Temperature and Manifold Absolute Pressure Sensor

303-14-21 Powertrain Control Management 303-14-21 DESCRIPTION AND OPERATION (Continued)

Crankshaft Position Sensor Failure Mode The PCM will not be able to determine the current engine speed or crankshaft position without the correct signal from the CKP sensor. If the CKP sensor fails, or an improper signal is received at the PCM, fuel pump operation, spark and fuel injection are suspended. Testing Sensor Test 1. Disconnect the harness from the CKP connector. 2. Measure the resistance across the connector terminals using a suitable multimeter. Replace the solenoid if not within specification. Item Description CKP Resistance Specification 280 - 380 Ω 1 Sensor Housing 3. Check the harness for open circuits and short 2 Timing Cover circuits. 3 Soft Iron Core Temperature and Manifold Absolute 4 Coil Winding Pressure Sensor 5 Toothed Wheel 6 Permanent Magnet The I6 Temperature And Manifold Absolute Pressure (T-MAP) sensor is located on the inlet manifold, below The Coil On Plug (COP) Ignition System uses the the throttle body. The 5.4, 3V V8 T-MAP sensor is CKP and CMP signals to generate a digital Profile located on the inlet manifold, adjacent to cylinder 8. Ignition Pick-Up (PIP) signal. The PIP signal produces The 5.4L, 4V, V8 T-MAP sensor is located on the inlet a rising edge when the crankshaft is at 10º BTDC of manifold, adjacent to throttle body. any cylinder s compression stroke. The PCM uses the PIP signal to calculate spark timing. The T-MAP sensor is a combined pressure and temperature sensor that measures both intake air Connections temperature and manifold absolute pressure. The Powertrain Control Module (PCM) uses these signals PCM Pin A30...... CKP Positive for air mass calculations. PCM Pin A41...... CKP Negative The T-MAP sensor uses a Piezo resistive sensor and Circuit outputs a voltage proportional to the manifold absolute pressure. The voltage increases as manifold vacuum falls. A temperature-sensing element is incorporated into the T-MAP senor to measure the temperature of the intake air within the manifold. The temperature element employs a thermistor that is sensitive to temperature variations. The resistance of the thermistor decreases as the temperature rises. The sensor also measures barometric pressure when the ignition is moving from the ON to the START positions or whenever the throttle is wide open. Connections PCM Pin A38……...... …...... MAP Signal PCM Pin A25……...... …...... IAT Signal Diagnosis PCM Pin A36.....Vehicle Reference Voltage (VREF) Diagnostic Trouble Codes (DTC) are retrieved through PCM Pin A32...... Signal Return (SIGRTN) the diagnostic connector using the WDS tester.

G98127 en 01/2003 2003.0 BA Falcon 303-14-22 Powertrain Control Management 303-14-22 DESCRIPTION AND OPERATION (Continued)

