necessary, adjust While the air pressure is retained in the cylinder, listen the gauge damper control (where used) if the needle is for the hiss of escaping air. A leak at the intake valve will fluttering rapidly. Adjust the damper until the needle be heard in the throttle body. A leak at the exhaust valve moves easily without excessive flutter. can be heard at the tail pipe. Leakage past the piston rings will be audible at the positive crankcase ventilation (PCV) connection. If air is passing through a blown head gasket to an adjacent cylinder, the noise will be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder blocks or gasket leakage into the cooling system may be detected by a stream of bubbles in the radiator.

Oil Leak and Valve Stem Seal Test The cylinder leakage detector tests for engine oil leaks and checks the valve stem seals for leakage.

1. Plug all crankcase openings except the one used for connecting the leakage detector. 2. Connect the Engine Cylinder Leak Detection/Air Pressurization Kit to a crankcase opening (an oil level indicator tube is convenient). Adjust the air pressure to approximately 34 kPa (5 psi). 3. Using a solution of liquid soap and water, brush the solution along the gasket sealing surfaces and bearing seals. Look for bubbles or foam. 4. Remove the spark plugs and rotate the crankshaft slowly with a wrench. Check for large amounts of air escaping into the cylinders as each intake valve and exhaust valve opens. 5. The spark plugs on the leaking cylinders will probably show deposits of burned oil.

01-17 TSG-416 GENERAL INFORMATION - PRELIMINARY

Interpreting Vacuum Gauge Readings 4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 A careful study of the vacuum gauge reading while the kPa (0 in-Hg). Upon deceleration, the needle runs engine is idling will help pinpoint trouble areas. Always slightly above 74 kPa (22 in-Hg). conduct other appropriate tests before arriving at a final 5. STICKING VALVES: When the needle (dotted) diagnostic decision. Vacuum gauge readings, although remains steady at a normal vacuum but occasionally helpful, must be interpreted carefully. flicks (sharp, fast movement) down and back about Most vacuum gauges have a normal band indicated on 13 kPa (4 in-Hg), one or more valves may be the gauge face. sticking. The following are potential gauge readings. Some are 6. BURNED OR WARPED VALVES: A regular, evenly- spaced, downscale flicking of the needle indicates normal; others should be investigated further. one or more burned or warped valves. Insufficient hydraulic lash adjuster or hydraulic lash adjuster (HLA) clearance will also cause this reaction. 7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating. 8. WORN VALVE GUIDES: When the needle oscillates (swings back and forth) over about a 13 kPa (4 in- Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible. 9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine rpm is increased, weak valve springs are indicated. The reading at idle could be relatively steady. 10.LATE VALVE TIMING: A steady but low reading could be caused by late valve timing. 11.IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading. 12.INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur. 13.INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak. 14.BLOWN HEAD GASKET: A regular drop of approx. 33-50 kPa (10-15 in-Hg) can be caused by a blown head gasket or warped cylinder head-to-cylinder block surface. 15.RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine rpm is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause the needle to 1. NORMAL READING: Needle between 51-74 kPa slowly drop to 0 kPa (0 in-Hg). The needle then may (15-22 in-Hg) and holding steady. slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine 2. NORMAL READING DURING RAPID is only idling. ACCELERATION AND DEACCELERATION: When the engine is rapidly accelerated (dotted needle), the When vacuum leaks are indicated, search out and needle will drop to a low reading (not to zero). When correct the cause. Excess air leaking into the system the throttle is suddenly released, the needle will will upset the fuel mixture and cause concerns such as snap back up to a higher than normal figure. rough idle, missing on acceleration or burned valves. If 3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH the leak exists in an accessory unit such as the power LARGE OVERLAP: The needle will register as low brake booster, the unit will not function correctly. Always as 51 kPa (15 in-Hg) but will be relatively steady. fix vacuum leaks. Some oscillation is normal.

01-18 TSG-416 GENERAL INFORMATION - PRELIMINARY

Excessive Engine Oil Consumption Oil Consumption Test The amount of oil an engine uses will vary with the way The following diagnostic procedure is used to determine the equipment is driven in addition to normal engine-to- the source of excessive internal oil consumption. engine variation. This is especially true during the first NOTE: Oil use is normally greater during the first 300 340 hours or 16,100 km (10,000 miles) when a new hours of service. As hours increase, oil use generally engine is being broken in or until certain internal engine decreases. Engines in normal service should get at components become conditioned. Engines used in least 31.7 hours per quart (900 miles per quart) after heavy-duty operation may use more oil. The following 300 hours of service. High speeds, heavy loads, high are examples of heavy-duty operation: ambient temperature and other factors may result in greater oil use. • severe loading applications • sustained high speed operation 1. Determine customer’s engine load habits, such as sustained high speed operation, extended idle, Engines need oil to lubricate the following internal heavy work loads and other considerations. components: 2. Verify that the engine has no external oil leak as • cylinder block, cylinder walls described under Engine Oil Leaks in the Diagnosis • pistons, piston pins and rings and Testing portion of this section. • intake and exhaust valve stems 3. Verify that the engine has the correct oil level dipstick. • intake and exhaust valve guides 4. Verify that the engine is not being run in an overfilled • all internal engine components condition. Check the oil level at least five minutes after a hot shutdown with the engine/vehicle parked When the pistons move downward, a thin film of oil is on a level surface. In no case should the level be left on the cylinder walls. As the engine is operated, above the top of the cross-hatched area and the some oil is also drawn into the combustion chambers letter F in FULL. If significantly overfilled, perform past the intake and exhaust valve stem seals and steps 5 through 9. If not proceed to step 10. burned. 5. Drain the engine oil, remove and replace the The following is a partial list of conditions that can affect and refill with one quart less than the recommended oil consumption rates: amount. • engine size 6. Run the engine for three minutes (10 minutes if cold), and allow the oil to drain back for at least five • operator driving habits minutes with the engine/vehicle on a level surface. • ambient temperature 7. Remove oil level dipstick and wipe clean. • quality and viscosity of the oil CAUTION: Do not wipe with anything contaminated with silicone compounds. Operating under varying conditions can frequently be misleading. An engine that has been run for short hours 8. Reinstall the oil level dipstick, being sure to seat it or in below-freezing ambient temperatures may have firmly in the oil level indicator tube. Remove the oil consumed a “normal” amount of oil. However, when level dipstick and draw a mark on the back (unmarked) surface at the indicated oil level. This checking engine oil level, it may measure up to the full level should be about the same as the ADD mark on mark on the oil level dipstick due to dilution the face of the oil level dipstick. (condensation and fuel) in the engine crankcase. The engine might then be run at high speeds where the 9. Add one quart of oil. Restart the engine and allow to condensation and fuel boil off. The next time the engine idle for at least two minutes. Shut off the engine and allow the oil to drain back for at least five minutes. oil is checked, it may appear that a liter (quart) of oil was Mark the oil level dipstick, using the procedure used in about 3 to 3-1/2 hours. This perceived 3 to 3-1/ above. This level may range from slightly below the 2 hours per liter (quart) oil consumption rate causes top of the cross-hatched area to slightly below the customer concern even though the actual overall oil letter F in FULL. consumption rate is about 50 hours per liter (quart). 10.Record the vehicle mileage or hours. Make sure the selected engine oil meets Ford specification WSS-M2C153-F and the recommended API performance category “SJ” or higher and SAE viscosity grade as shown in the equipment Owner’s or Operators Engine handbook. It is also important that the engine oil is changed at the intervals specified. Refer to the Engine Operator’s handbook.

01-19 TSG-416 GENERAL INFORMATION - PRELIMINARY

11.Instruct the customer to run engine as usual and Oil Pressure Test perform the following: • Check the oil level regularly at intervals of 1. Disconnect and remove the oil pressure sensor from 3 to 3-1/2 hours. the engine. • Return to the service point when the oil level 2. Connect the Engine Oil Pressure Gauge and drops below the lower (ADD) mark on the oil level Transmission Test Adapter to the oil pressure dipstick. sender oil gallery port. • Add only full quarts of the same oil in an emer- 3. Run the engine until normal operating temperature is gency. Note the mileage at which the oil is added. reached. 12.Check the oil level under the same conditions and at 4. Run the engine at 3000 rpm and record the gauge the same location as in Steps 7-9. reading. • Measure the distance from the oil level to the UP- 5. The oil pressure should be within specifications. PER mark on the oil level dipstick and record. 6. If the pressure is not within specification, check the • Measure the distance between the two scribe following possible sources: marks and record. • insufficient oil • Divide the first measurement by the second. • oil leakage • Divide the hours run during the oil test by the re- • worn or damaged oil pump sult. This quantity is the approximate oil con- • oil pump screen cover and tube sumption rate in hours per quart. • excessive main bearing clearance 13.If the oil consumption rate is unacceptable, proceed to next step. • excessive connecting rod bearing clearance 14.Check the positive crankcase ventilation (PCV) system. Make sure the system is not plugged. 15.Check for plugged oil drain-back holes in the cylinder heads and cylinder blocks. 16.If the condition still exists after performing the above steps, proceed to next step. 17.Perform a cylinder compression test or perform a cylinder leak detection test with Engine Cylinder Leak Detection/Air Pressurization Kit. This can help determine the source of oil consumption such as valves, piston rings or other areas. NOTE: After determining if worn parts should be replaced, make sure correct replacement parts are used. 18.Check valve guides for excessive guide clearances. REPLACE all valve stem seals after verifying valve guide clearance. 19.Worn or damaged internal engine components can cause excessive oil consumption. Small deposits of oil on the tips of spark plugs can be a clue to internal oil consumption. If internal oil consumption still persists, proceed as follows: • Remove the engine from the vehicle and place it on an engine work stand. Remove the intake manifolds, cylinder heads, oil pan and oil pump. • Check piston ring clearance, ring gap and ring orientation. Repair as required. • Check for excessive bearing clearance. Repair as required. 20.Perform the oil consumption test to confirm the oil consumption concern has been resolved.

01-20 TSG-416 GENERAL INFORMATION - PRELIMINARY

Valve Train Analysis – Static Valve Train Analysis – Dynamic With engine off and valve cover removed, check for Start the engine and, while idling, check for proper damaged or severely worn parts and correct assembly. operation of all parts. Check the following: Make sure correct parts are used with the static engine analysis as follows.

Rocker Arm • Check for plugged oil in the rocker arms or cylinder head. • Check for loose mounting bolts, studs and nuts. • Check for proper overhead valve train lubrication. • Check for plugged oil feed in the rocker arms or If insufficient oiling is suspected, accelerate the engine cylinder head. to 1200 rpm ± 100 rpm with the PTO in NEUTRAL or load removed and the engine at normal operating Camshaft Roller Followers and Hydraulic Lash temperature. Oil should spurt from the rocker arm oil Adjusters holes such that valve tips and rocker arms are well oiled • Check for loose mounting bolts on camshaft carriers. or, with the valve covers off, oil splash may overshoot the rocker arms. If oiling is insufficient for this to occur, • Check for plugged oil feed in the camshaft roller check oil passages for blockage. followers, hydraulic lash adjusters (HLA) or cylinder heads. Positive Rotator and Valve Spring Retainer Keys Camshaft • Check for proper operation of positive rotator. • Check for broken or damaged parts. Valves and Cylinder Head • Check the bolts on the intake manifold. • Check for plugged oil drain back holes. Valve Springs • Check for missing or damaged valve stem seals or guide mounted valve stem seals. • Check for broken or damaged parts. If insufficient oiling is suspected, check oil passages for Valve Spring Retainer and Valve Spring Retainer blockage, then accelerate the engine to 1200 rpm with Keys the PTO in NEUTRAL or load removed and the engine at normal operating temperature. Oil should spurt from • Check for proper seating of the valve spring retainer the rocker arm oil holes such that valve tips and key on the valve stem and in valve spring retainer. camshaft roller followers are well oiled. With the valve covers off, some oil splash may overshoot camshaft Valve Spring Retainer Keys roller followers. • Check for proper seating on the valve stem.

Valves and Cylinder Head • Check the head gasket for proper installation. • Check for plugged oil drain back holes. • Check for worn or damaged valve tips. • Check for missing or damaged guide-mounted valve stem seal. • Check collapsed lash adjuster gap. • Check installed valve spring height. • Check for missing or worn valve spring seats. • Check for plugged oil metering orifice in cylinder head oil reservoir (if equipped). Static checks (engine off) are to be made on the engine prior to the dynamic procedure.

01-21 TSG-416 GENERAL INFORMATION - PRELIMINARY

Camshaft Lobe Lift 6. Compare the total lift recorded on the dial indicator with specifications. Check the lift of each lobe in consecutive order and make a note of the readings. 7. To check the accuracy of the original dial indicator reading, continue to rotate the crankshaft until the indicator reads zero. 1. Remove the valve covers. 8. Remove the dial indicator, adapter and auxiliary 2. Install the dial Indicator with Bracketry so the plunger starter switch. is on top of the camshaft lobe and in the same plane as the camshaft lobe movement. CAUTION: After installing rocker arms, do not ro- tate the crankshaft until lash adjusters have had sufficient time to bleed down. To do otherwise may cause serious valve damage. Manually bleeding- down lash adjusters will reduce waiting time.

9. Install the valve covers. 10.Install the spark plugs.

3. Remove the spark plugs. 4. Connect an auxiliary starter switch in the starting circuit. Crank the engine with the ignition switch in the OFF position. Bump the crankshaft over until the indicator plunger is on the base circle of the camshaft lobe. At this point, the lobe lift will be in its lowest position. If checking during engine assembly, turn the crankshaft using a socket or ratchet. 5. Zero the dial indicator. Continue to rotate the crankshaft slowly until the camshaft lobe is in the fully-raised position (highest indicator reading). NOTE: If the lift on any lobe is below specified service limits, the camshaft and any component operating on worn lobes must be replaced.

01-22 TSG-416 GENERAL INFORMATION - PRELIMINARY

Hydraulic Valve Lash Adjuster 2. Place the lash adjuster in the tester with the plunger facing upward. Position the steel ball provided in the Hydraulic lash adjuster noise can be caused by any of plunger cap. Add testing fluid to cover the hydraulic the following: lash adjuster and compress Leakdown Tester until the hydraulic lash adjuster is filled with testing fluid • excessively collapsed lash adjuster gap and all traces of air bubbles have disappeared. The • sticking lash adjuster plunger fluid can be purchased from the tester’s manufacturer. Using kerosene or any other fluid will • lash adjuster check valve not functioning properly not provide an accurate test. • air in lubrication system • leakdown rate too rapid • excessive valve guide wear Excessive collapsed lash adjuster gap can be caused Steel Ball by loose rocker arm seat bolts/nuts, incorrect initial Leakdown adjustment or wear of lash adjuster face, or worn roller Tester lash adjusters, push rod, rocker arm, rocker arm seat or valve tip. With lash adjuster collapsed, check gap between the valve tip and the rocker arm to determine if any other valve train parts are damaged, worn or out of Lash Adjuster adjustment. A sticking lash adjuster plunger can be caused by dirt, chips or varnish inside the lash adjuster. A lash adjuster check valve that is not functioning can be caused by an obstruction such as dirt or chips that 3. Adjust the length of the ram so the pointer is just prevent it from closing when the camshaft lobe is lifting below the start when the ram contacts the lash adjuster. It may also be caused by a broken the hydraulic lash adjuster. Start Timing as the pointer passes the start timing mark and end timing check valve spring. as the pointer reaches the center mark. Air bubbles in the lubrication system will prevent the lash adjuster from supporting the valve spring load. This can be caused by too high or too low an oil level in the Center oil pan or by air being drawn into the system through a Mark hole, crack or leaking gasket on the oil pump screen cover and tube. If the leakdown time is below the specified time for used Start Ram Timing lash adjusters, noisy operation can result. If no other Mark cause for noisy lash adjusters can be found, the leakdown rate should be checked and any lash adjusters outside the specification should be replaced. Assembled lash adjusters can be tested with Hydraulic lash adjuster Leakdown Tester to check the leakdown Pointer rate. The leakdown rate specification is the time in seconds for the plunger to move a specified distance while under a 22.7 kg (50 lb.) load. Test the lash 4. A satisfactory lash adjuster must have a leakdown adjusters as follows: rate (time in seconds) within specified minimum and maximum limits. Leakdown Testing 5. If the lash adjuster is not within specification, replace NOTE: Do not mix parts from different hydraulic lash it with a new lash adjuster. Do not disassemble and adjusters. Parts are select-fit and are not clean new lash adjusters before testing because oil interchangeable. contained in the new lash adjuster is test fluid. 6. Remove the fluid from the cup and bleed the fluid 1. Clean the lash adjuster to remove all traces of from the lash adjuster by working the plunger up and engine oil. down. This step will aid in depressing the lash adjuster plungers when checking valve clearance. NOTE: Lash adjusters cannot be checked with engine oil in them. Use only testing fluid. New hydraulic lash adjusters are already filled with testing fluid.

01-23 TSG-416 GENERAL INFORMATION - PRELIMINARY

GENERAL SERVICE PROCEDURES

WARNING: TO AVOID THE POSSIBILITY OF PERSONAL INJURY OR DAMAGE TO THE EQUIPMENT, DO NOT OPERATE THE ENGINE WITH THE HOOD OPEN UNTIL THE FAN BLADE HAS BEEN EXAMINED FOR POSSIBLE CRACKS AND SEPARATION. NOTE: Specifications show the expected minimum or maximum condition. NOTE: If a component fails to meet the specifications, it is necessary to replace or refinish. If the component can be refinished, wear limits are provided as an aid to making a decision. Any component that fails to meet specifications and cannot be refinished must be replaced. Camshaft Lobe Surface Camshaft Journal Diameter • Inspect camshaft lobes for pitting or damage in the active area. Minor pitting is acceptable outside the • Measure each camshaft journal diameter in two active area directions. . • If it is out of specification, replace as necessary. Active Area Journal

Camshaft Journal Clearance NOTE: The camshaft journals must meet specifications before checking camshaft journal clearance. • Measure each camshaft bearing in two directions. • Subtract the camshaft journal diameter from the camshaft bearing diameter

01-24 TSG-416 GENERAL INFORMATION - PRELIMINARY

Camshaft Lobe Lift Camshaft Runout

Special Tool(s) Special Tool(s)

Dial Indicator with Bracketry Dial Indicator with Bracketry TOOL-4201-C or Equivalent TOOL-4201-C or Equivalent

Special Service Tools called for Special Service Tools called for by the procedures can be by the procedures can be obtained by calling: obtained by calling: 1-800-ROTUNDA 1-800-ROTUNDA (1-800-768-8632) (1-800-768-8632)

1. Use the Dial Indicator with Bracketry to measure NOTE: Camshaft journals must be within specifications camshaft intake lobe lift. before checking runout. • Use the Dial Indicator with Bracketry to measure the camshaft runout. • Rotate the camshaft and subtract the lowest dial indicator reading from the highest dial indicator reading.

2. Rotate the camshaft and subtract the lowest dial indicator reading from the highest dial indicator reading to figure the camshaft lobe lift. 3. Use the Dial Indicator with Bracketry to measure camshaft exhaust lobe lift. Camshaft End Play 4. Rotate the camshaft and subtract the lowest dial indicator reading from the highest dial indicator • Move camshaft to the rear. reading to figure the camshaft lobe lift. • Zero dial indicator. • Move camshaft to the front. • Compare end play with specifications.

Dial Indicator

01-25 TSG-416 GENERAL INFORMATION - PRELIMINARY

Crankshaft Main Bearing Journal Diameter Crankshaft Main Bearing Journal Taper • Measure each of the crankshaft main bearing journal • Measure each of the crankshaft main bearing journal diameters in at least two directions. diameters in at least two directions at each end of the main bearing journal. • If it is out of specification, replace as necessary. • If it is out of specifications, replace as necessary.

01-26 TSG-416 GENERAL INFORMATION - PRELIMINARY

Crankshaft Main Bearing Journal 4. Verify the crankshaft journal clearance. Clearance • If it is out of specification, replace as necessary

Special Tool(s)

Plastigage® D81L-6002-B or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

NOTE: Crankshaft main bearing journals must be within specifications before checking journal clearance.

1. Remove the crankshaft main bearing caps and bearings. Bearing Inspection 2. Lay a piece of Plastigage® across the face of each Inspect bearings for the following defects. Possible crankshaft main surface. causes are shown: • Cratering – fatigue failure (A) • Spot polishing – improper seating (B) • Scratching – dirty (C) • Base exposed – poor lubrication (D) • Both edges worn – journal damaged (E) • One edge worn – journal tapered or bearing not seated (F)

NOTE: Do not turn the crankshaft while doing this procedure. 3. Install and remove the crankshaft main bearing cap.

01-27 TSG-416 GENERAL INFORMATION - PRELIMINARY

Crankshaft End Play Use the Dial Indicator with Bracketry to measure the crankshaft runout. Special Tool(s) • Rotate the crankshaft and subtract the lowest dial indicator reading from the highest dial indicator Dial Indicator with Bracketry reading to figure the crankshaft runout. If it is out of TOOL-4201-C or Equivalent specification, replace as necessary.

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

1. Measure the crankshaft end play. Use the Dial Indicator with Bracketry to measure crankshaft end play. 2. Position the crankshaft to the rear of the cylinder block. 3. Zero the Dial Indicator with Bracketry. Cylinder Bore Taper Measure the cylinder bore at the top and bottom. Verify the cylinder bore is within the wear limit. The difference indicates the cylinder bore taper. Bore the cylinder to the next oversize.

4. Move the crankshaft to the front of the cylinder block. Note and record the camshaft end play. • If camshaft end play exceeds specifications, re- place the crankshaft thrust washers or thrust bearing.

Crankshaft Runout

Special Tool(s)

Dial Indicator with Bracketry TOOL-4201-C or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

NOTE: Crankshaft main bearing journals must be within specifications before checking runout.

01-28 TSG-416 GENERAL INFORMATION - PRELIMINARY

Cylinder Bore Out-of-Round • Make sure the oil ring holes are clean. Measure the cylinder bore in two directions. The difference is the out-of-round. Verify the out-of-round is within the wear limit and bore the cylinder to the next oversize limit.

Piston Diameter • Measure the piston skirt diameter.

Piston Inspection

Special Tool(s)

Piston Ring Groove Cleaner D81L-6002-D or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

CAUTION: Do not use a caustic cleaning solution or Piston to Cylinder Bore Clearance a wire brush to clean the pistons or possible dam- age can occur. Subtract the piston diameter from the cylinder bore diameter to find the piston-to-cylinder bore clearance. 1. Clean and inspect the ring lands, skirts, pin bosses, and the tops of the pistons. If wear marks or polishing is found on the piston skirt, check for a bent or twisted connecting rod.

