fuel filter FORD MUSTANG 2003 User Guide

9 6161 Piston ring
10 6200 Connecting rod assy.
11 6100 Piston and rod assy (8 req'd)
12 N806164 Washer
13 6256 Camshaft sprocket
14 6265 Camshaft sprocket spacer
15 6766 Oil filler cap
16 6C324 Crankcase vent connector and hose
17 6582 Valve cover
18 6B280 Camshaft bearing cap
19 6250 Camshaft
20 9H308 Idle air control valve inlet tube
21 N806155 Bolt (2 req'd)
22 9F715 Idle air control valve
23 N806154 Bolt (4 req'd)
24 9F670 Idle air control gasket
25 9E926 Throttle body
26 9E936 Throttle body gasket
27 9A589 Throttle body gasket
28 N807309 Bolt (3 req'd)
29 9728 Bracket
30 N806154 Bolt (5 req'd)
31 9D476 EGR valve gasket
32 9D460 EGR valve
33 W701625 Bolt (2 req'd)
34 N811017 Stud bolt (4 req'd)
35 9F792 Fuel injection supply manifold
36 9D477 EGR valve to exhaust manifold tube
37 9E498 Main emission vacuum control connector
38 12A522 Engine control sensor extension wire
39 N806459 Dowel (4 req'd)
40 8555 Water bypass tube
41 N646419 Dowel (2 req'd)
42 W623454 Washer (2 req'd)
43 N806040 Dowel (2 req'd)
44 N806007 Dowel (2 req'd)
45 6A636 Oil filter adapter gasket
46 6881 Oil filter adapter (manual transmission)
47 N806156 Bolt (4 req'd)
48 6714 Oil bypass filter
49 N87838 Dowel
50 Klj . 4 ba
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z
are positioned so that their tips direct fuel just ahead of the engine intake valves.
z are connected in series with the fuel pressure sensor.
z supply fuel from the fuel tank with a fuel pump mounted in the fuel tank.
A constant fuel pressure drop is maintained across the fuel injectors by the fuel pressure sensor. The
fuel pressure sensor:
zis positioned upstream from the fuel injectors on the fuel injection supply manifold.
Valve Train
The valve train operates as follows:
zball- tip hydraulic lash adjusters provide automatic lash adjustment.
z roller followers ride on the camshaft lobes, transferring the up-and- down motion of the
camshafts to the valves in the cylinder heads.
Positive Crankcase Ventilation System
All engines are equipped with a closed- type positive crankcase ventilation system recycling the
crankcase vapors to the upper intake manifold.
Lubrication System
The engine lubrication system operates as follows:
zoil is drawn into the oil pump through the oil pump screen cover and tube in the sump of the oil
pan.
z oil is pumped through the oil bypass filter on the left front side of the cylinder block.
z oil enters the main oil gallery where it is distributed to the crankshaft main journals and to both
cylinder heads.
z From the main journals, the oil is routed through cross- drilled passages in the crankshaft to
lubricate the connecting rod bearings. Controlled leakage through the crankshaft main bearings
and connecting rod bearings is slung radially outward to cool and lubricate the cylinder walls as
well as the entire connecting rod, piston and piston rings assembly.
z The left cylinder head is fed from a drilling into the supply passage feeding the main gallery at
the front of the cylinder block. The right cylinder head is fed from a drilling into the rear of the
main gallery. Main gallery pressure is reduced as it enters the cylinder head galleries through
fixed serviceable orifices located at the upper part of the feed passages. It is this reduced
pressure in the cylinder head galleries which feeds the camshaft journals, the hydraulic lash
adjusters and the primary and secondary timing chain tensioners.
z The camshaft lobe and roller followers are lubricated by splash created through valve train
operation.
Oil Pump
The lubrication system of the 4.6L (4V) engine is designed to provide optimum oil flow to critical
components of the engine through its entire operating range. The heart of the system is a positive
displacement internal gear oil pump using top seal rotors. Generically this design is known as a gerotor
pump, which operates as follows.
zThe oil pump is mounted on the front face of the cylinder block. Klj . 2 ba
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z
are connected in series with the fuel pressure sensor.
z supply fuel from the fuel tank with a fuel pump mounted in the fuel tank.
