Ford - Mercury Capri - Workshop Manual - 1984 - 1984

• Ford Parts and Service Division Training and Publications Department ./r-----------------------------------------------~ IMPORTANT SAFETY NOTICE Appropriate service methods and proper repair procedures afe essential for the safe, reliable operat ion of all motor vehicles, as well as the personal safety of the Individual doing the work. This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following them wilt help assure reliability. There are numerous variations in procedures, techniques, tools, and parts for servicing vehicles, 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 he compromises neither hi s personal safety nor the vehicle integrity by his choice of methods, tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, AND WARNINGS. Each one is there for a specific purpose. NOTES give you added Information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that cou ld damage the veh icle. WARNINGS remind you to be especially careful In those areas where carelessness can cause personal in· jury. The following list contains some general WARNINGS that you should follow when you work on a vehicle. I , • Always wear safety glasses for eye protection . • Use safety stands whenever a procedure reo quires you to be under the vehicle. • Be sure that the ignition switch is always in the OFF position, unless otherwise required by the proced ure. • Set the parking brake when working on theveh icle. lf you have an automatic transmission , set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission , it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation. • Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide. • Keep yourself and you r clothing away from moving parts when the engine is running, especially the fan and belts. • To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler. • Do not smoke while working on the vehicle. • To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle. 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 igni· tion is in the OFF position. Therefore, care should be taken to ensure that the electric cooling Ian Is completely disconnected when working under the hood. The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealersh ip parts andlor service department operations. These recommendations and suggestions do no: supersede or override the provisions of the Warranty and Pol icy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Poticy Manual shalt govern. The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design or testing procedures without notice and without Incurring obliga· tion. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents If available may be used. The right is reserved to make c hanges at any time without notice. I APPLICATION APPLICATION: • 1984 Ford Mustang/M ercury Capri and Thunderbird Coupe. (Cougar XR-7 is scheduled for Ihis option later in the model year.) • Optional 2.3 liler OHC/ EFI Turbo engine; available only with 5-speed manual transmission. Will be available with automatic transmission in Thunderbird and Cougar units scheduled for public introduction in the Fail of 1984. Left Side of Engine SPECIFICATIONS (U.S. Equivalent) Type .................................. • . .. .. ... . ... . .. . 4-<;ylinder. in-line, overhead cam engine Displacement .....................• . .... ........ .. . ....... .. ............. 2.3 liters (140 cu. in.) Ho..epower @ RPM ............•.....•.. ... .......... • ......... • ............... 145 @ 45OO Torque{fl./lbs.) @ RPM .......• •• . . . •. . ..... . ........••. ..•• . . .................. 180 @ 3600 Compression Ratio .......... . ... • . . . •• . .. • ............... . ............................ 8.0: I BoreandSlroke ......... • ... . ............................ . .............. . ... . . 3.7S .. x3. 12" Valve Lifters .... ..... . .. .. • ..................... Finger-type, automatic (hydraulic) lash adjustment Fuel Injection ...... _. . . •. . ....... " Blow-Through" turbocharger, electronic multiple-port fuel injection Main Bearings ..... . . . • . . . .•...... . ................................. ......... ............ 5 Fuel ..............•....•....••....•.......... . .... . ................. . ........... Unleaded Exhaust ............. • ............... • .. .. • ....•..... • ....• ..... Single. with catalytic converter 1 INTRODUCTION • The 2.3 liter EFI (electronic fuel injccted) turbocha rged engine fo r 1984 offers improved performance without penalty to fue l economy. Related design improvements include precise contro l o f pon injected fucl metering wit h computer controlled spark . cylinder charge pressure and engine idle speed. • The turbocharger boosts gross engine out put by approximately 40% horsepower and 45OJo torque over Ihe normally aspirated engines. Vehicles equipped with a turbocharged engi ne can accelerate faster than the non-turbocharged engine. The turbocharger is an "on demand" system that boosts engine output at highload/high-speed conditions, but has minimal effect o n fucl a:onomy at moderate-to-light load conditions. • The new EEe-IV (Electronic Engine Control) System is used on this engine. It automatically controls the fuel injection system, the ignition system, the exhaust gas recirculation (EG R) system and performs o ther functions through a microprocessor. Right Side of Engine 2 I FEATURES - MAJOR DESIGN FEATURES • The 1984 2.3 liter Turbo engine is similar to the base 1983 2.3 liter OHC engine and the 1979/ 80 Turbo engine. However, the turbo itself differs from the earlier version. It is a "blow-thTu" turbocharger in which fuel is introduced downstream of the compressor and provides almost immediate response to accelerator pedal movement. The turbocharger is mounted on the right-hand side of the engine. The 1979/ 80 version was a "draw-through" turbocharger in which fuel was introduced upstream of the compressor. It was mounted on the left-hand side of the engine. • The elcctronics are sim ilar to the 1.6 liter EEC-IV but incorporate some minor changes. In addition, this high-performance engine features multiple-port fuel injection for precise fuel metering to each cylinder, plus TFI ignition. UNIQUE FEATURES (Over Base Engine) o 8 o o o o o o o o Air Cleaner ... new design and location. Vane Air Flow Meter Barometric Sensor Turbocharger (Air Research) Front Fill Oil Cap Throllie Body Assembly Cast Aluminum Rocker Cover Forged Aluminum Pistons and revised "camshaft events" for improved performance. Four Electro-Mechanical Fuel Injectors Tuned, Two-piece Cast Aluminum Intake G Knock Sensor 41» Electro-drive Cooling Fan e e Engine Oil Cooler and "short" Oil Filter "Hall-Effect" Universal Distributor with TFI Module and full EEe-IV Spark Control 3 FEATURES Underhood; Unique Features Located and Numbered 4 COMPONENT DESCRIPTION SPECIFIC TURBOCHARGER EQUIPMENT • The lUrbocharger is nO( just a bolt-on option. h 's pan of a highly-integrated engine Lurbocha rging system. Turbocharger parts and equipment are not interchangeable with similar parts o n non-turbocharged engines which include: • • • • • • • • • • Axle ratio - 3.45: I Body parts EEC-IV Clutch and clutch controls Cylinder head gasket Dipstick tube and dipstick Distributor Driveshaft • • • • • • • • EGR (ube • Knock sensor • • • EGR valve Some engine brackets and hoses Engine wires and connectors Exhaust system From suspension Fuel lines Instrument panel Intake manifold Fuel injection system Oil cooler Oil pump Turbine oil supply and return lines Top and second piston rings Pistons • • • Radiator • • Transmission (f-5) Valves Various EEC-IV sensors • FUEL TURBO OIL PRESSURE SUI'PLY LINE REGULATOR VACUUM SYSTEM (VACUUM TR EE ) TURBOCHARGER AIR CLI'MIER :---ff--E'iR VA LVE r.:<'7''-_ I NTAK E MANIFOLD KNOCK SENSOR ~~~~~1~ "'jl-\-__ ENGI NE OIL ... COO LER "SHORT" OIL FILTER USE D4ZZ ·6731 ·B (FL ·3001 FOR SERVICE REPLACEMENT TO FUEL TANK Engine and Air Cleaner layout; Unique Parts Identified 5 UNIVERSAL DISTRIBUTOR WITH TFI MODULE COMPONENT DESCRIPTION • • • TURBOCHARGER • A new improved Air Research Turbocharger is mounted on the right side of the engine and is the blow-through type. In a blow-through type IUrbocharger, fuel is introduced downstream of the compressor as opposed to earlier models using a drawthrough turbocha rger where fuel is introd uced upstream of the compressor. The blow-through design reduces fue l delivery time and increases the IUrbine energy available. The benefits are bener, smoother performance during all driving situations. • 1984 turbo components are similar but improved over the earlier version. Overall, the turbo has a higher flow capacity. The turbocharger consists or five major components; o The COMPRESSOR is a centrifugal, radial outflow type. It comprises a cast aluminum compressor wheel, backplate assembly. and speciallydesigned housing thai encloses the wheel and directs the air/ fuel mixture through the compressor. The TURBINE is a centripetal, radial inflow type. It comprises a high-temperature cast turbine wheel. wheel shroud, and specially-designed housing that encloses the wheel and directs the exhaust gas through the turbine. The outlet elbow contains the WASTEGATE ASSEMBLY, which allows a portion of the exhaust gas to bypass the turbine wheel to limit co mpressor speed (see actuator). The CENTER HOUSING supports the compressor and turbine wheel shaft in bearings which contain oil ho les for directing lubrication to the bearing bores a nd shaft journals. The ACTUATOR is a spring-loaded diaphragm device that senses the pressure in the intake manifold and controls wastegate operation . COMPRESSOR TURBINE WHEEL OUTLET NOTE : TURBOCHARGER " EXPLODEO" FOR ILLUSTRATION ONLY SINCE ASSEMBLY IS SERVICED AS A UNIT. Exploded View of Turbocharger, Components Identified 6 COMPONENT DESCRIPTION INTAKE MANIFOLD • SCREWS and WASHERS are torqued in the numerical sequence illustrated a nd to the specifications shown. • The INTAKE MANIFOLD is new . It is a two-piece. cast alumi num bolt-together design with tuned runners. Designed for fuel injection, provisions are made for injectors. vacuum taps, ECf boss, the knock sensor, integral EGR, downstream pev, coolant/ air control sensors, and bosses for the fuel rail mounting. Tuned for improved performance, this new intake manifold has excellent airflow characteristics. M8 X 1.25 X 32.5 SCREW AND WASHER ASSEMBL V HEX HO. TORQUE TO 19.0-29.0 N 'm (14-21 H · LBS) (61 PLACES UPPER INTAKE MANIFOLD AND THROTTLE BODY ASSEMBLY GASKET TORaUE SEQUE NCE VIEWA LOWER INTAKE MANIFOLD ASSEMBLY Upper and Lower Intake Manifold, Installation Reference and Accelerator Controls 7 COMPONENT DESCRIPTION FUEL CHARGING MANIFOLD ASSEMBLY • The FUE L C H ARG I NG MANIFOLD ASSEMBLY is designed to precisely and simultaneously meter fuel in equal amounts to fo ur cylinders in response 10 throttle positio ning. • The FUEL SU PPLY MANIFOLD delivers highpressure fuel to the four injectors. It is a preformed tube with four injector connectors, a mounting flange for the fuel pressure regulator, and mounting attachments which locate the ma nifo ld a nd provide fuel injector retent ion. • An INJ ECTOR is moumed directly above each inta ke port in the lower intake manifold . The four in- • BOLTS a re torqued in the numerical sequence il· lustrated and in twO stages as specified. jectors are all energized at the same time and fire o nce each crankshaft revolution. • The FUEL PRESSURE REG ULATO R maintains a constant pressure drop across the injeclion nozzles (which is referenced 10 intake manifold pressure). CY LINDER HEAD LIFTING EYE TORQUE SEQUENCE VIEWA FUEL CHARGING FUEL SUPPLY MANIFOLD LOY'ER INTAKE MANIFOLD INJECTOR 141 GASKET HEAT SHIELD TORQUE ALL (8) BOLTS IN NUMERICAL SEOUENCE, AS SHOWN IN VIEW A. TO 1.G-H.O N'm (82-U IN·LBS), THEN TO l'.().2S N'm ('4-21 FT·LBS). LOWER INTAKE MANIFOLD Fuel Charging Manifold with Components Numbered lor Identification 8 I COMPONENT DESCRIPTION EXHAUST MANIFOLD • LIFTI NG EYE HOOK and H EAT SHROU D ... lached o n manifold retaining studs. • The new EX HAUST MANIFOLD is a nodular castiron leg ru nner design with a nat-nange mo uming surface fo r the turbocha rger. Provisions ha ve been made for suppon brackets, EGR, and multi-entry pulse air. • BO LTS a nd STU DS are to rqued in the numerical sequence illustrated a nd in two slagesas specified. 