Top of Piston Ring Lands

Skirts Pin Bosses

2. Use the Piston Ring Groove Cleaner to clean the piston ring grooves.

01-29 TSG-416 GENERAL INFORMATION - PRELIMINARY

Piston Selection CAUTION: Use care when fitting piston rings to avoid possible damage to the piston ring or the cyl- NOTE: The cylinder bore must be within the inder bore. specifications for taper and out-of-round before fitting a piston. CAUTION: Piston rings should not be transferred from one piston to another to prevent damage to 1. Select a piston size based on the cylinder bore. cylinder worn or piston.

NOTE: Cylinder bore must be within specification for taper and out-of-round to fit piston rings.

1. Use a piston without rings to push a piston ring in a cylinder to the bottom of ring travel.

NOTE: For precision fit, new pistons are divided into three categories within each size range based on their relative position within the range. A paint spot on the new pistons indicates the position within the size range. 2. Use a feeler gauge to measure the top piston ring end gap and the second piston ring end gap.

2. Choose the piston with the proper paint color. • Red – in the lower third of the size range. • Blue – in the middle third of the size range. • Yellow – in the upper third of the size range.

Piston Ring End Gap

Special Tool(s)

Feeler Gauge D81L-4201-A or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

01-30 TSG-416 GENERAL INFORMATION - PRELIMINARY

Piston Ring-to-Groove Clearance Crankshaft Connecting Rod Journal Taper • Measure the crankshaft rod journal diameters in two Special Tool(s) directions perpendicular to one another at each end of the connecting rod journal. The difference in the Feeler Gauge measurements from one end to the other is the D81L-4201-A or Equivalent taper. Verify measurement is within the wear limit.

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

1. Inspect for a stop in the grooves. 2. Measure the piston-to-groove clearance.

Connecting Rod Cleaning CAUTION: Do not use a caustic cleaning solution or damage to connecting rods can occur.

NOTE: The connecting rod large end is mechanically split or cracked to produce a unique parting face. This produces a locking joint. Parts are not interchangeable. • Mark and separate the parts and clean with solvent. Clean the oil passages.

Crankshaft Connecting Rod Journal Diameter • Measure the crankshaft connecting rod journal diameters in at least two directions perpendicular to one another. The difference between the measurements is the out-of-round. Verify the journal is within the wear limit specification.

01-31 TSG-416 GENERAL INFORMATION - PRELIMINARY

Connecting Rod Larger End Bore Connecting Rod Bushing Diameter CAUTION: The connecting rod bolts are torque to • Measure the inner diameter of the connecting rod yield and must be discarded and replaced after this bushing. Verify the diameter is within specification. diagnostic test.

• Measure the bore in two directions. The difference is the connecting rod bore out-of-round. Verify the out- of-round is within specification.

Connecting Rod Bend • Measure the connecting rod bend on a suitable alignment fixture. Follow the instructions of the fixture manufacturer. Verify the bend measurement is within specification. Piston Pin Diameter • Measure the piston pin diameter in two directions at the points shown. Verify the diameter is within specifications.

Connecting Rod Twist • Measure the connecting rod twist on a suitable alignment fixture. Follow the instructions of the fixture manufacturer. Verify the measurement is within specification.

01-32 TSG-416 GENERAL INFORMATION - PRELIMINARY

Connecting Rod Piston Pin Side Clearance 3. Install and torque to specifications, then remove the connecting rod bearing cap. • Measure the clearance between the connecting rod and the piston. Verify the measurement is within 4. Measure the Plastigage® to get the connecting rod specification. bearing journal clearance. The Plastigage® should be smooth and flat. A change width indicates a tapered or damaged connecting rod bearing or connecting rod.

Connecting Rod Journal Clearance

Special Tool(s)

Plastigage® D81L-6002-B or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

NOTE: The crankshaft connecting rod journals must be within specifications to check the connecting rod bearing journal clearances. CAUTION: The connecting rod bolts are torque to yield and must be discarded and replaced after this diagnostic test.

1. Remove the connecting rod bearing cap. 2. Position a piece of Plastigage® across the bearing surface.

NOTE: Do not turn the crankshaft during this step.

01-33 TSG-416 GENERAL INFORMATION - PRELIMINARY

Bearing Inspection Roller Follower Inspection Inspect bearings for the following defects. Possible • Inspect the roller for flat spots or scoring. If any causes are shown: damage is found, inspect the camshaft lobes and hydraulic lash adjusters for damage. • Cratering – fatigue failure (A) • Spot polishing – improper seating (B) • Scratching – dirty (C) • Base exposed – poor lubrication (D) • Both edges worn – journal damaged (E) • One edge worn – journal tapered or bearing not seated (F)

Hydraulic Lash Adjuster Inspection • Inspect the hydraulic lash adjuster and roller for damage. If any damage is found, inspect the camshaft lobes and valves for damage.

01-34 TSG-416 GENERAL INFORMATION - PRELIMINARY

Valve Stem Diameter 2. Move the Valve Stem Clearance Tool toward the Dial Indicator and zero the Dial Indicator. Move the • Measure the diameter of each intake and exhaust Valve Stem Clearance Tool away from the Dial valve stem at the points shown. Verify the diameter Indicator and note the reading. The reading will be is within specification. double the valve stem-to-valve guide clearance. Valves with oversize stems will need to be installed if out of specification.

Valve Stem-to-Valve Guide Clearance

Special Tool(s) Valve Inspection Inspect the following valve areas: Dial Indicator with Bracketry TOOL-4201-C or Equivalent • The end of the stem for grooves or scoring. • The valve face and the edge for pits, grooves or scores. • The valve head for signs of burning, erosion, warpage and cracking. Minor pits, grooves and other abrasions may be removed. • The valve head thickness for wear.

Valve Stem Clearance Tool TOOL-6505-E or Equivalent

Valve Stem

Special Service Tools called for by the procedures can be obtained by calling: Valve Head 1-800-ROTUNDA Thickness (1-800-768-8632) Valve Face NOTE: Valve stem diameter must be within specifications before checking valve stem to valve Valve Head guide clearance. NOTE: If necessary, use a magnetic base.

1. Install the Valve Stem Clearance Tool on the valve stem and install the Dial Indicator with Bracketry. Lower the valve until the Valve Stem Clearance Tool contacts the upper surface of the valve guide.

01-35 TSG-416 GENERAL INFORMATION - PRELIMINARY

Valve Guide Inner Diameter Valve Spring Installed Length

1. Measure the inner diameter of the valve guides in • Measure the installed length of each valve spring. two directions where indicated. 2. If the valve guide is not within specifications, ream the valve guide and install a valve with an oversize stem or remove the valve guide and install a new valve guide.

Valve Spring Free Length • Measure the free length of each valve spring.

Valve Guide Reaming

1. Use a hand-reaming kit to ream the valve guide.

Valve Spring Out-of-Square Measure the out-of-square on each valve spring. • Turn the valve spring and observe the space between the top of the valve spring and the square. Replace the valve spring if out of specification. 2. Reface the valve seat. 3. Clean the sharp edges left by reaming.

01-36 TSG-416 GENERAL INFORMATION - PRELIMINARY

Valve Spring Compression Pressure Valve Seat Width • Measure the valve seat width. If necessary, grind the Special Tool(s) valve seat to specification.

Valve/Clutch Spring Tester TOOL-6513-DD or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

• Use the Valve/Clutch Spring Tester to check the valve springs for proper strength at the specified valve spring length.

Valve Seat Runout • Use the Valve Seat Runout Gauge to check valve seat runout.

Valve and Seat Refacing Measurements NOTE: After grinding valves or valve seats, check valve clearance. • Check the valve seat and valve angles.

01-37 TSG-416 GENERAL INFORMATION - PRELIMINARY

Flywheel Inspection • Hone with the Engine Cylinder Hone Set, at a speed of 300-500 rpm and a hone grit of 180-220 to provide Special Tool(s) the desired cylinder bore surface finish.

Dial Indicator with Bracketry TOOL-4201-C or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

1. Inspect the flywheel for: • Cracks (A). • Worn ring gear teeth (B). • Chipped or cracked ring gear teeth (C). Cylinder Bore Cleaning 2. Inspect the flywheel ring gear runout. CAUTION: If these procedures are not followed, rusting of the cylinder bores may occur.

1. Clean the cylinder bores with soap or detergent and water. 2. Thoroughly rinse with clean water and wipe dry with a clean, lint-free cloth. 3. Use a clean, lint-free cloth and lubricate the cylinder bores. • Use Engine Oil XO-10W30-QSP or -DSP or equivalent meeting Ford specification ESE- M2C153-E.

Cylinder Bore Honing

Special Tool(s)

Engine Cylinder Hone Set T73L-6011-A

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

NOTE: Before any cylinder bore is honed, all main bearing caps must be installed so the crankshaft bearing bores will not become distorted. NOTE: To correct taper or out-of-round, bore the cylinder block. NOTE: Honing should be done when fitting new piston rings or to remove minor surface.

01-38 TSG-416 GENERAL INFORMATION - PRELIMINARY

Cylinder Block Repair - Cast Iron Porosity Defects CAUTION: Do not attempt to repair cracks, areas where temperature will exceed 260°C (500°F) or ar- eas exposed to engine coolant or oil. These areas will not repair and could cause future failure.

2. Inspect the cylinder block plug bore for any damage that would interfered with the proper sealing of the plug. If the cylinder block plug bore is damaged, bore for the next oversize plug. NOTE: Oversize plugs are identified by the OS stamped in the flat located on the cup side of the plug. 3. Coat the cylinder block core plug and bore lightly with Threadlock® 262 E2FZ-19554-B or equivalent Repair porosity defects with an epoxy sealer meeting meeting Ford specification WSK-M2G351-A6 and Ford specification M3D35-A (E). install the cylinder block core plug.

1. Clean the surface to be repaired to a bright, oil-free Cylinder Head - Distortion metal surface. Special Tool(s) 2. Chamfer or undercut the repair area to a greater depth than the rest of the cleaned surface. Solid Straightedge metal must surround the area to be repaired. 303-D039 (D83L-4201-A) or 3. Apply the epoxy sealer and heat-cure with a 250- equivalent watt lamp placed 254 mm (10 inches) from the repaired surface, or air dry for 10-12 hours at a Special Service Tools called for temperature above 10°C (50°F). by the procedures can be obtained by calling: 4. Sand or grind the repaired area to blend with the 1-800-ROTUNDA general contour of the surface. (1-800-768-8632) 5. Paint the surface to match the rest of the cylinder block. • Use a straight edge and a feeler gauge to inspect the cylinder head for flatness. Compare with specifications. If the cylinder head is distorted, install Cylinder Block Core Plug Replacement a new cylinder head.

Special Tool(s) Feeler Gauge Impact Slide Hammer T50T-100-A

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632) Straight Edge 1. Use a slide hammer or tools suitable to remove the cylinder block core plug.

01-39 TSG-416 GENERAL INFORMATION - PRELIMINARY

Cylinder Block Core Plug – Cup-Type CAUTION: Do not contact the flange when installing a cup type cylinder block core plug as this could damage the sealing edge and result in leakage.

NOTE: When installed, the flanged edge must be below the chamfered edge of the bore to effectively seal the bore. • Use a fabricated tool to seat the cup type cylinder block core plug.

Cylinder Block Core Plug – Expansion-Type CAUTION: Do not contact the crown when installing an expansion type cylinder block core plug. This could expand the plug before seating and result in leakage.

• Use a fabricated tool to seat the expansion type cylinder block core plug.

01-40 TSG-416 GENERAL INFORMATION - PRELIMINARY

Spark Plug Thread Repair 2. Start the tap into the spark plug hole, being careful to keep it properly aligned. As the tap begins to cut Special Tool(s) new threads, apply aluminum cutting oil . Tapersert Installation Kit 107-R0921 or Equivalent

Feeler Gauge D81L-4201-A or Equivalent

Special Service Tools called for by the procedures can be obtained by calling: 3. Continue cutting the threads and applying oil until 1-800-ROTUNDA the stop ring bottoms against the spark plug seat. (1-800-768-8632) 4. Remove the tap and metal chips. 5. Coat the threads of the mandrel with cutting oil. CAUTION: The cylinder head must be removed from Thread the tapersert onto the mandrel until one the engine before installing a tapersert. If this pro- thread of the mandrel extends beyond the tapersert. cedure is done with the cylinder head on the engine, the cylinder walls can be damaged by metal chips produced by the thread cutting process.

CAUTION: Do not use power or air-driven tools for finishing taperserts.

NOTE: This repair is permanent and will have no effect on cylinder head or spark plug life.

1. Clean the spark plug seat and threads.

NOTE: A properly installed tapersert will be either flush with or 1.0 mm (0.039 inch) below the spark plug gasket seat.

01-41 TSG-416 GENERAL INFORMATION - PRELIMINARY

6. Tighten the tapersert into the spark plug hole. Exhaust Manifold Straightness

Special Tool(s)

Straightedge 303-D039 (D83L-4201-A) or equivalent

Special Service Tools called for by the procedures can be obtained by calling: 1-800-ROTUNDA (1-800-768-8632)

• Place the Straightedge across the exhaust manifold flanges and check for warping with a feeler gauge.

7. Turn the mandrel body approximately one-half turn counterclockwise and remove.

SPECIFICATIONS

GENERAL SPECIFICATIONS

Epoxy Sealer M3D35-A (E)

Threadlock 262 WSK-M2G351-A6 E2FZ-19554-B

Engine Oil SAE 5W30 D9AZ-19579A

NOTE: Ford Power Products industrial engines are designed to perform with engine oils that are licensed by the American Petroleum Institute (API), and oils carrying the most current API classification SJ or greater must be used.

01-42 TSG-416 ENGINE - PRELIMINARY

INDEX Subject Page General Information Special Tools...... 02 - 3 Description ...... 02 - 5 Component Location ...... 02 - 6 02 Engine Repair Valve Cover - Removal ...... 02 - 10 Valve Cover - Installation ...... 02 - 10 Camshaft- Removal...... 02 - 11 Camshaft - Installation...... 02 - 12 Valve Stem Seal - Removal ...... 02 - 13 Valve Stem Seal - Installation ...... 02 - 14 Intake Manifold - Removal...... 02 - 15 Intake Manifold - Installation...... 02 - 15 Exhaust Manifold - Removal ...... 02 - 16 Exhaust Manifold - Installation ...... 02 - 16 Cylinder Head - Removal ...... 02 - 17 Cylinder Head - Installation ...... 02 - 19 Oil Pump - Removal ...... 02 - 21 Oil Pump - Installation ...... 02 - 22 Crankshaft Rear Oil Seal - Removal ...... 02 - 23 Crankshaft Rear Oil Seal - Installation ...... 02 - 23 Camshaft Follower / Hydraulic Lash Adjuster - Removal...... 02 - 24 Camshaft Follower / Hydraulic Lash Adjuster - Installation...... 02 - 24 Oil Pan - Removal ...... 02 - 25 Oil Pan - Installation ...... 02 - 25 Pick-up Tube / Deflector - Removal ...... 02 - 26 Pick-up Tube / Deflector - Installation ...... 02 - 26 Crankshaft Main Bearings - Removal...... 02 - 27 Crankshaft Main Bearings - Installation...... 02 - 27 Connecting Rod Bearings - Removal...... 02 - 28 Connecting Rod Bearings - Installation...... 02 - 28 Piston - Removal...... 02 - 29 Piston - Installation...... 02 - 30 Flywheel - Removal...... 02 - 31 Flywheel - Installation...... 02 - 31 Timing Chain and Sprockets - Removal...... 02 - 32 Timing Chain and Sprockets - Installation...... 02 - 33 Oil Level Indicator - Removal ...... 02 - 35 Oil Level Indicator - Installation ...... 02 - 35 Oil Filter and Adapter - Removal...... 02 - 36 Oil Filter and Adapter - Installation...... 02 - 36 Disassembly ...... 02 - 37 Subassemblies Cylinder Block ...... 02 - 44 Piston - Disassembly...... 02 - 45 Piston - Assembly...... 02 - 45 Cylinder Head - Disassembly...... 02 - 46 Cylinder Head - Assembly...... 02 - 47 Assembly ...... 02 - 48 Specifications...... 02 - 58

02-1 TSG-416 ENGINE - PRELIMINARY

NOTE: For engine diagnosis, refer to Section 01.

02-2 TSG-416 ENGINE - PRELIMINARY

GENERAL INFORMATION Special Tools

Valve Spring Compressor Seal Remover T81P-6513-A or Equivalent T92C-6700-CH or Equivalent

Piston Ring Compressor Dial Indicator with Bracketry D81L-6002-C or Equivalent TOOL-4201-C or Equivalent

Camshaft Bearing Set Cylinder Ridge Reamer T65L-6250-A or Equivalent T64L-6011-EA or Equivalent

Connecting Rod Guide Tool Vibration Damper Remover T93P-6136-A or Equivalent Adapter T82L-6316-B or Equivalent

Crankshaft Damper Remover Feeler Gauge T58P-6316-D or Equivalent D81L-4201-A or Equivalent

02-3 TSG-416 ENGINE - PRELIMINARY

Special Tools

Impact Slide Hammer Valve Seal Tool 21-024 or T50T-100-A or Equivalent Equivalent

Pound/Inch Torque Wrench Extra space Purchase from Local Tool Dealer

Spring Tester Extra space 303-006 or TOOL-6513-DD or Equivalent

Valve Clearance Measuring Extra space Tool 100-002 or TOOL-6505-E or Equivalent

Spring Testing Fixture Extra space 21-024 or Equivalent

02-4 TSG-416 ENGINE - PRELIMINARY

Description Cylinder Head The 1.6L 4 cylinder Zetec Rocam engine has been The Zetec Rocam engine cylinder head is entirely made developed with the highest technology. Its main of aluminum which improves the thermal characteristics characteristics are: and reduces weight. The assembly is attached using a multi layer steel gasket and 12 bolts. • electronic controlled multipoint sequential injection • roller finger follower camshaft Oil Pan • intake manifold made of aluminum The Zetec Rocam engine oil pan is made of steel. The • high resistance aluminum cylinder head gasket must always be replaced whenever the oil pan is removed. • steel oil pan.

Engine ID

FPP04115

Engine Identification Number The engine identification number is marked on the right side of the cylinder block as shown.

Fuel System The electronic (EFI) system is electronically controlled by an ECM module which carefully controls fuel-air mixture along with spark timing, depending on information received from various sensors.

Intake Manifold The intake manifold is made of aluminum. It consists of two pieces.

02-5 TSG-416 ENGINE - PRELIMINARY

Component Location

Positive Crankcase Ventilation (PCV) Valve Camshaft Position Oil Level Indicator (CMP) Sensor Cylinder Head Assembly

Timing Chain

Tensioner Arm

Coolant Flow Control Module

Oil Pressure Switch

Cylinder Block

Crankshaft Position (CKP) Sensor

Water Pump

Chain Guide Piston Assembly

02-6 TSG-416 ENGINE - PRELIMINARY

Component Location

Throttle Body

TMAP Sensor

PCV Hose

Intake Manifold

Exhaust Manifold

Gasket

02-7 TSG-416 ENGINE - PRELIMINARY

Component Location

Oil Pan

Gasket Oil Pick-up tube

Oil Deflector

Main Bearings - Lower

Main Bearing Cap Rear Seal Retainer Crankshaft Sprocket

Oil Pump

Crankshaft

Main Bearings - Upper

Cylinder Block

Timing Chain

02-8 TSG-416 ENGINE - PRELIMINARY

Component Location

Spark Plug Wires

DIS

PCV Valve Valve Cover

PCV Hose

Camshaft Sprocket Bearing Caps

Tension Arm Camshaft Roller Follower Lash Adjuster

Cylinder Head

Chain Guide Gasket

Valve Assembly Timing Chain Hydraulic Tensioner

02-9 TSG-416 ENGINE - PRELIMINARY

ENGINE REPAIR Valve Cover - Installation Valve Cover - Removal 1. Contact surfaces must be clean and free of oil. 2. Install a new gasket and valve cover. 1. Remove any necessary wiring and vacuum hoses. Mark connections and routing as necessary to assure they are returned as they were removed. CMP Sensor PCV Valve

Wiring Harness

Valve Cover

Vacuum Hose 3. Install bolts. Tighten to 7 lb.ft. (9 Nm). (?any sequence ?). 2. 4. Install DIS coil - refer to Section 03. 3. 5. 4. Remove DIS coil and set aside - refer to Section 03. 6. 5. Remove bolts. 7. Reconnect any wiring and vacuum hoses removed. 6. Remove valve cover and gasket.

02-10 TSG-416 ENGINE - PRELIMINARY

Camshaft- Removal 5. Remove camshaft, lower bearings, roller followers and lash adjusters. NOTE: Store components to ensure assembly in the same order as they were removed.

1. Remove valve cover -- Refer to“Valve Cover - Removal” on page 10. Bearing Caps 2. Using tool 15-030A to lock camshaft sprocket, Roller remove bolt. Follower

Camshaft Lash Adjuster Locking Tool 15-030A

6. ? 7. ? Refer to Section 01 for camshaft and bearing service.

CAUTION: During camshaft removal, the camshaft sprocket and chain must remain engaged and the chain tensioned in order to keep timing links aligned. If chain is allowed to slacken or disengage with sprocket, the oil pump will have to be removed, and the timing chain realigned - refer to timing chain assembly xxx.

3. Separate camshaft sprocket and chain from camshaft while maintaining tension on the chain. 4. Remove bolts and camshaft bearing caps evenly in the sequence shown.

1 5 9 8 4

2 6 10 7 3

02-11 TSG-416 ENGINE - PRELIMINARY

Camshaft - Installation 7. Install camshaft sprocket with chain onto camshaft while maintaining tension on the chain. NOTE: All components must be clean and assembled in the same positions as removed. Lubricate contact CAUTION: The camshaft sprocket and chain must surfaces with clean engine oil. remain engaged and the chain tensioned in order to keep timing links aligned. If chain is allowed to 1. slacken or disengage with sprocket, the oil pump will have to be removed, and the timing chain 2. realigned - refer to timing chain assembly xxx. 3. Install lash adjusters. 8. Using tool 15-030A, install bolt and tighten to 52-59 4. Install roller followers. lb.ft. (70-80 Nm).

Bearing Caps Roller Follower Locking Tool Camshaft Lash 15-030A Adjuster

NOTE: The chamfer on the camshaft bearing caps must be facing the chain housing. Rotate camshaft so 9. Install valve cover -- Refer to“Valve Cover - keyway will align with sprocket. Installation” on page 10. 5. Carefully install camshaft, bearings, caps and bolts finger tight. 6. Tighten bolts in the sequence shown in 3 steps to 6- 7 lb.ft. (8-10 Nm).

