Head unit FORD FIESTA 2007 Workshop Manual

204-01 -3 Front Suspension 204-01 -3
DESCRIPTION AND OPERATION
Front Suspension
Overview
N0TE:During installation of the front wheel bearing
it is important to adhere to the specified installation
position, as the anti-lock brake system
( ABS )
sensor ring is located in the wheel bearing. A
coloured rubber ring is provided to indicate the
correct installation position. If the wheel bearing
were to be installed incorrectly then this would
cause failure of the ABS
.
A newly developed Mc-Pherson front suspension
with L-shaped lower arms is used. These lower
suspension arms are linked via large rubber
mountings to a reinforced and extremely rigid front
axle crossmember.
The ball head between the lower suspension arm
and the suspension strut is secured with three
rivets. Toe-in is adjusted via adjustable track rods.
The lower suspension arms can only be replaced as a complete unit.
2006.0 Fiesta IZIZOO~ GI 67080en
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206-0713 Power Brake Actuation 206-0713
DESCRIPTION AND OPERATION
Brake Booster
Emergency brake assistant (EBA) EBA operates purely mechanically, and is
completely integral with the brakeservo.
As ABS braking systems have become widespread,
it has emerged that because of incorrect use of the
Brake servo units with and without EBA are
brakes, many drivers are losing the safety benefit externally identical. For identification purposes,
which ABS
~rovides. brake servo units with EBA carry a white sticker I showing a large letter "A. Drivers are applying the brakes too timidly.
Because of this, the Anti-lock Braking System The tandem master cylinder
is the same for
(ABS) does not engage, and the maximum braking
vehicles with or without
effect is not achieved.
The EBA recognises from the driver's manner of
braking that an emergency situation is occurring,
and automatically applies full braking power.
This occurs in a matter of milliseconds, which is
faster than the driver could do it.
Furthermore, it was observed that after the first
heavy application of the brake pedal, the driver
releases the pressure on the pedal too early.
The EBA ensures that the ABS effect still continues
when the pedal pressure would normally lie below
the ABS range of control. The system is available
j as an option depending on market and vehicle
variant.
Function
In normal braking situations, the brake servo with
EBA operates in the same way as a conventional
brake servo unit. This means that the driver can
always modulate the brakes.
If an activation threshold defined by a characteristic
curve is exceeded during braking, the EBA
operates.
Determination of the activation threshold is based
on the pedal movement parameters, which are a
function of the pressure on the brake pedal and
the speed of movement of the pedal.
Depending on driving manner, EBA results in a The characteristic curve
is separately defined for
reduction in braking distance of 15% for each vehicle model.
experienced drivers, to over
40% for average The mechanical EBA uses the fact that in a brake
drivers. servo unit, the valve piston moves ahead of the
Because EBA decelerates the vehicle up to the control housing
when a braking operation starts.
wheel locking limit, emergency brake assist is only Because of this, there is a relative travel distance used in vehicles with ABS.
between the control housing and the valve piston
which can vary depending on the force applied to
Components the brake pedal and the pedal speed.
The relative travel distance is small when the pedal
moves slowly with low force applied to it. The
relative travel distance is larger when the pedal
moves faster with higher force applied to it.
Item Description
-
2006.0 Fiesta 1212006 GI 63289en
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303101 B-9 Engine - 2.OL Duratec-HE (M14) 303-01 B-9
DESCRIPTION AND OPERATION
The complete engine is made of cast aluminum
which, when combined with the plastic intake
manifold, gives a very light unit.
2.OL Duratec-HE (M14) engine
Emission standard
N0TE:Due to the fine tolerance in the bearing
clearances and bearing shells, no service
operations whatsoever are permitted on the crank
assembly. In the event of damage, the complete
cylinder block and crank assembly must be
changed. European
Emissions Standard Stage
IV (Stage II I, depending
on country)
Further design features include a ladder frame
incorporating the main bearing caps which support
the crankshaft in the cylinder block, and the
deep-drawn side walls of the cylinder block which
reduce engine vibration.
The camshafts are driven by a pinned link chain
which runs very quietly and is also
maintenance-free.
Cvlinder head
Item Description
1
2
The engine management for the 2.OL Duratec-HE
(M14) is provided by a Visteon system.
Item Description
Exhaust camshaft
Camshaft bearing cap
', This engine management systems controls the ' , sequential multipoint fuel injection (SFI) and the
I 1 (Enngine code I
3
4
wl~n~ine serial number I
Cam to identify cylinder No. 1
Intake camshaft
ele~tronically controlled coolant-cooled exhaust The design and the valve arrangement in the gas recirculation (EGR) valve.
cylinder head is similar to the head of the Zetec-SE
engines.
Enaine codes
5
The engine code and the engine serial number are
stamped on the right-hand side of the cylinder block
on the flywheel side of the engine. Camshaft sprockets
Cvlinder
head gasket
Item Description
I 1 I Cylinder head gasket I
1 2 1 Locating dowels 1
A four-layer laminated steel cylinder head gasket
is used.
The cylinder head gasket and cylinder head are
located with two locating dowels.
2006.0 Fiesta 1212006 G461395en
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303-1 4-1 2 Electronic Engine Controls 303-1 4-1 2
DESCRIPTION AND OPERATION
Powertrain control module (PCM) The KS detects engine vibrations caused by knock
and produces an output voltage signal in proportion
, to the knock. The PCM uses the voltage signal to(
control knock by retarding the ignition timing.