1(~~;;;;;;~~~TUR8OCHARGER TORQUE SeQUENCE VIEWA SPARK PLUG · 12405 . FRONT OF ENGINE ~ OPT. o l Ml0 x 57 .0 LONG SCREW AND WASHER Ml0 x 55 .0 LONG BOLT (7) PLACES LIFTING EYE Ml0 x 1.5 x 1.5 It 81 .0 STUD HEX SHOULDER EXHAUST MANIFOLD ·9428· ELBOW FITTING SHIELD - 12A987 · (SOME UNITS) FITTING - 9F485 · TORQUE All (Ill .. 10 BOLTS AND STUD IN NUMERICAL SEOUENCE SHOWN TO 20.0.23.0 N'm (15 ·11 FT-LIIS). THEN TO 27.0.40.5 N·m (20-30 FT·US). Exhaust Manltold, Installation Reference 9 TABLE OF CONTENTS I Page APPLICATION AND SPECIFICATIONS .. . ... .. . .. . . .. .... . .. .. .. . . . .. . . .. . .. ... . . .. I . .............•..... . .............................. .. . 2 INTRODUCTION . . . . ENGINE FEATURES . ........ . .......... • ..... . .......... . .... . .... . .... ... .. ... 3 COMPONENT DESCRIPTION ...... . . ......... .. ... • . ..... . . ... . .. .... . . . .. . . ......... 5 Turbocharger ............... . ...........••. . ••. . .•.• . . . . . . . ... . . .. . . . . . ......... 6 Intake Manifold .......................... . .. . . . .•.. . .. • .... • .... • ....•....... 7 Fuel Charging Manifold Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Exhaust Manifold. . . . . . ............................ • ... . •• .. . . .. .. . . . .. ... . ...... 9 Rocker Arm Cover. Cylinder Head. Camshaft and Pistons ............•..... . ....•....•..... 10 Engine Oil Cooler, Oil Filter and Oil Level Indicator. ...... .. .. .... . .. . ..... . .... .. . ....... . II EGR Valve, EGR Tube and Turbo Oil Tubes... . . .. . . . .. • •.•• . •• .. •• . •. • . • ...• • .. .. . 12 Ai r Cleaner and Fresh Air Intake . . ...... .. ............ . ....•..... . ....• . ......... . . . .. . 13 Crankcase Ventilation . .... .. .. . ... .. ... .. .. .. ....... . . ... . .... •... .............•..... 14 Vacuum Hoses ..................... ... ....... . ... • . .. .. .. . . . . .. . . . . ... . ... . ........ 15 Heater Tubes and Hoses... . ... . . .. . . ... . . . . . . . ... . . . . . . .. . . ... .. .. ... . . . .. . . . . . .. 16 Engine Coolant Overflow Reservoir. . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . ... 17 Carbon Canister ... . . . . . . . . .. . . . . . . . .. ..... . .. . • ..... •. . .. •.. . .. •.. . ••...... 18 Catalytic Converter. . . .... . ... . . .. . . . . . . . . . . . . . . . .. ... .. . . .. . .. .. . . . . .... . . .. . .. 19 Electric Fuel Pumps ........... . ... ... .... . .........•..... . ..... . ........ . . . .. . _ .. . . . 20 Fuel Pump Inertia Switch ............. . . .. . . . . ... ... .. .. .. . . .. .. • ...... . . • .. . ... . ..... 21 IGNITION SYSTEM OPERATION ........... . ..... . .. .. . . .. ............. . . .. ...•. ...... 22 Distributor .. . .. . .. ... ... . ... . ..... . ..... . ....•..........•....•.... . . ... . . ..... . . ... 22 TFI-I V Module. . . .. . . . . . . . . . . . . . .. ..•.. . .. . . . . . • .. .... ....... .. •.. . . .. . .. . ...... 23 System Operation ..................... ..•... ....... .. .... . ...• • .. .. . . . . . ....• . . ..... 23 TURBOCHARGER OPERATION ..... .. ...... .. . .. .. .. . .. .. . .• ... . . • . . . • . ... . . 24 Concept. . . . . . . .. . ...... .. . . . . .. . . ... .• ... . . . .. . ..• . ...•• ... • .... . ...... 24 Lubrication. . . . . . . . . . . . .. . .. . ......... .. . . ... .. . .. . .... . . . • .. . . .. .. ... .. .• .. .... 25 Air/ Fuel Exhaust Gas Flow . . . . . . . . . . . . . . . . • . . . . . . . . . . . . .. .. .. • ... . ... .. • . ... . ... . . 26 Boost Control . .. . ................. . . . ... .. . .. .. .. . .. . . .. . ... .. .. . .• .. .. • ..... ...... 27 Overboost Warning Switch ..........• .. .. . .... . . .. .. ••.. .. . . ......... • . ... . . . . ........ 28 TURBOCHARGER DIAGNOSIS ...... • . .... . ....•..... . ....•..........•...•........... 29 General Service P recautions . . . . . . . . . . . . . . . . ........ . ....•.................... . ..... 29 Special Tools ....................... .... .. .. . • .. . ... . ... . . ..... . .... . .. . ..... ..... . . 30 Prechecks .......... ... ............•..... . ....•....•........ .. . . .... ....•. .... ... ... 31 Diagnostic Routines ....... . .. . ... . . . .......... . .... . .... . . .... •. ...•........ . ... 32 Boost Pressure In-Vehicle Test .. . .. .. . .. ... .. . .. . .. . .. ..... . .. .. .. .. . . . .. . . .. .... . . .... 34 Boost Pressure Road Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . ... ..... .... ... 35 Overboost Warning System .. ........ . ..... . .... . .... • ..... . ....•.... . ................ 36 TURBOCHARGER REPAIR . . . . .. .......... . . . . . . . . . ... .. . .. . . .. .. .•... .. •. . . . .. 38 Turbocharger Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . .. 38 Turbocharger Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . .. . .. . .. . .......... 40 Wastegate Actuator Removal and Installation ..... . ....... ....... . . ....... .. ..... . ...... . . 41 Outlet Elbow Removal and Installation .. . .. . ... ..• . . .. . . ... . .. .. ... . ... • ...... .. . . ...... 4 1 Bearing Axial Clearance Check ............ . . . .. ... . ...... .. .. . .. ..... . .. ... . . ...... 42 Bearing Radial Clearance Check .................. .. .. ..... . ............................ 43 SCHEDULED MAINTENANCE SERVICES . . ... .. . .. ... . . . .... . ... • .. . . •....... .. . . . .... 44 Copyright © 1983, Ford Motor Company L -_ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ,I ~ \, TABLE OF CONTENTS Page INTRODUCTION TO EECIV .................... . ... . ... . ... . . •... . • • ... .• ... . ... . ... . 45 SYSTEM DESCRIPTION ................. . ............... • ....•....•.... • ............ 4Q 2.3 LITER TURBOCHARGER EFUEECIV SUBSYSTEMS .....•.... • ....•....•. . .. • •...... 47 Fuel Subsystem ......... ... . ...... ...................... . . . . • . . .. .. .. . .. . . . • . . ...... 47 Air Subsystetn ..........................................•.... • .... • •... . ....••...... 48 Electronic Engine Control (EEC) IV Subsystem ......... • ..... • ....••...• • ... • ............ 49 I SYSTEM OPERATION ............................ .. . . . .• .... . •.. . .• ... .•.. .• . ....... 49 System Inputs .............. ..... ............ . .... ... ..••..... . ........ •...... .... . . 49 System Outputs ....... . ...... . ... .. . ' ... . ....•..... • ... .•..... • .... • .... • ...••...... 49 SYSTEM INPUT COMPONENTS . . . . ........ . .••. . .... . .. •• . . .•....•. • ...• . ...• . ...... 51 Profile Ignition Pick-Up (PIP) .... ... . ..... . .... •. ... ........ ......... . ... • .. . . .. ...... 51 Throttle Position Sensor (TPS) ...... .. ........... • . ... • .. ..•.....•....•....•.... • ...... 52 Engine Coolant Temperature (ECD Sensor ......• • . . . . ... ... • . ..•. • . .. • • . . .• • . . . . . . ..... 52 Exhaust Gas Oxygen (EGO) Sensor ..............•..... . ..... . .... . .... . .... . ........... 52 Vane Meter ............................ . .....•.... • .... • .....•....•.... . . .. . . ...... 53 NC Clutch Compressor (ACq Signal ......•....•............. . .• . .... . .... . . . .. . ...... 54 Knock Sensor ........................ . ••. . . .• .. .. •. .. . • •. . .•• • . . .•• . . . •• . . . • ....... 55 Barometric Sensor ............................. • .... • ....•.....•....•.... . .. . ........ 55 SYSTEM OUTPUT COMPONENTS ......... . ..............• . .... . .... ... .. .. ...• . ..... 56 EG R Shutoff Solenoid ................ . .••. . .•. . . ...... . • • . . . • • • . . .. • . . .............. 56 Throttle Air Bypass Valve ...... . ...........•....•.... • .... • .....•....• . ... .. .......... 56 Fuel Injectors ............. . ......... ............. .. . .... ...... . .......... .. '.' ....... 57 Fuel Pump .................................................• • . . . • • . . ............... 57 Ignition Timing Module .......................................•....•..... . . . ......... 58 Self-Test Output ...... .. .............................. . ................ . ............ 58 FUEl CHARGING MANIFOLD ASSEMBLY COMPONENTS . . ....• . . . ••. . .•• . .••... . ..... 59 Fuel Pressure Regulator .......................................•.............• . ....... 60 Air Intake Manifold .. . ....... . ........ . .....................•.... . ...•....•......... 60 Turbocharger .............. ... . . .• . . .. .•. ...• . . . .• .. ..• . . . •• • . .••. . .•• . ..••. . ...... 60 Throttle Body Assembly .............• • ....•.........•....•....•.... • .... • ....•....... 60 Fuel Supply Manifold Assembly ....... •• ....•....• . .. .. .... . .... . ...••... • • ....••...... 61 ENGINE OPERATING MODES .. ...... . .. . • . . .. .. .. . .. .. . . . .. ... . ..•. . .... . .. .• • ...... 62 System Power ........... ...... .......... . ..... . . .. . .........•....•.... • .. .. ........ 62 Control Modes .......................................... . ................ . .. . ... .... 63 ENGINE OPERATION SUMMARY ..............••.. . . •..... .. . • . . . .•. . . . . . . ....•. .. ... 67 Cold Start·Up - Operation at Fast Idle ....... . .............. .. ........ .. .... . ........... 67 Light or Part Throttle .......... . ................ • .... • ...•....• • ... • • ....•• .. ........ 67 Wann-Up Driveaway - Partly Warm Engine ......••.... • . . . .. . . . •• . .. . •. . . . . • . . . •. ...... 67 Acceleration at W.O.T .........................•.... • .........••....•..... • .......... 67 Hot Curb Idle ................................. • .... •. ..•..... • .... • •.... . .......... 68 • Hot-Engine Shutdown ............................................. . •. . . . • . ...•...... 68 Hot Cruise ............. . ... ..... ........... . .. . ... .... ............. • .... •.. ........ 68 fJeceleration .............. .. .... . .................. ... .............•.... • .. ........ 68 2.3 LITER TURBOCHARGER FUEL DELIVERY SYSTEM OPERATION ..... • . . .. ... . . . • •. .... 69 FUEL DELIVERY SYSTEM.SERVICE TOOLS ......... . . .. ... ... . ........... • . .. •....•..... 72 Fuel Injection Pressure Gauge ...... ........... . ...... . . ..... ......... ... . ... . ... . ..... 72 Quick Connect/ Disconnect Tool .................• • .. .•.. . ..• .. . . •. . .. . . . . . . • . . . • • ..... 72 DIAGNOSIS AND TESTING ..... .. ...... . ....•..... . .... . .....•....•....• • ... . ....•..... 73 Using the Self-Test Routine .... . ....... .. ........ . .............................. . ..... 73 Test Equipment ................ • . ..••. . . •• • . . .••. . .. • . . . • • . . . . . •.. . . •. .. . • . . . ... .... 73 Quick·Test Description .......... , . .. • • • .... • .... • •...•• . ........••....•.... • ......... 74 Self-Test Description ......... . .. . .....•....•..........•....•..... • ....•... • • ......... 75 Service Codes ........................... . ..... . ... . .. . . . . . ... .. . . . ... .. .. ... ...... . 77 Engine Testing/Service Codes ..........•. . .. • .... • ... .• •.... . .......... . ... • . ......... 78 Glossary ................ . .. . . ... ....•..... .. ... •. . .. • . .........•.... • .... • ......... 79 Quick Test ..................... . . .•............ • .. .. .. . .••....•. . . . .• .... . . .. . . .... 