9 7 1 5 3

8 10 2 6 4

02-12 TSG-416 ENGINE - PRELIMINARY

Valve Stem Seal - Removal 5. Turn on air supply and pressurize cylinder. Air pressure may rotate the crankshaft until the piston NOTE: If the valve or valve seat has not been damaged, the valve spring, seal, retainer or keys may be replaced reaches the bottom of the stroke. by holding the affected valve closed using compressed air. Rotunda Use an appropriate air line tool installed in the spark Pressurization Kit plug hole. A minimum of 965 kPa (140 psi) line pressure 014-00705 is required. If air pressure does not hold the valve shut, the valve is damaged or burned and the cylinder head must be removed and serviced.

1. Remove valve cover -- Refer to“Valve Cover - Removal” on page 10. 2. Rotate the camshaft so the roller follower for the valve to be serviced is on the heel of the . 3. Using a suitable valve spring compressor tool, compress and hold down the valve spring. Slide out the roller follower over the lash adjuster.

6. Using a suitable valve spring compressor, compress the valve spring and remove the keys and retainer. Remove and discard the stem seal.

Roller Follower

Key

Lash Adjuster Retainer Spring

Valve Seal

FPP04076

4. Replace spark plug for cylinder being serviced with an air line adapter. Mark location so spark plug is returned to the same cylinder. CAUTION: The crankshaft may rotate when air pressure is applied. Remove all objects from fan area such as lights, extension cords, etc. 7. If air pressure has forced the piston to the bottom of the cylinder, any removal of air pressure will allow the valve(s) to drop into the cylinder. Wrap a rubber band, tape or string around the end of the valve stem in such a way to prevent the valve from falling in and to allow enough travel to check the valve for binds. 8. Inspect the valve stem for damage. Rotate the valve and check the stem tip for eccentric movement. Move the valve up and down through normal travel in the valve guide and check the stem for any binding. If the valve has been damaged, it will be necessary to remove the cylinder head as outlined in this section.

02-13 TSG-416 ENGINE - PRELIMINARY

Valve Stem Seal - Installation 4. Release air pressure and remove air adapter. Install spark plug in proper cylinder. NOTE: All components must be clean and assembled in the same positions as removed. Lubricate contact 5. Grease contact surfaces of roller follower with Ford surfaces with clean engine oil. Multi-purpose Grease D0AZ-19584-AA, or CAUTION: Valve stem seal can be cut by grooves in equivalent, meeting Ford specification ESR- valve stem. A damaged seal will leak causing oil M1C159-A. burning and valve fouling. 6. Using spring compressor, compress and hold down 1. Carefully slide oil seal over valve stem. the valve and spring. Slide the roller finger follower into place over valve and lash adjuster. Release 2. Install new valve seal using special tool 21-024 spring. (optional T95P-6565A) ??protective cap??.

Special Tool 21-024

Roller Follower

Lash Adjuster

FPP04076

7. Install valve cover -- Refer to“Valve Cover - NOTE: Apply a small amount of Ford Multi-purpose Installation” on page 10. Grease D0A2-19584-AA, or equivalent, meeting Ford specification ESR-M1C159-A to valve spring retainer key to hold in place during installation. 3. With cylinder pressurized and using a suitable spring compressor tool, install valve spring, retainer and locks.

Key

Retainer

Spring

02-14 TSG-416 ENGINE - PRELIMINARY

TMAP Sensor Electronic Throttle Body

Gasket

Intake Manifold

PCV Hose

Bolt

Gasket

Intake Manifold - Removal Intake Manifold - Installation

1. Remove any necessary wiring and vacuum hoses. NOTE: All contact surfaces must be clean and free from any old gasket material. Mark connections and routing as necessary to assure they are returned as they were removed. 1. Install a new gasket and intake manifold assembly. 2. Relieve fuel pressure. 2. Install bolts and nuts. Tighten to 6 lb.ft. (8 Nm). 3. Disconnect fuel lines from fuel rail. 3. 4. Disconnect air intake tube. 4. 5. 5. Connect air intake tube. 6. 6. Connect fuel lines to fuel rail. 7. Remove bolts, nuts and intake manifold assembly. 7. Install any wiring and vacuum hoses that were removed. Connect and route as they were removed.

02-15 TSG-416 ENGINE - PRELIMINARY

Exhaust Manifold

Gasket

Outlet Flange

Exhaust Manifold - Removal Exhaust Manifold - Installation

1. Remove any necessary wiring and vacuum hoses. NOTE: All contact surfaces must be clean and free from any old gasket material. Mark connections and routing as necessary to assure they are returned as they were removed. 1. Install a new gasket and exhaust manifold. 2. Disconnect exhaust at outlet flange. 2. Install nuts. Tighten to 11 lb.ft. (15 Nm). 3. 3. 4. 4. 5. Remove nuts, exhaust manifold and gasket. 5. Connect exhaust at outlet flange. 6. Tighten flange nuts to xx lb.ft. (xx Nm). 7. Install any wiring and vacuum hoses that were removed. Connect and route as they were removed.

02-16 TSG-416 ENGINE - PRELIMINARY

Cylinder Head - Removal 12.Rotate camshaft sprocket using tool 15-030A until the 2 copper links on timing chain are at 12 o’clock. 1. Drain engine oil - refer to Operator Handbook. 2. Drain engine coolant - refer to Section 05. Copper Links 3. Remove any necessary wiring and vacuum hoses. Mark connections and routing as necessary to assure they are returned as they were removed. 12 O’clock 4. Remove valve cover -- Refer to“Valve Cover - Removal” on page 10. 5. Remove spark plugs and wires. 6. Remove the coolant flow control module - refer to Section 05.

Coolant Flow Control Module Timing Mark

13.Using tool 15-030A to lock camshaft sprocket, remove bolt. CAUTION: During cylinder head removal, the timing chain must be held up with a wire with constant tension in order to keep timing links aligned at crankshaft. If chain is allowed to slacken or disengage with sprocket, the oil pump will have to be removed, and the timing chain realigned - refer to timing chain assembly xxx. 7. Remove bolts and nuts holding intake manifold to cylinder head. Move aside. 14.Remove camshaft sprocket from chain while maintaining tension on the chain using a wire. 8. Remove heat shield ??. 15.Remove the M11 cylinder head bolts in 3 phases in 9. Remove nuts at exhaust manifold. Move aside. the sequence shown. 10.Remove oil level indicator tube bolt at cylinder head. 11.Remove timing chain hydraulic tensioner.

Hydraulic Tensioner 1 7 9 5 3 M8

4 2 6 10 8 M8

02-17 TSG-416 ENGINE - PRELIMINARY

CAUTION: Be careful to avoid the bolts falling into the timing chain compartment.

16.Remove 2 M8 bolts, cylinder head and gasket.

M8 Bolts Cylinder Head

Gasket

Dowels

17.Carefully remove cylinder head and gasket while maintaining tension on timing chain.

Gasket

Timing Chain

02-18 TSG-416 ENGINE - PRELIMINARY

Cylinder Head - Installation 3. Install new bolts using the sequence shown in the following 3 steps: NOTE: The contact surface of the cylinder head and block must be clean and free of oil. Use new cylinder • Step 1 - tighten M11 bolts to 29.5 lb.ft. (40 Nm) head bolts and lubricate the threads. • Step 2 - tighten M8 bolts to 11 lb.ft. (15 Nm) + 45° • Step 3 - tighten M11 bolts additional 120° 1. Rotate crankshaft so all pistons are below top dead center (TDC). CAUTION: During cylinder head installation, the timing chain must be held up with a wire with constant tension in order to keep timing links aligned at crankshaft. If chain is allowed to slacken or disengage with sprocket, the oil pump will have to be removed, and the timing chain realigned - 10 4 2 refer to timing chain assembly xxx. 6 8 M8

2. Carefully install dowels, a new gasket and cylinder head to the while maintaining tension on the timing chain.

7 9 5 1 3 M8

M8 Bolts Cylinder Head Tightening Sequence

4. Carefully install sprocket into timing chain aligning timing mark with 2 copper links.

Gasket Copper Links

12 O’clock Dowels

Timing Mark

CAUTION: Be careful to avoid the bolts falling into the timing chain compartment.

02-19 TSG-416 ENGINE - PRELIMINARY

5. Using tool 15-030A, install camshaft sprocket bolt. 11.Install the coolant flow control module - refer to Tighten to 92 lb.ft. (125 Nm). Section 05.

Coolant Flow Control Module Locking Tool 15-030A

12.Install spark plugs and wires - refer to Section 03. 13.Install valve cover -- Refer to“Valve Cover - 6. Install hydraulic tensioner and tighten to 30 lb.ft. (40 Removal” on page 10. Nm). 14.Install and route any wiring and vacuum hoses removed. 15.Fill engine with correct type and quantity of coolant - refer to Section 05. Hydraulic Tensioner 16.Fill engine with correct type and quantity of engine oil - refer to Operator Handbook.

7. Install oil level indicator bolt. Tighten to 15 lb.ft. (20 Nm). 8. Install exhaust manifold and nuts. Tighten nuts to 11 lb.ft. (15 Nm). 9. Install heat shield ??. 10.Install bolts and nuts holding intake manifold to cylinder head. Tighten to nuts and bolts to 13 lb.ft. (18 Nm).

02-20 TSG-416 ENGINE - PRELIMINARY

Oil Pump - Removal CAUTION: The oil pump, pulley and sealer are provided as an assembly kept together by a clip (no. BF9A-6606-AA). Do not remove clip until oil pump is installed. If pulley is pushed out of the oil pump prior to oil pump installation, it will have to be ??repaired?? or replaced.

1. Remove drive belt - refer to xx. 2. 3. Remove water pump - refer to Section 05. 4. Insert retaining clip # BF9A-6606-AA between crankshaft pulley and oil pump to prevent pulley axial movement.

Retaining Clip BF9A-6606-AA

Oil Pump

5. Remove crankshaft pulley bolt. NOTE: Identify oil pump bolts so they may be returned to their original positions. 6. Remove 6 oil pump bolts, oil pump and gasket.

02-21 TSG-416 ENGINE - PRELIMINARY

Oil Pump - Installation 4. Remove clip. NOTE: Contact surfaces of the oil pump and block must 5. Install oil pump housing bolts finger tight. be clean and free of oil. CAUTION: The oil pump housing must be CAUTION: The oil pump, pulley and sealer are positioned during tightening of the oil pump provided as an assembly kept together by a clip (no. housing bolts, so that the sealing flange of the oil BF9A-6606-AA). Do not remove clip until oil pump is pump housing is within ± 0.008 in. (0.20 mm) of the installed. If pulley is pushed out of the oil pump block bottom sealing flanges. prior to oil pump installation, it will have to be ??repaired?? or replaced. 6. Tighten 2 outer oil pump housing bolts to 15 lb.ft. (20 Nm). 1. Assemble gasket onto oil pump housing guiding it with 2 outer bolts.

Outer Bolts

Oil Pump

Gasket

7. Tighten remaining oil pump housing bolts to 15 lb.ft. CAUTION: Do not apply oil to shaft or seal. Sealing (20 Nm). lip along with all contact surfaces must be free of oil.

2. Place oil pump and gasket onto crankshaft. 3. Install pulley bolt and tighten to 92 lb.ft. (125 Nm).

Pulley Bolt

Remaining Bolts

02-22 TSG-416 ENGINE - PRELIMINARY

Crankshaft Rear Oil Seal - Removal Crankshaft Rear Oil Seal - Installation

1. Remove flywheel - refer to xx. 1. Install new rear seal and retainer using tool 21-046. 2. ??Remove oil pan - refer to xx.?? 3. Remove bolts and rear oil seal retainer. Special Tool 21-046

Rear Oil Seal and Retainer

Rear Seal Retainer

2. ??Install oil pan - refer to xx.?? 3. Install flywheel - refer to xx.

02-23 TSG-416 ENGINE - PRELIMINARY

Camshaft Follower / Hydraulic Lash Camshaft Follower / Hydraulic Lash Adjuster - Removal Adjuster - Installation

1. Remove valve cover -- Refer to“Valve Cover - NOTE: All components must be kept clean and lubricated with clean engine oil. Removal” on page 10. 2. Rotate the camshaft so the roller follower for the valve to be serviced is on the heel of the cam. 3. Using a suitable valve spring compressor tool, compress and hold down the valve spring. Slide out the roller follower over the lash adjuster. Roller Follower

Special Tool 21-024 Lash Adjuster

FPP04076

1. Rotate the camshaft so the roller follower for the valve to be serviced is on the heel of the cam. 2. Install the hydraulic lash adjuster. 3. Using a suitable valve spring compressor tool, compress and hold down the valve spring. Slide in the roller follower over the lash adjuster. 4. Lift out the hydraulic lash adjuster. 4. Install valve cover -- Refer to“Valve Cover - Removal” on page 10.

02-24 TSG-416 ENGINE - PRELIMINARY

Oil Pan - Removal 2. Install the oil pan and bolts finger tight. 3. Align oil pan with rear portion of engine block. 1. Remove bolts. 2. Remove oil pan.

Gasket Straight Edge

Block

Oil Pan Oil Pan FPP04088

3. Remove all gasket material from pan. CAUTION: Be careful not to contact surfaces. Oil Pan - Installation 4. Tighten oil pan bolts in 3 steps in the sequence CAUTION: The contact surfaces of oil pan, gasket shown: and block must be free of oil. Do not wait more than 5 minutes to install the oil pan gasket after sealer • enough for gasket settlement has been applied. • 5 lb.ft. (7 Nm) • 7 lb.ft. (10 Nm) 1. Apply WSEM-A4 sealer (Loctite 5910) to the 4 positions as shown.

Front of Engine

Sealer Rope 4 places 3-5mm

60° ± 3° 10-15mm Tightening Sequence

02-25 TSG-416 ENGINE - PRELIMINARY

Pick-up Tube

Oil Deflector

Pick-up Tube / Deflector - Removal Pick-up Tube / Deflector - Installation

1. 1. Install oil deflector. 2. 2. Install pick-up tube. 3. Remove oil pan -- Refer to“Oil Pump - Removal” on 3. Install 4 nuts and tighten to 14 lb.ft. (19 Nm). page 21. 4. Install bolt and tighten to 7 lb.ft. (9.5 Nm). 4. Remove 4 nuts and1 bolt. 5. Install oil pan -- Refer to“Oil Pump - Installation” on 5. Remove pick-up tube. page 22. 6. Remove oil deflector. 6. 7.

02-26 TSG-416 ENGINE - PRELIMINARY

Crankshaft Main Bearings - Removal NOTE: To check bearing clearances or to select new bearings, refer to Section 01.

1. Remove oil pan -- Refer to“Oil Pan - Removal” on page 25. 2. Remove pick-up tube & deflector -- Refer to“Pick-up Tube / Deflector - Removal” on page 26. NOTE: Replace one bearing at a time, leaving the other bearings securely fastened. Note location of studs for deflector installation. Lower Bearing

Stud Positions

Cap

Stud & Nut

Bolt

Crankshaft Main Bearings - Installation NOTE: All components must be clean and dried with compressed air or a lint free cloth. Lubricate bearing to crankshaft contact surfaces with clean engine oil.

3. Remove first main bearing cap bolts. 1. Place upper bearing on crankshaft and rotate into place. Oil holes must align. 4. Remove cap and lower bearing. 2. Place lower bearing into cap. 5. Press on end of upper bearing without tang to start it out. NOTE: Main bearing cap arrow must point to the front of the engine. 6. Rotate bearing out from between crankshaft and 3. Install bearing cap. cylinder block. CAUTION: Use new main bearing cap bolts.

4. Lightly oil new main bearing bolts or studs and install in same positions as removed. Alternately tighten in 3 steps to 70 lb.ft. (95 Nm). 5. Check crankshaft end play as outlined in Section 01. 6. Install pick-up tube and deflector -- Refer to“Pick-up Tube / Deflector - Installation” on page 26. 7. Install oil pan -- Refer to“Oil Pan - Installation” on page 25.

02-27 TSG-416 ENGINE - PRELIMINARY

Connecting Rod Bearings - Removal Connecting Rod Bearings - Installation

1. Remove oil pan -- Refer to“Oil Pan - Removal” on NOTE: Make sure bearing bore of connecting rod and cap and bearing journal are clean. Lubricate wear page 25. surfaces with clean engine oil. 2. Remove pick-up tube and deflector -- Refer to“Pick- up Tube / Deflector - Removal” on page 26. 1. Insert upper bearing into connecting rod. 3. Remove spark plug for cylinder being serviced. 2. Insert lower bearing into cap. 4. Rotate crankshaft until connecting rod and bearing CAUTION: Do not scratch journal with connecting rod bolts. to be serviced is placed at the bottom of its stroke. 5. Remove two connecting rod nuts. 3. Install cap and bolts. Tighten bolts in 2 steps: 6. Remove connecting rod cap with lower bearing. • Step 1 - 9 lb.ft. (12.5 Nm) • Step 2 - 22 lb.ft. (30 Nm) (41-94°???) 4. Install deflector and pick-up tube -- Refer to“Pick-up Tube / Deflector - Installation” on page 26. 5. Install oil pan -- Refer to“Oil Pan - Installation” on page 25.

1 2 3 4 5

Lower Bearing

Cap

Bolts

FPP04072

7. Push piston and connecting rod assembly up into bore. 8. Remove upper bearing from connecting rod. NOTE: For bearing service refer to Section 01.

02-28 TSG-416 ENGINE - PRELIMINARY

Piston - Removal 6. Remove 2 bolts, connecting rod cap and lower bearing. 1. Remove oil pan -- Refer to“Oil Pan - Removal” on page 25. 2. Remove pick-up tube and deflector -- Refer to“Pick- up Tube / Deflector - Removal” on page 26. 3. Remove cylinder head assembly -- Refer to“Cylinder Head - Removal” on page 17. CAUTION: Never cut into the ring travel area in excess of 0.8mm (1/32 inch) when removing ridges.

4. Turn crankshaft until piston to be removed is at the Lower bottom of its travel and place a cloth on the piston Bearing head to collect the cuttings. 5. Remove any ridge and/or deposits from the upper end of the cylinder bores using a ridge cutter. follow the instructions furnished by the tool manufacturer. Cap

Cylinder Ridge Bolts Reamer T64L-6011-EA FPP04072

CAUTION: Avoid damage to the crankshaft journal or the cylinder wall when removing the piston and rod.

7. Push piston assembly out the top of the cylinder with the handle end of a hammer.

Piston Assembly

Upper Bearing

NOTE: Make sure all caps are marked so that they can be installed in their original positions.

8. Remove upper bearing from connecting rod. NOTE: For piston and bearing service - refer to Section 01.

02-29 TSG-416 ENGINE - PRELIMINARY

Piston - Installation 4. Install connecting rod caps with bearings (lubricate wear surface) and tighten bolts in 2 steps: NOTE: Crankshaft journal should be at its lowest point. All components should be clean and dried with • Step 1 - 9 lb.ft. (12.5 Nm) compressed air or a lint free cloth. • Step 2 - 22 lb.ft. (30 Nm) (41-94°???). 1. Set piston ring gaps as follows: • lower oil ring gap aligned with piston pin. • center ring gap at 90° from the oil ring gap. • top ring gap at 180° from the oil ring gap. 2. Lubricate piston, bearing wear surface, crankshaft journal and cylinder wall with clean engine oil. 3. Carefully install pistons with bearings into cylinder bores using a piston ring compressor and a hammer handle. Avoid damage to the crankshaft bearing journals. The arrow of the piston must point to the Lower front of the engine. The connecting rod has the Bearing cylinder number identified in the base.

Hammer Handle Cap Piston Ring Compressor Tool

Bolts

FPP04072

5. ??Check connecting rod side clearance??. 6. Install cylinder head assembly -- Refer to“Cylinder Head - Installation” on page 19. 7. Install pick-up tube and deflector -- Refer to“Pick-up Tube / Deflector - Installation” on page 26. 8. Install oil pan -- Refer to“Oil Pan - Installation” on CAUTION: Use new connecting rod cap bolts and page 25. lubricate threads with clean engine oil.

02-30 TSG-416 ENGINE - PRELIMINARY

Flywheel - Removal 3. Check flywheel runout at clutch disc surface: • maximum runout 0.005 in. (0.13 mm) 1. Remove bolts. 2. Remove flywheel. 3. Dial 4. Indicator

Flywheel

4. Check flywheel runout at gear surface: • maximum runout 0.024 in. (0.6 mm) Dowel

Dial Flywheel - Installation Indicator 1. Install flywheel using special locking tool 21-168. 2. Lubricate bolt threads with clean engine oil and tighten to 49 lb.ft. (67 Nm).

Flywheel Locking Tool T84P-6375-A (??21-168??)

02-31 TSG-416 ENGINE - PRELIMINARY

Timing Chain and Sprockets - Removal 8. Remove the hydraulic tensioner.

1. 2. Hydraulic 3. Tensioner 4. Remove oil pump assembly -- Refer to“Oil Pump - Removal” on page 21. 5. Remove valve cover -- Refer to“Valve Cover - Removal” on page 10. 6. oil pan, water pump, ??? 7. Check to see if coppered links on the timing chain are still visible. If not, identify them as follows: • Turn engine until timing mark on camshaft sprocket is at 12 o’clock. • Mark the two chain links left and right of that tim- ing mark. • Mark the single chain link that is positioned on the crankshaft sprocket timing mark.

9. Using tool 15-030A to lock camshaft sprocket, Copper Links remove bolt and camshaft sprocket.

Timing Mark Locking Tool 15-030A

Timing Mark

Copper Link

02-32 TSG-416 ENGINE - PRELIMINARY

10.Remove timing chain and crankshaft sprocket. 2. Install crankshaft sprocket with key at 12 o’clock position. 11.Remove tensioner arm and chain guide if necessary. 3. Assemble drive chain through chain housing cavity from top of engine and onto crankshaft sprocket. Crankshaft Sprocket Align timing mark with coppered link on drive chain.

Timing Chain 12 O’clock Position Timing Mark

Tensioner Arm

Coppered Link

Chain Guide Camshaft Sprocket 4. Insert camshaft sprocket into chain and assemble to camshaft. Position camshaft key at 12 o’clock and align timing mark between 2 coppered links on drive chain. Timing Chain and Sprockets - Installation NOTE: All components must be clean and dried with compressed air or a lint free cloth. Lubricate with clean Coppered Links engine oil. 12 O’clock Position

1. Install the (if removed) chain guide and the tensioner arm from the top of the engine. Install bolts finger tight.

Tensioner Arm Chain Guide

Timing Mark

5. Install camshaft sprocket bolt and hydraulic tensioner finger tight.

02-33 TSG-416 ENGINE - PRELIMINARY

6. Tighten guide and tensioner arm bolts to 18-21 lb.ft. 8. Tighten hydraulic tensioner to 27-32 lb.ft. (36-44 (24-28 Nm). Nm).