A constant fuel pressure drop is maintained across the fuel injectors by the fuel pressure sensor. The
fuel pressure sensor:
zis positioned upstream from the fuel injectors on the fuel injection supply manifold.
Valve Train
The valve train operates as follows:
zball- tip hydraulic lash adjusters provide automatic lash adjustment.
z roller followers ride on the camshaft lobes, transferring the up-and- down motion of the
camshafts to the valves in the cylinder heads.
Positive Crankcase Ventilation System
All engines are equipped with a closed- type positive crankcase ventilation system recycling the
crankcase vapors to the upper intake manifold.
Lubrication System
The engine lubrication system operates as follows:
zoil is drawn into the oil pump through the oil pump screen cover and tube in the sump of the oil
pan.
z oil is pumped through the oil bypass filter on the left front side of the cylinder block.
z oil enters the main oil gallery where it is distributed to the crankshaft main journals and to both
cylinder heads.
z From the main journals, the oil is routed through cross- drilled passages in the crankshaft to
lubricate the connecting rod bearings. Controlled leakage through the crankshaft main bearings
and connecting rod bearings is slung radially outward to cool and lubricate the cylinder walls as
well as the entire connecting rod, piston and piston rings assembly.
z The left cylinder head is fed from a drilling into the supply passage feeding the main gallery at
the front of the cylinder block. The right cylinder head is fed from a drilling into the rear of the
main gallery. Main gallery pressure is reduced as it enters the cylinder head galleries through
fixed serviceable orifices located at the upper part of the feed passages. It is this reduced
pressure in the cylinder head galleries which feeds the camshaft journals, the hydraulic lash
adjusters and the primary and secondary timing chain tensioners.
z The camshaft lobe and roller followers are lubricated by splash created through valve train
operation.
Oil Pump
The lubrication system of the 4.6L (4V) engine is designed to provide optimum oil flow to critical
components of the engine through its entire operating range. The heart of the system is a positive
displacement internal gear oil pump using top seal rotors. Generically this design is known as a gerotor
pump, which operates as follows.
zThe oil pump is mounted on the front face of the cylinder block.
z The inner rotor is piloted on the crankshaft post and is driven through flats on the crankshaft. Klj . 2 ba
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DESCRIPTION AND OPERATION
Intake Air Distribution and Filtering —
Supercharger,
Charge Air Cooler
The supercharger (SC) is a positive displacement pump. Its purpose is to supply an excess volume of
intake air to the engine by increasing air pressure and density in the intake manifold. The supercharger
is matched to the engine by its displacement and belt ratio, and can provide excess airflow at any
engine speed.
NOTE: The supercharger is repaired only as an assembly. Disassembly of the supercharger unit may
void the warranty.
NOTE: The supercharger is not a bolt- on option. It is part of an integrated engine system. Many
components of the supercharged engine are not interchangeable with similar parts from a non-
supercharged engine.
The supercharger contains two three- lobed rotors. The helical shape and specialized porting provide a
smooth discharge flow and low level of noise during operation. The rotors are supported by ball
bearings in front and needle bearings at the rear. The drive gears are pressed into place, therefore the
supercharger is installed new as a unit, and is not repairable.
The supercharger system is a blow- through type with the fuel injected directly into the intake ports. The
supercharger is belt driven off the crankshaft through an idler pulley. The throttle body controls the
amount of intake air to the supercharger through the intake plenum. Air from the supercharger is
routed through the charge air cooler (CAC), then to the intake manifold. The resulting denser air
charge in the combustion chamber provides for a higher power output of the engine over a non-
supercharged engine of the same displacement.
NOTE: It is not possible to increase manifold pressure or engine power output by altering the bypass
valve or the actuator.
At partial- throttle opening or when vacuum is present in the intake system, a vacuum- controlled
bypass valve reroutes some discharged air from the supercharger back through the intake plenum.