80 " COMPONENT DESCRIPTION • All 2.3l turbocharged engines are equipped with new forged aluminum PISTONS. The light-weight design with "0" dish construction provides excellent perfo rmance at high speeds and under loads. For improved durability and sealing, the top piston ring is plazma molyfilled on ductile iron ... the second ring is chrome plaled . ROCKER ARM COVER, CYLINDER HEAD, CAMSHAFT AND PISTONS • A new cast aluminum ROCKER COVER provides improved sealing and improved appearance as well as a fronl fi ll cap location for greater serviceability. • The CAMSHAFf has been redesigned 10 improve events and engine performance. • CYLINDER HEAD uses a solid-core, Teflon-coated gasket for improved sealing. &hs are torqued in the numerical sequence illustrated and in two stages. M6 X 1.0X 35.0 BOLT HEX FLANGE HO. ______ TORaUE TO 7 .0 ·11 .0 N'm ____ (62·97IN ·LBS ) ROCKER ARM COVER , PISTON NOTCH OR ARROW TO FRONT OF ENGINE AT INSTALLATION 7-11 N-m (62-97 IN-LBS) M12 X 100_0 LONG BOLT PISTON CYLINDER HEAD - 6049 · GASK ET - 6051 - FRONT OF ENGINE IN STALL (10) BOLTS AN D TORQUE IN NUMERICAL SEQUENCE SHOWN TO U .N 1.0 N-m (50-10 FT·L8Sl. THE N TORQUE IN NUMERICAL SE~UE N C E TO 108.5-122.0 N'm (8O-iO FT·LB5). Rocker Ann Cover, Camshaft and Piston; Installation Location 10 I COMPONENT DESCRIPTION • The O IL LEVEL INDICATOR redesigned to fi t engine configuratio n and is located near o il filter, as ENGINE OIL COOLER, OIL FILTER AND OIL LEVEL INDICATOR illuslrall"Cl . • The new ENG INE OI L COOLE R is id entical to that used in the 1979/ 80 2.3l Turbo. The cooler is the oil-to-watcr type fo r reduced oil temperature a nd improved high-speed durability . • OIL FILTER is the short type with a o ne-half quart capacit y. Engine refill specificat io ns are 4 Yl quarts of oil witho ut fil ler change and 5 Quarts with fil ter change. Use D4ZZ-673 1-B (FL-300) for service TORQUE TO 20-30 N -m (15 ·22 FT·LBS ] replacement . CRAN KCASE V ENT OIL -"1(~t____ O ll \ SENDIN G HOLE / ___--" O r1I.JI O~'i:;;~ WATER TEMP SW ITCH HOLE OIL COOLER ASSEMBl V · 68856 · OIL COOLER IN SERT - 6L626- I-___ OIL F ILTER GASKE T . 6L621 - USE 04ZZ·6731·B (Fl·300j FOR SERVICE REPLACEMENT FR ONT OF ENG INE Engine Oil Cooler Location, Short Filter and Oil levet Indicator 11 COMPONENT DESCRIPTION EGR VALVE, EGR TUBE AND TURBO OIL TUBES • The EG R tube and turbocharger o il supply lube have been designed to fit the new engine con fi gura· Oil RETURN INLET FITTING tion. LINE INSTALLED TORQUE TO 5.5-8 N·m (4-6 FT-LBS) • The EGR valve is a poned design. • The oil supply tube provides engine o il for lubrication and cooling of turbocha rger bearings. EGR VALVE - 9 0475 - ~ FRON T OF ENG I NE OIL RETURN LINE (O N OPPOSI TE $Ioe OF ENGINE ) TORQUE TO 12-16 N ·m (9-12 FT-lBS) TURBO Oil SUPPLY TUBE ASSEMBLY -9G440 · TORQUE TO 12·16 N-m (9-12 FT-lBSI EACH END Ml0 x 1.5 NUT TORQUE TO 27-40 N-m (20-30 FT -LBS) EGR TUBe · 90477 - TURBO OIL SUPPLY FITTING Oil PRE SSURE SENDING UNIT EGR TUBE - 9D4n · TORQUETO--~~~~~ EGR FiniNG WITH ORI FleE . 9F485 · 12·16 N-m (9·12 FT·L8S1 EX HAUST MANIFOLD · 9428 · EGR Tube and Turbo 011 Tube Locations 12 I COMPONENT DESCRIPTION AIR CLEANER AND FRESH AIR INTAKE • The ENG INE AIR C LEANER and FRES H AIR INTAKE design is new. The hot and cold air inlet used on conventiona l units is deleted. The air cleaner is remote mounted a nd has a n oval filter element . The air filter is mounted atop an electronic control air sensor (vane air meter), which is a vital component in the electronic fuel injection system . The vane air meter measures intake air flow and air temperature. OVAL FILTER ELEMENT TURBOCHARGER ELECTRONI C CONTROL AIR SENSOR (V ANE AIR METER ) FRESH AIR INLET TUBE Air Filter F.lement, Exploded View of Air Intake, Electronic Control Air Sensor Identified 13 COMPONENT DESCRIPTION CRANKCASE VENTILATION • C RA N KCASE VENT SYSTEM is ra ther simplified ; co nsisting o f a hose . lube and co nnectors . • CO NNECfORS thai attach vent tube 10 fresh air inlet lube req uire IwO different torque va lues. as shown ;n the illustration. VE NT TUBe -...".d:::-J PI~ TH ROTTLE BODY HOSE CONN ECTOR (INVE RT ED FLAR E TUBe ) VE NT TU Be FRESH A I R I NLET TUBE TORQU E TO 24-35 N 'm (18·26 FT·lBSI cs3 ~I Q ./"..... ~~V ~ TO ROU E TO 11 · 16 N 'm FRONT OF (8·12 H · LBSI ENGINE Crankcase Vent System Hose, Tube and Connections 14 FRONT O F ENGINE COMPONENT DESCRIPTION VACUUM HOSES • Vacuum hose routin g is rather simpli fied for the EFllTurbo engine as compared to carbureted cngines . • As illustrated, major control components within the vacuum system include the EGR valve, EGR solenoid vacuum valve. check valve, turbo warning switches a nd fu el charging regulator. 11 x 30) RED THUNDERBIRD ONL V EGR SOLENOID VACUUM VALVE (1 x 25) REO MUSTANG / CAPRI 910mm GREEN 11 x 301 RED THUNDERBIRD ONLY MANIFOLD VACUUM TREE TURBO WARNING SWITCHES FUEL • CI"A 'R GI NG REGULATOR Major Control Components within Vacuum System 15 COMPONENT DESCRIPTION HEATER TUBES AND HOSES • Note hose connection from lower intake manifold to heater water outlet lube to improve coolant circulation through manifold . • The healer inlet and outlet tubes (and hoses) illust rated are for all 2.3L EFI/ Turbo applications. • Two heater water o utlet lUbes and hoses a re required to supply coolant to the new oil cooler for reduction of oil temperature . TUBE - HEATER WATER INLET HEATER WATER OUTLET TUBE NIBBLE HOSE NIPPLE IN LOWER INTAKE MANIFOLD WATER PUMP Oil COOLER • -.:::~::~~~~~~ FRONT OF ENGINE HOS E 2 PL.ACI" Heater Hose and Tube Routing 16 I COMPONENT DESCRIPTION • Reservoir functions through the normal expansion of coolant during engine operation. Coolam will expand approximately 7% and this additional volume is transferred to the overflow botlle as the engine heats up. ENGINE COOLANT OVERFLOW RESERVOIR • A separate overflow reservoir is used for 2.3l EFllTurbo-equipped Thunderbird, Mustang and Capri. - Coolam level should rise to the "FULL" mark on the bottle when the engine is hot. AI this time. air is purged out of the system. • Bonle is a single-piece design with an 8O-ounce capacity (lOtal) . Provides coolant fill and lop-off through th e filler neck when req uired. "RADIATOR COOLANT ONLY" embossed on - When engine cools. vacuum created draws coolant back into the radiato r (approximately one Quart). Coolant level should drop 10 the" ADD" mark. cap. • Eliminates need for coolanl check by removal of radiator cap which avoids possible loss of coola nt. "DO NOT OPEN" warning embossed on radiator cap. OVERFLOW HOSE----W RESERVOIR (BOTTLE) BRACKET Overflow Reservoir, Strap. Bracket and Overflow Hose 17 COMPONENT DESCRIPTION CARBON CANISTER • The control of vehicle evaporative emissions requires vapor storage in an activated carbon canister. The carbon absorbs vapors generated from the fuel tank. • Removal o f fuel vapor from the canister is accomplished during vehicle operation without the use of purge contro l valves. AIR CLEAN ER CANISTER Evaporative Emission System 18 I COMPONENT DESCRIPTION CATALYTIC CONVERTER • The 2.3L EFIITurbo exhaust system features a "full-lime" catalytic converter 10 control hydrocarbons, carbon monoxide and nitrous oxide emis- sions. The catalyst does not require inject ion of seconda ry air ... which eliminates the need for a Thcnnactor system (0 meet fede ral emission levels. REAR ENGINE MOUNT INSTALL WITH FLANGE UP AND TO REAR OF TRANSMI SS ION - - - - - - - - . . . : ( . MOUNT PEDESTAL CATALYTIC CONVERTER 2.3l Exhaust System " I COMPONENT DESCRIPTION The fuel pump a nd sender assembly is retained in the fuel tank. by a locking ring. The ring is turned clockwise under the tabs of the fuel tank retainer ring until the labs are positioned between the detent and the slOp. ELECTRIC FUEL PUMPS • Fuel is supplied by two electric pumps. One is a lowpressure, in-tank: pump which fetds the second pump. a chassis-mounted high-pressure pump. • High-pressure fuel is delivered to the pressure regulator mounted on the injector fuel rail. The regulator references manifold pressure to maintain approximately 40 psig fuel pressure. IN·TANK FUEL PUMP AND FUEL SE~~~____--. CHASSIS·MOUNTED HIGH -PRESSURE PUMP Intake Fuel System, Chassis Pump 20 I COMPONENT DESCRIPTION • This fuel shut-ofr control switch is located in the trunk , as illustrated. FUEL PUMP INERTIA SWITCH • As a safety feature, the inertia switch opens the power circuit 10 the fuel pump if the vehicle is involved in a collision. In such an event, the switch must be reset manually by pushing the bunan on the switch. • Mustang and Capri installations use a protective shield over the switch. o~ -~ ID I ~ NUT AND WASHER ___---::::"? TORQUE TO . . 2 . 5·3.5 N·m ~ I ' 0 ,8-2.5 FT·LBS) iJ ..t _..- RETAINER INERTIA I I THUNDERBIRD SWITCH () INERTIA SWITCH I MUSTANG/ CAPRI Fuel Pump Inertia SwHch 21 I OJ • IGNITION SYSTEM OPERATION, . :1 standard zero (0 ") degree rod located in the d istributor bowl with a three (3") o r six (6 ") degree retard rod released fo r service o nly. DISTRIBUTOR The 1984 2.3 L EFl rfurbo engine ignition system fealUTI.'S a universal distributo r design which is cam gear driven and uses no centrifugal o r vacuum advance. The distributor is convent io nally mo unted on the engine. The distributor has a die-cast base which incorporates an integrally mounted TFI-IV ignition module a nd a " Hall-Effect " vane switch stator assembly. No distributor calibration is required a nd initial limi ng is no t a normal adjustment. NOTE: Do not change timing by use ot different octane rods without first having the proper authorization as federal emission requirements will be affected. If the distributor is removed from the engine, it must be reset to base timing of 10 0 BTDC. To check base timing, disconnect the spark output trigger circuit 324 (yellow/ light green d Ol wire). This locks the TFI module into "no advance" a nd allows adjustmem of initial timing to the requi red 10 0 BTDC. Provisions have been incorporated in the universal distributor to allow for fixed adjustment to meet octane needs. T he adjustmem is accomplished by replacing the " ROTOR SHAFT ASSEMBLY STATOR ASSEMBLY SCR EWS " GROMMET- 12A337 BASE " OCTANE ROD- 12A335 " TFI - IV MODULE ASSEMBl Y- 12A297 SCREW SCR EWS --------------~~~ ·SER VICEABl E PARTS Universal Distributor Exploded View 22 I I IGNITION SYSTEM OPERATION The illustration shows the switch in both the OFF and ON positions. Also, shows how this OFF-ON switching takes place. TFI·IV MODULE The l .ll EFllTurbo engine ignition system uses the Thick Film Inlegraled ignition module. The module is contained in molded thermo-piastic and is mo unted on the distributor base. Module features a "push stan" mode which allows "push starting" of the vehicle if necessary. The switch consists o f a Hall Effect Device on one side a nd a magnet o n the OIber. The rotary cup, which has windo ws and tabs, rOiates and passes through the space between the Hall Effect Device and the magnet. Vehicles equipped with TFI-IV uses a n "E-Core" ignition coil which replaces the oi l-filled design used with Dura-Spark II. The ignitio n coil connector allows a tachometer conncction, using an alligator clip, without removing the coil connector. When a window is between the Hall Effect Device and the magnet, the magnetic nux path is flor completed from the magnet, thro ugh the Ha ll Effect Device, and back to the magnet. In this case, the switch is OFF and the Hall Effect Device sends no signal. The spark plugs used on the 2.3l engine are 14 mm standard reach, tapered seat design. When a tab passes between the device and the magnet , the magnetic lines of flux increase. The nux lines are shunted through the tab back 10 the magnet increasing the efrect o f the magnet on the Ha ll Effect Device and the device is turned ON. When the next window passes belween the device and the magnet, the device is again shut down and the signal is turned OFF. OPERATION The voltage pulse is used by the EEC- IV system for sensi ng crankshaft position and computing the desired spark adva nce based on engine demand a nd calibration . The conditioned spark advance and high-voltage distribution is accomplished through the conventional rotor, cap, a nd ignition wires. The primary function of the EEC- IV System universal distributor is to direct the high secondary voltage to the spark plugs. In addition, Ihe universal distributor supplies crankshaft position and frequency information to the ECA, using a Profile Ignilio n Pick · Up. SWITCH ON (TAB AT SWITCH) SWITCH OFF (WINDOW AT SWITCH) WiNOOW WiNDOW SHUNTED FLUX PATH NORMAL FLUX PATH T AB -:::MIr:~ PERMANENT MAGNE T HALL EFFECT DEViCE HALL·EFFECT DEViCE HALL·EFFECT DEViCE Profile Ignition Pick-Up Operation 23 HALL EFFECT DEViCE PERMANENT MAGNET TURBOCHARGER OPERATION CONCEPT A wastegate allows some of the exhaust gas to bypass the turbine wheel to limit turbine com· The lota l power of a turbocharged engine is a function of boost pressure. As pressure increases. engine temperature and stress increase. Therefore, it is pressor speed . o • necessary to contro l maximum boost pressure to avoid engine damage. One of the most efliden! methods of controlling boost pressure is the wastegate system. Simply