Automotive Technology and
Maintenance & Servicing of
Ford Sedan Car.
– Ford Fiesta –
IUBAT
INTERNATIONAL UNIVERSITY OF
BUSINESS, AGRICULTURE AND TECHNOLOGY.
An Internship report on:
Automotive Technology and Maintenance
& Servicing of Ford Sedan Car.
– Ford Fiesta –
Prepared by:
Saddam Hussain Sohag
ID# 10107077
Department of Mechanical Engineering
Date of submission:
10th August 2014
Letter of Transmittal
10th August, 2014
Coordinator
Department of Mechanical Engineering
IUBAT—International University of Business Agriculture and Technology
4 Embankment Drive Road, Uttara Model Town, Sector 10,
Dhaka-1230, Bangladesh
Subject: Submission of practicum report.
Dear Sir,
I am highly delighted to submit my practicum report on “Automotive Technology and
Maintenance & Servicing of Ford Sedan Car (Ford Fiesta)” as partial fulfillment of the
requirements of Bachelor Science of Mechanical Engineering from IUBAT. It is an essential
part of our academic program, and it is a great achievement to work under your active
supervision and guidance. Thank you very much for giving us the opportunity and necessary
guidance as well as direction needed to prepare this report.
I express my gratitude to you to go through this report and make your valuable comments.
Faithfully Yours,
Saddam Hussain Sohag
ID# 10107077
Department of Mechanical Engineering
ii
To Whom May I Concern
iii
Student Declaration
I am Saddam Hussain Sohag, student of the Department of Mechanical Engineering under
the College of Engineering and Technology (CEAT) would like to declare that the project paper
on “Automotive Technology and Maintenance & Servicing of Ford Sedan Car (Ford
Fiesta)” is prepared for the fulfillment of MEC 490: Practicum, as the partial requirements
of academic purpose from my own concept and idea, after completion of four months
practicum in AG Automobiles Limited.
I also confirm that the report is only prepared to fulfill the academic requirement and not for
any other purposes.
iv
Acknowledgement
This is high time for me to convey my deepest gratitude and sincere submission to the Almighty
ALLAH for giving me the opportunity to accomplish such a huge task of preparing this report.
I am very much grateful to Prof. Dr. Engr. A.Z.A. Saifullah, Chair, Department of
Mechanical Engineering and Engr. Abdul Wadud, Coordinator, Department of Mechanical
Engineering of IUBAT for their guidance and inspiration to do this report.
After that I would like to pay my gratitude to Engr. Rommel Arpon, Head of Aftersales
Service, AG Automobiles Ltd, Engr. Nasir Uddin Al-Nafis, Service Engineer, AG
Automobiles Ltd.
I have given my best effort to prepare and represent the report. I hope my endeavor will be
beneficial to the audience and urge for exonerate eye for any mistake or error found in the
report.
v
Executive Summary
AG Automobiles Limited is well known for its sales and after sales or servicing. It is one of
the largest automobile maintenance and servicing workshop in the country. It started its journey
in August 2004 and never had to look back. With the distributorship rights of Global
Automobile Icon “Ford Motor Company”, it has brought a new dimension in the automobiles
industry of the country.
During my internship period, as a Trainee Engineer, my responsibilities were to check and
troubleshoot the cars in the workshop. Because of having a dealership of Ford Motor Company,
most of the cars were of Ford. So it was a great chance for me to gather knowledge from a
renowned brand that has so many advance technologies.
Among the cars the Ford Fiesta was a compact and car for the middle class earning people. So
it was always in priority so that the customer should have no trouble with it. Because of being
a sales company, the car was new without any mileage in the workshop. So I had a great
experience of learning its technology first hand. Many used car also came in the servicing
center with different problems and the Engineers and Technicians would troubleshoot and fix
the problem. So I hope my report in the car is based on theoretical knowledge and as well as
practical knowledge.
This report contains the basic parts and accessories of the Ford Fiesta car. The total car has
been divided into five different basic parts. The car is divided by its chassis, powertrain,
electrical, body and paint. All this parts are described by the things they are made and their
working procedure. It is also about keeping the car in good situation and when to check for
maintenance and servicing. I hope I was able to include all the parts and its description in this
report.
vi
Table of contents
PREFATORY PART
A. Title Fly
B. Cover Page……………………………………………………………………. I
C. Letter of Transmittal…………………………………………………………. II
D. To Whom May I Concern……………………………………………………. III
E. Student Declaration……………………………………………………………IV
F. Acknowledgement…………………………………………………………….. V
G. Executive Summary………………………………………………………….. VI
H. Table of Contents…………………………………………………………VII-IX
EMPIRICAL PART
Chapter 1: Introduction
1.1. Origin of the Report………………………………………………………………01
1.2. Objectives…………………………………………………………………………01
1.3. Scope of Study…………………………………………………………………….01
1.4. Methodology………………………………………………………………………01
1.5. Limitations………………………………………………………………………...02
Chapter 2: Automobile Sector
2.1. History of Automobile………………………………………………………...….03
2.2. Automobiles in the 20th Century……………………………………………...…..04
2.3. Ford Motor Company………………………………………………………..........04
2.4. AG Automobiles Limited………………………………………………...……….05
Chapter 3: Ford Fiesta
3.1. General Overview………………………………....................................................06
3.2. Service Points on the Vehicle…………………………………………...….……..07
3.3. Location of Electrical Components…………………………………..……….…..09
vii
Chapter 4: Chassis
4.1. Front Suspension……………………………………………………..……..…..11
4.2. Rear Suspension……………………………………………………….………..12
4.3. Brake System………………………………………………………...…………13
4.4. Anti-Lock Control - Stability Assist………………………………...………….14
4.5. Power Steering……………………………………………………………….…18
Chapter 5: Powertrain
5.1. Engine — 1.25L Duratec-16V (Sigma)/1.4L Duratec-16V (Sigma)…………..32
5.2. Engine — 1.4L Duratorq-TDCi (DV) Diesel……………………………..……35
5.3. Engine — 1.6L Duratec-16V Ti-VCT (Sigma)…………………...……………37
5.4. Engine — 1.6L Duratorq-TDCi (DV) Diesel………………………….……….41
5.5. External Controls……………………………………………………………….45
5.6. Manual Transmission — Vehicles With 5-Speed Manual Transaxle (iB5)…....45
5.7. Fuel System……………………………………………………………….……47
Chapter 6: Electrical
6.1. Climate Control System……………………………………………….………49
6.2. Instrument Cluster………………………………………………….....……….57
6.3. Warning Devices…………………………………………………...…...……..61
6.4. Information and Entertainment System………………………………..………63
6.5. Exterior Lighting…………………...…………………………………....…….70
6.6. Communications Network………………………………………………..……72
6.7. Module Configuration…………………………………………………………73
6.8. Module Controlled Functions………………………………………….………76
Chapter 7: Body and Paint
7.1. Body……………………………………………………………………….…..79
7.2. Glass, Frames and Mechanisms…………………………...……………….….82
7.3. Handles, Locks, Latches and Entry Systems……………………………...…...85
7.4. Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS)...96
viii
Chapter 8: Maintenance & Servicing
8.1. Every 6000 miles (10,000 km) or 6 months………………………………..101
8.2. Every 12,000 miles (20,000 km) or 12 months……………………….……101
8.3. Every 24,000 miles (40,000 km) or 2 years………………………………..102
8.4. Every 36,000 miles (60,000 km) or 3 years………………………………..102
8.5. Every 2 years, regardless of mileage…………………………………...…..102
Chapter 9: Recommendation and Conclusion…………………………..103
Bibliography…………………………………………………………………..…104
List of Abbreviations……………………………………………………..……104
ix
Chapter 1: Introduction
1.1 Origin of the Report:
This internship report on “Automotive Technology and Maintenance & Servicing of Ford
Sedan Car (Ford Fiesta)” is prepared to fulfill the partial requirement of the internship
program for the Bachelor of Science in Mechanical Engineering (BSME) Program at the
Department of Mechanical Engineering (ME) in IUBAT—International University of Business
Agriculture and Technology. As a student of Mechanical Engineering, I had to complete a four
months internship with any organization. I was assigned in AG Automobiles Limited, Ford 3S
Center, Uttara, Abdullahpur, Dhaka 1230, Bangladesh.