Tensioner Arm Chain Guide Hydraulic Tensioner

7. Using ?? locking tool ??, tighten camshaft sprocket 9. oil pan, water pump, ??? bolt to 52-59 lb.ft. (70-80 Nm). 10.Install valve cover -- Refer to“Valve Cover - Installation” on page 10. 11.Install oil pump assembly -- Refer to“Oil Pump - Installation” on page 22. Locking Tool 12. 15-030A 13. 14. 15.

02-34 TSG-416 ENGINE - PRELIMINARY

Oil Level Indicator

Tube

Sealer

Oil Level Indicator - Removal Oil Level Indicator - Installation

1. 1. Apply sealer WSK-M2G 349-A4 (Loctite 648) to 2. Remove bolt. lower end of oil level indicator tube. 2. Install tube immediately into bore. 3. Remove oil level indicator & tube. 3. Install bolt and tighten to 15 lb.ft. (20 Nm). 4.

02-35 TSG-416 ENGINE - PRELIMINARY

Adapter

Gasket

Oil Filter

Oil Filter and Adapter - Removal Oil Filter and Adapter - Installation NOTE: Place oil drain pan under oil filter to catch oil drainage. 1. Install a new gasket. 2. Lubricate oil seal on a new filter and install to 1. adapter. Tighten 1 1/2 to 1 3/4 turns after first 2. Remove oil filter. contact. 3. Remove 3 bolts. 3. Install filter/adapter to block. 4. Remove adapter and gasket. 4. Install 3 bolts and tighten to 15 lb.ft. (20 Nm). 5.

02-36 TSG-416 ENGINE - PRELIMINARY

DISASSEMBLY 3. Loosen the tensioner pulley and remove the drive belt. 1. Install engine on an engine stand.

Tension Pulley

Generator FPP01527 2. Drain the engine oil. NOTE: Record drive belt routing and direction of travel 4. Disconnect wiring at generator. for use during assembly. 5. Remove the generator. 6. Remove the generator support.

Water Pump

Crankshaft Idler

Generator

FPP02537

02-37 TSG-416 ENGINE - PRELIMINARY

7. Remove oil level indicator tube. 10.Remove the coolant flow control module. 8. Remove the ?return connector?.

Coolant Flow Oil Level Indicator Control Module

Coolant Return Connector

11.Remove the intake manifold assembly. NOTE: Record routing of wiring harnesses and vacuum tubes so they may be returned to their original positions Intake Manifold during assembly. Assembly 9. Remove any vacuum hoses and wiring.

Wiring Harness

Vacuum Hose

02-38 TSG-416 ENGINE - PRELIMINARY

12.Remove the oil filter and support assembly. 16.Remove the valve cover assembly.

Gasket PCV Valve

CMP Sensor

Valve Cover

Oil Filter Assembly

13.Remove oil pressure switch. 14.Remove crankshaft position (CKP) sensor.

CKP Sensor 17.Loosen the crankshaft pulley bolt.

Oil Pressure Switch Crankshaft Pulley

15.Remove the flywheel and flywheel plate.

Flywheel

Bolt

Plate

02-39 TSG-416 ENGINE - PRELIMINARY

18.Remove 3 bolts and the water pump pulley. 22.Remove 4 nuts, 1 bolt, oil pick-up tube and oil deflector.

Water Pump Pulley Oil Pick-up Tube

Oil Deflector

19.Remove 3 bolts, water pump and gasket.

Gasket

Water Pump

23.Insert retaining clip # BF9A-6606-AA between crankshaft pulley and oil pump to prevent pulley axial movement. 24.Remove crankshaft pulley bolt. NOTE: Identify oil pump bolts so they may be returned to their original positions. NOTE: When removing oil pan, always keep the engine 25.Remove 6 oil pump bolts, and oil pump. in its normal upright position to avoid contamination. 20.Remove bolts, gasket and oil pan.

Retaining Clip BF9A-6606-AA

Gasket

Oil Pump

Oil Pan

Gasket

FPP04089

21.Turn the engine over 180°.

02-40 TSG-416 ENGINE - PRELIMINARY

26.Check to see if coppered links on the timing chain 28.Using tool 15-030A to lock camshaft sprocket, are still visible. If not, identify them as follows: remove bolt and camshaft sprocket. • Turn engine until timing mark on camshaft sprocket is at 12 o’clock. • Mark the two chain links left and right of that tim- ing mark. • Mark the single chain link that is positioned on Locking Tool the crankshaft sprocket timing mark. 15-030A

Copper Links

Timing Mark

29.Remove timing chain and crankshaft sprocket. 30.Remove tensioner arm and chain guide.

Crankshaft Sprocket

Timing Chain

Timing Mark

Tensioner Arm

Copper Link

27.Remove the hydraulic tensioner.

Chain Guide Hydraulic Camshaft Sprocket Tensioner

02-41 TSG-416 ENGINE - PRELIMINARY

33.Remove crankshaft rear seal retainer. CAUTION: Keep cylinder head in the vertical position during removal to avoid warping and damage to the sealing surfaces. Oil Seal Retainer 31.Remove the M11 cylinder head bolts in 3 phases in the sequence shown.

1 7 9 5 3 M8

FPP04078

NOTE: Mark piston and cap so they may be returned to their original positions. 4 6 10 8 2 M8 34.Remove 2 bolts, lower connecting rod bearing and cap. Push piston assembly out of the engine block. Repeat for other three cylinders.

Bolts Cap 32.Remove 2 M8 bolts, cylinder head and gasket. Lower M8 Bolts Cylinder Head Bearing

Gasket

Dowels

02-42 TSG-416 ENGINE - PRELIMINARY

36.Carefully remove the crankshaft and install it vertically on the flywheel to avoid warp running-out. NOTE: Keep caps and bearings in order so they may be returned to their original positions. 35.Remove bolts, caps and crankshaft lower main bearings in the sequence shown. Crankshaft

Caps Flywheel

Lower Bearings

Crankshaft 37.Remove the 5 upper main bearings and the 2 thrust washers.

Upper Main Bearings

Thrust Washers

1 5 9 8 4

2 6 10 7 3

Front of Engine

02-43 TSG-416 ENGINE - PRELIMINARY

SUBASSEMBLIES 3. Check the engine block for warpage, cracks or any other damage. Clean crankcase and all subassemblies of all foreign material. Scrape or wire brush RTV sealant from mating surfaces. Surfaces must be kept oil free for good adhesion of fresh RTV seal (during reassembly). NOTE: For cleaning and service information on crankcase, cylinder head, camshaft, crankshaft and bearings, Refer to Section 01. Discard gaskets and O-Rings and replace with new ones unless otherwise instructed.

Cylinder Block

1. Remove the core plugs, if necessary.

4. Coolant and oil galleries must be free of dirt and deposits. 5. Refer to Section 01 for cleaning & servicing cylinder block and core plug installation. 2. Remove oil gallery plugs. 6. Reinstall oil gallery plugs.

Oil Gallery Plugs

02-44 TSG-416 ENGINE - PRELIMINARY

Piston - Disassembly Piston - Assembly NOTE: Store components to ensure assembly with the NOTE: Apply a light coat of clean engine oil contact same rod and installation in the same cylinders from surfaces. which they were removed. Refer to Section 01 for piston inspection and servicing. 1. Assemble piston to connecting rod using ?????????

1. Remove the connecting rod bearing from the 2. Install piston rings using a suitable piston ring connecting rod and cap. expander.

2. Remove the piston rings using a suitable piston ring expander.

Ring Expander Tool

NOTE: Check piston ring end gap and side clearance - refer to Section 01. 3. Remove piston pin??????????????????? 3. Install bearings into connecting rods and caps. Make 4. sure lock slots align. CAUTION: Make sure bearings and connecting rod bore are clean. foreign material under the inserts will distort the bearing and cause a failure.

02-45 TSG-416 ENGINE - PRELIMINARY

Cylinder Head - Disassembly 6. Remove all valve components using a suitable valve spring compressor. NOTE: Store components to ensure assembly in the same order as they were removed.

1. Remove bolts and camshaft bearing caps evenly in the sequence shown. Key

Retainer

1 5 9 Spring 8 4 Valve Seal

2 6 10 7 3 Loosening Sequence

Cylinder Head 2. Remove camshaft. 3. Remove roller followers. Valve 4. Remove lash adjusters. 5. Remove spark plugs. Refer to Section 01 for: • servicing valve components, valve guide and valve seat. • camshaft and bearing service. Bearing Caps • cylinder head cleaning and inspection. Roller Follower

Camshaft Lash Adjuster

02-46 TSG-416 ENGINE - PRELIMINARY

Cylinder Head - Assembly 5. Check that spring installed height is 35.2 ± 1mm. NOTE: All components must be clean and assembled in the same positions as removed. Lubricate contact surfaces with clean engine oil. Spring 1. Check that valves move freely in valve guides. Installed Height 2. Install intake and exhaust valves. 3. Install new valve seals using special tool 21-024 (optional T95P-6565A).

Special Tool 21-024 6. Install lash adjusters.

Bearing Caps Roller Follower

Camshaft Lash Adjuster

4. Using a suitable spring compressor tool, install valve springs, retainers and locks. 7. Install roller followers. NOTE: The chamfer on the camshaft bearing caps must Key be facing the chain housing.

Retainer 8. Carefully install camshaft bearings, camshaft and bearing caps with bolts finger tight. Spring NOTE: Rotate camshaft so key is at 12 O’clock position. 9. Tighten bolts in the sequence shown in 3 steps to 6- Valve Seal 7 lb.ft. (8-10 Nm).

9 7 1 5 3

Cylinder Head 8 10 2 6 4 Valve Tightening Sequence

02-47 TSG-416 ENGINE - PRELIMINARY

ASSEMBLY NOTE: The main bearing caps are numbered and must be assembled to corresponding numbers. The arrow on NOTE: All components must be clean and dried with the main bearing caps must point to the front of the compressed air or a lint free cloth. For information on engine. bearings & piston inspection and selection - Refer to Section 01. CAUTION: Use new main bearing cap bolts.

1. Install upper main bearings and thrust washers to 4. Install main bearing caps in the same positions as cylinder block. Lubricate the wear surfaces with removed. clean engine oil. Make sure oil holes align. NOTE: Check the position of studs as shown.

Upper Main Bearings Stud Positions

Thrust Washers

2. Carefully install the crankshaft onto the upper bearings. 5. Tighten main bearing cap bolts/studs in sequence 3. Assemble the lower main bearings into caps. shown and in three steps to 70 lb.ft. (95 Nm). Lubricate the wear surfaces and the bolt threads with clean engine oil.

Front of Engine

Caps

9 5 1 4 8 Lower Bearings 10 6 2 3 7

Crankshaft

NOTE: Check crankshaft end play as outlined in Section 01.

02-48 TSG-416 ENGINE - PRELIMINARY

6. Set piston ring gaps as follows: 10.Install a new rear seal and retainer using tool 21- 046. • lower oil ring gap aligned with piston pin.

• center ring gap at 90° from the oil ring gap. • top ring gap at 180° from the oil ring gap. Special Tool 7. Lubricate piston, bearing wear surface, crankshaft 21-046 journal and cylinder wall with clean engine oil. 8. Carefully install pistons with bearings into cylinder bores using a piston ring compressor and a hammer handle. Avoid damage to the crankshaft bearing journals. The arrow of the piston must point to the front of the engine. The connecting rod has the cylinder number identified in the base.

Hammer Handle Rear Seal Retainer Piston Ring Compressor Tool

NOTE: Rear seal retainer comes on a plastic sleeve. Link plastic sleeve to crankshaft (?? 34mm ??) and push retainer to crankshaft. Plastic pins at rear side of retainer must fit to corresponding block bores. Remove plastic sleeve when done. 11.Turn engine 180° to prepare for cylinder head installation. NOTE: The contact surface of the cylinder head and block must be clean and free of oil. Use new cylinder head bolts and lubricate the threads. 12.Rotate crankshaft so all pistons are below top dead CAUTION: Use new connecting rod cap bolts and center (TDC). lubricate threads with clean engine oil. 13.Install dowels and new cylinder head gasket to the 9. Install connecting rod caps with bearings (lubricate engine block. wear surface) and tighten bolts in 2 steps: 14.Carefully install the cylinder head onto the gasket. • Step 1 - 9 lb.ft. (12.5 Nm) • Step 2 - 22 lb.ft. (30 Nm) (41-94°???). M8 Bolts Cylinder Head

Cap Bolts

Lower Bearing

Gasket

Dowels

02-49 TSG-416 ENGINE - PRELIMINARY

15.Install new bolts using the sequence shown in the 17.Install crankshaft sprocket with key at 12 o’clock following 3 steps: position. • Step 1 - tighten M11 bolts to 29.5 lb.ft. (40 Nm) 18.Assemble drive chain through chain housing cavity • Step 2 - tighten M8 bolts to 11 lb.ft. (15 Nm) + 45° from top of engine and onto crankshaft sprocket. • Step 3 - tighten M11 bolts additional 120° Align timing mark with coppered link on drive chain.

12 O’clock Position Timing Mark

10 4 2 6 8 M8

Coppered Link

7 9 5 1 3 M8

19.Insert camshaft sprocket into chain and assemble to Tightening Sequence camshaft. Position camshaft key at 12 o’clock and align timing mark between 2 coppered links on drive chain. 16.Install the chain guide and the tensioner arm from the top of the engine. Install bolts finger tight. Coppered Links 12 O’clock Position Tensioner Arm Chain Guide

Timing Mark

20.Install camshaft sprocket bolt and hydraulic tensioner finger tight.

02-50 TSG-416 ENGINE - PRELIMINARY

21.Tighten guide and tensioner arm bolts to 18-21 lb.ft. 23.Tighten hydraulic tensioner to 27-32 lb.ft. (36-44 (24-28 Nm). Nm).

Tensioner Arm Hydraulic Tensioner Chain Guide

CAUTION: The oil pump, pulley and sealer are provided as an assembly kept together by a clip (no. BF9A-6606-AA). Do not remove clip until oil pump is installed. If pulley is pushed out of the oil pump prior to oil pump installation, it will have to be 22.Using locking tool, tighten camshaft sprocket bolt to ??repaired?? or replaced. (?can this pump be 52-59 lb.ft. (70-80 Nm). rebuilt?)

Clip Locking Tool 15-030A

Do Not Remove Clip Until Installed!

02-51 TSG-416 ENGINE - PRELIMINARY

24. Assemble gasket onto oil pump housing guiding it 29.Tighten 2 outer oil pump housing bolts to 15 lb.ft. (20 with 2 outer bolts. Nm).

Oil Pump Outer Bolts

Gasket

CAUTION: Do not apply oil to shaft or seal. Sealing lip along with all contact surfaces must be free of oil. 30.Tighten remaining oil pump housing bolts to 15 lb.ft. (20 Nm). 25.Place oil pump and gasket onto crankshaft. 26.Install pulley bolt and tighten to 92 lb.ft. (125 Nm).

Pulley Bolt

Remaining Bolts

27.Remove clip. 28.Install oil pump housing bolts finger tight. CAUTION: The oil pump housing must be positioned during tightening of the oil pump housing bolts, so that the sealing flange of the oil pump housing is within ± 0.008 in. (0.20 mm) of the block bottom sealing flanges.

02-52 TSG-416 ENGINE - PRELIMINARY

31.Install water pump. 35.Install oil deflector. 32.Install bolts and tighten to 7 lb.ft. (10 Nm). 36.Install oil pick-up tube.

Gasket Oil Pick-up Tube

Water Pump

Oil Deflector

33.Install water pump pulley. 34.Install bolts and tighten to 9 lb.ft. (12 Nm).

Water Pump Pulley 37.Tighten nuts to 14 lb.ft. (19 Nm). Tighten bolt to 7 lb.ft. (9.5 Nm). 38.Apply WSEM-A4 sealer (Loctite 5910) to the 4 positions as shown.

Sealer Rope 4 places 3-5mm

60° ± 3° 10-15mm

CAUTION: The contact surfaces of oil pan, gasket and block must be free of oil. Do not wait more than 5 minutes to install the oil pan gasket after sealer has been applied.

02-53 TSG-416 ENGINE - PRELIMINARY

39.Install the oil pan and bolts finger tight. 42.Install the oil pan drain plug. Tighten to 18 lb.ft. (25 Nm). 40.Align oil pan with rear portion of engine block. 43.Install flywheel using special locking tool 21-168.

Flywheel Straight Edge

Block

Dowel

Oil Pan

41.Tighten oil pan bolts in 3 steps in the sequence shown: 44.Lubricate bolt threads with clean engine oil and • enough for gasket settlement tighten to 49 lb.ft. (67 Nm). • 5 lb.ft. (7 Nm) 45.Check flywheel runout at clutch disc surface: • 7 lb.ft. (10 Nm) • maximum runout 0.005 in. (0.13 mm)

Dial Indicator

Front of Engine

Tightening Sequence

02-54 TSG-416 ENGINE - PRELIMINARY

46.Check flywheel runout at gear surface: 50.Install oil filter support with new filter. Tighten bolts to 15 lb.ft. (20 Nm). • maximum runout 0.024 in. (0.6 mm)

Oil Filter Support Gasket

Dial Indicator

47.Install valve cover and gasket. Tighten bolts to 7 lb.ft. (9 Nm).

CMP Sensor PCV Valve 51.Install oil pressure switch and tighten to 15 lb.ft. (20 Nm).

CKP Sensor

Oil Pressure Switch

Valve Cover

48.Apply grease WSD-M13P8-A1 (? kluberpaste? HEL46-450 ? anti-seize? ) or equivalent to spark 52.Install crankshaft position sensor and tighten to 3 plug threads. lb.ft. (4 Nm). 49.Install spark plugs and tighten to 10-13 lb.ft. (13-17 Nm).

02-55 TSG-416 ENGINE - PRELIMINARY

53.Install intake manifold and gasket. Tighten bolts and 55.Apply sealer WSK-M2G 349-A4 (Loctite 648) to nuts to 6 lb.ft. (8 Nm). lower end of oil level indicator tube. Install immediately and tighten bolt to 15 lb.ft. (20 Nm). Intake Manifold Assembly Oil Level Indicator Tube

Sealer

54.Install coolant flow control module and gasket. Tighten bolts to 7 lb.ft. (10 Nm). 56.Apply sealer WSK-M2G 349-A7 (Loctite 243) to threads of coolant return connector. Install and Coolant Flow tighten to 15 lb.ft. (20 Nm). Control Module

Coolant Return Connector

02-56 TSG-416 ENGINE - PRELIMINARY

57.Install generator support. Tighten bolts to? lb.ft. (? 59.Pry tensioner pulley as shown and install drive belt. Nm).

Tension Pulley

Generator Support

58.Install generator and electrical connectors. Tighten bolts to? lb.ft. (? Nm).

60. Install engine wiring and vacuum hoses.

Wiring Harness

Generator

Electrical Connector

Vacuum Hose NOTE: Drive belt must be installed in the same direction of rotation as when removed. 61.Fill engine with clean engine oil of the correct type and quantity. NOTE: Ford Power Products industrial engines are designed to perform with engine oils that are licensed by the American Petroleum Institute (API) and oils carrying the most current API classification should be used.