put, turbocharging recovers some o f the exhaust gas energy that normally goes out the tailpipe a nd uses that energy 10 increase engine power output. waslcgate enter the exhaust system. The compressor, attached to the turbine wheel. ro tates blowing air through the air inta ke throttle charging assembl y_ The a ir is act.ually comp ressed a nd forced into the cylinders. • The compressed air is injected with fuel into the cylinders by electro-magnetic fuel injeclOrs. SEQUENCE OF OPERATION e Cooled and expanded gases bypassed by the Exhaust gas pressure and heat energy leave the combustion cha mber of the engine and enter the turbine housing. o The rush of exhaust gas past the turbine wheel causes the turbine wheel 10 rotale. • Since the air-fuel mixture is compressed (and mo re dense than for the naturally aspirated engine), a greater mass o f air-fuel is delivered to the engine, resulting in mo re engine power. The amo unt o f exhaust gas bypassed through the wastegate is controlled by a spring-loaded actuator. The actuator senses pressure in the intake manifold to prevent a n overboosL NOTE : TURBOCHARGER EXPLODED FOR ILLUSTRATION ONLY SINCE IT IS SERVICED AS AN ASSEMBLY . Turbocharger - Exploded View 24 TURBOCHARGER OPERATION LUBRICATION Turbochargers are lubricated by engine oil. Because a turbocharger operates al speeds up to 120,1XK) revolutions per minute, lubrication of the bearings which support the shafl is important for cooling a nd friction reduction. As with any no n-turbocharged engines. accelerating the engine to lOp rpm immediately after slarting can damage the engine andl or turbocharger. In the same respect, immediately shutting down an engine that had been operating at top rpm for an extended period of lime can damage the engine and/ or tu rbocha rger. • •• SEQUENCE OF OPERATION o o o G e Turbocharger oil pressure is obtained through a "Tee" fitting on the left side of the engi ne. Oi l pressure is supplied to the turbocharger through a new oil feed line. Oi l enters the turbocharger through a n inlet fitling ill the center ho using. Cen ter housing bearings arc lubricated through oil passages which direct oil to the bearing ho usings. Bearings arc drilled to improve oil circulation. Turbo 011 Supply. Return Llhes and Turbo Connection 25 A pislon ring seal is used on the tur bine wheel shaft end to prevent engine o il leakage into the compressor wheel ho using. A carbon face seal is used on the compressor wheel shah end to prevent engine oil leakage into the compressor wheel housing. Oil drains from the turbocharger through a return hole in the center housing. Oil returns to the engine through an o il return linc. TURBOCHARGER OPERATION • AIR·FUELJEXHAUST GAS FLOW • A turboc ha rger ena bles a n engine [0 consume a denser a ir-fucl mixture . This increases ho rsepower and to rque (on demand) in comparison wit h n OIl turbocharged engines of same displacement. Also, increases fucl economy over larger d isplacement engines o f co mparable horsepower ratings. o • Note the fuel-injcclo r(s) locatio n in the intake. BlowIhm fucl is introduced downstream of the co mpresso r to red uce fuel delivery time, increase a vailable turbine energy and elim ina te co mpresso r · ' th ron li ng. " o o o SEQUENCE OF OPERATION o Exha ust gas pressure a nd heal energy cause the turbine whed to rotate, which ca uses the compressor wheel to ro tate. An electronic control air sensor, a vane air meier. measures imake air now and temperat ure. The "vane" opening responds 10 these inputs . The rotating compressor wheel co mpresses the air it receives a nd delivers it under pressure to the inta ke mani fol d. Fuel is int roduced " downstream " of the compresso r a nd mixes with the air charge . The denser air-fu el charge in the co mbustion chamber develops more horsepower during the combustio n cycle. Exha ust gas from the exhaust manifold nows into the turbine. When the inta ke manifold pressure reaches a set value, the act uato r opens the wastega te to bypass some ex haust gas . The cooled. expanded exhaust gas is di rected by the turbine ho usi ng to the exhaust system . \ TOAIR INTAKE ~tE~~~;:::~::~:T:H:R~OTTlEPlATE Air·Fuel/Exhaust Gas Flow Diagram 26 TURBOCHARGER OPERATION BOOST CONTROL Cylinder charge pressure (Boost) control allows the turbocharger wastegate position to be adjusted. a llowing more optimum performance during: • Cold Start - • Wastegate closed. Part Throttle - Wastegate closed. • WOT - Wastegate closed until manifold pressure reaches 9 .5- 10.5 psi and then opens . Wastegate will dither (cycle) at this point . CYLINDER CHARGE PRESSURE FROM COMPRESSOR ACTUATOR Turbocharger with Wastagate Arm, Actuator and Cylinder Charge Connector Identified 27 TURBOCHARGER OPERATION o OVERBOOST WARNING SWITCH Two calibrated pressure switches provide the driver visual indication that IUrbo boost pressure is satisfactory, plus visual and audi ble indication when turbo boost pressure is unsatisfactory. o • T he second switch turns out the TURBO light and lights the "Red" ENGINE WARNING light a nd sounds a buzzer when boost pressure reaches 11 .5 ± 0.5 psi. Instrument Panel . . . A " Red" ENGINE WARN ING light indicates unsat isfaclOry tur bo boost operations (overboost). • NOTE: Manifold pressure warning in· dicator pressure switches are not inter· changeable with electronic pressure retard switches. fa ovcrboost A buzzer provides redundant audible warning for opcralions. Instrument Panel . .. A "Green" TURBO light G indicates satisfactory turbo boost operations. EGR RH CONTROL SHOCK TOWER SOLENOID The manifold pressure warning indicator switch assembly consists of two calibrated pressure switches: • One switch lighlS the "Green" TURBO light when boost pressure reaches 0.75 ± 0.25 psi. HOT IN RUN OR START FUSE BLOCK S203 e2l0 C112 r-________Sl.~2••6 - - - - - - " " ' I J C230 TURBO PRESSURE SW ITCH o TURBO ....../1''\ QVERBOOST BOOST WARNING INDICATOR ON C230 I I I I I DIODE 3 DIODE 4 $852 C230 I I TURBO I PRESSURE I SWITCH I ~' _J QVERBOOST BUZZER TURBO PRESSURE SWITCH C252 IGNITION SWITCH STAR T RUN LOCK OFF Schematic, Warning Switch Configuration 28 I TURBOCHARGER DIAGNOSIS o GENERAL SERVICE PRECAUTIONS NOTE: The turbocharger on the 1984 2.3l EFI Any time a tur bocharger out let elbow has been removed, gently spin the turbi ne wheel before reassembly 10 be sure that the rOlating assembly engine Is serviced by replacement ONLY. does not bind. o o e Before starting any turbocharger unit servo ice/ removal procedure, clean the area around tu rbocharger assembly with non::~~' THROTTLE BODY DI SC HA RGE TUBE Vacuum Hose and Tubes (Steps 2 and 3) 011 Line Removal (Step 7) 38 TURBOCHARGER REPAIR TURBOCHARGER REMOVAL (Continued) Disconnect the oxygen sensor connector at the turbocharger. Raise the vehicle on a hoist. e 4D «I) Disconnect the exhaust pipe by removing two exhaust pipe-lo-turbocharger bolts. Remove two bolts from the o il return line located below the turbocharger. Do not kink or damage line as it is removed. Remove the lower turbocharger bracket-la-block bolt. Lower the vehicle. 41» bolt. Remove the front lower turbocharger retaining Oxygen Sensor Disconnect (Step 8) Simultaneously, remove three remaining nuts as the turbocharger is slid off the studs. Remove the turbocharger assembly from the vehicle. Oil line Bolt Removal (Step 11) Turbocharger Removal (Step 16) 39 TURBOCHARGER REPAIR TURBOCHARGER INSTALLATION o Position a new turbocharger gasket on 'he mounting studs so that bead faces outward . Install the air inlet tube to the tur bocharger inlet elbow. Tighten bolts to 20-30 N·m (15-22 ft -Ibs). Tighten the hose damp to 1.36-2.5 N ·m (15-22 inIbs). Install the turbocharger assembly on the four mo unting studs. Install the PCV tube filling a nd tighten damp to 1. 7-2.3 N·m (15-20 in-Ibs). Install the tur bocharger bracket on the two lower studs. Start the two [ower retaining nuts followed by the two upper retaining nuts. Connect a ll vacuum lines. Raise the vehicle on a ho ist. Connect the electrical ground wire 10 air inlet elbow . •o o •o o o o Connect the oxygen sensor. Install the lower bracket-Io-block bolt a nd lighten to 38-54 N'm (28-40 ft-Ibs). Install the IUrbocharger o il supply line. Tighten the fitting 10 12- 16 N·m (9-16 ft-Ibs). Install a new oil return line gasket. Bolt the o il return line to the turboc harger. Tighten bolts 10 19-29 N'm (14-21 ft-lbs). Install the air intake tu be and clamp between the turbocharger outlet and the air intake throttle body. Tighten damps to 1.7-2.3 N·m (15-20 inIb,). Install the exhaust pipe. Tighten retaining nuts to 34-47.4 N'm (25-35 ft-lbs). Connect the ground cable to battery. Lower the vehicle. Start the engine and check for leaks. Using four new nuts, tighten turboc ha rger-toexhaust ma nifold nuts to 38-54 N-m (28-40 ft- Ibs). Turbocharger Gasket Installation (Step 1) 40 TURBOCHARGER REPAIR WASTEGATE ACTUATOR REMOVAL o •e • Disconnect hoses from actuator diaphragm, and remove turbocharger. Remove dip attachi ng actuator rod to wastegate arm. Remove two bolts auaching actuator diaphragm assembly to compressor housing. WASTEGATE ACTUATOR (SERVICE PART) INSTALLATION Install two bolts attaching acwator diaphragm assembly to compressor housing. Unscrew actuator rod end until it just fits over the pin on the waslegate arm, with waslegate arm held closed (fu ll forward). o Install the clip a naching the actuator rod to the wastegate arm, a nd apply Loctile or slake the ex- o o posed threads on the rod . Connect hoses to aClUator diaphragm. Wastegate Actuator Replacement (Steps HI) Remove horsecollar. OUTLET ELBOW REMOVAL o 8 o Disconnect turbocharger down pipe at oullet elbow and waslegatc assembly. Remove dip attachi ng actuator rod to wastegate lin kage. Remove fi ve bollS allaching o utlet a nd wastegate elbow assembly. OUTLET ELBOW INSTALLATION 8 e o Install fi ve bolts allaching outlet elbow and wastegate assembly to turbine housing. TORQUE TO 18.5 TO 20.4 N 'm 164 TO 181 IIIN -LBS Install d ip auaching wastegate linkage [0 actuator rod. Connect turbocharger exhaust down pipe to o utlet elbow and wastegate assembly. Outlet Elbow Replacement (Steps 1-6) 41 TURBOCHARGER REPAIR o BEARING AXIAL CLEARANCE CHECK o o 8 o 8 •o Remove turbocharger assembly from engine . Remove waslegate actua tor rod retaining clip and remove rod from the waslegate arm . Remove fi ve bolls connecting the tu rbine outlet elbow assembly and remove the elbow. Set the dial indicator 10 0 while holding the turbine wheel away from the plunger tip. Manually push the turbine wheel assembly toward the dial indicator tip as far as possible. Repeal step Sand nOle thai the dia l indicator returns to zero. Repeal steps S. 6, 7 and 8 to make sure an accurate measurement has been made. If the bear· ing axial clearance is less than 0.001 inch (0.025mm) or greater than 0.003 inch (0.076mm), replace the turbocharger assembly. Auach a dial indicator (Tool 420 1-C) 10 the center housing so that the indicator plunger contacts the shafl, as illustrated . Manually push the turbine wheel assembly as far away from the dial indicator tip as possible. TURBINE WHEEL :0 Bearing Axial Clearance Check 42 o o TURBOCHARGER REPAIR o BEARING RADIAL CLEARANCE CHECK o o o o e • Remove IUrboc ha rger assembly from engine . Remove wastegate actuator rod retaining clip a nd remove rod from wastegate arm. o Remove the IUrbine oil oullet line 10 the center housing. Anach a dial indicator {Tool 420I-Q to the center housing so that the indicator plunger (Tool TI9L· 420I -A) extends through the oil out let pori and contacts the shaft, as illustrated. Sel the dial indicator 10 zero while holding the shaft away from the plunger tip. Manually apply pressure equally and simultaneously to both the compressor a nd turbine wheels to move the shaft toward the dial indicalOT plunger as far as il will go. Repeal step 5 a nd nOle Ihal the dial indicator relUrns to zero. Repeal steps 5, 6, 7 a nd 8 10 make sure a n ac· curale measuremenl has been made. If the bear· ing radial clearance is less Iha n 0.003 inch (0.076mm) or greater than 0.006 inch (0. I 52mm), replace the turbocharger assembly. Manually apply pressure equa lly and si muhaneously ( 0 both the compressor a nd turbine wheels to move the shaft away from the dial indicator plunger as far as it will go. Bearing Radial Clearance Check 43 SCHEDULED MAINTENANCE SERVICES 2.3L (1-4) TURBOCHARGED ENGINE - MAINTENANCE SCHEDULE B The fo liowing services are required to be performed al scheduled Intervals because Ihey afB con sidered 8ssent lal to the life and performance of your vehicle. Alillems ....ith either a "8 " or II "(8 )" code IrB rtlqul redto be performed In all states Bxcept California. For vehicles sold In CaWarnls, only "S" are required 10 be performed. However, Ford recommends Ihal you perrOI'm maintenance on Items designated by a "(8)" in order to achieve be st vehicle operation ,'so SE RVICE INTERVALS Porl~ Mil • • 5.000 Km .000 8t IIMI month. or dr,lInc •• s hown, whlchn.rcome. first. 