engine FORD MUSTANG 2003 Workshop Manual

REMOVAL AND INSTALLATION
Exhaust Manifold to Exhaust Gas Recirculation (EGR)
Valve Tube —
Cobra
Removal and Installation 1. Remove the EGR valve. For addditional information, refer to Exhaust Gas Recirculation (EGR) Valve — Cobra in this section.
2. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to Section 100 - 02 .
3. Disconnect the exhaust manifold to EGR valve tube.
4. Remove the exhaust manifold to EGR tube from the engine compartment.
5. To install, reverse the removal procedure.
SECTION 303-
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REMOVAL AND INSTALLATION
Exhaust Manifold to Exhaust Gas Recirculation (EGR)
Valve Tube —
Mach I
Removal 1. Remove the air intake scoop. For additional information, refer to Section 303 - 12 .
2. Disconnect the exhaust gas recirculation (EGR) tube from the EGR valve.
3. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to Section 100 - 02 .
4. Disconnect the EGR tube from the exhaust manifold.
5. Disconnect the hoses and remove the tube from the vehicle. Installation SECTION 303-
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REMOVAL AND INSTALLATION
Differential Pressure Feedback Exhaust Gas Recirculation
(EGR) System
Removal and Installation
1. NOTE: The 4.6L (2V) is shown. The 4.6L (4V) and 3.8L are similar.
NOTE: Bolts may be used in place of nuts on some applications.
Remove the differential pressure feedback EGR. 1. Disconnect the connector.
2. Remove the hoses.
3. Remove the nuts and the differential pressure feedback EGR.
2. To install, reverse the removal procedure.
SECTION 303-
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REMOVAL AND INSTALLATION
Exhaust Gas Recirculation (EGR) Vacuum Regulator
Solenoid
Mach I vehicles
1. Remove the air intake scoop. For additional information, refer to Section 303 - 12 .
All vehicles 2. Remove the exhaust gas recirculation (EGR) vacuum regulator solenoid. zDisconnect the electrical connector.
z Remove the bolts.
3. To install, reverse the removal procedure.
SECTION 303-
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REMOVAL AND INSTALLATION
Positive Crankcase Ventilation (PCV) Hose
Removal and Installation
1. Disconnect the hose on the PCV valve.
2. Twist and remove the PCV valve.
3. To install, reverse the removal procedure.
SECTION 303-
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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-
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REMOVAL AND INSTALLATION
Air Intake Scoop Bracket
Removal and Installation
1. Remove the air intake scoop. For additional information, refer to Air Intake Scoop in this section.
2. Remove the air intake scoop bracket nut at the throttle body.
3. Remove the exhaust gas recirculation (EGR) vacuum regulator solenoid bolts and position the EGR vacuum regulator solenoid aside.
4. Remove the air intake scoop bracket nuts and the air intake scoop bracket bolt and remove the air intake scoop bracket from the engine.
5. To install, reverse the removal procedure.
SECTION 303-
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z
prevents hydrocarbon emissions from reaching the atmosphere.
z stores fuel vapors in the evaporative emission (EVAP) canister that are generated during
vehicle operation or hot soak, or vehicle refueling, until they can be consumed by the engine.
z routes the stored fuel vapors to the engine during engine operation.
z is controlled by the powertrain control module (PCM) which uses various sensor inputs to
calculate the desired amount of purge flow. The PCM regulates the purge flow, induced by the
application of intake manifold vacuum, by varying the duty cycle applied to the EVAP canister
purge valve.
z has an evaporative emission test port for test purposes.
The fuel vapors are routed:
zfrom the fuel tank through the fuel vapor control valve and fuel vapor vent valve.
z to the EVAP canister through a vapor line.
z to the engine when the EVAP canister purge valve is opened by the PCM.
The fuel tank pressure (FTP) sensor:
zmonitors the pressure levels in the fuel tank.
z communicates the pressure reading to the PCM during the OBDII leak test.
z is located in- line above the fuel tank and is serviced as part of the fuel vapor control valve tube
assembly.
The evaporative emission canister:
zis located in the left rear quarter panel.
z contains activated carbon.
z stores fuel vapor.
The fuel tank filler cap:
zrelieves system pressure above 14 kPa (56.21 inches H
2 O).
z relieves system vacuum below 3.8 kPa (15.26 inches H
2 O).
The canister vent solenoid: zis normally open.
z seals the EVAP system for the inspection and maintenance (I/M 240) test and OBDII leak and
pressure tests.
z is mounted to the evaporative emission canister.
z is repaired as a separate item.
The evaporative emission (EVAP) canister purge valve:
zis normally closed.
z regulates purging of the EVAP canister.
z is controlled by the PCM. Klj . 2 ba
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Principles of Operation
Evaporative Emission (EVAP) Canister Purge Valve
The EVAP canister purge valve is controlled by the powertrain control module (PCM). The EVAP
canister purge valve controls the flow of fuel vapors from the EVAP canister to the engine intake
manifold during various engine operating modes. The EVAP canister purge valve is normally closed.