02-57 TSG-416 ENGINE - PRELIMINARY

SPECIFICATIONS ELECTRICAL SYSTEM

Polarity: Negative to earth (ground) GENERAL SPECIFICATIONS Generator Drive Tension is within specification if the tensioner Engine Type: 4 cylinder, 4 stroke spark ignition 90° Belt Tension (8K is within the indicator markings Overhead Valve (OHV) chain driven, Poly Belt): overhead camshaft operating the valves via roller cam followers. IGNITION Liter/CID: 1.6 / 97.5 Spark Ford Part Number: XS6F-12405-A1A (NGK TR6B-10) Bore: mm (inch) 82.070 mm (3.23 in.) Plug Gap: 0.95 - 1.05 mm

Stroke: mm 75.480 mm (2.97 in.) (inch) Firing 1-3-4-2 Order Number of 4 cylinders: CRANKSHAFT Compression 9.5 : 1 Ratio: Main journal-standard diameter 2.243 - 2.244 (56.980 - 57.000 mm)

FUEL SYSTEM Main journal-undersize diameter 2.233 - 2.234 (56.726 - 56.746) LPG Liquefied Petroleum Gas Type: Width-main journal bearing shell Fuel EN589 (European) (USA) Specification: Pin Journal standard

NG Natural Gas Type: ITEM Nm FT. LB. LB. IN. Fuel 38.7 MJ/m3 (UK) 39.0 MJ/m3 (USA) Specification: Oil Pan Drain 25 18 221.3 GAS Gasoline (petrol) Plug Type: Electronic Fuel Injection Fuel Unleaded 87 or 89 Octane (Gasoline blends Spark Plugs 13-17 9.6-12.5 115-150.5 Specification: not to exceed 10% Ethanol by volume Octane Index of 87 or 89). Oil Filter 11-15 8-11 97.4-132.7

Fuel Pump (Part #ZU1L-9350-AA) Pressure 40 psi Normal: ?? psi Max:

LUBRICATION SYSTEM

Max. Oil Hot@2500 rpm: 275.79 - 413.69 kPa (40-60 Pressure: psi)

Oil Type: SAE 5W30 WSS-M2C205-A (API classification: SJ)

Service Oil fill 4.2 Liter (4.44 quarts) capacity (including filter):

Oil filter Type: X56E-6714-D1A

COOLING SYSTEM

Thermostat: Type: Wax element Commences opening: 82.2°C (180°F) Fully open:94.5°C (202°F)

Coolant 50% Motorcraft Super Plus 2000 plus 50% clear water Ford Specification: WSS-M97B44-D or ESE- M97B44-A

02-58 TSG-416 ENGINE CONTROLS - PRELIMINARY

Subject Page General Information...... 08 - 3 EPM/ICM and Sensors...... 08 - 3 Ignition Control Module (ICM) ...... 08 - 3 Engine Performance Module (EPM)...... 08 - 3 EPM Inputs (operating conditions read)...... 08 - 4 EPM Outputs (systems controlled)...... 08 - 4 Crankshaft Position (CKP) Sensor...... 08 - 5 Camshaft Position (CMP) Sensor ...... 08 - 5 Engine Coolant Temperature (ECT) Sensor ...... 08 - 6 Intake Air Temperature (IAT) Sensor ...... 08 - 7 Heated (HO2S)...... 08 - 8 Manifold Absolute Pressure (MAP) Sensor...... 08 - 8 Throttle Position (TP) Sensor / Electronic Actuator...... 08 - 9 Fuel System Components - Gasoline...... 08 - 9 Fuel Injector ...... 08 - 9 Fuel Rail ...... 08 - 10 Fuel Pressure Regulator ...... 08 - 10 Electrical Circuit ...... 08 - 10 Electronic Ignition...... 08 - 10 Open Loop and Closed Loop Operation...... 08 - 11 EPM/ICM Service Precautions...... 08 - 11 Use of Circuit Testing Tools ...... 08 - 11 Electrostatic Discharge Damage...... 08 - 11 Diagrams and Schematics ...... 08 - 12 Symbols ...... 08 - 12 EPM Fuse and Relay Information ...... 08 - 13 ICM Fuse and Relay Information...... 08 - 14 Wire Colors...... 08 - 15 Power Distribution - EPM ...... 08 - 16 Engine Ignition - EPM...... 08 - 17 Starting System - EPM...... 08 - 18 Charging System - EPM...... 08 - 19 Engine Controls - Sensors - EPM ...... 08 - 20 Engine Controls - Injectors - EPM...... 08 - 21 Engine Controls - Actuator / Data Link Connector (DLC) - EPM...... 08 - 22 Engine Controls - Connectors - ICM Jumper Patch Harness...... 08 - 23 Engine Controls - Sensors & Data Link Connector (DLC) - ICM Jumper Patch Harness ...... 08 - 24 ECM To EPM Conversion Harness Adapter (1 of 2)...... 08 - 25 ECM To EPM Conversion Harness Adapter (2 of 2)...... 08 - 26 ECM to EPM Engine Wiring Diagram (1 of 5) ...... 08 - 27 ECM to EPM Engine Wiring Diagram (2 of 5) ...... 08 - 28 08 ECM to EPM Engine Wiring Diagram (3 of 5) ...... 08 - 29 ECM to EPM Engine Wiring Diagram (4 of 5) ...... 08 - 30 ECM to EPM Engine Wiring Diagram (5 of 5) ...... 08 - 31 Engine Component Locator View...... 08 - 32 Connector End Views...... 08 - 33 EPM Connector C2 (Gray) ...... 08 - 33 EPM Connector C3 (Black) ...... 08 - 34 ICM Connector C2 (Gray) ...... 08 - 35 EPM Connector C1F ...... 08 - 36 EPM Connector C1M ...... 08 - 37 Actuator Pigtail to Actuator...... 08 - 38 Harness Connector 2U1L-12B476-AA ...... 08 - 39 EPM/IPM Foot Pedal Connector C5...... 08 - 40 ICM Body Side Harness 14324...... 08 - 41

08-1 TSG-416 ENGINE CONTROLS - PRELIMINARY

Subject Page Connector End Views...... 08 - 33 ECM to EPM Engine Harness Connector C2F...... 08 - 42 ECM to EPM Engine Harness Connector C2M...... 08 - 43 ECM to EPM Engine Harness Connector C1F...... 08 - 44 ECM to EPM Engine Harness Connector C1M...... 08 - 45 ECM to EPM Jumper Harness Connector C2F (Gray)...... 08 - 46 ECM to EPM Jumper Harness Connector C3F (Black)...... 08 - 47 ECM to EPM Jumper Harness Conversion...... 08 - 48 Diagnosis...... 08 - 49 EPM Diagnostic Overview...... 08 - 49 On-Board Diagnostics - EPM ...... 08 - 49 Engine Performance Module (EPM) Limp Home Mode Strategy...... 08 - 49 Power Derate 1 ...... 08 - 49 Power Derate 2 ...... 08 - 49 Fault Low Rev Limit...... 08 - 50 Force to Idle ...... 08 - 50 Breakout Box...... 08 - 51 Breakout Box Conversion...... 08 - 5210 Intermittent MIL ...... 08 - 52 Using the ECM to EPM Jumper Harness to Diagnose the FORD System...... 08 - 52 Malfunction Indicator Lamp (MIL) DTC Retrieval Procedure...... 08 - 52 MIL Bulb Test ...... 08 - 53 Diagnosis Using a Personal Computer ...... 08 - 53 Equipment Requirements...... 08 - 53 Interface Hook-up...... 08 - 54 EPM Software Installation ...... 08 - 55 Using EPM Software - Menu Functions ...... 08 - 56 Using ICM Software ...... 08 - 62 Visual and Physical Inspection...... 08 - 67 Intermittent Problems ...... 08 - 67 Symptom Charts...... 08 - 68 Malfunction Indicator Lamp (MIL) “ON” Steady...... 08 - 68 No Malfunction Indicator Lamp (MIL) ...... 08 - 69 Engine Cranks But Doesn’t Start...... 08 - 71 Hard Start...... 08 - 72 Engine Surges...... 08 - 73 Lack of Power or Sluggish...... 08 - 74 Detonation / spark Knock ...... 08 - 75 Rough, Unstable, or Incorrect Idle, Stalling...... 08 - 76 Excessive Fuel Consumption...... 08 - 77 Dieseling, Run-on...... 08 - 78 Backfire ...... 08 - 79 Hesitation, Sag, Stumble...... 08 - 80 Cuts Out, Misses...... 08 - 81 Multiple Sensor DTC’s Set ...... 08 - 84 Engine Performance Module (EPM) - Diagnostic Trouble Codes...... 08 - 82 Removal and Installation...... 08 - 5 Camshaft Position Sensor (CMP) ...... 08 - 84 Engine Coolant Temperature (ECT) Sensor ...... 08 - 84 Intake Air Temperature (IAT) Sensor ...... 08 - 84 Heated Oxygen (HO2S) Sensor...... 08 - 85 Glossary of Terms ...... 08 - 86

08-2 TSG-416 ENGINE CONTROLS - PRELIMINARY

GENERAL INFORMATION Engine Performance Module (EPM) The Engine Performance Module (EPM) has the EPM/ICM and Sensors following features: • Programmable four speed electronic governing, throttle-by-wire or variable speed control governing. • Programmable emergency warning/shut-down feature for high water temperature, low oil pressure, etc. • Starter lockout. • Auto crank • Programmable overspeed protection. • Automatic altitude compensation. • Sequential port fuel injection (gasoline) with pressure regulator to precisely control fuel delivery. Ignition Control Module (ICM) The Ignition Control Module (ICM) has the following features: • Programmable emergency warning/shut-down feature for high water temperature, low oil pressure, etc. • Starter lockout. • Programmable overspeed protection. • Automatic altitude compensation. • Diagnostic software allows viewing of active faults with on-demand diagnostics to assist technicians and reduce equipment downtime. • Dry fuel lockout controlled by the EPM produces a reliable transition when switching fuels. • Shut-down output that will send a ground signal when the ICM shuts down due to low oil, high ECT • Certified closed loop dry fuel control. or rev-limit. • Configurable inputs available based on customer requirements. • Configurable outputs available based on ECT, RPM or MAP signals and customer requirements. • Diagnostic software allows viewing of historical and active faults with on-demand diagnostics to assist technicians and reduce equipment downtime.

08-3 TSG-416 ENGINE CONTROLS - PRELIMINARY

The Engine Performance Module (EPM) engine control • unauthorized tampering system is a complete engine control system for Ford • over cranking starter motor. industrial engines running on gasoline, propane or natural gas. Each module can be set up to run an The EPM controls the following: engine on any two of the three fuels in certified closed- • Fuel metering system loop control, with virtually transparent on-the-fly fuel switching. • Ignition timing Each module can also be set up to run on a variety of • On-board diagnostics for engine functions electronic governing: The EPM constantly observes the information from • It can be programmed to provide up to four specific various sensors. The EPM controls the systems that speeds with use of a matching toggle switch. affect engine performance. The EPM performs the diagnostic function of the system. It can recognize • It can be programmed to provide an infinite variety of operational problems, alert the operator through the speeds (with customer-specified minimum and Malfunction Indicator Lamp (MIL), and store diagnostic maximum) based on a variable signal input. trouble codes (DTC’s). DTC’s identify the problem • It can be an electronic replacement for a throttle areas to aid the technician in making repairs. cable with maximum speed governing (throttle-by- wire). The EPM supplies either 5 or 12 volts to power various sensors or switches. The power is supplied through • Or it can switch between throttle-by-wire and a resistances in the EPM which are so high in value that second fixed or variable input based on a neutral/ a test light will not light when connected to the circuit. In parking brake signal. some cases, even an ordinary shop voltmeter will not With the EPM system, a laptop and a communications give an accurate reading because its resistance is too cable, diagnosis becomes simpler. The technician can low. Therefore, a digital voltmeter with at least 10 meg- either view engine data with a real time graphing ohms input impedance is required to ensure accurate program, or store that data into a numeric data file. voltage readings. The EPM controls output circuits such as the fuel injectors, electronic governor, etc., by Every time a fault is set, the laptop will give you detailed controlling the ground or the power feed circuit through information about the fault, including: transistors or other solid state devices. • when it happened The EPM is designed to maintain exhaust emission • if the fault still exists levels to government mandated standards while providing excellent operation and fuel efficiency. The • a list of essential engine data from the time of the fault. EPM monitors numerous engine functions via electronic sensors such as the throttle position (TP) sensor and It can also display a 10 second graph of critical engine the heated oxygen sensor (HO2S). data, from 8 seconds before the fault occurred to two seconds after. And if you only want to view engine EPM Inputs (operating conditions read) parameters and fault codes, all you need is a Personal Digital Assistant (PDA) and our easy to load software • Engine Coolant Temperature and a communications cable. • Crankshaft Position With many OEMs using control modules to control their • Exhaust Oxygen Content machinery, the new EPM has the ability to communicate engine data to and receive commands from other • Manifold Absolute Pressure control modules through a Controller Area Network • Battery Voltage (CAN) link, with messages written in the J1939 protocol. This allows large amounts of data to move throughout • Throttle Position / Electronic Actuator the machine through only two wires, and can be used to • Fuel Pump Voltage run some module based gauge packages. • Intake Air Temperature The EPM also carries auxiliary features that can be programmed to control OEM devices, allowing the OEM • Camshaft Position to eliminate components from their machinery. EPM Outputs (systems controlled) The EPM is also equipped with multiple safety and protection devices that protect the user and engine from • Fuel control hazards such as: • Electronic Throttle Control • over speed • Electric Fuel Pump • over temperature • Diagnostics - Malfunction Indicator Lamp (check • over voltage engine lamp) • low oil pressure • Diagnostics - Data Link Connector (DLC)

08-4 TSG-416 ENGINE CONTROLS - PRELIMINARY

Crankshaft Position (CKP) Sensor Camshaft Position (CMP) Sensor The Crankshaft Position (CKP) Sensor provides a The Camshaft Position (CMP) Sensor uses a variable signal used by the Engine Performance Module (EPM) reluctor sensor to detect camshaft position. The CMP to calculate the ignition sequence. The sensor initiates signal is created as piston #1 is a pre-determined the reference pulses which the EPM uses to calculate number of degrees after top dead center on the power RPM and crankshaft position. stroke. The Camshaft Position (CMP) Sensor sends a CMP signal to the EPM. The EPM uses this signal as a “sync pulse” to trigger the injectors in the proper sequence. The EPM uses the CMP signal to indicate the position of the #1 piston during its power stroke. The CMP uses a Hall Effect sensor to measure piston position. This allows the EPM to calculate true sequential fuel injection (SFI) mode of operation. If the EPM detects an incorrect CMP signal while the engine is running, DTC 245 will set. If the CMP signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. As long as the fault (DTC 244) is present, the engine can be restarted. It will run in the previously established injection sequence.

08-5 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Coolant Temperature (ECT) Sensor NOM Rt, NOM EOUT The Engine Coolant Temperature (ECT) Sensor is a TEMP. C° TEMP. F° (OHMS) (VOLTS) thermistor (a resistor which changes value based on -40 -40 925,021 4.54 temperature) mounted in the engine coolant stream. -35 -31 673,787 4.50 Low coolant temperature produces a high resistance of -30 -22 496,051 4.46 100,000 ohms at -40°C (-40°F). High temperature causes a low resistance of 70 ohms at 130°C (266°F). -25 -13 368,896 4.41 The EPM supplies a 5 volt signal to the ECT sensor -20 -4 276,959 4.34 through resistors in the EPM and measures the voltage. -15 5 209,816 4.25 The signal voltage will be high when the engine is cold -10 14 160,313 4.15 and low when the engine is hot. By measuring the voltage, the EPM calculates the engine coolant -5 23 123,485 4.02 temperature. Engine coolant temperature affects most 0 32 95,851 3.88 of the systems that the EPM controls. 5 41 74,914 3.71 10 50 58,987 3.52 15 59 46,774 3.32 20 68 37,340 3.09 25 77 30,000 2.86 30 86 24,253 2.62 35 95 19,716 2.39 40 104 16,113 2.15 45 113 13,236 1.93 50 122 10,926 1.72 55 131 9,061 1.52 60 140 7,548 1.34 65 149 6,332 1.18 70 158 5,335 1.04 After engine start-up, the temperature should rise steadily to about 85°C (185°F). It then stabilizes when 75 167 4,515 .91 the thermostat opens. If the engine has not been run for 80 176 3,837 .79 several hours (overnight), the engine coolant 85 185 3,274 .70 temperature and intake air temperature displays should 90 194 2,804 .61 be close to each other. A fault in the engine coolant sensor circuit will set a DTC 221 or DTC 222. 95 203 2,411 .53 100 212 2,080 .47 105 221 1,801 .41 110 230 1,564 .36 115 239 1,363 .32 120 248 1,191 .28 125 257 1,044 .25 130 266 918 .22 135 275 809 .19 140 284 715 .17 145 293 633 .15 150 302 563 .14 Voltage values calculated for VREF = 5 volts (may vary ± 15% due to sensor and VREF variations)

08-6 TSG-416 ENGINE CONTROLS - PRELIMINARY

Intake Air Temperature (IAT) Sensor Minimum Maximum The Intake Air Temperature (IAT) Sensor is a thermistor Resistance Resistance which changes its resistance based on the temperature Temp. C° Temp. F° (ohms) (ohms) of air entering the engine. Low temperature produces a -40 -40 749,130 1,020,270 high resistance of 100,000 ohms at -40°C (-40°F). High temperature causes a low resistance of 70 ohms at -20 -04 253,035 289,365 130°C (266°F). The EPM supplies a 5 volt signal to the sensor through a resistor in the EPM and monitors the 0 +32 88,801 101,159 signal voltage. The signal voltage will be high when the 20 +68 34,925 39,655 incoming air is cold and low when the incoming air is hot. By measuring the voltage, the EPM calculates the 40 +104 15,148 17,150 incoming air temperature. The IAT sensor signal is used to adjust spark timing according to the incoming 60 +140 7,137 8,061 air density. 100 +212 1,948 2,190

120 +248 1,107 1,245

The diagnostic software can be used to display the temperature of the air entering the engine. The temperature should read close to the ambient air temperature when the engine is cold, and rise as engine compartment temperature increases. If the engine has not been run for several hours (overnight), the IAT sensor temperature and engine coolant temperature should read close to each other. A failure in the IAT sensor circuit will set DTC 211 or DTC 212. Specifications • Range of Measurement: -40°C (-40°F) to 125°C (57°F) • Measurement Accuracy: ±3°C • Resolution: 0.6°C max. • Output Range: 4.8 % min. to 91% max. of VREF • Current Draw: <5mA from VREF • Load Impedance: >100 kohms

08-7 TSG-416 ENGINE CONTROLS - PRELIMINARY

Heated Oxygen Sensor (HO2S) Manifold Absolute Pressure (MAP) Sensor The Heated Oxygen Sensor (HO2S) is mounted in the The Manifold Absolute Pressure (MAP) Sensor exhaust stream where it can monitor the oxygen content responds to changes in intake manifold pressure of the exhaust gas. The oxygen present in the exhaust (vacuum). The MAP sensor signal voltage to the EPM gas reacts with the sensor to produce a voltage output. varies from below 2 volts at idle (high vacuum) to above This voltage should constantly fluctuate from 4 volts with the ignition ON, engine not running or at approximately 100mV to 900 mV, when the engine is wide-open throttle (low vacuum). running in closed loop fuel control. The MAP sensor consists of a pressure sensing The Heated Oxygen Sensor (HO2S) voltage can be element (capacitor) and signal conditioning electronics. monitored on an IBM PC compatible computer with The capacitor has a vacuum/pressure reference which diagnostic software. By monitoring the voltage output of results in one surface (diaphragm) of the capacitor the oxygen sensor, the EPM calculates the pulse width being partially deflected. Further changes in pressure command for the injectors to produce the proper produce corresponding changes in the deflection of the combustion chamber mixture. diaphragm and therefore a change in capacitance. This capacitance change is converted to a frequency by the The 4-wire HO2S indicates whether the air/fuel ratio is conditioning electronics. rich or lean with respect to stoichiometry. The signal from this sensor contains valid air/fuel ratio information The MAP sensor is used to determine the following: only when the sensor element has reached its normal • Engine vacuum level for engine control purposes. operating temperature. The 4-wire HO2S also has an isolated case ground which goes to Signal Return • Barometric pressure (BARO). (SIGRTN) either in the processor (as a dedicated HO2S ground) or as a jumper to SIGRTN in the wiring harness. Low HO2S voltage indicates a lean mixture which will result in a rich command to compensate. High HO2S voltage indicates a rich mixture which will result in a lean command to compensate.

Specifications: • Range of Measurement: 1.7 - 15.2 psi. • Measurement Accuracy: ± 0.2 psi Specifications • Sensor Response Time: 3-15 msec. • Accuracy of measurement: ±1.5% • Resolution: 0.02 psi • Operating Temp. Range: 350°C to 850°C (sensor Present design: Silicon Capacitive Absolute Pressure tip) (SCAP) sensor with a maximum operating temperature of 100°C. The output is a 50% duty cycle wave form • Sensor Response Time: 300-1500 msec. whose frequency is proportional to the pressure input. • Heater Current Draw: 1 A steady state • Voltage Output: 0 - 450 mV (lean exhaust gas) 450 - 1000 mV (rich exhaust gas)

08-8 TSG-416 ENGINE CONTROLS - PRELIMINARY

Throttle Position (TP) Sensor / Electronic Actuator • The Crankshaft Position (CKP) Sensor The Throttle Position (TP) Sensor is a dual track rotary • The Camshaft Position (CMP) Sensor potentiometer that uses a variable resistive element • The fuel pump which is packaged inside a plastic housing. The resistive element varies linearly and is directly • The fuel pump relay proportional to the throttle plate angle. The EPM applies • Heated Oxygen (HO2S) Sensor reference voltage and ground to the sensor and monitors the sensor’s ratio metric output voltage to • Manifold Absolute Pressure (MAP) Sensor determine precise throttle position. The electronic The basic function of the air/fuel metering system is to actuator has two TP outputs that the EPM monitors. control the air/fuel delivery to the engine. Fuel is The Electronic Actuator consists of a throttle body, an delivered to the engine by individual fuel injectors electronically-actuated throttle plate, and a built-in mounted in the intake manifold near each intake valve. throttle position (TP) Sensor. The fuel metering system starts with the fuel in the . The fuel is drawn up to the fuel pump through a pre-filter. The electric fuel pump then delivers the fuel to the fuel rail through an in-line . The pump is designed to provide fuel at a pressure above the pressure needed by the injectors. A fuel pressure regulator in the fuel filter assembly keeps fuel available to the fuel injectors at a constant pressure. A return line delivers unused fuel back to the tank. The main control sensor is the heated oxygen sensor (HO2S) located in the exhaust system. The HO2S tells the EPM how much oxygen is in the exhaust gas. The EPM changes the air/fuel ratio to the engine by controlling the amount of time that the fuel injector is The Electronic Actuator also acts as an idle air control “ON”. The best mixture to minimize exhaust emissions (IAC) valve. Changes in engine load are detected by the is 14.7 parts of air to 1 part of gasoline by weight, which EPM by comparing manifold absolute pressure (MAP) provides the most efficient combustion. Because of the with throttle position. When the EPM detects a change constant measuring and adjusting of the air/fuel ratio, in engine load, it can adjust idle speed by changing the the fuel injection system is called a “closed loop” PWM signal to the actuator. system. As the throttle valve opens, the output increases so that The EPM monitors signals from several sensors in at wide open throttle (WOT), the output voltage should order to determine the fuel needs of the engine. Fuel is be above 4 volts. delivered under one of several conditions called “modes”. All modes are controlled by the EPM. Refer to The EPM calculates fuel delivery based on throttle valve “Open Loop and Closed Loop Operation” for more angle (operator demand). A hard failure in the TP information. sensor 5 volt reference or signal circuits for greater than 2 consecutive seconds will set a DTC 531 or DTC 533. A hard failure with the TP sensor ground circuit for more Fuel Injector than two consecutive seconds may set DTC 532. If any The Electronic Fuel Injection (EFI) fuel injector is a (TP) DTC is set the EPM will shut down the engine solenoid operated device controlled by the EPM. The immediately. EPM energizes the solenoid, which opens a valve to Specifications: allow fuel delivery. • Range of Measurement: 0-85° (angular) • Measurement Accuracy: ±2% of VREF • Resolution: 0.5° max. Fuel System Components - Gasoline The fuel metering system is made up of the following parts: • The fuel injectors • The fuel rail • The fuel pressure regulator/filter assembly The fuel is injected under pressure in a conical spray • The EPM pattern at the opening of the intake valve. Excess fuel

08-9 TSG-416 ENGINE CONTROLS - PRELIMINARY not used by the injectors passes through the fuel Fuel Pump Electrical Circuit pressure regulator before being returned to the fuel When the key is first turned “ON”, the EPM energizes tank. the fuel pump relay for two seconds to build up the fuel A fuel injector which is stuck partly open will cause a pressure quickly. If the engine is not started within two loss of fuel pressure after the engine is shut down, seconds, the EPM shuts the fuel pump off and waits causing long crank times. until the engine is cranked. When the engine is cranked and crankshaft position signal has been detected by the Fuel Rail EPM, the EPM supplies 12 volts to the fuel pump relay to energize the electric fuel pump. The fuel rail is mounted to the top of the engine and distributes fuel to the individual injectors. Fuel is An inoperative fuel pump will cause a “no-start” delivered to the fuel inlet tube of the fuel rail by the fuel condition. A fuel pump which does not provide enough lines. pressure will result in poor performance. Electronic Ignition The electronic ignition system controls fuel combustion by providing a spark to ignite the compressed air/fuel mixture at the correct time. To provide optimum engine performance, fuel economy, and control of exhaust emissions, the EPM controls the spark advance of the ignition system. Electronic ignition has the following advantages over a mechanical distributor system: • No moving parts • Less maintenance • Remote mounting capability Fuel Pressure Regulator • No mechanical load on the engine The fuel pressure regulator is a relief valve mounted in • More coil cooldown time between firing events the fuel filter. It provides a constant fuel pressure of 441 kPa (64 psi). • Elimination of mechanical timing adjustments If the pressure is too low, poor performance and a DTC • Increased available ignition coil saturation time 121 or 141 will set. If the pressure is too high, excessive The electronic ignition system uses a coil pack with one odor and/or a DTC 122 or 142 will result. ignition coil for each two cylinders in the engine. Each cylinder is paired with its opposing cylinder in the firing When replacing the fuel filter, be sure to use an identical order, so that one cylinder on compression fires filter/regulator assembly. A standard fuel filter does not simultaneously with the opposing cylinder on exhaust. regulate pressure and could cause engine problems or The spark that occurs in the cylinder on the exhaust component damage. stroke is referred to as a “waste spark”.