10,000 15,000 20.000 25,000 30.000 35,000 ".000 45,000 SO.OOO " 000 ,. 000 32 000 .. 000 . . 000 " 000 64000 12 000 .. 000 EMISSION CONTROL SYSTEMS Change engine oi l _ Every 12 months ~ .. B B B B B B B B B B B B B B B B B B B B Change engine ollllllS' - Every 12 months or" Replace engine cool ant and check hoses B and clamps - Every 36 monlhs or Cheek engine cool ani condi tion and prolect lon ANNUALLY Replace Spark plugs 0.1" (8) B tBi Cheek drive beillension and cond ition "Replace a ir cleaner filler B tB> B 0.1" GENERAL MAINTENANCE Inspect exhaust system heat shields B 0.1 Lubrlca,e steering linkage and Iron\ s us pension at B UN IOUE DRIVING CON DmONS (SEVER E SERVICE) II your drl¥tng h.blt.lneluN : - Fr-.quent . hort trips 0110 mil.. 111 km) or I... wilen III. t.mP41r.lllra ram. In. IHIlow + 10" F, (_12"C.) lor 10 d.y. or more - . u.I.In«! hlgh .peed drl,lng dllrlnfi 1101 we.'llar (+ PO"F.. + )Z°C.) - drlling In ..,a,. du.t condllion. _ ."len.l.. idling, .uch a. poIlea, lui or door·lo-door etall...., u.e - the 100Iowing . a _ .ervlea maintenance Intarv.l. apply: Englne.oU - Ch.lnge _ry 3 month. or 3,000 mile. (4100 km), whlche,., OCC UI1l 111111. Engine 011 FlU., _ Replac... a ..."",te 011 eh.lnge •. Spa" P I~. _ Check and reg.p • ...., 1.000 mil.. (HOO km) - not required lor ._,.. du.1 condition•. Air CI• • ner Filter _ II operating In • ...,.. dust condition., "k your etaaler lor proper "pi.c. m.nll nl.rval •. F.lIur. to m.lntaln your Hhlcte(') properly m.y ,old the w.rr.nty, reduce ..hlcl. ptrform.nc•• nd operational cap.bIU"" a nd ad..rn ly . fleet drl .....pa ...nger n'.ty. REFILL CAPACITIES (APPROXIMATE) Component Cooling System ,tnc lud ing Eng ine 2.3L Turbo 2.3L Turbo Healer) Opt ions Standard Cooling Air Condit ioni ng u.s. Imp. M.tric ,Ouarls) ,Quarts} lLiIef S) B.6 U 9.0 1.5 5.0 ' .5 <2 3.1 Engine ai' Ca pacilles Wllh Filler Change Wi thout FHter Change See Footnotes at end 01 'able. 44 8.' 85 .., ' .3 INTRODUCTION TO EEC IV This training manual covers the electronic engine control (EEe) IV system available on the 2.3L turbocharger EFI used on the Thunderbird. Mustang, and Capri (Figure I) . tained in the ECA are a tremendous aid to the service technician when diagnosing service problems. The addition or EEC IV to this engine ramily provides: • Improved emissions Like the other EEe systems produced by Ford Motor Company. the EEe IV system was develo~ to control engine operation rather than relying solely on vacuum and mechanical control. The system is very similar to that used on the) .6L EFI·EEC IV system, with the addition of the knock sensor. barometric sensor. and" keep-alive memory.' • Improved engine perrormance • Improved cold start and driveaway • Beller ruel economy • Improved idle speed a nd rast idle speed control I • No-touch starting Keep-alive memory is an advancement over ot her EEe systems in that the electronic control assembly (ECA) retains any intermittent trouble codes stored within the lasl 20 (e-starts. With this system, the memory is nOI erased when the key is turned orr. Trouble codes re· NOTE: In no·touch starting, the accelerator pedal Is not touched until the engi ne Is running and the Ignition key Is relea sed. Additional infor· mation on no-touch sta rting Is provided In the owner's manual. THROTTLE AIR BYPASS VALVE TURBOCHARGER EeT TFI c Figure 1. 2.3L Turbocharger Engine 45 SYSTEM DESCRIPTION The center of the EEC IV system is a microprocessor called the electronic conl rol assembly (ECA) . The difference is that this ECA has the calibration module located inside the ECA assembly, as did the 1.6L EFI. Unlike the edge-card-type connectors used in the 1.6L system, the EEC IV harness connectors are the pinand-socket type. ECA receives data from a number of sensors and other electronic components (switches, relays, etc.). The ECA contains a specific calibration fo r optimizing emissions, . fuel economy, and driveability. Based on information received and programmed into its memory, the ECA generates output signals to control various relays, solenoids, and other actuators. As illustrated in Figure2, theECA is fo und in different locations, depending on the model. On the Thunderbird, the ECA is mounted in the passenger compartment under the dash on the right-hand kick panel. O n the Mustang /Capri, the ECA is mounted under the passenger front seat. The ECA in the EEC IV system is a microprocessor like the one in the other EEC systems. One significant THUNDERBIRD MUSTANG/CAPRI L [I • • o • ECA Figure 2. ECA Installation •• 2.3 LITER TURBOCHARGER EFI·EEC IV SUBSYSTEMS The 2.3L turbocharger EF I· EEC IV system features eleclronic cont rol of: FUEL SUBSYSTEM • Fucl injectors for precise ai r/ fuc l ratio control The fu el subsystem consists of an in-lank low-pressure fuel pump. a frame-mounted high-pressure electric pump to deliver high-pressure fue l from the fu el tank, a fuel filter to remove contaminants from the fuel , a fu el charging mani fold assembly (Figure 3), a fuel pressure regulator, and solid and flexible fuel supply and relUrn lines. • Engine spark liming • Deceleration fuel shu to ff • Exhaust gas recircu lation (on/ off) • Curb idle speed and fast idle speed • Knock sensor 10 control detonation The fue l charging manifold assembly incorpo rates fo ur elect rically COnt rolled fuel injecto rs. O ne injector is mounted directly above each intake port in the lower intake manifold . All injectors are energized simultaneously a nd fire once every crankshaft revolution. Th e injectors spray a predetermined quantity o f fu el into the intake air stream. • Engine diagnostics (self-lest) • Fuel pump (elect ric) • Cold Slart (no-Iouch slarti ng) • Cold-engine enrichment • Altitude compensation A constant pressure drop is maintained across the injection nozzles through a pressure regulator, which is referenced to intake mani fold pressure. The regu lator is connected parallel to the fuel injectors a nd positioned on the far end of the fu el rai l. Fuel supplied by the pump, but not req uired by the engine, passes through the regulator and returns to the fuel tank through a fuel return line. The EFI-EEC IV system is divided into three subsystems: • Fuel • Air • Electronic engine cont rol THROTTLE AIR BYPASS VALVE THROTTLE BODY : : : - - - - PRESSURE REGULATOR FUEL INJECTORS Figure 3. Fuel Charging Manifold Assembly 47 2.3 LITER TURBOCHARGER EFI·EEC IV SUBSYSTEMS FRESH AIR INLET TUBE AIR CLEANER FRESH AIR £-CONTROL TO ACTUATORS I -Q" 1 {) j FUEl nAHn PUM'{ .... ,I RElAY INERTIA SWITCH (OPENS ON IMPACn 15-----------' SOLID STATE r U ~~ 'N ' ~~ TANK FUEL PUMP I RESISTANCE WIRE .~ Figure 32. System Power Application 62 FRAME- 'MOUNTED FUEl PUMP ENGINE OPERATING MODES CONTROL MODES Normal Engine Operation In order to operate the various engine functions effectively , three control modes have been programmed into the ECA (Figure 33). They are: Normal engi ne operating conditions are divided into five separate modes: • Crank mode • Normal engine operation • Underspeed mode • Cold- or hOI-engi ne operation - Closed-throttle mode • limited operation strategy (LOS) • Part-throttle mode • Wide-open-throttle mode (W .O.T.) CONTROL MODES Normal engine operation provides an optimum calibration for each of these modes . A mode evaluation circuit in the ECA determines which mode is present at any given time of engine operation lind adjusts the calibration , as required. • Normal Engine Operation - Crank Mode - Underspeed Mode - Closed·Throttie Mode - Part·Throttie Mode - Wlde-Open-Throttle (W.O.T.) Mode Crank Mode • Cold· or Hot·Engine Operation The crank mode is entered after initial engi ne powerup or after engi ne stall when the key is in START. A special operation program is used in the crank mode 10 aid engine starti ng. A ft er engine stan, one o f the run modes is entered a nd normal engine operation is performed. -limited Operation Strategy (LOS) Figure 33. Control Modes In addition, fu el control operates in either an open- If the engine stumbles during run uP .. the underspeed mode is entered to help it recover, and to prevent it fro m stalling. A unique strategy is used in the underspeed mode in place of normal engine run operation. loop mode (no EGO sensor feedback) or a closed- loop mode (with EGO sensor feedback) (Figure 34). • Fuel conlrol is in open-loop mode w hen the engine is cold, during W.O.T. operation, or during LOS operation. • When the engine is cranked, fuel control is in openloop operation and the ECA sets engine timing at 10° BTDC. • Fuel control enters closed-loop operation within 60 seconds after stan-up for most temperatures. The system remains in closed- loop operation for partthrottle and idle situations. - The four fuel injectors nre in a sim ultaneous, quadnre manner to provide the base crank air/ fuel control. • The throttle air bypass valve solenoid is set to open the bypass valve to provide the fast idle/ no-touch start. FUEL CONTROL MODES • The EGR cutoff solenoid is not energized, so the EGR valve is off. -Open Loop - Cold Engine -W.O.T. If the engi ne coola nt is cold , the engine coolant temperature (ECT) sensor signal to the ECA ca uses the ECA to enrich the fuel input through the injectors. In this operation, the ECT sensor is performing as a choke system to improve thecold-start reaction and to provide good cold driveaway cha racteristics. - Closed Loop - Within 60 Seconds on Cold Start· Up - Part Throttle - Curb Idle -LOS - ECA Provides Fixed Pulse Width At start-up, the thrott le position sensor (TPS) keeps the ECA informed on the position of the throttle plate. The ECA wi ll bring the engine down from fast idle by cha nging the signal to the thronle air bypass valve. Figure 34. Fuel Control Modes 63 ENGINE OPERATING MODES 351 351 O/W O/W THROTTLE POSITION SENSOR AIC CLUTCH (ACe) 190 A . VANE METER .I. .c (VAT) W/RD >-l 347 IBK/Y H 359 BK/W ! '( 25 46' (VAF) 43 I' 2. 10 ELECTRONIC CONTROL ASSEMBLY (ECA) 45 5. " 29 1)1)- 354 ,LGIY BAROMETRIC SENSOR lui"" ~!