The powertrain control module is located within the
engine compartment below the battery and is
secured to the left-hand chassis rail by means of
a mounting bracket. On right-hand drive vehicles
the PCM is protected by a security shield which is
secured to the retaining bracket by a shear-head
bolt. In order to disconnect the PCM electrical
connectors it is necessary to remove the security
shield.
The PCM monitors and processes the signals from
the sensors and compares these with stored
parameters. The PCM uses this information to
calculate the output signals to the actuators.
Communications between the PCM and other
control units (for example, the stability assist and
the instrument cluster) including the DLC for
diagnosis of the system, take place on the
controller area network (CAN).
Intake manifold tuning valve solenoid
The solenoid for the intake manifold tuning system
is located on the transmission side of the cylinder
head.
Vacuum is supplied by a central vacuum
connection from the intake manifold.
The solenoid for the intake manifold tuning system
is supplied with either the maximum voltage or zero
voltage,
i.e. the valves are either fully open or fully
closed.
Actuation depends on the engine speed and the
engine load.
Diagnosis can be carried out through the DLC
using the Worldwide Diagnostic System (WDS)
BPP switch
diagnostic equipment.
Knock sensor (KS)
The BPP switch and the stoplamp switch are tt(r located on the pedal box and provide the PCM with
the information that the brake pedal has been
pressed and that the vehicle is therefore being
The knock sensor is located on the cylinder block decelerated.
between cylinders
2 and 3.
2006.0 Fiesta 1212006 G422229en
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303-1 4-1 5 Electronic Engine Controls 303-1 4-1 5
DIAGNOSIS AND TESTING
Monitors
The purpose of the monitors is to continuously
check the operation of the emission related sensors
and actuators. It then establishes if they are
operating within specified tolerances. All monitors
carry out their functions in such a way as to be
unnoticeable by the driver of the vehicle. Each one
is carried out under specific conditions of load,
speed and engine temperature. The Comprehensive Component Monitor, Combustion
Misfire Monitor and
AirIFuel Ratio Monitor operate
continuously. The remaining monitors are only
invoked under certain operating conditions. On
diesel variants, all of the monitors operate under
normal driving conditions: There are no monitors
which intervene and cause special operating
modes to enable the monitors to work. Some diesel
monitors are non-continuous. This means that in
a drive cycle, monitoring is done as and when
suitable driving conditions exist and potential faults
are accumulated and compared with acceptance
criteria. Examples of this type are the turbocharger
boost pressure and exhaust gas recirculation
(EGR) monitors on vehicles with common rail fuel
injection.
( Comprehensive Component Monitor (CCM)
When the CCM detects a component operating out
of tolerance, it sets a Diagnostic Trouble Code
(DTC), which is stored in the EEPROM. If the same
concern is confirmed during the next trip the MIL
will be switched on. The CCM monitors many
components, sub-systems and signals. The
following is a list of those that can effect emissions
depending on application:
Electronic Ignition (El) System.
Crankshaft Position (CKP) Sensor.
Ignition Coil.
Electronic Throttle Control Unit.
Camshaft Position (CMP) Sensor.
Air Conditioning
(AIC) Clutch.
Idle Air Control (IAC) Valve.
Mass Air Flow (MAF) Sensor.
Manifold Absolute Pressure (MAP) Sensor.
Intake Air Temperature (IAT) Sensor.
Engine Coolant Temperature (ECT) Sensor.
Cylinder Head Temperature (CHT) Sensor.
Heated Oxygen Sensor
(H02S).
Catalyst Monitor Sensor.
Charge Air Temperature Sensor.
Knock Sensor (KS).
Throttle Position (TP) Sensor.
Vehicle Speed Sensor (VSS).
Boost Pressure Sensor.
Cam-Crank Phasing Sensor.
EEPROM.
High Pressure Fuel Injection Pump.
Exhaust Gas Recirculation (EGR) Valve Monitor.
Fuel Injectors.
Turbocharger.
Combustion Noise Monitor.
Barometric Pressure (BARO) Sensor.
Combustion Misfire Monitor (All except vehicles
with diesel engine)
The combustion misfire monitor operates independently of the others, and can detect misfires
caused by the ignition system, fuel system or
mechanical engine components. As each cylinder
fires, a characteristic crankshaft acceleration is
produced. The monitor detects irregularities in the
acceleration pattern using the crankshaft position (CKP) sensor, thus detecting the misfire. It can
also detect which cylinder has misfired.
Combustion misfires can be categorized as follows:
Type
A: These can cause catalytic converter
damage due to excessive internal temperatures.
If a certain number of misfires occur over a
pre-determined number of engine revolutions, the
MIL will be switched on to alert the driver of the
concern.
Type B: These can lead to an increase in emissions
to a point above the EOBD threshold. If the misfire
is detected during a second trip, over a,
pre-determined number of engine revolutions, the
MIL will be switched on. If the misfire does not
occur over the next three trips, the MIL will be
extinguished
AirIFuel Ratio (AFR) Monitor (All except vehicles
with diesel engine)
The H02S fitted before the catalytic converter
(upstream) measures the oxygen content of the
exhaust gas and the variations in it. This then
enables the PCM to adjust the opening times of
the fuel injectors to maintain the correct AFR. This
is known as Short Term Fuel Trim (STFT). If the
same variation is registered a pre-determined
number of times, a permanent correction factor is
applied. This is known as Long Term Fuel Trim
(LTFT), which is stored in the EEPROM. When the
correction factors exceed pre-determined limits a
DTC will be set in the EEPROM. If a concern is
2006.0 Fiesta 1212006 G384566en
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