The primary coils in the coil pack are triggered by the “ignition coil feed#1” and ignition coil feed #2” signals from the EPM.

08-10 TSG-416 ENGINE CONTROLS - PRELIMINARY

Open Loop and Closed Loop Operation megohms. NOTE: No DTC will be set unless engine has operated • Do not employ any non-standard practices such as in closed loop status for more than 6 seconds. charging the battery with an arc welder. The EPM will operate in the following two modes: • Take proper precautions to avoid static damage to the EPM/ICM. Refer to “electrostatic Discharge • Open loop Damage” for more information. • Closed loop Use of Circuit Testing Tools When the engine is first started, the system is in “open loop” operation. In open loop, the EPM ignores the Do not use a test light to diagnose the engine electrical signal from the Heated Oxygen Sensor (HO2S). It uses systems unless specifically instructed by the diagnostic a pre-programmed routine to calculate the air/fuel ratio procedures. A test light can put an excessive load on an based on inputs from the TP, ECT, MAP & CKP EPM/ICM circuit and result in component damage. For sensors. voltage measurements, use only a digital voltmeter with an input impedance of at least 10 megohms. The system remains in open loop until the following conditions are met: Electrostatic Discharge Damage • The ECT has reached 95°F (35°C). Electronic components used in the EPM/ICM are often • 15 seconds has elapsed since starting the engine. designed to carry very low voltage. Electronic After these conditions are met, the engine is said to be components are susceptible to damage caused by operating in “closed loop”. In closed loop, the EPM electrostatic discharge. Less than 100 volts of static continuously adjusts the air/fuel ratio by responding to electricity can cause damage to some electronic signals from the HO2S (except at wide-open throttle). components. By comparison, it takes as much as 4000 When the HO2S reports a lean condition (low sensor volts for a person to feel the spark of a static discharge. signal voltage), the EPM responds by increasing the There are several ways for a person to become “on” time of the fuel injectors, thus enriching the mixture. statically charged. The most common methods of When the HO2S reports a rich condition (high sensor charging are by friction and induction. signal voltage), the EPM responds by reducing the “on” time of the fuel injectors, thus leaning out the mixture. An example of charging by friction is a person sliding across a seat. Adaptive Learn Charge by induction occurs when a person with well insulated shoes stands near a highly charged object Adaptive Learn is a fuel correction coefficient that is and momentarily touches ground. Charges of the same derived from the closed loop correction and is stored in polarity are drained off, leaving the person highly the EPM’s memory. charged with the opposite polarity. Static charges can The normal purpose of the Adaptive Learn is to cause damage, therefore it is important to use care compensate fuel flow for the following: when handling and testing electronic components.

• Fuel composition variance CAUTION: To prevent possible electrostatic dis- • Engine wear charge damage, follow these guidelines:

• Component variation • Do not touch the EPM/ICM connector pins or • Component degradation soldered components on the EPM/ICM board. The EPM system will operate in closed loop plus • Do not open the replacement part package until the adaptive learn when the ECT reaches 165°F. part is ready to be installed. NOTE: The adaptive learn coefficient will get erased if • Before removing the part from the package, ground battery power falls below 9.5 volts. the package to a known good ground on the equipment. EPM/ICM Service Precautions • If the part has been handled while sliding across a seat, while sitting down from a standing position, or The EPM/ICM is designed to withstand normal current while walking a distance, touch a known good draws associated with engine operation. When ground before installing the part. servicing the EPM, observe the following guidelines: • Do not overload any circuit. • When testing for opens and shorts, do not ground or apply voltage to any of the EPM/ICM’s circuits unless instructed to do so. • When measuring voltages, use only a digital voltmeter with an input impedance of at least 10

08-11 TSG-416 ENGINE CONTROLS - PRELIMINARY

Diagrams and Schematics

Symbols Resistor or heating element or heating Resistor (pressure Potentiometer temperature) or (outside Potentiometer influence) Battery Fuse breaker Circuit Heating element, element, Heating loop conductor + Entire component Entire Part of of a component Part directly case Component of part metal to attached (ground) equipment with Component screw terminals attached Connector component to to attached Connector (pigtail) lead component Distributed splice Distributed Crossed wiring Crossed wiring connection without Splice connection Removable Ground Connector Female connector Male connector

08-12 TSG-416 ENGINE CONTROLS - PRELIMINARY

EPM Fuse and Relay Information

Relay 1 Relay 2 Fuel pump Starter

1 2 Relay 3 3 4 Power 5 6

Fuse Amps Circuits protected

1 30 Ground

2 5 VSW - Relays, EPM,

3 20 VBAT - EPM

4 15 Fuel pump

5 15 EPM, trim valve, coil, lockoff solenoid

6 - Not used

08-13 TSG-416 ENGINE CONTROLS - PRELIMINARY

ICM Fuse and Relay Information

Relay #2 Starter Relay

1 2

3 4

5 6

Fuse Amps Circuits protected

1 10 Ignition Voltage to ICM, Starter Relay and Ignition Coil

2 - Not used

3 - Not used

4 - Not used

5 - Not used

6 - Not used

08-14 TSG-416 ENGINE CONTROLS - PRELIMINARY

Wire Colors

Symbol Color

BK BLACK

BN BROWN

BU BLUE

DB DARK BLUE

DG DARK GREEN

GN GREEN

GY GRAY

LB LIGHT BLUE

LG LIGHT GREEN

NA NATURAL

OG ORANGE

PK PINK

RD RED

SR SILVER

TN TAN

VT VIOLET

WH WHITE

YE YELLOW

08-15 TSG-416 ENGINE CONTROLS - PRELIMINARY

Power Distribution - EPM Trim Valve Coil Ignition Lockoff Solenoid Megajector B B 2 Fuse panel Fuse F5 361A 16 R 361A 16 R 361A 16 R 361A 16 R Connector 42 Pin F4 15A 15A Fuel Pump 5 787A 16 PK/BK F3 20A 238 18 DG/Y Hot at at all times. Relay Starter F2 5A 16 18 R/LG F1 30A Fuel Pump Relay 570 12 BK/W Water Temp 86 86 Engine Performance Module (EPM) 570 16 BK/W Power Relay 16 18 R/LG 570 16 BK/W 570 16 BK/W 570 16 361 14 R 361 14 570 16 BK/W 570 16 Gray Fuel Pump Monitor is not fused 10 This line 86 Ground + Black Ground 5 VBAT Battery 4 34 VSW Spark 2 Power Ground Power 1

08-16 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Ignition - EPM Coil 3 Fuse Panel Fuse F5 15A 2 Spark Plugs 361A 16 R 361A 16 R 361A 16 R COIL 1 2 COIL 1 Engine Performance Module (EPM) 851 18 Y/R 850 18 Y/BK Gray 1 2 COIL 2 COIL 1

08-17 TSG-416 ENGINE CONTROLS - PRELIMINARY

Starting System - EPM Fuse Panel Fuse Starter Relay F2 5A 86 Switched Ignition 16 18 R/LG Engine Performance Module (EPM) Black 5 Ignition

08-18 TSG-416 ENGINE CONTROLS - PRELIMINARY

Charging System - EPM

08-19 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Controls - Sensors - EPM ) ECT Engine Control ( Sensor Temp. Connector Black 35-Pin Engine Performance Module (EPM) 359 18 GY/R 28 354 18 LG/R Manifold Pressure Absolute (MAP) Sensor A 359 18 GY/R 359 18 GY/R 359 18 GY/R 359 18 GY/R B 358 18 LG/BK C 14 20 13 351 18 BR/W 351 18 BR/W Position (CKP) Sensor 32 349 18 DB 349 18 DB 33 350 18 GY 350 18 GY per foot per Position (CMP) Sensor Camshaft Crankshaft Twist 10 turns 34 282 18 DB/O 282 18 DB/O 35 452 18 GY/R 452 18 GY/R Air Charge Temp. (ACT) Sensor 27 743 18 GY 13 359 18 GY/R 359 18 GY/R 359 18 GY/R

08-20 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Controls - Injectors - EPM Connector Black 35-Pin Engine Performance Module (EPM) Injector #2 556 16 W Injector #4 558 16 BR/LB Injector #3 8 557 16 BR/Y Injector #1 7 555 16 T 6910 361 16 R

08-21 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Controls - Actuator / Data Link Connector (DLC) - EPM Connector Gray 35-Pin Engine performance module (EPM) RS232 - 35 458 18 O/BK 458 18 O/BK 669 18 DG/W 669 18 DG/W RS232 + Data link Connector (DLC) DC B A Actuator 359 18 GY/R 351 18 BR/W F 2 359 18 GY/R 3 351 18 BR/W DBW - DBW 1 D 29 34 317 18 GY/O DBW + DBW CE 4 28 151 18 LB/BK TPS 2 5 B 31 357 18 Y/W 6 TPS 1 30 A 355 18 GY/W

08-22 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Controls - Connectors - ICM Jumper Patch Harness Ignition Control Ignition Module (ICM)

851 18 YE/RD Coil 2 850 18 YE/BK Coil 1 57 16 BK Ground 16 16 RD/LG VBAT GHJK 11 10 6 3 674 18 DB/YE Fuel Select 1 72 18 YE/BK Fuel Select 2 Connector 1 354 18 LG/RD ECT

Plug

359 18 GN/RD ANA Return BCDE 91887

Plug AF

11 18 TN/YE Tachometer

113 18 YE/LB Starter Lock 253 18 DG/WH Oil Pressure

71 18 OG/LG

Connector 2 Aux. Out DCBA 515419 693 18 OG Overspeed 1 E

08-23 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Controls - Sensors & Data Link Connector (DLC) - ICM Jumper Patch Harness Module (ICM) Ignition Control Ignition Crankshaft Position (CKP) Sensor 349 18 DB Crank + 349 18 DB

350 18 GY Crank - 22 23 350 18 GY per inch Twist 10 turns

458 18 OG/BK RS-232 RX 669 18 DG/WH RS-232 TX 20 21 Data Link Link Data (DLC) Connector DCBA Manifold Absolute Pressure (MAP) Sensor

359 18 GR/RD ANA Return

358 18 LG/BU MAP BA 17 9 351 18 BR/WH 5 Volt Ref 16 C

08-24 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM To EPM Conversion Harness Adapter (1 of 2)

08-25 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM To EPM Conversion Harness Adapter (2 of 2)

08-26 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Wiring Diagram (1 of 5) Engine Harness Jumper To Harness Connector

08-27 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Wiring Diagram (2 of 5) Engine Harness To Jumper Harness Connector

08-28 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Wiring Diagram (3 of 5) Engine Harness To Jumper Harness Connector +5 volts (NOT USED) (NOT

08-29 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Wiring Diagram (4 of 5) Engine Harness To Jumper Harness Connector

08-30 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Wiring Diagram (5 of 5) Engine Harness To Jumper Harness Connector

08-31 TSG-416 ENGINE CONTROLS - PRELIMINARY

Engine Component Locator View

Heated Oxygen Sensor (HO2S)

Engine Performance Electronic Actuator/ Module (EPM) Throttle Position (TP) Sensor

Oil Pressure Ignition Switch Coil Pack

Data Link Connector (DLC)

Engine Coolant Temperature (ECT) Sensor Coolant Temperature Sender

Camshaft Position (CMP) Crankshaft Fuel Injectors Sensor Position (CKP) Sensor

Intake Air Manifold Absolute Fuel Pressure Temperature (IAT) Pressure (MAP) Regulator Power Distribution Sensor Sensor

08-32 TSG-416 ENGINE CONTROLS - PRELIMINARY

Connector End Views

EPM Connector C2 (Gray)

12 1

35 24

Pin Circuit Circuit Function 1 850 YE/BK Coil 1 ground output 2 851 YE/RD Coil 2 ground output 3-Not used 4 570 BK/WH Power ground 5 71 OG/LG Aux. out 1 6 511 LG/RD Brake switch input 7 253 DG/WH Oil pressure input 8 11 TN/YL Tachometer output 9 926A LB/OR Enable fuel pump relay 10 238 DG/YL Fused fuel pump 12V monitor 11 169 LG/BK Vehicle Speed Sensor (VSS) (+) 12 172 LB/RD Vehicle Speed Sensor (VSS) (-) 13 - Not used 14 72 YL/BK Fuel select 15 148 YL/RD Aux. analog pull-up circuit #2 16 306 TN/LB Gov select 1 17 307 BK/YL Gov select 2 18 662 DG/PK Can bus positive (+) 19 459 OR/LG Can bus negative (-) 20 642 DG/OR RS 485 positive (+) 21 461 OR RS 485 negative (-) 22 342 LG/VT Starter lockout 23 242 DG Fuel lockoff 24 - Not used 25 - Not used 26 77 DB/YL Gaseous trim (vacuum control) 27 658 PK/LG MIL light ground 28 151 LB/BK Drive by wire positive (+) 29 317 GY/OR Drive by wire ground (-) 30 355 GY/WH (TPS) 1 31 357 YL/WH Throttle Position Sensor (TPS) 2 32 15 RD/YL Coil and heated oxygen sensor power relay ground output 33 349A DB Overspeed 34 669 DG/WH RS 232 positive (+) TX 35 458 OR/BK RS 232 negative (-) RX

08-33 TSG-416 ENGINE CONTROLS - PRELIMINARY

EPM Connector C3 (Black)

12 1

35 24

Pin Circuit Circuit Function 1 570 BK/WH Power ground 2 570 BK/WH Power ground 3 16 RD/LG Fused ignition voltage 4 361 RD Fused VBAT (12 volts) 5 361 RD Fused VBAT (12 volts) 6 361 RD Fuel injector power 7 555 TN Fuel injector #1 ground 8 557 BR/YL Fuel injector #3 ground 9 558 BR/LB Fuel injector #4 ground 10 556 WH Fuel injector #2 ground 11 - Not used 12 - Not used 13 359 GY/RD Signal return TMAP, ECT, foot pedal, HEGO, throttle communication 14 351 BR/WH VREF (5 volt output) 15 151 LB/BK Foot Pedal Position (FPP) 0-5 volt input #1 16 114 LB/YL Foot Pedal Position (FPP) 0-5 volt input #2 17 307 BK/YL Idle Validation Switch (IVS) input 18 150 DG/WH Aux. analog pull up circuit 19 198 DG/OR Aux. analog pull down circuit 20 358 LG/BK Manifold Absolute Pressure (MAP) sensor input 21 18 OR/YL Exhaust Gas Recirculation (EGR) input 22 352 BR/LG EGR Pulse Width Modulation (PWM) output 23 360 BR/PK Exhaust Gas Recirculation (EGR) output 24 74 GY/LB HO2S 1 (0-1 volt input) 25 392 RD/LG HO2S 2 - Catalyst Monitor 26 - Not used 27 743 GY Intake Air Temperature (IAT) sensor input 28 354 LG/RD Engine Coolant Temperature (ECT) sensor input 29 - Not used 30 - Not used 31 - Not used 32 349 DB Crankshaft Position (CKP) sensor (+) 33 350 GY Crankshaft Position (CKP) sensor (-) 34 282 DB/OR Camshaft Position (CMP) sensor (+) 35 452 GY/RD Camshaft Position (CMP) sensor (-)

08-34 TSG-416 ENGINE CONTROLS - PRELIMINARY

ICM Connector C2 (Gray)

12 1

35 24

Pin Circuit Circuit Function 1 11 TN/YL Tachometer output 2-Not used 3 851 YE/RD Coil 2 ground output 4 71 OG/LG Aux. out 1 5 342 LG/VT Starter lockout 6 850 YE/BK Coil 1 ground output 7 674 DB/YE Fuel Select #1 8 6 YE/BK Fuel select #2 9 359 GY/RD Signal return 10 570 BK Ground 11 16 RD/LG VBAT Power 12 - Not used 13 - Not used 14 198 DG/OG Auxiliary IN 15 253 DG/WH Oil pressure input 16 351 BN/WH 5 Volt reference 17 358 LG/BL Manifold Absolute Pressure (MAP) Input 18 354 LG/RD Engine Coolant Temperature (ECT) Input 19 349A DB Overspeed 20 669 DG/WH RS 232 positive (+) Transmit 21 458 OR/BK RS 232 negative (-) Receive 22 350 GY Crank negative (-) 23 349 DB Crank positive (+)

08-35 TSG-416 ENGINE CONTROLS - PRELIMINARY

EPM Connector C1F

42 34

9 1

Pin Circuit Circuit Function 1 16 RD/LG Ignition voltage 2 11 TN/YL Tachometer output 3 461 OG RS 485 (-) 4 511 LG/RD Brake switch input 5 787A PK/BK To fuel pump: 12 volt output 6 658 PK/LG Malfunction Indicator Light (MIL) output 7 72 YL/BK Fuel select input 8-Not used 9 37 YL Battery voltage input 10 148 YL/RD Auxiliary analog pull up circuit 2 11 DG/OG RS 485 (+) 12 114 LB/YL Secondary throttle control 0-5 volt variable input FPP2 13 32 RD/LB Starter Solenoid Output 14 151 LB/BK Primary throttle control 0-5 volt variable input FPP1 15 32A RD/LB 12 volts in start/non auto crank system 16 39 RD/WH Water temperature output 17 - Not used 18 458 OG/BK RS 232 - (Self Test Input) 19 - Not Used 20 669 DG/WH RS 232 (+) 21 71 OG/LG Aux Out 1 22 - Not used 23 307 BK/YL Governor select #2 24 306 TN/LB Governor select #1 25 307 BK/YL Idle validation switch (ivs) input 26 253 DG/WH Oil pressure warning light output *Only use with 5 volt supplied light. 27 - Not used 28 662 DG/PK Can bus communications (+) 29 459 OR/LG Can bus communications (-) 30 349A DB Overspeed 31 351 BN/WH 5 volt vref output 32 198 DG/OR Aux. analog pull down circuit 33 359 GY/RD Auxilary signal return 34 570 BK/WH Power ground 35 169 LG/BK Vehicle Speed Sensor (+) 36 172 LB/RD Vehicle Speed Sensor (-) 37 150 DG/WH Aux. analog pull up circuit 38 18 OR/YL Exhaust Gas Recirculation (EGR) input 39 32 RD/LB 12 Volts in start - Auto crank only 40 352 BN/LG Pulse Width Modulation (PWM) output 41 360 BN/PK Exhaust Gas Recirculation (EGR) output 42 - Not used

08-36 TSG-416 ENGINE CONTROLS - PRELIMINARY

EPM Connector C1M 34 42

1 9

Pin Circuit Circuit Function 1 16 RD/LG Ignition voltage 2 11 TN/YL Tachometer output 3 461 OG RS 485 (-) 4 511 LG/RD Brake switch input 5 787A PK/BK To fuel pump: 12 volt output 6 658 PK/LG Malfunction Indicator Light (MIL) output 7 72 YL/BK Fuel select input 8-Not used 9 37 YL Battery voltage input 10 148 YL/RD Auxiliary analog pull up circuit 2 11 DG/OG RS 485 (+) 12 114 LB/YL Secondary throttle control 0-5 volt variable input FPP2 13 32 RD/LB Starter Solenoid Output 14 151 LB/BK Primary throttle control 0-5 volt variable input FPP1 15 32A RD/LB 12 volts in start/non auto crank system 16 39 RD/WH Water temperature output 17 - Not used 18 458 OG/BK RS 232 - (Self Test Input) 19 - Not Used 20 669 DG/WH RS 232 (+) 21 71 OG/LG Aux Out 1 22 - Not used 23 307 BK/YL Governor select #2 24 306 TN/LB Governor select #1 25 307 BK/YL Idle validation switch (ivs) input 26 253 DG/WH Oil pressure warning light output *Only use with 5 volt supplied light. 27 - Not used 28 662 DG/PK Can bus communications (+) 29 459 OR/LG Can bus communications (-) 30 349A DB Overspeed 31 351 BN/WH 5 volt vref output 32 198 DG/OR Aux. analog pull down circuit 33 359 GY/RD Auxilary signal return 34 570 BK/WH Power ground 35 169 LG/BK Vehicle Speed Sensor (+) 36 172 LB/RD Vehicle Speed Sensor (-) 37 150 DG/WH Aux. analog pull up circuit 38 18 OR/YL Exhaust Gas Recirculation (EGR) input 39 32 RD/LB 12 Volts in start - Auto crank only 40 352 BN/LG Pulse Width Modulation (PWM) output 41 360 BN/PK Exhaust Gas Recirculation (EGR) output 42 - Not used

08-37 TSG-416 ENGINE CONTROLS - PRELIMINARY

Actuator Pigtail to Actuator

1 2 3 4 5 6

Pin Circuit Circuit Function 1 317 GY/OG Drive-by Wire Negative ( - ) 2 359 GY/RD Signal Return 3 351 BN/WH VREF (5 volts) Input 4 151 LB/BK Drive-by Wire Positive ( + ) 5 357 YE/WH Throttle Position Sensor (TPS) 2 6 355 GY/WH Throttle Position Sensor (TPS) 1

08-38 TSG-416 ENGINE CONTROLS - PRELIMINARY

Drive By Wire Harness Connector 2U1L-12B476-AA

5 1

6 10

Pin Circuit Circuit Function 1 - Not Used 2 - Not Used 3 - Not Used 4 - Not Used 5 - Not Used 6 307 BK/YE IVS Signal 7 361 BK IVS Ground 8 151 GY/WH FPP1 9 359 GY/RD Analog Return 10 351 BN/WH +5V Reference