- - 359 IBK/W 359 359 BK/WH BK/W P 89 0 "'!:" EGO EGO 1 ~ - SENSOR GROUND SENSOR ECT SENSOR ,.... PIP TFI MODULE KNOCK SENSOR Figure 35. Input Electrical Schematic 64 ENGINE OPERATING MODES IHOT 'N START OR RUN I FROM EEe POWER RELAY OUTPUTS 361 R 361 , R 361 R 361 R 361 R 361 R il- II II A'R BVPASS 361 R il- II FUEL I I 95 T/R 0 96 TIO 0 t,.. VALVE INJECTORS SOLENOID S 136 67 GY/WH 95 T/R 0 95 TIR 0 ~VIWH 67 96 TIO 0 10 OHM 96 TlO 0 RESIS· 68 nlBK TANCE :t' WIRE 21 41 58 ELECTRONIC CONTROL ASSEMBLY 5. (ECA) 201 TlR 17 16 36 60 BK/LG 0 46 46 100 W/R 0 (STO) (STI) 359 BKfW 324 Y/LG 0 SPARK OUTPUT (~ROUND) INITIAL (SIGNAL 'TIMING ..J CONNECTOR IL..._.....JI RETURN) PIGTAIL (~ CONNECTION .J 35. TF' MODULE BKIW SELF·TEST I CONNECTOR Figure 36. Output Electrical Schematic 65 1 -l. 2 '511 ~ ~c::I ENGINE OPERATING MODES The vane meter measures the air now through the meter to determine ai r volu me and temperature. The ECA re<:eives the outpu t signal from the meter and prepares to adjust the a ir/ fuel ratio (in the run mode), as required, to maintain the calculated ratio. H owever, in the crank mode, the vane meter is fl utlering and the signal is ignored. The throttle air bypass valve position is determ ined by the ECA as a function of rpm, ECT, A/ C on or off, thrott le mode, a nd time since start-up inpu ts. The EGR valve is off during a closed-t hrott le condition. T he signal from the TPS to the ECA indicates that the th rottle plate is closed, a nd the ECA deenergizes the EGR shutoff solenoid. Underspeed Mode Part-ThroUie Mode (Cruise) Operation in the underspeed mode (under 500 rpm) is similar to that previously described for the crank mode. The injectors are fired once per revolution. The system switches from the underspeed mode to the normal run mode at 500 rpm. The underspeed mode is used to provide a good pulse widt h 10 the injectors and ignores any signal fr om the vane meter. During th is mode, the vane meter flu tters and any signal generated would vary with the fl utter. Therefore , the vane meter signal is igno red by the ECA in the underspeed mode. The a ir/ fu el ratio and ignition timing are calcu lated in the same manner as previously described for the closed-throttle mode. The fuel control system remains in closed loop during part-thrott le operation, as long as the EGO sensor keeps switching from rich to lean. In part-throttle operation, the thrott le a ir bypass valve is positioned to provide an electronicdashpot functio n when the throttle is closed. Again , as in the closedthrottle mode, the ECA makes this determination based on the inputs from the applicable sensors. The TPS provides the throttle plate position signal to the ECA. Wit h the throule plate being in a partia lly open position, the ECA energizes the EGR shutoff solenoid and the EGR fl ow rate is controlled by engine load (manifold vacuum) th rough the ported EGR valve. Closed-Throttle Mode (Idle or Deceleration) In the closed-throttle mode, the airl fuel rat io is trimmed (by varying the pulse width of the output from the ECA to the injectors) to obtain the desired mixture. To calcu late what this output signal should be, the ECA evaluates signal inputs from the ECT sensor, the va ne meter, the TPS, the EGO sensor, the PIP sensor, and A / C clutch . T hese sensors in form the ECA of the various conditions that must be evaluated in order for the ECA to determine the correct air/ fuel ratio for the closed-throttle co ndition present . Therefore, with the input from the EGO sensor , the system is maintained in closed-loop operation at idle. Wide-Open-Throttle Mode (W.O.T.) Cont rol of the air / fu el ratio at W.O.T. is the same as in part- or closed-thro ttle situatio ns, except the pulse widt h is increased to provide additional fuel enrichment. T he pulse width increase is applied as a result of the W.O. T. signal from the TPS to the ECA . This signa l from the TPS a lso causes the ECA to deenergize the EGR shutoff solenoid (if present). More spark advance is a lso added at W.O. T. for improved performance, depending on octane and emi ssion limits. Under a deceleration condi tio n, the TPS signal indicates closed thrott le and the ECA shuts off fuel for improved fue l economy and emissions. The injectors a rc turned back on, as required, to prevent engine stalling. Cold- or Hot·Engine Operation • The point a t which the injectors are turned back on will occur at diffe rent rpm , depending on ca libration factor s and engine temperature. This modified operat io n changes the normal engi ne operatio n output signals, as required, to adjust for uncom mon engine operating conditions. These incl ude a cold or excessively hot engine. • Also, the injectors are turned back o n if the throttle is opened. Ignition timing is also determ ined by the ECA using input from the ECT sensor, the vane meter, the TPS, the EGO sensor, the PIP sensor, and the A / C clutch. The ECA has a series of tables programmed into the assembly at the factory. These tables provide the ECA with a reference of desired ignition timing for the various operating conditions reflected by the senso r inputs . Limited Operation Strategy (LOS) In this operat io n, the ECA provides the necessary output signa ls to allow the vehicle to "Iimp home" when an electronic malfu nction occurs. T he EGR isshu t off, the air bypass valve goes to a fi xed voltage, timi ng is locked at 10 ° BTDC, and the injector pulse width is constant. 66 ENGINE OPERATION SUMMARY WARM ·UP DRIVEAWAY This summary is similar to the type o f information provided in the large blue Engi ne Cont rol Systems book s pub lished for some of the engine models. Partly Warm Engine-light·Throttle Acceleration (About One Minute After Cold Driveaway from O°F) COLD START·UP • Extra enrichment is provided as the vehicle is accelerated from a stop. The amount o f fuel provided is controlled by the ECA and is based o n engine coolant temperatu res and engine load . Operation at Fast Idle • T he driver turns the key to the C RANK position. The ECA turns the fuel pump on for one second 10 • EGR is o ff. The control solenoid is still commanded o ff by the ECA . pressurize t he fuel system. No fuel is deli vered unlii the d river turns t he key to the C RAN K position and the cngine sta rts to lurn . T he li ming of injection is synchronized with the P IP signal fr om the distributor (10 ° BTDC), • Spark advance is controlled by the ECA, which outputs a signal to the TFI module on the distributor. • The amount of ext ra air now provided by the air bypass valve solenoid is controlled by the ECA. • The ECA sends a signal to the air bypass valve solenoid , which provides an airfl ow path around the throll ie plate, and produces an increased idle speed . The amount o f rpm increase over base is dependent o n the temperature of the engi ne coolant. As the engine warms up, the idle speed wil l continue to decrease unt il the base rpm is reached . PARTLY WARM ENGINE Light-Throttle Acceleration (About One Minute After Cold Oriveaway from 30-400F) • T he engine coola nt temperature has reached approximately 100 °F. Conditions are such that the ECA starts to control the amount of fuel delivery based on the input of the EGO sensor. The engine is now o perat ing in a closed-loop (feedback) mode with the EGO sensor providing the needed feedback information. • T he amou nt o f fuel delivered to the engine is controlled by the ECA. T heamount o f enrichme nt provided is dependent on engi ne coolant temperature and engine load . As the engine warms up, the amount of fuel enrichment is decreased . • EGR is o ff unti l the vehicle is wa rm and in closed loop (70 seconds). • The EGR is on and the amount o f EG R now is controlled by the engine load (man ifo ld) through the ported EGR valve . • Spark advance is controlled by the ECA, which outputs a signal to the T FI module on the distri buto r. T he spark advance varies wi th rpm, load, air temperatu re , and coolant temperature. • The amount of extra airfl ow provided by the air bypass valve solenoid is cont rolled by the ECA. • Extra fuel enrichment is provided instantly as the driver moves the pedal. The ECA controls the amount of fuel de1ivered, based o n engine coolant temperature, load. and rpm. Th is extra fue l provided simulates a pump shot provided by the carburetor system . liGHT OR PART THROTIlE • As engine coolant temperature increases and time since st art increases, fuel enrichment provided by the ECA is decreased . • Spark advance is controlled by the ECA. which outputs a signal to the TFI module on the distributor. • T he amount of thrott le opening provided to overcome cold-engine fri ction and to provide a sim ulated hi-cam rpm is decreased as engine coolant temperature increases. ACCELERATION AT W.O.T. • EG R is off. The control solenoid is not on unti l approxi mately four minutes after engine coolant temperature reaches 70 °F. • W.O .T . condition is determined by the throttle position sensor . Engine Hot • ExIra fuel enrichment is provided by the ECA when the system changes to o pen-loop fuel control. • Spark advance is controlled by the ECA, which outputs a signal to the TFI modu le on the distributor. 67 ENGINE OPERATION SUMMARY • EGR is ofr. HOT CRUISE • Extra spark advance is controlled by the ECA. Engine Hot-Light or Part Throttle HOT CURB IDLE • Fuel delivery is controlled by the ECA. The ECA is operating in the closed-loop (feedback) mode. Feedback informat ion is provided by the EGO sensor. Closed Throttle • Fuel delivery is cont rolled by the ECA a nd is operated in the dosed-loop (feedback) mode. Feedback information is provided by the EGO sensor. If, for any reason, the ECA doesn' t receive an EGO signal fo r approximately 15 seconds, the system goes to open-loop (out of feedback) conlrol and waits until at least 15 EGO signals occur to reenter • EGR is on. The amount of EGR is controlled by engine load through the ported EGR. • Spark advance is controlled by the ECA. the closed-loop mode. • Spark advance is controlled by the ECA. • T he amount of extra airflow provided by the air bypass valve is controlled by the ECA. • The air bypass valve changes its position in very small increments and is controlled by the ECA to maintain the base engine rpm. If the air condition- DECELERATION ing is on , the ECA commands the air bypass valve to Coasting Down at Closed ThrottleEngine Hot furthe r open for increased airflow to compensate for the extra load of the A / C compressor. • EGR is ofr. • ECA calculates a n injector pulse width based on rpm , airflow, ECT, a nd EGO output. At acalculated pulse width less than 1.4 milliseconds and an engine speed greater than 1400 rpm , the injectors are turned ofr. They remain off until approximately 1300 rpm, when the ECA turns them on again . HOT·ENGINE SHUTDOWN Ignition Off • The ECA is inoperative. • All ECA-controlled outputs are of[: -EGR - Spark - Fuel - Air bypass valve • Spark advance is controlled by the ECA, which outputs a signal to the TFI module on the distributor. • Airflow provided by the air bypass solenoid is also controlled by a n output from the ECA . •• I 2.3 LITER TURBOCHARGER EFI·EEC IV FUEL DELIVERY SYSTEM OPERATION HOT IN START OR RUN rI I I IHOT AT ALL TIMES I --, 18 I FROM BAnERY FUSE lOP I PANEl (!) - L_ __J II 10 -------~lo I ~ TO ECA FUSE LINK INERTIA SWITCH OPENS ON IMPACT EEC POWER AELrAY-'---_, I ELECTRIC FUEL .1 II ---------lo FUEL PUMP RElAY GROUND FROM ECA (PRESENT IN START OR RUN) [i] 1------, ro"tfJ I 1 OHM! HIGH PRESSURE FRAME MOUNTED LOW PRESSURE PUMP IN TANK Figure 37. Fuel Delivery System Electrical Schematic circuit is through the ECA. This ground pat h is present on ly when the ignition key is in START or RUN (Figure 37). The o nly function of the fue l delivery system is to deliver fuel to the injectors. Control of the system is obtained through the EEC power relay and the ECA. Electrical components of the fuel delivery system a re the low-pressure fuel pump and high-pressure fue l pump, the inerlia swilch, fuel pump relay, and fuel lines wilh quic k-connecl fillings. The fue l pump relay (Figure 38) is localed on a bracket abovelhe ECA; the high-pressure fu el pump is mounl ed on a bracket on the right rear frame rail; the lowpressure fuel pump is located in the fuel tank ; and the inertia switch is located in the trunk of the Thunderbi rd a nd in the left rear kick panel in Ihe Mustang/ Capri. When the ignition key is placed in ST ARTor RUN. the EEC power relay applies energizing voltage to the fuel pump relay. The gro und palh fo r the relay-energizing 69 2.3 LITER TURBOCHARGER EFI·EEC IV FUEL DELIVERY SYSTEM OPERATION MUSTANG/CAPRI THUNDERBIRD ~ / FUel PUMP_---..... " RELA Y Figure 38. Fuel Pump Relay Installation The inertia switch (Figure 39) opens the power circuit to the fuel pumps in the event of a collision of the vehicle. The switch must be reset by manually pushing the reset button on the switch. The ECA controls operation of the fuel pump relay during the fu n mode by openi ng and closing the ground path to the relay coil. The ECA also has a time-out featur e which shuts o rr the fuel pumps during a kcy-o n/ cnginc·off situation. Under a cond ition of engine floodi ng, the ECA will shut off the injectors if the TPS signals W .O. T. during thecrank mode. Thisallows the driver to stan a flooded engine . using the same techn ique used on engi nes with a carburetor-by simply holding the acccicrator pedal down while cranking the enginc. The ECA cont rols the opening of the injcctor nozzle through the injector solcnoid. The noules are springloaded and a utomatically dose when dc-encrgizcd. Figure 39. Inertia Switch 70 2.3 LITER TURBOCHARGER EFI·EEC IV FUEL DELIVERY SYSTEM