This prevents the supercharger from cavitating, causing reduced performance, increased
temperatures, and poor fuel economy.
The supercharger has a self- contained oiling system that does not require a fluid change for the life of
the vehicle. However, at every 30,000 mile interval, the supercharger fluid level should be checked.
The vehicle should be parked on a level surface, the engine cool, and not running. To check the oil,
remove the Allen head plug located at the front of the supercharger. The oil level should be at the
bottom of the fill plug threads when cold. If the fluid level is low, add Synthetic Supercharger Fluid
E9SZ- 19577- A or equivalent meeting Ford specification ESE-M99C115–A
Supercharged vehicles are equipped with a charge air cooler (CAC). The CAC cools the pressurized
air from the supercharger, increasing the air density, which improves combustion efficiency, engine
horsepower and torque. SECTION 303-
12: Intake Air Distribution and Filtering 2003 Mustang Workshop Manual Klj . 1 ba
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REMOVAL AND INSTALLATION
Charge Air Cooler
Removal and Installation
1. Drain the supercharger coolant. For additional information, refer to Section 303 - 03B .
2. Release the fuel pressure. For additional information, refer to Section 310 - 00 .
3. Disconnect the supercharger degas hose.
4. Disconnect the coolant hose.
5. Remove the supercharger belt. For additional information, refer to Section 303 - 05 .
6. Remove the air cleaner outlet tube. For additional information, refer to Section 303 - 12 .
7. Disconnect the throttle position (TP) sensor and the idle air control (IAC) valve electrical connectors.
SECTION 303-
12: Intake Air Distribution and Filtering 2003 Mustang Workshop Manual Material
Item Specification
Silicone Gasket and Sealant
F7AZ-
19554- EA or equivalent WSE-
M4G323- EA Klj . 1 ba
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3. If the concern remains after the inspection, connect the scan tool to the data link connector
(DLC) located beneath the instrument panel and select the vehicle to be tested from the scan
tool menu. If the scan tool does not communicate with the vehicle:
zcheck that the program card is correctly installed.
z check the connections to the vehicle.
z check the ignition switch position.
4. If the scan tool still does not communicate with the vehicle, refer to the scan tool manual.
5. Carry out the DATA LINK DIAGNOSTICS test. If the scan tool responds with:
z CKT914, CKT915 or CKT70 = ALL ECUS NO RESP/NOT EQUIP, refer to Section 418 - 00 .
z NO RESP/NOT EQUIP for PCM, refer to the Powertrain Control/Emissions Diagnosis (PC/ED)
manual.
z SYSTEM PASSED, retrieve and record the continuous diagnostic trouble codes (DTCs), erase
the continuous DTCs and carry out the PCM KOEO self- test.
6. If the DTCs retrieved are related to the concern, go to the PCM Diagnostic Trouble Code (DTC) Index to continue diagnostics.
7. If the concern remains after the inspection, determine the symptom. GO to Symptom Chart .
PCM Diagnostics Trouble Code (DTC) Index
Symptom Chart z
EVAP lines or hoses
z Vacuum lines or hoses DTC Description Source Action
P0442 Small leak detected in EVAP system
(As small as 1.02 mm [0.040 inch]) PCM Go To Pinpoint Test A .
P0455 Major leak or no flow detected PCM Go To Pinpoint Test B .
P0457 Check for missing or leaking fuel filter
cap PCM Go To Pinpoint Test A .
P1443 Very small or no purge flow detected PCM Go To Pinpoint Test B .
P1450 Excessive vacuum detected in the fuel
tank PCM Go To Pinpoint Test C .
— Any other PCM DTC PCM REFER to the Powertrain
Control/Emissions Diagnosis (PC/ED)
manual.