1.2 Objectives:
The objective of this study is to know the parts and performance of Ford Fiesta car. It also
includes,
 Study of its suspension and steering system
 Study of its engine and transmission system
 Study of its electrical components and exhaust system
 Study of its body and paint job
 Study of maintenance and servicing
1.3 Scope of Study:
The study would focus on the following areas of Ford Sedan car.
 Its body and its structural design
 Its powertrain and amount of performance it can deliver
 Its automotive technology and its electrical features
 Its maintenance and servicing system
1.4 Methodology:
Methodology is generally a guideline system for solving a problem with specific component
such as phases, task, methods, techniques and tools. It is the systematic study of methods that
are applied within a discipline. It also refers how to organize data from various sources to
complete a successful study.
1
 Primary data: These data has been collected from the user manual handbook,
Information Source of this company, personal interviews to the engineers, technicians
and mechanics of the company, official document of the company and machine
operation manual.
 Secondary data: These data has been collected from the company web site and also
other online source.
1.5 Limitations:
During the practicum period in AG Automobiles Limited, there was not very limitation. As it
is one of the largest service centre in Bangladesh, there was no shortage of working space. The
officers and technicians were helpful and cooperative. But in spite of that we were limited to
certain tools and engine works as it was risky for us to handle. Most of the documents and
technical books were allowed to read but in some of them were confidential for anyone except
the company employee to read. All the technicians and workers were helpful but as it is a
commercial service centre, technicians and workers were busy most of the time. But we could
see their work and learn.
2
Chapter 2: Automobile Sector
2.1 History of Automobile:
The history of the automobile actually began about 4,000 years ago when the first wheel was
used for transportation in India. In the early 15th century the Portuguese arrived in China and
the interaction of the two cultures led to a variety of new technologies, including the creation
of a wheel that turned under its own power. By the 1600s small steam-powered engine models
had been developed, but it was another century before a full-sized engine-powered vehicle was
created.
In 1769 French Army officer Captain Nicolas-Joseph Cugnot built what has been called the
first automobile. Cugnot’s three-wheeled, steam-powered vehicle carried four persons.
Designed to move artillery pieces, it had a top speed of a little more than 3.2km/h (2 mph) and
had to stop every 20 minutes to build up a fresh head of steam.
As early as 1801 successful but very heavy steam automobiles were introduced in England.
Laws barred them from public roads and forced their owners to run them like trains on private
tracks. In 1802 a steam-powered coach designed by British engineer Richard Trevithick
journeyed more than 160 km (100 mi) from Cornwall to London. Steam power caught the
attention of other vehicle builders. In 1804 American inventor Oliver Evans built a steampowered vehicle in Chicago, Illinois. French engineer Onésiphore Pecqueur built one in 1828.
British inventor Walter Handcock built a series of steam carriages in the mid-1830s that were
used for the first omnibus service in London. By the mid-1800s England had an extensive
network of steam coach lines. Horse-drawn stagecoach companies and the new railroad
companies pressured the British Parliament to approve heavy tolls on steam- powered road
vehicles. The tolls quickly drove the steam coach operators out of business.
During the early 20th century steam cars were popular in the United States. Most famous was
the Stanley Steamer, built by American twin brothers Freelan and Francis Stanley. A Stanley
Steamer established a world land speed record in 1906 of 205.44 km/h (121.573mph).
Manufacturers produced about 125 models of steam-powered automobiles, including the
Stanley, until 1932.
3
2.2 Automobiles in the 20th Century:
For many years after the introduction of automobiles, three kinds of power sources were in
common use: steam engines, gasoline engines, and electric motors. In 1900 more than 2,300
automobiles were registered in New York City; Boston, Massachusetts; and Chicago, Illinois.
Of these, 1,170 were steam cars, 800 were electric cars, and only 400were gasoline cars.
Gasoline-powered engines eventually became the nearly universal choice for automobiles
because they allowed longer trips and faster speeds than engines powered by steam or
electricity. But development of gasoline cars in the early 1900s was hindered in the United
States by legal battles over a patent obtained by New York lawyer George B. Selden. Selden
saw a gasoline engine at the Philadelphia Centennial Exposition in 1876. He then designed a
similar one and obtained a broad patent that for many years was interpreted to apply to all
gasoline engines for automobiles.
Although Selden did not manufacture engines or automobiles, he collected royalties from those
who did. Advances in automobile technology in the 1980s included better engine control and
the use of innovative types of fuel. In 1981 Bayerische Motoren Werke AG (BMW) introduced
an on-board computer to monitor engine performance. A solar-powered vehicle, SunRaycer,
traveled 3,000 km (1,864 mi) in Australia in six days.
2.3 Ford Motor Company:
Ford Motor Company, one of the world’s biggest automobile manufacturers traces its origins
to 1896, when Henry Ford, a young American visionary dreamt of building an experimental
motorcar. He gave his car a twin cylinder engine with potential of 20 mph. Encouraged by the
success of his experimental model, he ventured into auto manufacturing.
Ford Motor Company entered the business world on June 16, 1903, when Henry Ford and 11
business associates signed the company's articles of incorporation. With $28,000 in cash, the
pioneering industrialists gave birth to what was to become one of the world's largest
corporations. Few companies are as closely identified with the history and development of auto
industry and society throughout the 20th century as Ford Motor Company.
Ford is the second-largest U.S.-based automaker and the fifth-largest in the world based on
2010 vehicle sales. At the end of 2010, Ford was the fifth largest automaker in Europe. Ford is
the eighth-ranked overall American-based company in the 2010 Fortune 500 list.
4
2.4 AG Automobiles Limited:
AG Automobiles Ltd. (AG Auto) was incorporated in August 2004 with a view to rejuvenating
the country’s transport sector. AG Auto took up projects to create awareness of cleaner
environment directly amongst the commercial vehicle owners. Long-term soft loan financing
was bundled to vehicle owners to make the switch from diesel to environment friendly
Compressed Natural Gas (CNG).
Commitment and performance led to getting attention from other world-renowned automobile
brands seeking to enter and penetrate the automobile market of Bangladesh. Consequently, AG
Auto received distributorship rights of Global Automobile Icon “Ford Motor Company”.
Ford, the third largest automaker of the world with production of 6.553 million vehicles in
2007, has partnered with AG Auto with the promise to bring new dimension in the automobiles
industry of the country.
AG Auto has constructed a state-of-the-art sales and service centre by incorporating the
Corporate Identity of Ford, and is committed to render the highest standards of customer
satisfaction.
5
Chapter 3: Ford Fiesta
3.1 General Overview:
Fig: 3 Doors
Fig: 5 Doors
6
Chassis:
• Front axle: McPherson axle
• Rear axle: Twist-beam axle
• ABS (Anti-lock Brake System) with traction control or stability assist
• Electric power steering
Powertrain:
Engine
Max. power
Transaxle
Emission standard
output/torque
1.25L Duratec 16V
44 kW (60 PS) /109 Nm
5-speed manual
(Sigma)
60 kW (82 PS) /114 Nm
transaxle (iB5)
1.4L Duratec 16V
71 kW (96 PS) /128 Nm
5-speed manual
(Sigma)
IV
IV
transaxle (iB5)
4-speed automatic
transaxle (4F27E)
1.6L Duratec 16V
88 kW (120 PS) /152 Nm 5-speed manual
Ti-VCT (Sigma)
1.4L Duratorq
IV
transaxle (iB5)
66 kW (90 PS) /212 Nm
TDCi (DV) diesel
5-speed manual
IV + coated DPF
transaxle (iB5)
(Diesel Particulate
Filter)
Fuel System:
Capless fuel tank filler pipe.