Evaporative Emission (EVAP) Canister
Fuel vapors from the fuel tank are stored in the EVAP canister. When the engine is running, the vapors
are purged from the EVAP canister for combustion.
Canister Vent Solenoid
During the Evaporative Emission (EVAP) System Test Monitor, Evaporative Emissions Repair
Verification Drive Cycle, and the Evaporative Emission System Leak Test, the canister vent solenoid is
closed to allow a vacuum to be drawn on the fuel tank at a specific level. The canister vent solenoid is
normally open.
Fuel Tank Pressure (FTP) Sensor
The fuel tank pressure sensor is used to measure the fuel tank pressure during the Evaporative
Emissions Monitor Test. The fuel tank pressure sensor is mounted in the fuel vapor control valve tube
as it crosses over the fuel tank.
Fuel Vapor Control Valve
The fuel vapor control valve is normally between the EVAP canister and the fuel vapor vent valve. Its
function is to prevent the flow of liquid fuel into the EVAP canister or up to the canister purge valve
during refueling, and to prevent the collection of liquid fuel in the fuel vapor hoses by overfilling the fuel
tank.
Fuel Vapor Vent Valve (FVV) Assembly
The fuel vapor vent valve (FVV) assembly is mounted on the top of the fuel tank. It is used to control
the flow of fuel vapors entering the EVAP system. The head portion of the assembly prevents the fuel
tank from overfilling during refueling. The assembly also has a spring float, which prevents liquid fuel
from entering the vapor delivery system under severe handling or vehicle rollover conditions. In the
upright position, the open bottom of the float will lift and shut off the orifice. Under severe handling
conditions, the spring will push the float closed when angles allow liquid fuel to reach the orifice. In a
rollover condition, the weight of the open bottom float and spring pressure will close the orifice.
Fuel Filler Pipe Check Valve
The fuel filler pipe check valve is an intricate part of the fuel filler pipe. It is intended to prevent liquid
fuel from re-entering the fuel filler pipe from the fuel tank on refueling or roll over conditions.
Fuel Filler Cap
The fuel filler cap is used to prevent fuel spill and to close the EVAP system to the atmosphere.
Evaporative Emission System Monitor
When a fault occurs, the EVAP system monitor is reset to NO and a diagnostic trouble code (DTC) is
set in the PCM memory. After the DTC is repaired, the vehicle drive cycle must be completed to reset
the monitor in preparation for inspection and maintenance testing. EVAP Emission System Leak Test Klj . 2 ba
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To start the testing, conditions of stable purging and vehicle speed must be satisfied. During the first
stage, the canister vent solenoid is closed, while the EVAP canister purge valve remains open,
applying and building vacuum in the system as indicated by the FTP sensor. This phase checks for
major leaks in the EVAP system.
In the second stage, the EVAP canister purge valve closes and the system looks for minimal decay
rate in the EVAP vacuum, indicating the absence of any small EVAP system leaks.
The last stage is entered only if stage two of the leak test has failed and checks whether the failed test
was due to excess vapor generation. It monitors fuel vapor generation rate. Initially, the canister vent
solenoid is opened to equalize EVAP system pressure to atmosphere. Then the canister vent solenoid
is closed, allowing pressure to build if vapor generation is present in sufficient quantity. If the rate of
generation is found to be too high, the EVAP running loss system leak test is aborted. If not, then a
small leak is diagnosed.
On-
Board Refueling Vapor Recovery (ORVR) Evaporative Emission (EVAP) System
The basic elements forming the ORVR system are as follows:
zThe fuel filler pipe forms a seal to prevent vapors from escaping the fuel tank while liquid is
entering the fuel tank. Liquid in the one inch diameter tube blocks vapors from rushing back up
the fuel filler pipe.
z A fuel vapor control valve controls the flow of vapors out of the fuel tank. The valve closes when
the liquid level reaches a height associated with fuel tank usable capacity. The valve
accomplishes the following:
„limits the total amount of fuel that can be dispensed into the fuel tank
„ prevents liquid gasoline from exiting the fuel tank when submerged (as well as when
tipped well beyond a horizontal plane as part of the vehicle rollover protection in road
accidents)
„ minimizes vapor flow resistance during anticipated refueling conditions
z Fuel vapor tubing connects the fuel vapor control valve to the EVAP canister. This routes the
fuel tank vapors, displaced by the incoming liquid, to the EVAP canister.
z A check valve in the fuel filling system prevents liquid from rushing back up the fuel filler pipe
during the liquid flow variations associated with the filler nozzle shut- off.
Between refueling events, the EVAP canister is purged with fresh air so that it may be used again to
store vapors accumulated during engine soaks or subsequent refueling events. The vapors drawn off
of the carbon in the EVAP canister are consumed by the engine.
Inspection and Verification 1. Verify the customer concern is with the evaporative emission (EVAP) system.
2. Visually inspect for the following obvious signs of mechanical damage.
Visual Inspection Chart Mechanical
z
Fuel filler cap
z EVAP test port
z EVAP canister or canister vent solenoid Klj . 3 ba
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