OPERATION FUEL FILLER FUEL IN ·TANK FUEL PUMP (LOW PB"SSLIRE) FILTER (REPLACEABLE) SCHRADER IAGP:NR,OE:SSTjSCURE VALVE D FUEL PUMP (HIGH PRESSURE) CANISTER Figure 40. Fuel Delivery System The fue l delivery portion of the system consists of an in-tank, low-pressure fue l pump, a high-pressure The fue l pumps deliver the fuel dircctlyto the fuel rail in the fuel charging manifold assembly (Figu re 41). The pumps are capable of delivering the fuel at pressures up to 100 psi. pump, fuel filter , injectors. fuel pressure regulator, and the associated fuel supply and return lines (Figure 40), THROTTLE AIR BYPASS The fuel pressure regulator reduces the high pressure to 39 to 40 psi (across the injector pi lule) fo r normal operating conditions. At idle or olher high manifold vacuum conditions, Ihe regulalor reduces this pressure to approximalely 30 psi (20 inches of manifold vacuum). With to pounds of boost, the pressure will increase to 50 psi (gauge reading). THROTTLE VALVE FUEL FUEL SUPPLY _ _-, LINE REGULATOR The fue l pressure regulator acts as a poppet valve and operates off manifold vacuum and spring tension. The regulator valve moves toward the open position with high vacuum and toward the fu ll-closed position with low vacuum or pressure (turbo). ~ause the pressure regulator is referenced to intake manifold pressure, a 39 psi constant can be maintained across the injector pintle. Therefore, fuel now through the injectors is controlled only by the pulse width or injector on-time. FUEL INJECTORS Figura 41 . Fuel Charging Manifold Assembly 71 FUEL DELIVERY SYSTEM SERVICE TOOLS Two special service tools are requi red fo r servicing the fue l delivery system on the 2.JL EFl· EEC IV system: a fuel injection pressure gauge (part number T80L· 9974-A) and a fuel line connector quick-connect/ disconnect tool (part number T82L-9500-AH) . T he pressure gauge is also used in the self-test pinpoint tests for no-stan problems and fuel system problem s. WARNING : Connect the pressure gauge to the fuel supply line Schrader valve (located on cowl) and discharge the fuel pressure before opening the fuel systems . Bleed off pressure through the pressure gauge valve before disconnecting the valve . QUICK·CONNECTIDISCONNECT TOOL T his is the same tool (Figure 43) that was released late in 1982 for use on other CF I systems and for servicing the new-type fillings used on the 1982 Linco ln tra nsmission cooler lines. It is also similar to the tool used for A / C system q uick.connect/ disconnect couplings. The tool is used to connect and disconnect fuel retu rn line couplings on the fuel delivery system . Figure 42. Fuel Injection Pressure Gauge (T80L·9974-A) FUEL INJECTION PRESSURE GAUGE This special service tool (Figure 42) is used fo r: • Checking the fuel pump pressure delivered 10 the injectors. • Bleeding the pump pressure (39 psi) when the service procedure requires open ing the fue l system. • Bleedingair from the fuel system after completing a service procedure that required opening the fuel system . Figure 43. Qulck·Connect/Dlsconnect Tool • C hecki ng fuel pressure regulator operation. (T82L·9500·AH) 72 I DIAGNOSIS AND TESTING Like other earlier EEC systems, the 2.3l turbocharger EFI-EEC IV system has a self-test capability. The primary 1001 needed for the self-test is an analog voltmeter o r the self·test automatic readout (STAR) lester (Figure 44). o .E@' -..-- ::::- -. - - "'-'. Figure 45. Digitlal Volt·Ohmmeter (T79l·S().DVOM or Equivalent) TEST EQUIPMENT Figure 44. Analog Voltmeter and STAR Tester In addition to the a nalog voltmeter, the following equipment will be needed (refer to Figures 45 and 46): USING THE SELF-TEST PROCEDURE This diagnostic procedure is used on 2.3l IUrbo-charger EFI-EEC IV-equipped vehicles and only when the diagnostic routines in the Engine/ Emissions Diagnosis Manual instruct you 10 perform EEC IV diagnostics. The procedure is divided inlo two les t formats: the quick lest (a fu nctional EEC IV lest) and the pinpoint tests (a number of specific component tests). • Digital volt-ohmmeter (T19L-50-DVOM 0' equivalent) • • • Timing light (Rotu nda 27-0001 or equivalent) • • • • To lest and service the EEC IV system. perform the quick test fi rst. If the veh icle passes all three phases o f the quick lest-key-on/ engine-o ff, engine running, a nd continuous testing-without indicating any pinpoint tests, the EEC IV system is OK a nd the vehicle's problem exists somewhere other than in the EEC IV system . However, if a test in the quick test fai ls, run o nly the pinpoint tests speci fied by the fai led step. Do not begin any pinpoint test without fo llowi ng the instructions at the beginning o f that test. • Vacuum gauge Spark tester Tachometer Jumper wire Rot unda pump (21-0014 or equivalent) Electronic fuel injection pressure gauge (Rotunda TSOl-9974-A o r equivalent) (Figure 42) Quick-connect/disconnect tool (T82l-9500-AH) WARNING: Anyone who departs from the InstnJC' tlons provided In this publication must firstestab· Ush that he compromises neither his personal safety nor the vehicle Integrity by his choice of methods, tools, or parts. After all tests and services have been completed, repeat the entire quick test to be sure the EEC IV system wo rks properly. 73 DIAGNOSIS AND TESTING Timing LIght-Rotunda 27·0001 or Equivalent Vac uum Gauge VACUUM GAUGE: RAN GE 0- 30 INCHES MERCU RY tHg) ACC URACY:!; 3% FULL SC ALE RESOLU TIO N 1 INCH Hg Spark Tes l er Tachometer "•' TAC H OMETER: RANGE 0-6000 RPM ACCURACY:t 40 RPM RESOLUTION 20 RPM MODIFIED SPAR K PLUG Jumper Wire Rotunda Pump 21·0014 or Equivalent Figure 46. Test Equipment An optional STAR cable assembly (Rotu nda 07-0( 10) is available fo r use with the STAR tester to simplify tester connections (Figure 47) . QUICK-TEST DESCRIPTION The quick lest is a functionai lesl of the EEC system consisting of 10 basic test steps. T hese steps must be followed carefu lly to avoid incorrect diagnosis or the replacement of non-fau!ly components. The kcy-on/ engine-off and engine running tests are intcnded to detect hard fai lures only. not intermittent faults. Intermittent fau lts are detected by continuous testing. which is covered in more detail later in this manual. Figu re 47. STAR Cable Assembl y 07·0010 74 DIAGNOSIS AND TESTING Quick·Test Steps SELF·TEST DESCRIPTION 1.0 Visual Check and Vehicle Preparation The self-test is not a conclusive test by itsel f, but is used as a part of the functional quick-test diagnostic procedure. The ECA stores the self-test program in its permanent memory. When activated, it checks the EEC IV system by testing its memory integrity and processing capability, and verifies that various sensors and actuators are connected and operating properly. The self-test is divided into three specialized tests: key-onl engine-off, engine running, and cont inuous testing. • Checks for obvious faults • Properly prepares the vehicle for testing 2.0 Equipment Hookup • Ensures that the properequipmem for gathering test data is ready prior to testing 3.0 Service Codes • Fast codes The key-on/ engine-off and engine running tests are functional tests which only detect faults present at the time of the self-test. Continuous testing is an ongoing test that stores fault information for retrieval at a later time (during the self-test). • Engine identification codes • Engine service code • Continuous codes 4.0 Key-On/ Engine-Off Self-Test • Checks ECA inputs against calibrated sensor Only the quick test is included in this manual. The remainder of the pinpoint tests can be found in the 1983 Engine/ Emissions Diagnosis Manual. values for key-on / engine-off 5.0 Con tinuous Self-Test • Checks the sensor inputs for opens and shorts 6.0 Output Cycling Test Reading Codes-Analog Voltmeter • ECA activates all outputs when the throttle is cycled for additional diagnostics When a service code is reported on the analog voltmeter for a function test, it will represent itself as a pulsing or sweeping movement of the voltmeter's needle across the dial face of the voltmeter (Figure 48). Therefore, a single-digit number of three will be reported by three needle pulses (sweeps). However, as previously stated , a service code is represented by a two-digit number, such as 2-3. As a resu lt, the selftest service code of 2-3 will appear on the voltmeter as two needle pulses (sweeps); then, after a two-second pause, the needle will pulse (sweep) three times. 7.0 Computed Timing Check • Verifies the system's ability to compule and maintain 30-degree spark timing in the self-test 8.0 Engine Running Test • C hecks sensors and actuators under actual operating condItions 9.0 Wiggle Test 10.0 Pinpoint Routines The continuous testing codes are separated from the functional codes by a six-second delay, a single halfseeond sweep, and another six-seeond delay. They are produced on the voltmeter in the same manner as the functional codes. • Corrective action to be entered only when instructed by the functional test • Found in Engine/ Emissions Diagnosis Manual 15 DIAGNOSIS AND TESTING 1 NEEDLE PULSE (SWEEP) + 1 NEEDLE PUL.SE (SWEEP) = 2 NEEDLE PULSES (SWEEPS) FOR 1ST DIGIT 2-SECONO PAUSE BETWEEN OIGITS I\ . =', • L. _, 1/2 \ISECONoI) PAUSE 1 NEEDLE PULSE (SWeEP) FOR 112 SECOND + 112 OSECOND I) PAUSE 1 NEEDLE PUL.SE (SWEEP) FOR 112 SECOND + SERVICE CODe \ 1 NEEDLE PULSE (SWEEP) _ 3 NEEDLE PULSES FOR 112 SECOND (SWEEPS) FOR 2ND DIGIT - 4-SECOND PAUSE BETWEEN SERVICE CODES, WHEN MORE THAN ONE CODE IS INDICATED Figure 48. Analog Voltmeter Functional Service Code Reading Codes-Self·Test Automatic Readout (STAR) Rotunda Model No. 07·0004 or Equivalent The STAR tester will display Ihe last service code received, even after discon necti ng it from the vehicle. It will hold the service code on the display until the power is turned off or the push button is unlatched a nd relatched. A rter hooking up the STAR tester a nd turning on its power switch, the lester will run a d isplay check and the nu merals 88 will begin 10 flas h in the display window (Figure 49). A steady 00 will then appear losign ify that the STA R lester is ready to start the self-lest a nd receive the test's service codes. I 88_ ~__~~~. To receive the service codes, press the push bUll on a t the front of the STAR tester. The bulton will la tch down, and a colon will appear in the display window in front o f the 00 numerals. The colon must be displayed to receive the service codes. ' DtSPLAY CHECK FLASHES Inn __ __ ~ ,W~"_W ~ STEAD Y? COLON DtSPLAY I If for any reason the tech nician wishes to clear the display wi ndow during the sel f-test, he must turn off the vehicle's engine, press the tester's push bulton once to unlatch it (colon will disappear), then press the bUll on again to latch down the bulton (colon will appear agai n). Every time the STA R tester is turned off, the low-battery indicator (LO BAn should show brieny at the upper left corner of the tester's display window. If the LO BAT ind icator shows stead ily at a ny other time during the operation of the STAR tester wit h a ny service code, turn its power switch to OFF a nd replace the 9-volt battery in the tesler. .nn - ww COLON MUST BE DISPLAYED TO RE CEI VE SERVICE CODES. LO BAT INDICATOR LO BAT -; ~ IF LO BAT SHOWS STEADILY WITH : 1.- ~ SERV1CE CODE, REPLACE TESTER'S L _ _"":: -:""::.....J 9V BATTER Y. Figure 49. SeIf·Test Output Code Fonnat 76 DIAGNOSIS AND TESTING SERVICE CODES The pulse format is (Figures 50 and S1): • One-half second on-t ime for each digit The EEe IV system communicates service info rmalion to the outside world by way ofthe self-test service codes. These service codes are two-digit numbers representing the results of the self-test. • Two seconds orr-time between digits • Four seconds off-time between codes • Ten seconds off-time before and a ft er the halfsecond separator pulse The service codes arc transmitted on the self-lest output (found in the sel f-t est connector) in the fo rm of timed pulses, a nd read bYlhe technician on a voltmeter or on the STAR lester. All testing is complete when the codes have been repeated once. SELF·TEST OUTPUT CODE FORMAT KEY·ON/ENGINE·OFF Digit pulses are VI second "on " and V2 second " off" CODE ' .. ' _ _ _., CODE 1..' _ _ _ _ _ _C_O,DE· r 4 SECONDS CODE11 r ___.., CODE ';.:'______.., 9 SECO NDS 8 SECONDS SEPARATOR SERVICE CODES 11 CONTINUOUS CODES STAR STAR STAR :11 :10 :11 NOTE: CONTINUOUS CODES WILL ONL Y BE OUTPUTTED DURING KEY'()N/ENGINE·OFF. Figure SO. Key·On/Englne·Off SeIf·Test Output Code Format SELF·TEST OUTPUT CODE FORMAT KEY·ON/ENGINE·RUNNING Digit pulses are V2 second " on" V2 second " oU" " 2" ---, '______ r ..