Electrics:
• Air conditioning (manual or with EATC (Electronic Automatic Temperature Control))
• Central module configuration
• Audio system with separate multifunction display and advanced menu navigation
• Hands-free phone kit with Bluetooth® and voice control
7
Body:
• Two body versions (3-door and 5-door)
• Knee air bag (driver side only)
• A- and B-pillar reinforcement made from ultra-high strength boron steel
• Keyless vehicle system
• Power windows with pinch protection (driver side only)
3.2 Service Points on the Vehicle:
Fig: Service points in the engine compartment
1 Coolant expansion tank cap
5 Brake fluid reservoir cap
2 Oil filler cap
6 Windshield washer reservoir
3 Battery positive cable fuses
7 Air conditioning connection (high-
4 CJB (Central Junction Box)
pressure side)
8 Oil dipstick
8
Fig: DLC (Data Link Connector) installation position
The DLC is located beneath the light switch behind the instrument panel. The DLC can be
accessed by opening the storage compartment on the driver side.
3.3 Location of Electrical Components:
9
1 TCM (Transmission Control Module) (in the engine compartment on the left near the battery
box)
2 PCM (Powertrain Control Module) (in the engine compartment on the left near the battery
box)
3 Generator
4 ABS/stability assist module (in the engine compartment on the right near the bulkhead)
5 GEM (Generic Electronic Module) (behind the glove compartment)
6 Hands-free phone kit/Bluetooth/voice control module (under the glove compartment at the
footwell cover)
7 Rain sensor
8 Audio unit
9 Audio unit controls
10 Keyless vehicle receiver
11 Keyless vehicle module
12 Parking aid module
13 Yaw rate/lateral acceleration sensor (under the front right-hand seat)
14 RCM (Restraints Control Module) (under the floor console)
15 EATC control assembly
16 Electronic steering lock unit
17 Instrument cluster
18 Electronic power steering module
19 Multifunction display
10
Chapter 4: Chassis
4.1 Front Suspension
A newly developed McPherson front suspension with L-shaped lower arms is used.
The lower arm bushes have been enlarged compared with the previous model. This further
improves front axle rigidity.
The shock absorbers are gas shock absorbers.
Component Location:
1 Stabilizer bar link
5 Subframe
2 Stabilizer bar
6 Lower arm
3 Suspension unit
7 Subframe attachment points
4 Shock absorber unit
11
4.2 Rear Suspension:
Characteristics of rear axle:
• Twist-beam axle (torsionally rigid axle)
• Single-pipe gas shock absorbers with stable damping performance for optimum handling
• Axle suspension uses large rubber bushes for optimum ride comfort
Function:
If compression takes place on both wheels evenly (for example when a load is placed on the
vehicle), the whole axle unit swivels evenly in the rubber-metal bearings.
If only one wheel is compressed, the cross-beam twists (undergoes torsion) and acts as a
stabilizer.
This minimizes track and toe changes.
Component Location:
1 Shock absorber
3 Twist-beam rear axle
2 Spring
4 Twist-beam rear axle receiver bearing
12
4.3 Brake System:
The braking system is of four-wheeled hydraulic type, with discs at the front and drums at the
rear. The hydraulic system is of dual-circuit type, each circuit controls one front brake and one
rear brake linked diagonally.
The front brake calipers are of single piston, sliding piston housing type. The rear brakes are
of leading and trailing shoe design with a self-adjusting mechanism. To compensate for the
greater lining of wear of the leading shoe, its friction lining is thicker than that on the trailing
shoe.
The master cylinder incorporates a reservoir cap which has a fluid level switch connected to a
warning lamp on the instrument panel. A vacuum servo is standard on certain models. When
fitted to RHD versions, because of the location of the servo/master cylinder on the left-hand
side of the engine compartment, the brake pedal is operated through a transverse rod on the
engine compartment rear bulkhead.
A brake pressure regulating control valve is fitted into the hydraulic circuit to prevent rear
wheel locking under conditions of heavy braking. The floor-mounted handbrake control lever
operates through cables to the rear wheels only.
Component Location:
13
1 Brake drum
2 Rear wheel speed sensors
3 Parking brake control.
4 ABS module/electronic stability program
6 Brake fluid reservoir (intermediate
container)
7 Brake fluid reservoir (main container)
8 Front wheel speed sensors
(MK-70/MK-60)
9 Brake caliper
5 Brake Booster.
10 Brake disc
11 Parking brake cable
4.4 Anti-Lock Control - Stability Assist:
Component Location:
1 ABS/ESP module or hydraulic control unit (HCU)
2 Steering Wheel Rotation Sensor
14
3 Front wheel sensor, left-hand side
4 Rear wheel sensor, left-hand side
5 Rear wheel sensor, right-hand side
6 Combined yaw rate sensor and lateral acceleration sensor
7 Front wheel sensor, right-hand side
ABS/ESP module or hydraulic control unit (HCU):
1 ABS/ESP module
2 Hydraulic Control Unit (HCU)
3 Mounting Bracket
The ABS/ESP module or the hydraulic control unit (HCU) is mounted on the right-hand side
of the bulkhead on LHD vehicles and on the left-hand side of the bulkhead on RHD vehicles.
Diagnosis is performed with the aid of a diagnostic tester.
The following components can be replaced separately or as a unit:
• Hydraulic Control Unit (HCU)
• ABS/ESP module
• Mounting Bracket
15
The following must be taken into account when removing/installing or renewing the ABS/ESP
module or the hydraulic control unit (HCU):
• Only hydraulic control units (HCU) which are pre-filled with brake fluid are available for
service operations.
• After replacing the HCU it is not necessary to bleed the system via the diagnostic tester.
• After replacing the brake fluid it is also only necessary to perform standard bleeding.
• The blanking caps/plugs must not be removed until the brake tubes are ready to be connected.
• If accidentally dropped or knocked install a new hydraulic control unit (HCU) and module
assembly.
• When the ABS/ESP module is removed/installed or replaced, it is necessary to reconfigure
the ABS/ESP module with the aid of the diagnostic tester once all of the installation work has
been performed.
Combined yaw rate sensor and lateral acceleration sensor:
The sensor is attached under the seat at the front right.
The following must be taken into account when removing/installing or renewing the combined
yaw rate sensor/lateral acceleration sensor:
• Ensure the correct installation position of the yaw rate sensor/acceleration sensor.
16
Front wheel sensor:
The ABS sensor rings are built into the seals in the front wheel bearings. The wheel sensors
are joined to the main wiring harness using a separate connecting cable.
Rear wheel sensor:
The ABS sensor rings are built into the hubs of the rear wheel bearings. When installing a
replacement bearing, ensure that the new part is aligned correctly. The wheel sensors are joined
to the main wiring harness using a separate connecting cable.
17
Steering Wheel Rotation Sensor:
Vehicles with ESP use the steering wheel rotation sensor integrated in the steering column.
4.5 Power Steering:
Overview of all components:
18
1 Steering gear
5 PSC (power steering control) module
2 Steering column.
6 Electric power steering motor
3 Steering shaft
7 Joint shaft
4 Steering column height and length
8 Universal joint
adjustment
9 Tire-rod
Electric power steering:
This vehicle employs electric power steering.
The electric power steering is integrated into the steering column.
As soon as the steering wheel is moved, an electric motor (electric power steering motor) assists
the steering movement. The rotary motion of the motor is transferred directly to the steering
shaft using a worm gear.
The hydraulic power steering pump is therefore no longer required.
Advantage: The electric power steering is only active when a steering movement occurs. This
decreases the load on the engine and therefore reduces the fuel consumption.
19
A Joint shaft
D Steering column.