08-39 TSG-416 ENGINE CONTROLS - PRELIMINARY

EPM/IPM Foot Pedal Connector C5

5 1

10 6

Pin Circuit Circuit Function 1- Not Used 2- Not Used 3- Not Used 4- Not Used 5- Not Used 6 307 BK/YL Idle Validation Switch Input 7 361 RD/57 BK Ground 8 151 LB/BK Drive By Wire Signal Input 9 359 GY/RD Drive By Wire Signal Return 10 351 BR/WH VREF 5 Volts

08-40 TSG-416 ENGINE CONTROLS - PRELIMINARY

ICM Body Side Harness 14324

Pin Circuit Circuit Function A YL/BK Fuel Select 2 Input B PK/LB Fault Shutdown Line C LB/RD Engine Run Indicator D OG/LG Tachometer Output E RD/LB Starter Lockout Relay Input F XXX RD/LB Starter Lockout Relay Output G- Not used H XXX OG Aux. IN J XXX RD/LG 12 Volt Switched Ignition Input K XXX BR/WH Fuel Select 1 Input

08-41 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Harness Connector C2F

Y X WT S RP N ML

1

2

3

Pin Circuit Circuit Function L1 198 DG/OG Auxillary input L2 - Not used L3 342 LG/PK Starter lockout M1 107 PK Data link M2 914 TN/OG RS 485 + M3 - Not used N1 - Not used N2 915 PK/LB RS 485 - N3 - Not used P1 - Not used P2 242 DG Fuel Lockoff P3 926A LB/OG Fuel pump relay control R1 - Not used R2 77 DB/YE Gaseous Trim R3 658 PK/LG Malfunction Indicator Lamp (MIL) S1 557 BN/YE Fuel injector #3 S2 556 WH Fuel injector #2 S3 555 TN Fuel injector #1 T1 558 BN/LB Fuel injector #4 T2 - Not used T3 57 BK Ground W1 570B BK/WH Power ground W2 570H BK/WH Power ground W3 - Not used X1 95 TN/WH Ignition Coil #1 X2 570 BK/WH Power ground X3 570A BK/WH Power ground Y1 96 TN/OG Ignition coil #2 Y2 - Not used Y3 - Not used

08-42 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Harness Connector C2M

LPM N R S T W XY

1

2

3

Pin Circuit Circuit Function L1 198 DG/OG Auxillary input L2 - Not used L3 342 LG/PK Starter lockout M1 107 PK Data link M2 914 TN/OG RS 485 + M3 - Not used N1 - Not used N2 915 PK/LB RS 485 - N3 - Not used P1 - Not used P2 242 DG Fuel Lockoff P3 926A LB/OG Fuel pump relay control R1 - Not used R2 77 DB/YE Gaseous Trim R3 658 PK/LG Malfunction Indicator Lamp (MIL) S1 557 BN/YE Fuel injector #3 S2 556 WH Fuel injector #2 S3 555 TN Fuel injector #1 T1 558 BN/LB Fuel injector #4 T2 - Not used T3 57 BK Ground W1 570B BK/WH Power ground W2 570H BK/WH Power ground W3 - Not used X1 95 TN/WH Ignition Coil #1 X2 570 BK/WH Power ground X3 570A BK/WH Power ground Y1 96 TN/OG Ignition coil #2 Y2 - Not used Y3 - Not used

08-43 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Harness Connector C1F

K J HGF ED CBA

1

2

3

Pin Circuit Circuit Function A1 151 LB/BK FPP1 A2 351 BN/WH 5 Volt eference (VREF) A3 - Not used B1 358 LG/BK Manifold Absolute Pressure (MAP) sensor signal B2 359F GY/RD Signal return B3 - Not used C1 - Not used C2 - Not used C3 - Not used D1 743 GY Intake Air Temperature (IAT) sensor signal D2 354 LG/RD Engine Coolant Temperature (ECT) sensor signal D3 148 YE/RD Aux. PU2 E1 - Not used E2 74 GY/LB Heated Oxygen Sensor (HO2S) signal E3 - Not used F1 - Not used F2 37B YE Keep alive Memory (KAM) (Battery voltage) F3 238A DG/YE Fuel pump monitor G1 349 DB Crankshaft Position (CKP) sensor signal G2 - Not used G3 - Not used H1 - Not used H2 350 GY Crankshaft Position (CKP) sensor return H3 209 WH/PK Self Test Input (STI) J1 - Not used J2 306 TN/LB Governor speed select #1 J3 253B DG/WH Oil pressure switch K1 361L RD Vehicle power (VPWR) K2 307 BK/YE Governor speed select #2 K3 72 YE/BK Fuel Select

08-44 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Engine Harness Connector C1M

ADB C E F G H JK

1

2

3

Pin Circuit Circuit Function A1 151 LB/BK FPP1 A2 351 BN/WH 5 Volt eference (VREF) A3 - Not used B1 358 LG/BK Manifold Absolute Pressure (MAP) sensor signal B2 359F GY/RD Signal return B3 - Not used C1 - Not used C2 - Not used C3 - Not used D1 743 GY Intake Air Temperature (IAT) sensor signal D2 354 LG/RD Engine Coolant Temperature (ECT) sensor signal D3 148 YE/RD Aux. PU2 E1 - Not used E2 74 GY/LB Heated Oxygen Sensor (HO2S) signal E3 - Not used F1 - Not used F2 37B YE Keep alive Memory (KAM) (Battery voltage) F3 238A DG/YE Fuel pump monitor G1 349 DB Crankshaft Position (CKP) sensor signal G2 - Not used G3 - Not used H1 - Not used H2 350 GY Crankshaft Position (CKP) sensor return H3 209 WH/PK Self Test Input (STI) J1 - Not used J2 306 TN/LB Governor speed select #1 J3 253B DG/WH Oil pressure switch K1 361L RD Vehicle power (VPWR) K2 307 BK/YE Governor speed select #2 K3 72 YE/BK Fuel Select

08-45 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Jumper Harness Connector C2F (Gray)

12 1

35 24

Pin Circuit Circuit Function 1 850 YE/BK Coil 1 ground output 2 851 YE/RD Coil 2 ground output 3 852 YE/WH Coil 3 ground output 4-Not used 5-Not used 6-Not used 7 253 DG/WH Oil pressure input 8-Not used 9 926A LB/OR Enable fuel pump relay 10 238 DG/YL Fused fuel pump 12V monitor 11 - Not used 12 - Not used 13 - Not used 14 72 YL/BK Fuel select 15 148 YL/RD Aux. analog pull-up circuit #2 16 306 TN/LB Gov select 1 17 307 BK/YL Gov select 2 18 - Not used 19 - Not used 20 642 DG/OR RS 485 positive (+) 21 461 OR RS 485 negative (-) 22 342 LG/PK Starter lockout 23 242 DG Fuel lockoff 24 - Not used 25 - Not used 26 77 DB/YL Gaseous trim (vacuum control) 27 658 PK/LG MIL light ground 28 151 LB/BK Drive by wire positive (+) 29 317 GY/OR Drive by wire ground (-) 30 355 GY/WH Throttle Position Sensor (TPS) 1 31 357 YL/WH Throttle Position Sensor (TPS) 2 32 - Not used 33 - Not used 34 669 DG/WH RS 232 positive (+) TX 35 458 OR/BK RS 232 negative (-) RX

08-46 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Jumper Harness Connector C3F (Black)

12 1

35 24

Pin Circuit Circuit Function 1 570 BK/WH Power ground 2 570 BK/WH Power ground 3 16 RD/LG Fused ignition voltage 4 361 RD Fused VBAT (12 volts) 5-Not used 6-Not used 7 555 TN Fuel injector #1 ground 8 557 BR/YL Fuel injector #3 ground 9 558 BR/LB Fuel injector #4 ground 10 556 WH Fuel injector #2 ground 11 - Not used 12 - Not used 13 359 GY/RD Signal return TMAP, ECT, foot pedal, HEGO, throttle communication 14 351 BR/WH VREF (5 volt output) 15 151 LB/BK Foot Pedal Position (FPP) 0-5 volt input #1 16 - Not used 17 - Not used 18 150 DG/WH Aux. analog pull up circuit 19 - Not used 20 358 LG/BK Manifold Absolute Pressure (MAP) sensor input 21 - Not used 22 - Not used 23 - Not used 24 74 GY/LB HEGO 1 (0-1 volt input) 25 - Not used 26 - Not used 27 743 GY Intake Air Temperature (IAT) sensor input 28 354 LG/RD Engine Coolant Temperature (ECT) sensor input 29 - Not used 30 - Not used 31 - Not used 32 349 DB Crankshaft Position (CKP) sensor (+) 33 350 GY Crankshaft Position (CKP) sensor (-) 34 282 DB/OR Camshaft Position (CMP) sensor (+) 35 452 GY/RD Camshaft Position (CMP) sensor (-)

08-47 TSG-416 ENGINE CONTROLS - PRELIMINARY

ECM to EPM Jumper Harness Conversion A Jumper Harness Adapter is available to convert an ECM system to an EPM module.

Crankshaft Position (CKP) Sensor Electronic Actuator

Fuse

Data Link (DLC) Connector

Black

Gray Data Link (DLC) Connector Grounding Connector

581-01-60- 581-01-60- Ciruit Description Black Grey 001 Ciruit Description Black Grey 001 C3 C2 (CINCH) C3 C2 (CINCH) INJ 1 7 S3 COIL 2 2 Y1 INJ 3 8 S1 COIL 3 3 Y2 INJ 4 9 T1 STARTER LOCKOUT 22 L3 INJ 2 10 S2 FUEL LOCKOFF 23 P2 INJ 5 11 Y3 FUEL PUMP 9 P3 INJ 6 12 W2 TPS1 30 MAP 20 B1 TPS2 31 FPP1 15 A1 DBW + 28 IAT 27 D1 DBW - 29 ECT 28 D2 OIL PRESSURE 7 J3 AUX ANA PU1 18 L1 MIL 27 R3 POWER GROUND 1 X2,X3,T3 FUEL PUMP MON 10 F3 ANA RTN 13 B2 FUEL SELECT 14 K3 5 VOLT REF 14 A2 AUX ANA PU2 15 D3 VSW 3 K1 GOV SELECT 1 16 J2 HEGO 1 24 E2 GOV SELECT 2 17 K2 CRANK + 32 G1 GASEOUS TRIM 26 R2 CRANK - 33 H2 RS 485 + 20 M2 CAM + 34 RS 485 - 21 N2 CAM - 35 RS 232 TX 34 VBAT 4,5 F2 RS 232 RX 35 COIL 1 1 X1 SELF TEST H3

08-48 TSG-416 ENGINE CONTROLS - PRELIMINARY

DIAGNOSIS Engine Performance Module (EPM) Limp Home Mode Strategy EPM Diagnostic Overview The EPM has four settings for limp home mode. FORD Diagnostic Trouble Codes are set when the Depending on what Diagnostic Trouble Code (DTC) is FORD system EPM runs a diagnostic self-test and the set, one or more of the limp home modes will be in test fails. When a DTC is set, the FORD system EPM effect. will illuminate the Malfunction Indicator Lamp (MIL) on The four limp home modes are as follows: the instrument panel and save the code in memory. The FORD system EPM will continue to run the self-test Power Derate 1 unless the DTC is an oxygen sensor lean, oxygen sensor rich, or an EPM related DTC. If the system The actuator is limited to a maximum opening of 50%. If continues to fail the test, the lamp will stay illuminated “Power Derate 1” is active, it will remain active until the and the DTC is current (ACTIVE). All DTC’s are stored active DTC goes away. as historical faults until they are cleared. All DTC’s The following DTC’s will cause Power Derate 1 to take except the EPM related DTC’s will automatically clear affect: from memory if the DTC does not reset within 50 consecutive engine run cycles. • DTC 223: CHT/ECT higher than expected 1. (CHT/ ECT is greater than 240 °F). While a Diagnostic Trouble Code is current for a sensor, the FORD system EPM may assign a default limp home • DTC 213: IAT higher than expected 1. (IAT is greater value and use that value in its control algorithms. All of than 200°F). the FORD system diagnostic self-tests run continuously • DTC 253: Knock sensor open. (1.6L and 4.2L only) during normal engine operation. • DTC 254: Excessive knock signal. (1.6L and 4.2L The Diagnostic Trouble Codes can be read by using only) either the Malfunction Indicator Lamp (MIL) or a Laptop computer. Refer to Using a Laptop Computer to • DTC 511: FPP1 high voltage. Diagnose the FORD System and Using a Diagnostic • DTC 512 FPP1 low voltage. Jumper to Diagnose the FORD System, located in this • DTC 521: FPP2 high voltage. section. Diagnostic Trouble Codes can be cleared from memory with a laptop computer or by turning the ignition • DTC 522: FPP2 low voltage. key to the OFF position and removing the FORD system • DTC 545: IVS/Brake interlock failure. main power fuse (F3) for 15 seconds. If more than one DTC is detected, begin with the lowest Power Derate 2 number DTC and diagnose each problem to correction The actuator is limited to a maximum opening of 20%. If unless directed to do otherwise by the fault tree. The “Power Derate 2” is active, it will remain active until the DTC’s are numbered in order of importance. Having active DTC goes away and the ignition input to the EPM DTC 112 and DTC 122, both concerning the oxygen (usually the ignition switch) is cycled. sensor, is possible. By repairing DTC 112 first, the problem causing the DTC 122 may also be corrected. • DTC 513: FPP1 higher than IVS limit. • DTC 514: FPP1 lower than IVS limit. On-Board Diagnostics - EPM • DTC 523: FPP2 higher than IVS limit. The diagnostic tests and circuit charts are designed to assist the technician to locate a faulty circuit or • DTC 524: FPP2 lower than IVS limit. component through a process of logical decisions. The • DTC 515: FPP1 higher than FPP2. tests and charts are prepared with the requirement that the engine functioned correctly at the time of assembly • DTC 516: FPP1 lower than FPP2. and that there were not multiple faults present. • DTC 353: MegaJector delivery pressure higher than There is a continuous self-diagnosis on certain control expected. functions. This diagnostic capability is complimented by • DTC 354: MegaJector delivery pressure lower than the diagnostic procedures contained in this section. The expected. language for communicating the source of the • DTC 355: MegaJector communication lost. malfunction is a system of diagnostic trouble codes. When a malfunction is detected by the Engine • DTC 363: MegaJector internal actuator fault Performance Module (EPM), a Diagnostic Trouble detection. Code (DTC) is set and the Malfunction Indicator (MIL) • DTC 364: MegaJector internal circuitry fault lamp will be illuminated (refer to MIL DTC Retrieval detection. Procedure for process description) -- Refer to“Diagnosis Using a Personal Computer” on page 53 • DTC 365: MegaJector internal communication fault detection. or Palm Pilot Diagnosis, for information regarding performing EPM and engine control system diagnosis. • DTC 611: COP failure (Internal EPM failure).

08-49 TSG-416 ENGINE CONTROLS - PRELIMINARY

• DTC 614: RTI 1 loss (internal EPM failure). • DTC 655: RTI 2 loss (internal EPM failure). • DTC 656: RTI 3 loss (internal EPM failure). • DTC 613: A/D loss (internal EPM failure). • DTC 612: Invalid interrupt (internal EPM failure). • DTC 615: Flash checksum invalid (internal EPM failure). • DTC 616: RAM failure (internal EPM failure).

Fault Low Rev Limit The engine RPM will be limited to a maximum of 1600 RPM. If the “Fault Low Rev Limit” is active, it will remain active until the active DTC goes away and the ignition input to the EPM (usually the ignition switch) is cycled. • DTC 511: FPP1 high voltage. • DTC 512: FPP1 low voltage. • DTC 513: FPP1 higher than IVS limit. • DTC 514: FPP1 lower than IVS limit. • DTC 523: FPP2 higher than IVS limit. • DTC 524: FPP2 lower than IVS limit. • DTC 515: FPP1 higher than FPP2. • DTC 516: FPP1 lower than FPP2. • DTC 545: IVS/Brake interlock failure.

Force to Idle The engine RPM will be limited to a maximum of 800 RPM. If the “Force to Idle” is active, it will remain active until the active DTC goes away. • DTC 511: FPP1 high voltage. • DTC 512: FPP1 low voltage. • DTC 521: FPP2 high voltage. • DTC 522: FPP2 low voltage. • DTC 513: FPP1 higher than IVS limit. • DTC 514: FPP1 lower than IVS limit. • DTC 523: FPP2 higher than IVS limit. • DTC 524: FPP2 lower than IVS limit. • DTC 515: FPP1 higher than FPP2. • DTC 516: FPP1 lower than FPP2.

08-50 TSG-416 ENGINE CONTROLS - PRELIMINARY

Breakout Box The breakout box #XU1L-12T650-AA can be used to diagnose the EPM system. However modification must be made to the wires coming out of the 42 pin connector.

Battery Battery Negative Positive (black) (red) 42-pin Connector

Fuel Pump Ground Connector (black) 10 Amp Fuse 10 Amp Fuse Fuel Pump Positive 30 Amp Fuse Connector (red) 1 2 3 4 5

Clip to Starter Solenoid “S” Terminal

1. Power Switch: Flip to ON to energize system. 2. Speed Select Switch: Turn to desired speed for testing. 3. Crank Engine Toggle: Toggle to ON to crank and start engine. 4. Test Mode Toggle: Toggle to ON to test system for any diagnostic trouble codes (DTC) which will cause MIL to blink if any codes. 5. Malfunction Indicator Light (MIL): will blink when test mode toggle switch is in the ON position and there are any DTC’s.

08-51 TSG-416 ENGINE CONTROLS - PRELIMINARY

Breakout Box Conversion Using the ECM to EPM Jumper Harness to In order to use the breakout box with the Engine Diagnose the FORD System Performance Module (EPM) System, the following If you do not have access to a laptop computer, it is still changes must be made to the wires coming out of the possible to access the Diagnostic Trouble Codes stored 42 pin connector. The breakout box will then work with in the memory of the FORD system EPM using a both Engine Performance Module (EPM) and ECM diagnostic jumper and the Malfunction Indicator Lamp. sysems. With the key off, connect the diagnostic jumper to the • The wire in pin 3 must be spliced to the wire in pin FORD system diagnostic connector located near the 18. Solder the splice and cover with sealable EPM. Turn the ignition on but do not start the vehicle. heatshrink tubing. Switch the self test input to ground (pin 18 of the body side harness). The Malfunction Indicator Lamp (MIL) • The wire from pin 11 must be moved to pin 23. To will begin to flash. move the pin, first remove the red plastic retaining clips in the 42 pin connector. Lightly pry back the black plastic retainer that presses against the Diagnostic terminal of pin 11 and slide the wire out the back of the connector. Insert this wire into pin 23 or the 42 Connector pin connector. Insert the red plastic retaining clips back into the 42 pin connector. • The new wire in pin 23 must be spliced to the wire in pin 25. Solder the splice and cover with sealable The MIL displays three digit codes by flashing the first heatshrink tubing. digit, pausing, then flashing the second digit, pausing, The conversion is now complete. The Breakout box will and then flashing the third digit. There will be a long now work for an EPM system as well as an ECM pause between codes. For example, a code 143 would system. be one flash followed by four flashes followed by three flashes. Intermittent MIL The MIL will first display a 123 three times. Code 123 Conditions that are only present from time to time are indicates that the EPM based diagnostic MIL routine is called intermittents. To resolve intermittents, perform now active. Then, any Diagnostic Trouble Codes the following steps: (DTC’s) stored in memory will flash three times each. The MIL will then start over with the code 123. If the 1. Evaluate the history of DTC’s observed with this vehicle is started while the diagnostic jumper is in place, particular engine. the MIL will flash rapidly. Diagnostic Trouble Codes may be cleared from the FORD system EPM’s memory by 2. Evaluate the symptoms and conditions described by moving the ignition key to the OFF position and the customer. removing the FORD system battery fuse for at least 15 3. Use strategy-based diagnosis, especially where it seconds. relates to the elimination of bad connectors and wiring. NOTE: This will erase all of the memory in the computer including the adaptive learn. 4. When using a personal computer with Ford Power Products software, data-capturing capabilities are available that can assist in detecting intermittents. Malfunction Indicator Lamp (MIL) DTC Contact the Ford Power Products Customer Service Retrieval Procedure Center Technical Support Hotline (1-800-521-0370) for more information. NOTE: DTC’s can be retrived from the engine control module (ECM) by using either the MIL or an IBM When a malfunction occurs for DTC’s with the “limp- compatible personal computer or hand held Palm Pilot® home” mode feature, a DTC will be set, the MIL will using the optional serial interface available. Refer to illuminate, and the corrective action (limp-home mode Equipment Setup for information about using a personal or default values) will be initiated. This will continue as computer to assist with unit diagnosis. long as the engine runs without being shut off. If the DTC’s can be retrieved by shorting the Self Test Input malfunction occurs and then corrects itself while the (STI) connector to ground. The STI circuit is a white/ engine is continuously running, the DTC will be stored, purple wire exiting pin 3 of the 42 pin connector. The STI the MIL will remain illuminated, and the engine will white/purple wire branches off to terminal “A” of the 4 continue to run in the limp-home mode until it is shut off pin diagnostic connector. If no DTC is stored with key and restarted. Once restarted, if the malfunction does on/engine off (KOEO), a DTC 123 is flashed, indicating not recur, the MIL stays on and engine will resume that all systems are OK. running in a normal operating mode. During key on/engine running (KOER) operation, with no DTCs stored, the MIL is not illuminated. If during KOER operation a DTC is stored, the MIL will illuminate and remain on steady if the code is active.

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MIL Bulb Test Diagnosis Using a Personal Computer The MIL bulb test occurs KOEO with the STI connector not grounded. The ML bulb will stay on and remain on if Equipment Requirements no DTCs are present. If DTCs are present (except DTC You will need a laptop computer (with a serial port) or 123), the MIL bulb will blink. If the MIL bulb does not personal digital assistant (PDA) and a communications illuminate when bulb test is performed, access cable/interface cable kit: diagnostic software and view the fault indicator on screen. If the screen fault indicator is lilluminated and • Kit for laptop part #: PN 2U1L-6K947-AA the MIL light is not, inspect the bulb and replace it if • Kit for PDA or laptop part #: PN 2U1E-6K947-AA damaged. If bulb is OK or does not illuminate after replacement, refer to MIL circuit test procedure. Once The required software is available from your local Ford Power Products distributor or you can download it from: MIL bulb illumination has been verified or established, DTCs can be extracted from the MIL as follows: web.fpp.ford.com Laptop Requirements: • KOEO, short the STI circuit to a known good ground. There will be a 5 second delay before DTCs begin • Serial port flashing. • 800 x 600 dpi screen When extracting DTCs via the MIL the following apply: • Windows 95 or newer operating system • The flashing MIL is on for 0.4 second and off for 0.4 second. • No speed minimum • The MIL is off for 1.2 seconds between digits of three • 32 MB of RAM digit DTCs. PDA Requirements: • The MIL is off for 2.4 seconds between DTCs. • Palm OS 3.0 software • Each DTC repeats 3 times before the next stored • 64 K RAM DTC begins flashing. • Up to 6 DTCs can be stored. • Once all stored DTCs are flashed, the process repeats with the first stored DTC. • DTCs are flashed in the order in which they were set. Once the DTC(s) is retrieved, refer to the appropriate DTC chart for explanation of what caused the DTC to set. Perform component and circuit test as required to conduct repair.