Circuit the operating range, or not present at all, the PCM will substitute a value proportional to the Throttle Position Sensor (TP) signal and adaptive values stored within its memory. The appropriate trouble code will be logged in memory for retrieval during Self-test mode. Testing The T-MAP sensor is tested continuously during vehicle operation (cont.) and whenever Key On Engine Off (KOEO) or Key On Engine Running (KOER) tests are performed. Testing Manifold Absolute Pressure 1. Connect a WDS tester to the diagnostic connector. Diagnosis 2. Check the Manifold Absolute Pressure Sensor readout on the screen when the engine is at If the T-MAP sensor is damaged or faulty, but still normal operating temperatures. If the value is operating within the operating range, no fault code will within specification, then check for other be logged in memory and value substitution will not Diagnostic Trouble Codes (DTC) or component take place. Under these conditions the PCM will faults. increase the injector timing in an attempt to compensate; causing difficult starting, rough running T-MAP Specification (Normally aspirated engines) and poor fuel economy. Manifold Pressure Signal Voltage Incorrect or modified valve timing, worn piston rings or 15 kPa 0.3 an alteration in manifold vacuum (particularly at idle) 30 kPa 1.0 can cause a lower than normal vacuum. 50 kPa 2.0 Diagnostic Trouble Codes (DTC) are retrieved through 70 kPa 3.0 the diagnostic connector using the WDS tester. 90 kPa 4.0 DTCs applicable to the T-MAP are shown in the following table. 105 kPa 4.8 DTC Test Mode Condition T-MAP Specification (Turbo) P0106 KOEO, Throttle MAP circuit Manifold Pressure Signal Voltage range / 10 kPa 0.3 performance 50 kPa 1.0 problem 100 kPa 1.9 P0107 KOEO, KOER, MAP circuit low Cont. input 150 kPa 2.8 P0108 KOEO, KOER, MAP circuit high 200 kPa 3.7 Cont. input 3. Check the harness for the conditions described in P0112 KOEO, KOER Temperature ‘Fault Finding’ in this section if the displayed circuit range / pressure is not within the expected range. performance problem Testing Temperature P0112 KOEO, KOER, Temperature 1. Connect a WDS tester to the diagnostic Cont. circuit low input. connector. P0113 KOEO, KOER, Temperature 2. Check the Intake Air Temperature readout on the Cont. circuit high screen when the engine is at room temperatures input. and at normal operating temperatures. If the value is within specification, then check for other Failure Mode Diagnostic Trouble Codes (DTC) or component The Failure Mode Effects Management (FMEM) faults. strategy will, in most cases, ensure almost normal operation of the vehicle in the event of a T-MAP sensor fault or failure. If the T-MAP signal is not within

G98127 en 01/2003 2003.0 BA Falcon 303-14-23 Powertrain Control Management 303-14-23 DESCRIPTION AND OPERATION (Continued)

Sensor Test CMP Sensor Location, V8 Engine 1. Disconnect the harness from the T-MAP connector. 2. Measure the resistance across the connector terminals using a suitable multimeter. Replace the sensor if not within specification. 3. Check the harness for open circuits and short circuits. T-MAP Resistance Specification Temperature Resistance, Voltage Nominal (±3º C.) Nominal 0º 5960 Ω 4.3 10º 3820 Ω 4.0 20º 2500 Ω 3.6 25º 2050 Ω 3.4 Connections 30º 1690 Ω 3.1 PCM Pin 31...... CMP1 Sensor Positive 40º 1160 Ω 2.7 PCM Pin 32...... CMP1 Sensor Negative/ SIGRTN 60º 580 Ω 1.8 PCM Pin 33...... CMP2 Sensor Positive PCM Pin 32...... CM2 Sensor Negative/ SIGRTN Trimming Sensors Circuit Camshaft Position Sensor The 2 engine Camshaft Position Sensor (Cylinder Identification) (CMP) are Variable Reluctance Sensors. On the I6, the 2 sensors are located on both sides of the cylinder head rear. On the V8 the sensors are located on the two engine front covers. The sensors are used in conjunction with the CKP to synchronize the ignition system and the fuel injectors to the firing of each cylinder and to feedback the camshaft position for VCT control. The I6 engine uses a 3+1 tooth reluctor wheel on the inlet camshaft and another on the exhaust camshaft. The V8 engine uses a 4+1 tooth reluctor wheel for the camshaft on bank 1 and another on the camshaft on the bank 2. Diagnosis CMP Sensor Location, I6 Engine Diagnostic Trouble Codes (DTC) are retrieved through the diagnostic connector using the WDS tester. DTCs applicable to the CMP sensor are shown in the following table. DTC Test Mode Condition P0320 Cont. Ignition engine speed input circuit Malfunction P0340 Cont. CID1 Circuit malfunction P1340 Cont. CID2 Circuit malfunction

G98128 en 01/2003 2003.0 BA Falcon