B Reduction gear set
E PSC module
C Torsional shaft with driving toothed
F Electric power steering motor
wheel and steering torque sensor
The electric power steering consists of the following main components:
• Electric power steering motor,
• Reduction gear,
• Steering torque sensor,
• PSC module.
Overview of operation
When a steering movement occurs, it is detected by the steering torque sensor. The signal from
the steering torque sensor is used by the module to calculate the power of the steering
assistance.
The module drives the motor with the corresponding current.
The rotary movement of the motor is transferred directly to the steering shaft through a worm
wheel.
Specification:
Designation
Specification
Steering wheel
Max. steering wheel rotations
2.3 – 2.6
Steering shaft
Design / joints
Telescopic design / universal
joint
Steering column
Angle adjustment (absolute) /length
adjustment
adjustment (absolute)
Steering gear
Steering rack travel from steering
50 mm / 40 mm
64.9 – 73.4 mm
center position to stop
20
Electric power steering motor warning lamp:
The PSC module has a comprehensive "On-Board" diagnosis facility. If there is a system fault,
the electric power steering warning lamp in the instrument cluster is activated.
Depending on the malfunction, the steering assistance
• is to a large extent maintained or
• is limited to a fixed and defined power assistance (about the same value as for a vehicle speed
of 100 km/h) or
• is completely prohibited.
Background:
The steering torque sensor in the electric power steering is supplied with voltage through a
clock spring. The length of the clock spring is limited to six rotations in total. If the steering
column were to be installed with an offset from the center position, the clock spring would be
torn away the next time that the steering wheel is moved to full lock.
From limit stop to limit stop is about 2.6 steering wheel turns (1.3 turns from the center position
to either side).
The clock spring is designed so that six turns in total are guaranteed from limit stop to limit
stop (3 turns to either side from the steering center position).
21
Locking tool (new steering column):
In service, a new steering column is always supplied together with a steering column locking
tool (see current service literature). The locking tool secures the steering column in the center
position.
Calibration of the center position:
After every time that the battery has been disconnected, the center position of the steering must
be calibrated.
There are two ways to do this:
• Automatically while the vehicle is being driven:
– To do this, the vehicle must be driven in a straight line at a speed of at least 50 km/h for about
one minute.
• using IDS (Integrated Diagnostic System).
Overheating protection:
A temperature sensor is located in the PSC module.
At temperatures up to 65 °C, the electric power steering operates at full power when required.
At temperatures between 65 and 85 °C, the steering assistance from the electric power steering
motor is continuously reduced.
At temperatures above 85 °C, there is no longer any steering assistance from the motor.
Overheating may occur if, for example, the steering is constantly moved from full lock to full
lock when the vehicle is not moving. Under these operating conditions, the electric power
steering motor is actuated with maximum power. Here the peak current can be up to 78 A.
System Operation and Component Description:
System Operation:
The steering force applied by the driver is transmitted via the steering column to the steering
gear and on to the front wheels of the vehicle.
22
The steering shaft is composed of an input shaft and an output shaft. The two parts of the
steering shaft are connected to one another via a torsion bar. When the driver turns the steering
wheel, torsion occurs in the steering shaft.
The amount of torsion depends on the frictional force between the tires and the road surface.
The torsion is increased by the use of the torsion bar, causing relative movement between the
input and output shafts. This relative movement is detected by a steering torque sensor and
transmitted to the PSC module.
The relative movement is the main parameter for calculating the control current for the electric
power steering motor and thus for the power assisting force.
Other input parameters for calculating the steering assistance force are the vehicle speed and
the engine status (engine running or idle).
The torsion is increased by the use of the torsion bar, causing relative movement between the
input and output shafts. This relative movement is detected by a steering torque sensor and
transmitted to the PSC module.
The relative movement is the main parameter for calculating the control current for the electric
power steering motor and thus for the power assisting force.
Other input parameters for calculating the steering assistance force are the vehicle speed and
the engine status (engine running or idle).
Fig: Control Diagram
23
1 Steering wheel
9 Electric power steering motor
2 Electric power steering unit
10 Reduction gear set
3 Input signals from steering torque sensor
11 Steering torque sensor rotor
4 Steering torque sensor power supply
12 Torsion bar
5 PSC module
13 Steering torque sensor stator and coil
6 Steering torque sensor unit
7 Electric power steering motor power
spring
14 Battery voltage
supply
15 Signal from ignition switch
8 Electric power steering motor position
16 PCM (powertrain control module), ABS
signal
module, instrument cluster
HS-CAN (controller area network) input and output signals:
PSC module input signals:
• Vehicle speed,
• Vehicle status.
PSC module output signals:
• Controlling of the electric power steering warning light in the instrument cluster,
• Steering angle signal for the electronic stability program module.
Diagnosis:
The PSC module is connected to the HS-CAN. A diagnostic routine can be performed with
IDS.
24
Component overview:
1 Mount brackets
9 PSC module
2 Mount brackets
10 Motor / worm shaft coupling
3 Spring
11 Electric power steering motor
4 Bearing cover
12 Bearing bushing
5 Worm shaft bearing
13 Worm shaft bearing
6 Reduction gear housing
14 Worm shaft
7 Worm gear housing
15 Bearing bushing
8 Steering torque sensor and coil spring unit
16 Distance keeper
25
Electric power steering motor:
1 Clutch unit
2 Electric power steering motor
Design/operation:
The electric power steering motor is of brushless type with a stator and three phases connected
in star-delta.
The rotor is a permanent magnet. The rotor position is detected by a total of three Hall sensors
and transmitted to the PSC module.
The signals from the Hall sensors are used for the following calculations:
• Calculation of control current for each stator winding.
– The PSC module then calculates the control current needed for each stator winding. This
guarantees smooth and even steering assistance.
• Calculation of the steering center position.
26
Reduction gearset:
1 Electric power steering motor housing
2 Worm shaft
3 Worm wheel
The reduction gear consists of:
• A worm gear which is permanently attached to the steering shaft and
• A worm shaft connected to the rotor of the electric power steering motor.
Purpose and function:
The speed of the electric power steering motor is transmitted via a coupling directly to the
worm shaft, thereby driving the worm gear of the steering shaft.
The speed of the electric power steering motor is reduced via the worm gear in a ratio of 20.5:1.
27
Steering torque sensor:
1 Steering shaft (input shaft)
7 Steering angle sensor stator
2 Steering torque sensor unit
8 Steering torque sensor coil spring
3 Steering torque sensor housing
9 Support for steering torque sensor stator
4 Worm wheel
10 Steering torque sensor stator
5 Steering shaft (output shaft)
11 Steering torque sensor rotor
6 Cover
The steering torque sensor forms a unit with the input shaft, the output shaft and the torsion
bar.
The sensor utilizes the induction principle.
The following components of the steering torque sensor rotate with the input/output shaft:
28
• Support for steering torque sensor stator,
• Steering torque sensor stator,
• Steering torque sensor rotor.
For this reason, power is supplied to the steering torque sensor via a coil spring.
Purpose and function:
Upon a steering movement, a relative movement is generated between the input and output
shafts.
The size of the relative movement depends on how strongly the torsion bar between the input
and output shafts is twisted. The amount of torsion in turn depends on the frictional resistance
between the road surface and the tires.
Example.
• When the vehicle is traveling at approx. 100 km/h, the steering torque is low. Therefore when
a steering movement is made, there is little relative movement between the input and output
shafts. Only a small relative movement is detected by the steering torque sensor.
• With the vehicle standing still, the steering torque is high. Therefore when a steering
movement is made, the relative movement between the input and output shafts is
correspondingly higher. A large relative movement is detected by the steering torque sensor.
PSC module:
29
Purpose and function:
From the main input parameters of the steering torque sensor and the Hall signals from the
electric power steering motor, the PSC module calculates the necessary steering assistance.