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Interface Hook-up For connection to a laptop, use kit PN 2U1L 6K947-AA. Connect serial cable to RS232 port on the back of the laptop computer. Connect interface cable to serial cable. Connect interface cable to the 4 pin diagnostic connector on the engine harness.

Laptop Computer

Serial Communication Cable

Interface Cable

To Diagnostic Connector

For connection to a PDA, use kit PN 2U1E-6K947-AA. Connect as shown below:

PDA To Diagnostic Connector

HotSync Cable Interface Cable

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EPM Software Installation A screen will pop up telling you the name of the destination folder. Insert CD into CD-ROM drive. Double click “My Computer” Icon. Double Click CD-ROM drive letter This will display the contents of the CD as shown.

Click next. You will now see a screen telling you it is ready to install the software. Double click FPP Display icon. You will now see a welcome screen.

Click next.

Click next.

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You will see an Installation Success” screen when the Using EPM Software - Menu Functions software is finished installing. You can begin using the technicians EPM software after installation, by clicking Start - Programs - FPP Display - FPP Display as shown.

Click Finish. A screen will pop up asking if it is ok to reboot your system.

Type in the Password which can be found on the label of the CD-ROM.

Click yes. Your system will shut down and reboot. The software is now installed on your system in a folder Place the ignition key in the ON position. called “FPP Display”. Refer now to “Using Technicians The FORD system Gauge screen should now appear EPM Software” in this Section. and a green banner in the upper left hand corner will read “Connected”.

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Diagnostic Trouble Codes Hear is an example of a DTC Dialogue Box. The System Fault screen is used to view and clear DTC’s, which have been set.

Checking Diagnostic Trouble Codes Snap Shot Data The System Fault screen contains a listing of all of the The Snap Shot Data is a listing of specific engine Historic and Active DTC’s set within the FORD system. system variables. These variables are recorded by the If a DTC is stored in memory, the screen will display that EPM at the instant the DTC sets. By clicking on the fault in the Historic Faults column. If the fault condition “View Snap Shot Data” button, a new window will pop currently exists, the DTC will also show up in the Active up and you will be able to view these variables. Here is Faults column. an example of a Snap Shot Data window. Opening Diagnostic Trouble Codes To open a DTC, click on the DTC in the Historic Faults column. A DTC Dialog Box will pop up on the screen. The DTC Dialog Box contains the following useful information: • If the fault occurred during the current key cycle. • If the fault caused current engine shutdown. • How many key cycles since the fault was active. • Snapshot Data (explained later). • Flight Data Recorder (explained later).

The DTC Dialogue Box also allows you to clear a single fault by clicking on the “Clear This Fault” button and it allows you to clear all faults by clicking on the “Click All Faults” button. NOTE: Record faults before clearing them. This will aid in diagnosis.

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Flight Data Recorder Data Stream - Reading Sensor & Actuator Values The Flight Data Recorder is also a listing of specific engine system variables. These variables are recorded by the EPM for an interval of 10 seconds. The 10 second interval includes 8 seconds before the DTC sets and 2 seconds after the DTC sets. By clicking on the “View Flight Data Recorder Data” button, a new window will pop up and you will be able to view these variables. Here is an example of a flight Data Recorder Data window.

Most applicable sensor and actuator values are displayed on the Gauges Screen. The display shows the voltage the FORD system EPM is reading and, for sensors, the sensor value in engineering units. This is one of three main screens (GAUGES, FAULTS AND RAW VOLTS). The GAUGES screen shows the following: • Manifold Absolute Pressure (MAP) • Engine Coolant Temperature (ECT) The FAULTS screen shows the following: • Intake Air Temperature (IAT) • Fault Access • Throttle Position (TP) • System States • Foot Pedal Position (FPP) • DBW Variables • Battery Voltage • Closed Loop Control • Engine speed (RPM) • Digital Input Voltages • Exhaust Gas Oxygen (HO2S) • Diagnostic Modes • Hour meter • Historic Faults • Number of continuous starts • Active Faults • Run mode, power mode and fuel type

Use the keys at the upper left corner Use the keys at the upper left corner or the “page” command to toggle the three main or the “page” command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on. NOTE: F9 key will toggle to the last screen you were on. NOTE: If a DTC for a sensor is current, the engineering value for that sensor may be a default, limp home value and the voltage value will be the actual sensor voltage. Use the voltage value when performing diagnostics unless directed to do otherwise by the diagnostic trouble tree.

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Plotting and Data Logging Here is a sample of a plot.

Logging Recording the values and voltages can be a very useful tool while diagnosing engine problems. The FORD Logging variables means the variables are stored to the diagnostic software includes real time plotting and real PC. During logging, there is no plot shown on the time logging capabilities. These features enhance the screen. To log variables you must first “TAG” the ability to diagnose and repair possible problems with the variables by right clicking them (same as plotting). Next, FORD system. Both plotting and logging allows the user click on Plot / Log and then Log Tags. An “Edis Log” to record, in real time, any variable that can be seen in window will pop up. You can type in a custom log File the FPP_Dis software. In order to record variables, the name or select a custom folder to save the log file to. FPP_Dis software must be “Connected” to the EPM. The default filename is “edis.log” and the default folder is FPP_Dis. The sample interval and time interval can Plotting also be changed from the default. To start logging, click To plot a variable, you must first “TAG” the variable. To on the “START” button. You will see the progress bar do this, use the mouse to right click on the variable. The moving from 0 to 100%. When the logging is complete, variable will highlight in green to let you know it is you can close the Edis Log box or start another log file. “TAGGED”. If you start another log file, you must change the Log File name or the first log file will be overwritten. To view Next, press the “P” key or click the Plot/Log button and the contents of a saved log file, you can use Notepad or then click the Plot Tags button to invoke the plotting Excel. feature. This begins the plot function and you can observe the plotted variables. The plot sweeps from The following are examples showing the Edis Log box right to left. To stop the plotting feature, simply click the before starting a log file and during a log file. “STOP” button. To restart the plotter, click on the “START” button. The maximum number of variables that can be plotted at one time is 10. The range of the selected variables will be shown on the Y-axis and the time will be shown on the x-axis. You may change the desired time interval and sample interval for the plot by stopping the plot and typing in a new intervals. The plot can be saved to the PC by stopping the plot and clicking the “SAVE” button. When saving a plot, you will have to type in a filename. Plot files can later be viewed with the edis_saplot software located in the Windows Start Programs FPP_Dis folder, or the data can be viewed in Notepad or Excel.

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Ignition System Test

The Spark Kill diagnostic mode allows the technician to disable the ignition on individual cylinders. If the Spark Kill diagnostic mode is selected with the engine running below 1000 RPM, the minimum throttle command will lock into the position it was in when the test mode was entered. If the Spark System Test mode is selected with the engine running above 1000 RPM, the throttle will continue to operate mormally. Disabling Ignition Ouputs To disable the ignition system for an individual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be re- enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal”. If the engine is running below 1000 RPM, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 RPM, the spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each spark output disabled. The Spark outputs are arranged in the order which the engine fires, not by cylinder number.

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Injector Test Throttle Test

To select this test mode the engine must be off, but the The Injector Kill mode is used to disable individual fuel key must be in the ON position. injectors. If the Injector Kill mode is selected with the The DBW Test mode allows the technician to control the engine running below 1000 RPM, the minimum throttle throttle directly (without the engine running) with the foot command will lock into the position it was in when the pedal or entering a number into the “TPS Command” test mode was entered. If the Injector Kill mode is box. It is used during the diagnostic routines specified selected with the engine running above 1000 RPM, the for FPP and TPS related faults. throttle will continue to operate normally. FPP position displays the current position of the foot Disabling Injectors pedal as a percentage. FPP volts display the voltage To disable an injector, use the mouse to select the that the EPM is reading from the FPP sensor. desired injector. The word “Normal” will change to the TPS Command displays the commanded throttle Injector you have selected. The injector driver can be position expressed as a percentage, which is being sent re-enabled by selecting again. If the engine is running to the throttle. TPS Position is the actual percent of below 1000 RPM, the injector driver will stay disabled throttle opening being sent to the EPM from the throttle. for 15 seconds and then re-set. If the engine is running TPS volts display the actual TPS signal voltage the above 1000 RPM, the injector driver will stay disabled EPM is receiving from the throttle. for 5 seconds and then re-set. Record the change in rpm or closed loop multiplier while each driver is disabled.

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RAW VOLTS Screen The first screen shown is the “MAIN” screen.

The RAW VOLTS screen shows actual voltage readings from various circuits. Use the keys at the upper left corner or the “page” command to toggle the three main This is one of six screens (MAIN, PLOTS, BASE screens (GAUGES, FAULTS AND RAW VOLTS). SPARK, FUEL1 SPARK, FUEL2 SPARK, FAULT NOTE: F9 key will toggle to the last screen you were on. CONFIGURATION). The MAIN screen shows the following: Using ICM Software • Engine Speed (RPM) You can begin using the technicians ICM software after installation, by clicking Start - Programs - FPP 6 • Manifold Pressure (PSIA) Cylinder ICM EDis - FPP 6 Cylinder ICM EDis. • Coolant Temperature (°F) • Spark Timing (CADBTDC)

Use the keys at the upper left corner

or the “page” command to toggle the six main screens (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL 2 SPARK, & FAULT CONFIGURATION). NOTE: F9 key will toggle to the last screen you were on.

Main Screen

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Plots Screen “BASE SPARK” screen. If you toggled to the right, the next screen will be the “PLOTS” screen.

The BASE SPARK screen will show Base Spark Advance (CADBTDC) at a given RPM and manifold pressure Use the keys at the upper left corner The PLOTS screen shows the following values over time: or the “page” command to toggle the six main screens • Engine Speed (RPM) (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL • Manifold Pressure (PSIA) 2 SPARK, & FAULT CONFIGURATION). • Coolant Temperature (°F) NOTE: F9 key will toggle to the last screen you were on. • Spark Timing (CADBTDC) FUEL1 Spark Screen

If you toggled to the right, the next screen will be the Use the keys at the upper left corner “FUEL1 SPRK” screen. or the “page” command to toggle the six main screens (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL 2 SPARK, & FAULT CONFIGURATION). NOTE: F9 key will toggle to the last screen you were on. Base Spark Screen If you toggled to the right, the next screen will be the

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The FUEL1 SPRK screen will show Fuel Option 1 Spark Advance (CADBTDC) at a given RPM and manifold pressure.

Use the keys at the upper left corner or the “page” command to toggle the six main screens (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL 2 SPARK, & FAULT CONFIGURATION). NOTE: F9 key will toggle to the last screen you were on. FUEL2 SPRK Screen If you toggled to the right, the next screen will be the “FUEL2 SPRK” screen.

The Fuel2 Sprk screen will show Fuel Option 2 Spark Advance (CADBTDC) at a given RPM and manifold pressure.

Use the keys at the upper left corner or the “page” command to toggle the six main screens (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL 2 SPARK, & FAULT CONFIGURATION). NOTE: F9 key will toggle to the last screen you were on. FAULT CONFIGURATION Screen

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If you toggled to the right, the next screen will be the “Fault_Cfg” screen.

The Fault configuration screen will show Fault/ Shutdown Configuration.

Use the keys at the upper left corner or the “page” command to toggle the six main screens (MAIN, PLOTS, BASE SPARK, FUEL1 SPARK, FUEL 2 SPARK, & FAULT CONFIGURATION). NOTE: F9 key will toggle to the last screen you were on.

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Visual Inspection Intermittent Problems Perform a careful visual and physical engine inspection NOTE: An intermittent problem may or may not turn on before performing any diagnostic procedure. Perform the MIL or store a DTC. Do not use the DTC charts for all necessary repairs before proceeding with additional intermittent problems. The fault must be present to diagnosis, this can often lead to repairing a problem locate the problem. without performing unnecessary steps. Use the NOTE: Most intermittent problems are caused by faulty following guidelines when performing a visual/physical electrical connections or wiring. Perform a careful visual inspection check: inspection for the following conditions: • Inspect engine for modifications or aftermarket • Poor mating of the connector halves or a terminal equipment that can contribute to the symptom; verify not fully seated in the connector (backed out). that all electrical and mechanical loads or accessory equipment is “OFF” or disconnected before • Improperly formed or damaged terminals performing diagnosis. • Improper contact tension. All connector terminals in • Inspect engine fluids for correct levels and evidence the problem circuit should be carefully checked. of leaks. • Poor terminal-to-wire connections. This requires • Inspect vacuum hoses for damage, leaks, cracks, removing the terminal from the connector body to kinks and improper routing, inspect intake manifold check. sealing surface for a possible vacuum leak. • Improperly installed aftermarket equipment or • Inspect PCV valve for proper installation and accessories. operation. Operate the engine with accessories “OFF” and a • Inspect all wires and harnesses for proper suitable multimeter connected to the suspected circuit. connections and routing; bent or broken connector An abnormal voltage when the malfunction occurs is a pins; burned, chafed, or pinched wires; and good indication that there is a fault in the circuit being corrosion. Verify that harness grounds are clean and monitored. tight. To check EPM for loss of diagnostic code memory, • Inspect EPM, sensors and actuators for physical disconnect the MAP sensor connector and idle the damage. engine until the MIL illuminates. Perform MIL DTC • Inspect EPM grounds for cleanliness, tightness, and retrieval procedure. DTC should be stored and kept in proper location. memory when the ignition is turned “OFF”. If not, the EPM is faulty. When this test is completed, make sure • Inspect fuel system for adequate fuel level, and fuel that you clear the DTC from memory. An intermittent quality (concerns such as proper octane, MIL with no stored DTC may be caused by the contamination, winter/summer blend). following: • Inspect intake air system and for restrictions. • DIS ignition coil shorted to ground and arcing at • Inspect battery condition and starter current draw. ignition wires or plugs. If no evidence of a problem is found after visual • MIL circuit to EPM shorted to ground. inspection has been performed, proceed to “Diagnostic System Check” • Poor EPM grounds.

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Symptom Charts validation switch says you're at idle - replace the pedal.

NOTE: If you have a symptom of the pedal not working, Table of Charts and no DTC is set, go to the voltage screen and check pedal voltage. If pedal voltage is.75-1.25 volts, and idle

Symptom Go to Page #

Malfunction Indicator Lamp (MIL) “ON” Steady

No Malfunction Indicator Lamp (MIL)

Engine Cranks but Does Not Start

Hard Start

Engine Surges

Lack of Power or Sluggish

Detonation / Spark Knock

Rough, Unstable, or Incorrect Idle, Stalling

Excessive Fuel Consumption

Dieseling, Run-on

Backfire

Hesitation, Sag Stumble

Cuts Out, Misses

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Engine Performance Module (EPM) - Diagnostic Trouble Codes CAUTION: When checking codes with the diagnos- tic software, the DTC terminal can NOT be ground- ed.

CAUTION: Removing battery power before access- ing diagnostic program will errase all codes record- ed.

This section contains circuit description information and troubleshooting charts on all the DTC’s obtained by diagnostic software or a Malfunction Indicator Lamp (MIL). When diagnostic trouble codes are obtained by a Malfunction Indicator Lamp (MIL), the following secquence will be flashed: • 123 will flash 3 times to indicate the beginning of the flash code display sequence. • Any active DTC’s will flash 3 times each. • 123 will flash 3 times indicating the end of the code display sequence. If code 123 is the only code present, the system does not have any active codes - all systems are working fine. If an active DTC is present, refer to the corresponding DTC chart. Begin with the lowest number code first. NOTE: If you have a symptom of the pedal not working, and no DTC is set, go to the voltage screen and check pedal voltage. If pedal voltage is .75 - 1.25 volts, and idle validation switch says you’re at idle - replace the pedal.

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Diagnostic Trouble Code (DTC) Diagnostic Trouble Code (DTC) DTC 111 Closed Loop Multiplier High (LPG) DTC 353 MegaJector Delivery Pressure Higher than Expected DTC 112 HO2S Open/Inactive (Bank 1) DTC 354 MegaJector Delivery Pressure Lower than Expected DTC 113 HO2S Open/Inactive (Bank 2) DTC 355 MegaJector Communication Lost DTC 121 Closed Loop Multiplier High Bank 1 (Gasoline) DTC 361 MegaJector Voltage Supply High DTC 122 Closed Loop Multiplier Low Gank 1 (Gasoline) DTC 362 MegaJector Voltage Supply Low DTC 124 Closed Loop Multiplier Low (LPG) DTC 363 MegaJector Internal Actuator Fault Detection DTC 125 Closed Loop Multiplier High (Natural Gas) DTC 364 MegaJector Internal Circuitry Fault Detection DTC 126 Closed Loop Multiplier Low (Natural Gas) DTC 365 MegaJector Internal Communication Fault Detection DTC 131 Closed Loop Multiplier High Bank 2 (Gasoline) DTC 411 Coil Driver #1 Open DTC 132 Closed Loop Multiplier Low Bank 2 (Gasoline) DTC 412 Coil Driver #1 Shorted DTC 141 Adaptive Lean Fault (High Limit - Gasoline) DTC 413 Coil Driver #2 Open DTC 142 Adaptive Rich Fault (Low Limit Gasoline) DTC 414 Coil Driver #2 Shorted DTC 143 Adaptive Learn High (LPG) DTC 511 FPP1 High Voltage DTC 144 Adaptive Learn Low (LPG) DTC 512 FPP1 Low Voltage DTC 145 Adaptive Learn High (Natural Gas) DTC 513 FPP1 Higher Than IVS Limit DTC 146 Adaptive Learn Low (Natural Gas) DTC 514 FPP1 Lower Than IVS Limit DTC 161 System Voltage Low DTC 521 FPP2 High Voltage DTC 162 System Voltage High DTC 522 FPP2 Low Voltage DTC 211 IAT High Voltage DTC 531 TPS1 (Signal Voltage) High DTC 212 IAT Low Voltage DTC 532 TPS1 (Signal Voltage) Low DTC 213 IAT Higher Than Expected 1 DTC 533 TPS2 (Signal Voltage) High DTC 214 IAT Higher Than Expected 2 DTC 534 TPS2 (Signal Voltage) Low DTC 215 Oil Pressure Low DTC 535 TPS1 Higher Than TPS2 DTC 221 CHT/ECT High Voltage DTC 536 TPS1 Lower Than TPS2 DTC 222 CHT/ECT Low Voltage DTC 537 Throttle Unable to Open DTC 223 CHT Higher Than Expected 1 DTC 538 Throttle Unable to Close DTC 224 CHT Higher Than Expected 2 DTC 545 Governor Interlock Failure DTC 231 MAP High Pressure DTC 551 Max Govern Speed Override DTC 232 MAP Low Voltage DTC 552 Fuel Rev Limit DTC 234 BP High Pressure DTC 553 Spark Rev Limit DTC 235 BP Low Pressure DTC 611 COP Failure DTC 242 Crank Sync Noise DTC 612 Invalid Interrupt DTC 243 Never Crank Synced At Start DTC 613 A/D Loss DTC 244 Camshaft Sensor Loss DTC 614 RTI 1 Loss DTC 245 Camshaft Sensor Noise DTC 615 Flash Checksum Invalid DTC 253 Knock Sensor Open DTC 616 RAM Failure DTC 254 Excessive Knock Signal DTC 631 External 5V Ref Lower Than Expected DTC 311 Injector Driver #1 Open DTC 632 External 5V Ref Higher Than Expected DTC 312 Injector Driver #1 Shorted DTC 655 RTI 2 Loss DTC 313 Injector Driver #2 Open DTC 656 RTI 3 Loss DTC 314 Injector Driver #2 Shorted DTC 315 Injector Driver #3 Open DTC 316 Injector Driver #3 Shorted DTC 321 Injector Driver #4 Open DTC 322 Injector Driver #4 Shorted DTC 351 Fuel Pump Loop Open or High Side Short to Ground DTC 352 Fuel Pump High Side Shorted to Power

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REMOVAL AND INSTALLATION 4. Remove the sensor. Camshaft Position Sensor (CMP) Engine Coolant Temperature (ECT) Removal Sensor

FPP00299

Installation

1. Install the sensor. Tighten to 16-24 Nm (12-17 lb-ft). 2. Connect the electrical connector. 3. Connect the negative battery cable. 4. Fill the cooling system with the proper coolant. Camshaft Position Intake Air Temperature (IAT) Sensor (CMP) Sensor Removal

FPP00297

1. Disconnect the negative battery cable. 2. Disconnect electrical connector. 3. Remove screws. 4. Remove the sensor.

Installation

1. Install the sensor. Intake Air Temperature 2. Install screws. Tighten to 5-7 Nm (45-61 lb-in). (IAT) Sensor 3. Connect electrical connector. FPP00298 4. Connect the negative battery cable. Engine Coolant Temperature (ECT) Sensor 1. Disconnect the negative battery cable. 2. Disconnect the electrical connector. Removal 3. Remove the sensor.

1. Disconnect the negative battery cable. Installation 2. Partially drain the cooling system. 1. Install the sensor. Tighten to 13-16 Nm (7-12 lb-ft). 3. Disconnect the electrical connector. 2. Connect electrical connector. 3. Connect the negative battery cable.

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Heated Oxygen (HO2S) Sensor

Removal

Heated Oxygen HO2S) Sensor

1. Disconnect the negative battery cable. 2. Disconnect electrical connector. 3. Remove the sensor using an oxygen sensor wrench. NOTE: If necessary, lubricate sensor using penetrating lubricant such as E8AZ-19A501-B or equivalent.

Installation

1. Apply a light coat of Anti-seize compound such as F6AZ-9L494-AA or equivalent meeting Ford specification ESE-M12A4A to the threads of the sensor. 2. Install the sensor using an oxygen sensor wrench. Tighten to 36-46 Nm (27-33 lb-ft). 3. Connect electrical connector. 4. Connect the negative battery cable.

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