SYMPTOM CHART Condition
Possible Sources Action
z Hissing sound when
removing fuel cap z
Canister vent solenoid.
z Evaporative emissions
canister.
z Fuel vapor control valve z
Go To Pinpoint Test D . Klj . 4 ba
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PINPOINT TEST C: DTC P1450 EXCESSIVE VACUUM DETECTED IN
THE FUEL TANK Tester to the fuel filler pipe.
z Pressurize the EVAP
system to 6.47 to 6.97 kPa
(26 to 28 inches H
2 O).
z Does the pressure drop
immediately? No
INSTALL new fuel tank vapor line(s). REPEAT pinpoint test
Step B5 to verify the repair. CARRY OUT the evaporative
emission system leak test. REFER to
Evaporative Emission System Leak Test in this section. If the system passes the
leak test, CARRY OUT the evaporative emission repair
verification drive cycle. REFER to Evaporative Emission Repair Verification Drive Cycle in this section.
B6 CHECK FOR FAILED EVAP
CANISTER PURGE VALVE OR
FUEL TANK PRESSURE
SENSOR z
Use the recorded results
from the PCM DTCs.
z Are DTC codes P0455 and
P1443 present? Yes
INSTALL a new EVAP canister purge valve. REFER to
Evaporative Emission Canister Purge Valve
in this section.
CARRY OUT the evaporative emission system leak test.
REFER to Evaporative Emission System Leak Test in this
section. If no leak is detected, CARRY OUT the evaporative
emissions repair verification drive cycle. REFER to
Evaporative Emission Repair Verification Drive Cycle in this
section.
No
INSTALL a new fuel tank pressure sensor. REFER to Fuel Tank Pressure Sensor in this section. CARRY OUT the
evaporative emission system leak test. REFER to
Evaporative Emission System Leak Test in this section. If
the system passes the leak test, CARRY out the
evaporative emission repair verification drive cycle. REFER
to Evaporative Emission Repair Verification Drive Cycle in
this section. Test Step Result / Action to Take
NOTE:
Condition P1450 DTC set: more than - 1.79 kPa (-7.2 inches H
2 O) over 30 seconds. C1 CHECK FOR VISUAL CAUSES OF EXCESSIVE
FUEL TANK VACUUM z
Check for kinks or bends in the fuel vapor hoses
and tubes.
z Visually check the EVAP canister inlet port,
canister vent solenoid filter or outlet hose for
contamination or foreign material.
z Check the canister vent solenoid for blockage or
contamination.
z Is a concern with a hose, tube, connection or
component visually evident? Yes
REMOVE any contamination or foreign
material around fuel vapor hoses and
tubes. REPAIR the hoses, tubes or
components as necessary. After all
visual concerns are repaired, GO to
C2
.
No
GO to C2 .
C2 CHECK FOR BLOCKAGE BETWEEN EVAP
TEST PORT AND CANISTER VENT SOLENOID z
Disconnect and plug the EVAP return tube at the
intake manifold.
z Connect the Evaporative Emissions System Leak
Tester to the EVAP test port. Yes
GO to
C3 .
No Klj . 10 ba
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10. If the vehicle stalls in (D) or manual 2 at idle with vehicle at a stop, move the transmission range
selector lever to manual 1 position. If the vehicle stalls, see torque converter operation
concerns. For additional information, refer to Diagnosis By Symptom in this section. If the
vehicle does not stall in (D), refer to Diagnosis By Symptom in this section.
11. If the vehicle exhibits a vibration during the road test, complete the Road Test Evaluation Form. This form will aid the technician in determining the source of the vibration.
NOTE: The following is a list of common vehicle concerns that have been misdiagnosed as torque
converter clutch shudder. For diagnosis of the following items refer to the appropriate sections of the
workshop manual and the Powertrain Control/Emissions Diagnosis (PC/ED) manual.