The steering torque sensor is directly wired to the PSC module.
Other input parameters are the vehicle speed and the engine status. The PSC receives these
input parameters via the HS-CAN.
Vehicles with ESP:
• The PSC module applies the signals from the Hall sensors of the electric power steering motor
to the HS-CAN.
The electronic stability program module uses these signals, together with the signal from the
yaw rate sensor, to calculate the current driving situation.
Straight-ahead travel correction function:
The straight-ahead travel correction function equalizes sideways drift of the vehicle via the
electric power steering system.
Operation:
• When traveling straight ahead, vehicle drift is initially corrected by the driver steering the
other way.
• The system recognizes corrective steering by the driver above a speed of 60 km/h. Beyond
that speed the corrective steering torque is detected by the steering torque sensor and a teachin process begins.
• From the steering torque sensor the PSC module calculates the control current for the electric
power steering motor. In this way the PSC module accurately controls the electric power
steering motor. Straight-ahead travel correction is then taken over by the electric power steering
system.
• The whole teach-in process takes more than 40 minutes. However, vehicle drift is already
corrected to a certain extent during this period.
Requirements for activating the teach-in process:
• Vehicle speed greater than 60 km/h,
30
• Steering torque sensor functioning within the operating limits,
• steering central position within the operating limits.
The teach-in process is stopped, or does not take place, if any of the above conditions is not
met. It is continued when the conditions are met again.
Once the teach-in process is completed, vehicle drift is corrected almost entirely by the electric
power steering system. Drift correction then takes place at vehicle speeds above 30 km/h. Even
if the driver lets go of the steering wheel, the vehicle remains exactly on track. At vehicle
speeds from 30 km/h down to 6 km/h the power assisting force which counters the drift is
continuously reduced.
31
Chapter 5: Powertrain
5.1 Engine — 1.25L Duratec-16V (Sigma)/1.4L Duratec-16V (Sigma):
The engine is of a duel overhead cam type. It is mounted transversely at the front of the vehicle
together with the transmission to form a combined power train.
The engine is a water-cooled, four-cylinder in-line type, having overhead cams. The camshaft
is located within the cylinder block and chain-driven from the crankshaft. A gear on the
camshaft drives the oil pump and the distributor, whilst a cam operates the fuel pump lever.
The cylinder head is of crossflow type, having the exhaust manifold mounted on the opposite
side to the inlet manifold. The crankshaft runs in three main bearings, with endfloat controlled
by semi-circular thrust washers located on either side of the centre main bearing.
The oil pump is mounted externally on the cylinder block just below the distributor, and the
full-flow type oil filter is screwed directly into the oil pump.
Component Location:
1 High-Pressure Fuel Rail
3 Electronic throttle plate
2 Intake manifold
4 Upstream HO2S (heated oxygen sensor)
32
5 Three-way Catalytic Converter
8 Dipstick
6 Downstream HO2S
9 PCV (positive crankcase ventilation)
7 EI (electronic ignition) ignition coil
10 Coolant thermostat
Features of the Engine:
Engine Data:
Power output/torque:
• 1.25L Duratec 16V (Sigma):
– 44 kW (60 PS) at 6000 rpm / 109 Nm at 3600 rpm
– 60 kW (80 PS) at 5800 rpm / 114 Nm at 4200 rpm
• 1.4L Duratec 16V (Sigma):
– 71 kW (96 PS) at 5750 rpm / 128 Nm at 4200 rpm
Firing sequence: 1 – 3 – 4 – 2
Compression ratio = 11:1
Bore:
• 1.25L Duratec 16V (Sigma) = 71.9 mm
• 1.4L Duratec 16V (Sigma) = 76.0 mm
Stroke: 76.5 mm
Displacement:
• 1.25L Duratec 16V (Sigma) = 1242 ccm
• 1.4L Duratec 16V (Sigma) = 1388 ccm
• Maximum permissible engine speed (continuous):
– 1.25L Duratec 16V (Sigma): 6450 rpm (STJA) / 6250 rpm (SNJA)
– 1.4L Duratec 16V (Sigma): 6200 rpm
• Maximum permissible engine speed (intermittent):
33
– 1.25L Duratec 16V (Sigma): 6775 rpm (STJA) / 6475 rpm (SNJA)
– 1.4L Duratec 16V (Sigma): 6425 rpm
• Engine idle speed: 750 rpm
Main Features:
• Transversely-mounted DOHC (Double Overhead Camshaft) petrol engines with 16 valves
• Cylinder head and cylinder block made of light alloy
• Intake camshaft driven by a timing belt
• Valve train with mechanical bucket tappets
Engine Management:
• Siemens engine management system
• SFI (Sequential Multiport Fuel Injection)
• Generator control via LIN bus system
• Electronic throttle plate
• EI (Electronic Ignition) ignition coil
Load detection:
• Via MAPT (Manifold Absolute Pressure and Temperature)
• Knock control via a KS (Knock Sensor)
Engine Emission Control:
• Meets EURO IV
• EOBD (European On-board Diagnostic) for monitoring emissions-related components and
systems
• Three-way catalytic converter with upstream and downstream oxygen sensor
• EVAP (Evaporative Emission) fuel vapor management system
Diagnosis:
Via the DLC with IDS (Integrated Diagnostic System)
34
Accessory Drive Component Location:
1 Coolant pump pulley
3 Air conditioning compressor
2 Generator.
4 Crankshaft pulley / vibration damper
5.2 Engine — 1.4L Duratorq-TDCi (DV) Diesel:
Component Location:
35
1 Electric intake manifold valve
6 EGR (exhaust gas recirculation) cooler
2 TC (turbocharger)
7 Actuator motor controlled EGR valve
3 Vacuum pump
8 Oil cooler/oil filter unit
4 Fuel filter
9 Oxidation catalytic converter
5 Fuel pump
10 Dipstick
Features of the Engine:
Engine Data:
Power output/torque:
• 50 kW (68 PS) at 4000 rpm / 160 Nm at 2000 rpm
Compression ratio: 18:1
Bore: 73.7 mm
Stroke: 82 mm
Displacement: 1399 ccm
Maximum engine speed: 4850 rpm
Engine idle speed: 750 rpm
Main Features:
• Transversely-mounted 4-cylinder turbo diesel engine with overhead camshaft and 8 valves
• Cylinder block made of light alloy with cylinder liners made from cast iron
• Aluminum cylinder head with a separate camshaft housing
• Camshaft driven via a timing belt
• Valves actuated by roller cam followers with hydraulic clearance adjustment
• TC (Turbocharger) with bypass valve
Engine Management:
• Siemens engine management system
36
• Piezo-controlled fuel injectors
• Generator control via LIN (Local Interconnect Network)
Engine Emission Control:
• Actuator motor-controlled EGR valve
• Electric intake manifold flap for throttling the intake air in the partial throttle range for more
efficient EGR (Exhaust Gas Recirculation)
• Meets EURO IV
• EOBD for monitoring emissions-related components and systems
Diagnosis:
Via the DLC with IDS.
Accessory Drive Component Location:
1 Automatic belt tensioner, drive belt
3 Air conditioning compressor
2 Generator.
4 Crankshaft pulley / vibration damper
5.3 Engine — 1.6L Duratec-16V Ti-VCT (Sigma):
General Information:
The 1.6L Duratec-16V Ti-VCT (Sigma) engine is a light-alloy 4-cylinder in-line engine with
16 valves.
The camshafts are driven by the crankshaft via a timing belt.
37
A special feature of this engine is the variable camshaft timing on both camshafts (intake and
exhaust camshafts).