-______________ C,OOE..'_D______________,CODE' 6-20 SECONDS ENGINE RUNNING 1.0. PULSE STAR :20 -..;; CODE11 4-15 SECONDS ENGINE RESPONDS TEST "G OOSE ENGINE NOW" CODE STAR :1 0 ON DEMAND CODES STAR :11 Figure 51 . Key·On/Engine·Runn lng Self·Test Output Code Format 77 DIAGNOSIS AND TESTING VIP/SELF·TEST SERVICE CODE Fast Codes CODE II 12 IJ 14 15 21 22 23 Fast codes are issued just prior to the regular service codes. These codes contain information identical to the regular service codes, but a re transmitted at 100 times the norma l rate. These codes are interpreted by special equipment at the Automotive Assembly Division. Some meters in service may detect these codes as a short burst of information (slight meter deflection). They serve no purpose in the field. 24 26 41 42 51 53 54 56 61 63 64 66 67 73 76 77 INTERPRETATION System "pass" Rpm out of spec (extended idle) Rpm o ut of spec (normal idle) PIP erratic (continuous lest) ROM (est failed ECT o ut of range Barometric sensor out of range TPS out of range VAT out of range VAF out of range System always lean System always rich ECT input too high TPS input too high VAT input too high VAF input 100 high ECT input 100 low TPS input too low VAT input too low V AF input 100 low ENGINE TESTING/SERVICE CODES Key·On/Engine·Off Te.t A test of the EEC IV system is conducted with power applied a nd the engine at rest to determine hard failures. The areas tested are: • System OK (code II) • Processor memory check (code 15) • Engi necoolant temperature (ECT) (code 21,51,6 1) • Throttle position (TP) (code 23, 53, 63) • Barometric pressure (BP) (c~de 22) • Vane meter (code 24, 26, 54, 56 , 64, 66) Ace on No VAT change in "goose test" No VAF change in "goose test" Operator did not do "goose lesl" • ACC on (code 67) For the self-test to detect errors in the key-on/ engi neoff test , the fau lt must be presen( at the time of testing. For intermittent faults, refer to continuous test ing. Continuous Monitor Test In addit ion to the service codes, two other types of coded information are output during the self-test: engine identification codes and fa st codes. This test is intended as a n aid in diagnosi ng interm itten( fai lures in the sensor input circuits. The self-tes t output is energized whenever the con tinuous test mode senses a fau lt and de-energized when the system is OK. The service code format is: • Engine 1.0. pulses (engine running only) • Key·O n/ Engine-Orr Continuous Monitor Mode. To enter this mode, veri fy that theself-tes t is nOI activated and then turn the key 10 RUN. Self-test output will be activated whenever a conti nuous fa ult is detected and if the d uration is long enough for a trouble code to be stored. • Fast codes • Key-on/engine-off (on demand a nd continuous) • Engine running (on demand and continuous) • Engine Running Continuous Monitor Code. This mode of testing is entered immedia tely after the service codes from the engine run ning portion of the Quick test are entered. Because the engine running test can be entered only o nce per ignition cycle, a quick a lternate method that will eliminate wailing for the self-test to complete its cycle is to enter the engine running lest cycle a nd then enter the engine cont inuous monitor code (do not shultheengine off). Engine Identification Code. (1. 0 . Code.) Engine 1.0. codes a re issued at the beginning of the engine running test and are one-digit numbers represented by the number of pulses sent out. The engine 1.0. code is equal to one-half the number of engine cylinders (e.g., 2 pulses equaI4 cyli nders). These codes are used by the AUiomotiveAssembly Division (AAD) and have no value in the field . 7a DIAGNOSIS AND TESTING The continuous monitor mode will "allow the techni- The same wiggle test can be performed with the STAR tester if the STAR cable assembly (Rotunda 07 -(0 10) is used. While wiggling or tapping the system harness, connectors, or sensors , observe the cable assembly LED light. If an intermittent condition is re-created . the LED will go off and stay off as long as the short or open is present. cian to aClivatethese test modes and then auempt to recrealetheinlermiUent failure. This is done by tapping, moving, and wiggling the harness and/or adapter of the suspected sensor. If the self-test monitor indicates a fault (open or short) , the corresponding service code will be stored . Once this code is known, the technician can make a close check of the harness and associated connectors to determine the fault. Service Codes Output Cycling Test Functional test codes (hard failures) are displayed first on the self-test output as previously described. A single half-second separator pulse is issued six seconds after the last functional test code (key-on/engine-off); then, six seconds after the single half-second separator pulse, the continuous codes will be issued. This test is performed in the key-onlengine-off test after the continuous codes have been sent. Without disabling the self-lest, momentarily depress the throttle to the noor and then release the throttle. All auxiliary EEe codes, including the self-test, will be activated at this time. Another throttle depression will turn them off. This cycle may be repeated as necessary, but if it is activated for more than 10 minutes, the cycle will return to the de-energized condition. This feature allows the technician to force the processor to activate these outputs for additional diagnostics. GLOSSARY Barometric Sensor-On-board sensor that sends atmospheric pressure information (digital format) to the ECA. Engine Running Test Continuous Test-Portion of the self-test that has the ability to store a service code, indicating a suspect area, and to monitor sel f-te st output while the vehicle is being operated. Afler conducting the output cycling test, a test of the EEC IV system is conducted with the engine running. The sensors are checked under actual operating conditions. The actuators are exercised and checked for corresponding results. The areas tested are: Electronic Control Assembly (ECA)-Microprocessor which receives data from various sensors and provides output to regulate various actuators. • System pass (code II) • Rpm (extended idle) (code 12) • Engine coolant temperature (ECT) (normal operating temperature) (code 21) EGR Shutoff Solenoid-Used for on/off only functions. • Barometric absolute pressure (BAP) (code 22) Engine Coolant Temperature Sensor (ECT)-A temperature-dependent resistive element used to in-· dicate engine coolant temperature to the processor. • Vane meter (code 24, 26, 76) • Throttle position (TP) (code 23, 73) Exhaust Gas Oxygen Sensor (EGO)-A sensor located in the hot exhaust gas now used to determine the amount of oxygen left in the exhaust stream. • Exhaust gas recircula.tion (EGR) (code 34) • Fuel control (rich or lea n) (code 41, 42) • Goose (code 73, 76, 77) Injector-Meters the fuel delivery by an applied duty cycle (on- vs. off-time). Wiggte Test In add ilion, the self-test output is activated whenever a monitored circuit is shorted or opened (intermittent failure), for example, with the self-test not triggered and an analog meter attached to self-test output. Observe the meter while moving, wiggling, or tapping the system harness, connectors, or sensors. If, in this manner, an intermittent condition is re-created, the meter will denect each time the condition is induced, and a service code will be stored. At this time, perform the self-test to retrieve the serv ice codes. Knock Sensor-A sensor designed to detect engine detonation and provide this information to the ECA. Output State Chet:!k-A portion of the end of the keyon/engine-off test that enables energizing and deenergizing the auxiliary outputs on demand. Profile Ignition Pick-Up ~ 0 + ?I V> V REST Figure 53. Vacuum Diagram I TEST STEP RESULTS ACTION TO TAKE 4.0 Key-On/ Engine-Off Self-Test Correct lest results for the quick test are dependent on the proper operation of related non-EEC componenl systems. It may be necessa ry to correct any defects in these a reas before the EEC will pass the quick test. Refer 10 the Engine / Emissions Diagnosis Manual for service procedures. • Veri fy (hal the vehicle has been properly prepared per test steps 1.0 and 2.0 0 S N E 0 P N D A T E R 1 M A N D A N U T 0 R C 0 U S • P lace transmission in neutral or park; sel parking brake; place A l e heater conlrol off; ensure that all electrical loads are off • • Acti vate self-test P lace key in RUN to start self-test II 1(0) - II ~ CONTINUE to Quick Test Step 5.0 Any code 1(0) II ~ CONTINUE to Quick Test Step 4.1 • STAR displays a 10 in place of a 1 for the single-digit separator code; thererore. the separator code is expressed in the results column as 1(0). 83 QUICK TEST RESU LTS TEST STEP ACTION TO TAK..: 4.0 Key-O n / Engine-OH Sel f -Test (Cont'd) • Observe and record all service codes . The output format will be: - Fast codes·· - O n-demand codes Separator codes Contin uous codes Any code 1(0) 11 ~ RECORD on-demand and conti nuous codes, CONTINUE 10 Quick Test Step 4.1 11 1(0) Any code ~ RECORD continuous codes, CONTINUE 10 Quick Test Step 5.0 No codes or improper display of codes • Use the on-demand service codes from key-on / engine-off lest slep 4.0 and follow the instructions in the "act ion to lake" column • When more than one service code is received, always sIan service with the first code received • Whenever a repair is made, repeat quick test start ing at step 4.0 On-demand service code 15 ~ ~ REPLACE processor and REPEAT Quick Test ~ GO to Engi ne/ Emissions Diagnosis Manual 21 51 61 22 23 53 63 24 54 GO to Engine/ Emissions Diagnosis Manual 64 26 56 66 67 Any code not li sted above ~ Go to Engine/ Em issions Diagnosis Manual 5.0 C heck Ttming • • • Key off Veri fy tha t self-test trigger has been activated Restart engine and check timing while in self-test T im ing is not 27-3)0 BTDC ~ T iming is 27- 33 BTDC ~ 0 GO to Engine / Emissions Diagnosis Manual CONTINUE to 5.0 NOTE: If engine stalls while testing, go to pinpoi nt step X-Diagnostics by Symptom; if vehicle is no-start, go directly to pinpoint step A"No Starts" •• Fast codes serve no purpose in the fie ld; therefore, this will be the only time they are referred to. STAR has been designed to ignore these codes, and the analog meter may display them as a slight meter deflection. 84 QUICK TEST TEST STEP RESULTS • • • • • Deactivate self-test Start and run engi ne al greater than 2000 rpm for two minutes (EGO sensor warm-up; ignore any codes indicated at this lime) If veh icle is a no-start, go directly 10 pinpoint A ACTION T O TAKE 6.0 Engine Running Test D Y E N G 0 N N A 1 N E 1 D M 1 D E M C A N R D E S P 0 Turn engine off N S E • • Veri fy that self-test is activated 1(0) " Restarl the engi ne; the fu nning test will progress as fo llows: - Engine I.D. code - Run test - Dynamic Response Ready Code 10 to I pulse; at thi s time, the operator does a brief W.O.T. - Engine running service codes End of lest • If the engine stalls in sel f-test, go to pinpoint test step X • Use the service codes from engine running quick test step 6.0 and foll ow the instructions in the "action to take" column • 2(0) ~ If the drive symplOrn is still present, GO to Engine / Emissions Diagnosis Manual COnlinuous testing; otherwise. testing is complete EEC IV system OK 2(0) 1(0) Any Code No test codes or improper display of codes ~ ~ GO to Engine / Emissions Diagnosis Manual GO to Engine/ Emissions Diagnosis Manual Service Codes 12 I3 21 22 23 24 26 34 41 42 73 76 When more than one service code is received, always start service with the fi rst code received ~ GO to Engine/ Emissions Diagnosis Manual 77 Any code not listed above • Whenever a repair is made, repeat quick test 7.0 Continuous Testing , Refer to Engine / Emissions Diagnosis Manual for further service procedures 85