zspark plugs - check for cracks, high resistance or broken insulators
z plug wires
z fuel injector - filter may be plugged
z fuel contamination - poor engine performance
z EGR valve - valve may let in too much exhaust gas and cause engine to run lean
z vacuum leak - engine will not get correct air/fuel mixture
z MAP/MAF sensor - incorrect air/fuel mixture
z HO2S sensor - too rich/lean air/fuel mixture
z fuel pressure - may be too low
z engine mounts - loose/damaged mounts can cause vibration concerns
z axle joints - check for vibration Torque Converter Road Evaluation Form
1) Does the Torque Converter
Engage/Disengage? Yes ·
GO to Step 2. No ·
REFER to Diagnosis By Symptom —
Torque Converter No Apply Routine
240/340 and Always Applied Routine
241/341 in this section for further
diagnosis information. Repair as
required, verify converter operation
and then continue. 2) Does vibration occur during 3-
4 or 4-3 shift at:
light, medium, or heavy throttle? Light ·
May be torque converter clutch
shudder. GO to Step 3. Medium ·
May be torque converter clutch
shudder. GO to Step 3. Heavy ·
Not torque converter clutch shudder
— converter does not engage due to
PCM strategy. REFER to Section 100 - 04 and
Diagnosis By Symptom —
Noise/Vibration Routine 254/354
in this section for further diagnosis. 3) Is the problem vehicle speed dependent Yes ·
Not torque converter clutch shudder Klj . 2 ba
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mechanism damaged
Main Controls
·
Manual valve stuck or
damaged ·
Inspect for damage. Repair as required. ·
Bolts not tightened to
specifications ·
Tighten bolts to specifications.
Other Concerns: External Leaks Possible Component Reference/Action
252 —
ELECTRICAL ROUTINE Powertrain Control System
·
Electrical inputs/outputs, sensor
seals leaking (digital TR, OSS,
vehicle speed sensor VSS, if
equipped, or transmission connector) ·
Inspect for leakage and repair as required. 352 —
HYDRAULIC/MECHANICAL ROUTINE Case
·
Case vent, case porosity, case
cracked ·
Check the vent for free breathing. Check the fluid level.
Check the transmission for overheat conditions. Repair
as required. Seals/Gaskets
·
Leakage at gaskets, seals, etc. (refer
to external sealing illustration for
potential leak locations) ·
Remove all traces of lubricant on exposed surfaces of
the transmission. Check the vent for free breathing.
Operate the transmission at normal temperatures and
perform fluid leakage check. Repair as required. Other
·
Cooler fitting, cooler lines pressure
tap, converter drain plug, band
anchor pins ·
Locate the source of the leak. Repair as required.
Other Concerns: Poor Vehicle Performance Possible Component Reference/Action
253 —
ELECTRICAL ROUTINE Powertrain Control System
·
Electrical inputs/outputs, vehicle
wiring harnesses, shift solenoids,
digital TR sensor, torque
converter clutch (TCC) solenoid,
transmission fluid temperature
(TFT) sensor ·
Carry out Self-Test. Refer to the Powertrain
Control/Emissions Diagnosis (PC/ED) manual for diagnosis
and testing of the Powertrain Control System. Go To Pinpoint Test A ,
Go To Pinpoint Test B or
Go To Pinpoint Test C . Repair as required. Clear codes, road test and
repeat Self- Test. Also refer to Routines 241/341 Torque
Converter Operation Concern: Always Applied. ·
Engine driveability concerns ·
Inspect air intake/air filter system. Check the fuel system
and fuel pressure. Refer to the Powertrain
Control/Emissions Diagnosis (PC/ED) manual. Inspect the
exhaust system for restriction. Refer to Section 309 - 00 .
353 —
HYDRAULIC/MECHANICAL ROUTINE Shift Linkage, Digital TR Sensor Klj . 27 ba
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DESCRIPTION AND OPERATION
Fuel System
Component Location
WARNING: Do not smoke or carry lighted tobacco or open flame of any type when
working on or near any fuel- related components. Highly flammable mixtures are always present and may be ignited, resulting in possible personal injury. SECTION 310-
00: Fuel System — General Information 2003 Mustang Workshop Manual Item Part Number Description
1 9341 Inertia fuel shutoff switch
2 9F593 Fuel injector
3 9155 Fuel filter
4 9002 Fuel tank
5 9H307 Fuel pump module and flange assembly Klj . 1 ba
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