Component Location:
Front view of engine:
1 Cylinder block
7 Fuel rail with fuel injectors
2 Oil sump
8 Valve cover
3 Oil cooler (Coolant flows through the oil
9 CMP (camshaft position) sensor – intake
cooler)
camshaft
4 Thermostat.
10 CMP sensor - exhaust camshaft
5 PCV
11 VVT (variable valve timing) solenoid –
6 Intake manifold with throttle housing
intake camshaft
38
12 VVT solenoid - exhaust camshaft
15 Water pump
13 Upper timing belt cover
16 Crankshaft pulley / vibration damper
14 KS (knock sensor) front
17 Oil pump with pressure relief valve
Rear view of engine:
1 Ignition coil unit
5 Catalyst monitor sensor
2 Cylinder head coolant breather tube
6 Oil drain plug
3 HO2S
7 Flywheel
4 TWC (three-way catalytic converter) -
8 Coolant outlet connection
The TWC forms a unit with the exhaust
9 Throttle body
manifold.
10 Vapor breather valve
Features of the Engine:
Engine data:
• Power output/torque:
– 88 kW (120 PS) at 6000 rpm / 152 Nm at 4050 rpm
39
• Compression ratio = 11:1
• Bore: 79.0 mm
• Stroke: 81.4 mm
• Displacement: 1596 ccm
• Maximum permissible engine speed (continuous): 6450 rpm
• Maximum permissible engine speed (intermittent): 6775 rpm
• Engine idle speed: 780 rpm
Main Features:
• Transversely-mounted DOHC petrol engines with 16 valves
• Cylinder block and cylinder head made from an aluminum alloy
• Cylinder block in "open-deck" design
• Camshafts driven via a timing belt
• The valve timing of the intake and exhaust camshafts is adjusted via variable camshaft timing
control units
• Mechanical thermostat in the coolant circuit
• Arrangement of the accessories adapted to the vehicle
Engine Management
• Siemens engine management system
• Knock control with two knock sensors
• Electronic throttle plate
• EI ignition coil
Load detection:
• Via an MAF (Mass Air Flow) sensor
• SFI
• Exhaust VCT oil control solenoid
40
• Intake VCT oil control solenoid
• Exhaust camshaft CMP (Camshaft Position) sensor
• Intake camshaft CMP sensor
• Fuel rail with pressure damper
• Generator control via LIN bus system
Engine Emission Control:
• Meets EURO IV
• EOBD for monitoring emissions-related components and systems
• Internal EGR with electro-hydraulically adjustable timing
Diagnosis:
Via the DLC with IDS.
5.4 Engine — 1.6L Duratorq-TDCi (DV) Diesel
Component Location:
The illustration shows an engine with a coated DPF (diesel particulate filter)
41
1 TC
6 Fuel filter
2 Vacuum pump
7 Oil filter/oil cooler unit
3 Intake manifold
8 Oxidation catalytic converter
4 Fuel pump
9 coated DPF
5 The EGR valve.
10 Electronic throttle plate
Features of the Engine:
Engine Data:
Power output/torque:
• 66 kW (90 PS) at 4000 rpm / 212 Nm at 1750 rpm
Compression ratio: 18:1
Bore: 75 mm
Stroke: 88.3 mm
Displacement: 1560 ccm
Maximum engine speed: 5150 rpm
Engine idle speed: 750 rpm
Main Features:
• Transversely-mounted 4-cylinder turbo diesel engine with two overhead camshafts and 16
valves
• Cylinder head and cylinder block made of light alloy with cylinder liners made from cast iron
• Intake camshaft driven via a timing belt
• Exhaust shaft driven by the intake camshaft via a short timing chain
• Valves actuated by roller cam followers with hydraulic clearance adjustment
• TC with vacuum-controlled bypass valve
Engine Management:
• Bosch engine management system
42
• Solenoid valve-controlled fuel injectors
• Generator control via LIN bus system
• Electronic intake manifold flap for boosting the increase in exhaust gas temperature for active
regeneration of the DPF
Engine Emission Control:
• Actuator motor-controlled EGR valve
• Meets EURO IV
• Coated DPF (not all markets)
• EOBD for monitoring emissions-related components and systems
Diagnosis:
Via the DLC with IDS.
Electronic Intake Manifold Flap (Vehicles with Coated DPF):
43
Pin assignment of the electric connector
1 Ground
2 Battery voltage
3 PWM (Pulse Width Modulation) input signal
4 PWM output signal
Purpose:
A high temperature (approx. 600 °C) is needed to burn off the diesel particulates trapped in the
DPF. This temperature, however, is not attained in all of the engine's operating conditions.
Under certain operating conditions, the intake manifold flap is partially closed in the lower
partial load range during DPF regeneration.
The resulting lack of fresh air intake means the combustion chambers are no longer cooled as
sharply. This helps to increase the exhaust gas temperature.
Design/function:
The electronic intake manifold flap consists of the following main components:
• Electronic intake manifold flap module,
• DC (Direct Current) motor,
• Contactless position sensor (Hall principle),
• Intake manifold flap and intake manifold flap shaft,
• Reduction gear.
During the active regeneration process, the PCM transmits the required position of the intake
manifold flap to the electronic intake manifold flap module in the form of a PWM signal.
This PWM input signal is processed by the electronic intake manifold flap module.
The module compares the required position of the intake manifold flap with the current position
of the intake manifold flap (signal from the position sensor) and then sets the required position
of the intake manifold flap via the DC motor.
44
The electronic intake manifold flap module also sends a PWM output signal about the current
position of the intake manifold flap to the PCM.
The intake manifold flap is fully open when de-energized.
The intake manifold flap moves from stop to stop in a range of approx. 82°.
5.5 External Controls:
Gear selector unit and gearshift cables:
1 Selector cable
4 Shift arm with damping weight
2 Selector lever
5 Selector cable adjusting mechanism
3 Gearshift
The gearshift lever is fixed under the center console on the underbody.
The length of the selector cable can be adjusted. The adjustment mechanism for the selector
cable is located at the end nearest the transmission.
5.6 Manual Transmission — Vehicles With 5-Speed Manual Transaxle (iB5):
The 5-speed manual transmission (iB5) is a two-shaft manual transmission (input and output
shafts) in combination with a differential.
The transmission breather has been routed higher by using a hose. This prevents the ingress of
water spray when driving through water.
45
Fig: 5-Speed Manual Transaxle (iB5)
Transaxle data:
• Weight: approx. 35 kg
• Transmission fluid capacity: 2.3 liters
• Synchronization:
– All the forward gears have synchronizers.
– 1st/2nd gear have double synchronizers.
– The reverse gear is not synchronized.
Gear Ratios:
iB5
1.25L
1.25L Sigma
1.4L
1.6L
1.4L diesel/
1.6L diesel
Sigma
(82 PS)
Sigma
Sigma
1.6L diesel
(Econetic)
(60 PS)
Ti-VCT
1st gear
3.58
3.58
3.58
3.58
3.58
3.58
2nd gear
1.93
1.93
1.93
2.04
1.93
1.93
3rd gear
1.28
1.28
1.28
1.41
1.28
1.28
46
iB5
1.25L
1.25L Sigma 1.4L
1.6L
1.4L diesel/ 1.6L diesel
Sigma
(82 PS)
Sigma
1.6L diesel
(Econetic)
Sigma
(60 PS)
Ti-VCT
4th gear
0.95
0.95
0.95
1.11
0.95
0.95
5th gear
0.76
0.76
0.76
0.88
0.76
0.76
Reverse gear
3.62
3.62
3.62
3.62
3.62
3.62
Final drive
4.06
4.25
4.06
3.82
3.37
3.05
5.7 Fuel System:
Capless fuel tank filler pipe:
The conventional fuel tank filler cap is dispensed with for this vehicle.
A spring-loaded locking flap closes off the upper end of the fuel tank filler pipe in place of the
filler cap. The fuel tank closing flap underneath seals off the fuel system to the outside.
47
Design/function:
1 Compression spring
4 Locking pin
2 Guide - fuel pump nozzle
5 Fuel tank closing flap
3 Locking flap
In its rest state, the locking flap lies on a flange worked into the fuel pump nozzle guide (cannot
be seen in the illustration).
When the fuel pump nozzle is introduced, the locking pin is pushed downwards.
The fuel pump nozzle guide is now pressed against the compression spring force by the shape
of the fuel pump nozzle.
The action of pressing away the fuel pump nozzle guide in the direction of the compression
spring releases the locking flap and the fuel pump nozzle is admitted.
The diameter of the fuel pump nozzle is decisive here. The fuel pump nozzle guide is
constructed in such a way that only a fuel pump nozzle of the correct size can release the
locking mechanism.
As the fuel pump nozzle is introduced further, the spring-loaded tank closing flap is opened.
Advantage:
• Incorrect refueling of diesel vehicles with the fuel-pump nozzle at the service station (petrol
instead of diesel) is no longer possible.
• There is no dirtying of the hands from screwing off the fuel tank filler cap.
48
Chapter 6: Electrical
6.1 Climate Control System:
Component Location:
1 Air conditioning connection, low-
4 Air conditioning connection, high-
pressure side
pressure side
2 Sun load sensor
5 Condenser
3 Expansion valve
6 A/C compressor
7 Air conditioning (A/C) pressure sensor
49
8 Receiver drier
11 Evaporator
9 Blower motor resistor
12 Receiver drier
10 Evaporator temperature sensor
13 Air conditioning (A/C) pressure sensor
The illustration shows the air distribution system on vehicles with manual air
conditioning and electric booster heater:
1 Evaporator
2Air recirculation flap adjusting mechanism
3 Blower motor
4 Air distribution flaps adjusting mechanism
5Air distribution flaps adjustment lever
6 Blower motor resistor
7 Expansion valve
8 Pollen filter/activated carbon filter
50
9 Recirculated air flap actuator motor
10Temperature control flap adjustment lever
11 Evaporator temperature sensor
12 Heater Core
13 Electric booster Heater
The illustration shows the air distribution system on vehicles with EATC (electronic
automatic temperature control) and electric booster heater:
1 Lower air outlet temperature sensor
7 Heater Core
2 Blower motor
8 Evaporator
3 Upper air outlet temperature sensor
9 Air distribution flaps stepping motor
4 Sun load sensor
10 Blower motor module
5 Air inlet blend door, stepper motor
11 Temperature control flap stepping motor
6 Electric booster heater (certain markets
12 Evaporator temperature sensor
only)
51
Schematic layout of the air distribution system:
1 Defroster vents - side windows
8 Pollen filter/activated carbon filter
2 Windshield defroster vents
9 Evaporator
3 Air distribution flap
10 Temperature control flap
4 Blower motor
11 Heater Core
5 Fresh air inlet
12 Footwell vents
6 Recirculated air flap
13 Side vents
7 Recirculated air mode
14 Center nozzles
Overview:
The following climate control versions are available:
52
• Manual air conditioning or
• Air conditioning with EATC
The refrigerant circuit is controlled using a thermostatic expansion valve. The thermostatic
expansion valve is located immediately downstream of the lead through on the bulkhead
(engine compartment side).
The refrigerant pressure sensor is installed as follows:
• On the condenser (all engines apart from 1.6L
Duratorq-TDCi (DV) Diesel) or
• On the refrigerant drier (only on the 1.6L
Duratorq-TDCi (DV) Diesel)
The evaporator temperature sensor protects the evaporator from icing.
On vehicles with manual air conditioning the blower motor is controlled via a three-stage
resistor. The fourth stage is a direct through-connection. If the thermal fuse in the resistor has
tripped, the blower motor only runs in the fourth stage.
On vehicles with EATC the blower motor is continuously controlled via a blower motor
module.
The blower motor is a motor with brushes.
Vehicles for Scandinavian markets have an electric booster heater. This is integrated into the
air distribution system.
The blower motor resistor or module is located in the fresh air vent before the evaporator and
so is protected against overheating.
Service instructions:
Whenever the ignition is switched on, after approximately five minutes all stepping motors are
turned on and off and thereby reinitialized.
Replacing the EATC module:
The ignition must be switched on for approximately 30 seconds after the module is replaced.
During this time the module is calibrated with the stepping motors.
53
After that it is necessary to check via IDS whether the current software version is programmed
in the module. If necessary, upload the current software version.
System Operation and Component Description:
Control Diagram:
54
1 Evaporator temperature sensor
9 Multifunction display
2 Ambient air temperature sensor
10
3 Cabin Temperature Sensor
4 Sun load sensor
5 Upper air outlet temperature sensor
6 Lower air outlet temperature sensor
7 Instrument cluster (gateway)
8 EATC module
PCM
(Switches
the
refrigerant
compressor clutch ON/OFF)
11 Air inlet blend door, stepper motor
12 Stepper motor, air distribution flaps
13 Stepper motor, temperature control flap
14 Blower motor module
15 Blower motor
System Operation:
Function of the EATC:
CAN input signals:
• ECT (engine coolant temperature)
• Vehicle Speed
• Evaporator temperature.
• Engine Speed
• Ambient air temperature
• Status of the doors (information is acquired via the door contact switches):
– When the doors are open the EATC module freezes the signal of the interior temperature
sensor. As a consequence, the automatic climate control does not respond and try to
compensate for the sudden increase in temperature.
• Ambient air temperature
• ECT
• Status of the radiator fan:
– If the radiator fan is not running because of a defect, then the refrigerant compressor clutch
is not switched on.
55
• Accelerator Pedal
CAN output signals:
• Air conditioning system ON/OFF (for actuation of the refrigerant compressor clutch)
• Electric booster heater ON/OFF
• Warning lamp in the instrument cluster
When the air conditioning system is switched on or off, the EATC module transmits the request
to switch the refrigerant compressor clutch on or off via the MS-CAN to the instrument cluster.
The instrument cluster translates the MS-CAN message into an HS-CAN message and
transmits this to the PCM.
The PCM then switches the refrigerant compressor clutch ON or OFF, depending on the
refrigerant pressure and the evaporator temperature.
Radiator fan control (manual air conditioning and EATC):
Depending on the particular powertrain installed in the vehicle, the radiator fan is actuated by
PCM at one or two speeds.
Variants with two-speed fan control:
• For the low speed, there is a resistor in the circuit between the radiator fan relay (low speed)
and the radiator fan motor. For the high speed, the radiator fan motor is actuated directly via
the radiator fan relay (high speed).
• The higher speed is used from a refrigerant pressure of around 22 bar.
Switching points for the refrigerant compressor clutch:
Via the refrigerant pressure:
• The refrigerant compressor clutch is switched off when a refrigerant pressure of 31 ± 2 bar is
reached.
• It is switched back on again when the refrigerant pressure drops to 26 ± 2 bar.
Via the evaporator temperature sensor:
• The refrigerant compressor clutch is switched off at an evaporator temperature of 4.6 °C.
56
• It is switched back on again once the evaporator temperature exceeds 5.6 °C.
Via the ambient air temperature sensor:
• The refrigerant compressor clutch is not switched on at temperatures below +4 °C.
6.2 Instrument Cluster:
General Overview:
1 ECT display
5 Electric power steering indicator light
2 Gear shift indicator lamp
6 Speed Control Indicator
3 DPF regeneration indicator light
7 PATS (passive anti-theft system) LED
4 Instrument cluster multifunction display
8 Trip recorder reset button
The instrument cluster is available in two versions which differ only in terms of their styling.
All LEDs are installed with both versions and are activated/deactivated via the module
configuration in accordance with the vehicle's equipment.
The data of the central vehicle configuration are stored in the instrument cluster. The GEM
(generic electronic module) contains copy of these data.
The multifunction display (size 25 x 39 mm) displays shows, amongst other information, the
following:
• Mileage (overall and trip mileage),
57
• Outside air temperature,
• Cruise control system ON,
• Fuel consumption,
• Gear PRNDL (with automatic transmission).
The instrument cluster contains a clock. The time is passed via the CAN to other modules. The
time is displayed and set via the multifunction display.
System Operation and Component Description:
Control Diagram:
58
1 Outside air temperature sensor
2 The APP (accelerator pedal position) sensor
3 Brake fluid level switch
4 BPP (brake pedal position) switch
5 CPP (clutch pedal position) switch
6 Fuel level sensor
7 Instrument Cluster
8 Electric booster Heater
9 Parking brake switch
10 Evaporator temperature sensor
11 Steering column switches
System Operation:
The instrument cluster is connected to the HS CAN and to the MS CAN central electrics.
It forms the gateway between the HS CAN and the MSCAN central electrics.
Gateway:
The two data bus systems (HS CAN and MS CAN) operate at different transmission speeds.
As the two data bus systems cannot be connected directly, an interface is required via which
the two networks can communicate with one another.
This interface is known as a gateway (or portal). Via the gateway, data that is transferred on
one network is made available to the other network and thus communication between the
control modules in the various networks is enabled.
The instrument cluster contains one of the two termination resistors for the HS CAN central
electrics and one of the two termination resistors for the MS CAN central electrics (see also
the section "Communications network").
59
Power management:
The power management system offers various modes which can be used in different situations
to ensure an effective voltage supply to individual modules.
The power management function is integrated into the instrument cluster.
Four different vehicle modes are used depending on the operating status of the vehicle.
• Factory mode
– Factory mode is activated during production of the vehicle. In this mode, voltage supply is
reduced to a minimum by switching off relays. When the vehicle leaves the factory, factory
mode is deactivated and shipping mode is activated.
• Shipping mode
– After the ignition is switched on the display indicates shipping mode.
– Shipping mode is activated while the vehicle is en route from the factory to the dealer. In this
mode, the vehicle can be driven without adverse effects on vehicle safety.
– Individual modules and electrical systems (e.g. anti-theft alarm system, clock and remote
control) are deactivated.
– This ensures that the battery is sufficiently charged when the vehicle is handed over to the
customer.
– If the engine is started while the vehicle is in shipping mode then the shipping mode is
temporarily suspended. It is reactivated once the ignition is switched off.
– Shipping mode must be deactivated by the dealer.
This is done when the ignition is switched off by pressing the brake pedal five times and the
hazard flasher switch twice within 10 seconds.
– When shipping mode is deactivated the system automatically changes to normal mode. The
instrument cluster briefly displays the message
SHPOFF (short for "shipping mode off").
• Normal mode
– The full functionality of all electrical systems is available in normal mode.
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• Crash mode
– Crash mode is activated as soon as the RCM (restraints control module) registers a vehicle
impact of appropriate force. The instrument cluster briefly displays the message CRASH.
• The following functions are activated in crash mode:
– The vehicle is unlocked centrally if it was locked at the time of the impact.
– Activates the hazard warning lamps.
– The electric fuel pump (petrol engines) is deactivated.
• After the RCM has been replaced, crash mode is deactivated as soon as the ignition key is
turned to position "0" and then back to position "II" after at least 2 seconds. The hazard flasher
switch must be operated to deactivate the hazard flashers.
PATS:
Vehicles without Keyless Vehicle System:
The PATS functionality is integrated into the instrument cluster. Therefore the
transmitter/receiver unit is directly connected to it.
Once the encoding of the key has been read (with the ignition key in position "II"), an
appropriate identification query is sent by the instrument cluster via the HS CAN databus to
the PCM.
Only once identification has been successfully completed does the PCM enable start-up.
Every key has a plastic transponder. "Coded access" is used during programming of the key.
Vehicles with keyless vehicle system:
With this system, the PATS functionality is stored in the keyless vehicle module.
After the key code is read in (ignition ON), an appropriate identification query is sent by this
module to the PCM via the HS CAN.
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6.3 Warning Devices:
Component Location:
1 External front parking aid sensors
5 Rear parking aid sensors
2 Parking aid switch
6 Front parking aid speaker
3 Rear parking aid speaker
7 Internal front parking aid sensors
4 Parking Aid Module
Overview:
The following body versions are available:
• Rear parking aid only (4-channel)
• Front and rear parking aid (8-channel):
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– There is a parking aid switch on the instrument panel to activate the front parking aid.
The parking aid is a free-standing system. In other words, it is not connected to the vehicle's
databus system.
Parking aid is switched on either by engaging reverse gear or by operating the parking aid
switch on the instrument panel.
Front and rear parking aid is switched off if no obstacle is detected by the parking aid sensors
after approximately 20 seconds.
The parking aid sensors detect objects from a distance of approximately 0.8 to 1 meter.
When an obstacle is detected, an acoustic signal is emitted via a separate speaker (depending
on whether the obstacle was detected at the front or the rear).
6.4 Information and Entertainment System:
Component Location:
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1 Audio system control unit
2 Audio unit.
3 Multifunction display
4 Audio system steering wheel remote
7 Handsfree / Bluetooth / voice activation
module
8 AUX socket and USB port
9 Rear speaker
control
10 Microphone.
5 Tweeter speaker(s)
11 Handsfree button
6 Front speakers
Overview:
In-car entertainment:
The audio system consists of the following components:
• Multifunction display,
• Audio system control unit,
• Audio unit,
• Speakers,
• Handsfree system with voice activation module (optional),
• Handsfree button (optional),
• AUX socket in the center console (optional),
• USB port in the center console (optional and only in conjunction with handsfree / Bluetooth
/ voice activation module),
• Radio remote control in steering wheel.
A conventional audio unit with control buttons and display is not available. On this vehicle the
audio system is divided into three or four modules:
• Audio unit,
• Audio system control unit with keypad,
• Multifunction display,
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• Handsfree / Bluetooth / voice activation module.
System Operation and Component Description:
Control Diagram:
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1 Steering wheel with audio system control
buttons
2 Button for activating voice control
3 Antenna.
4 instrument cluster
5 Multifunction display
6 Audio unit.
7 Handsfree / Bluetooth / voice activation
8 AUX interface
9 USB interface
10 Microphone.
11 Mobile phone (via Bluetooth®)
12 Speakers
13 Tweeter speaker(s)
14 Audio system control unit
15 Wheel speed sensor.
module
16 ABS module.
System Operation: Function:
The following modules communicate with one another via the multimedia system MS CAN:
• Multifunction display,
• Audio unit,
• Handsfree / Bluetooth / voice activation module.
In addition, the audio system control unit communicates with the multifunction display via LIN
(local interconnect network).
In the multimedia system, the multifunction display acts as a gateway between the modules.
Component Description: Audio unit.
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The audio unit is built into the instrument panel. This is a radio/CD unit only, without controls.
It is controlled via the audio system control unit.
The audio unit has no self-test facility. Diagnostics can only be carried out with IDS.
The audio unit is connected to the multimedia system MS CAN.
On vehicles without a handsfree system, the optional AUX socket is connected directly to the
audio unit.
Audio system control unit:
Illustration shows control unit with telephone facility:
The following versions are available:
• Control unit without telephone facility (standard),
• Control unit with telephone facility (optional).
The control unit is networked with the multifunction display via the LIN. The multifunction
display forms the LIN.
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Multifunction display:
A Standard multifunction display (small screen)
B Optional multifunction display (large screen)
1 Time/date setting buttons
2 Function indicator
The multifunction display acts as a gateway between the multimedia system MS CAN and the
central electrics MS CAN.
The multifunction display is also the principal component of the multimedia system. All
diagnostics of the multimedia system are controlled via this module. If the multifunction
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display fails entirely, it is not possible to perform diagnostics on the other modules of the
multimedia system (control unit, audio unit or handsfree / Bluetooth / voice activation module).
Hands free telephone system:
Illustration shows LHD (left-hand drive):
1 Peripheral equipment interface
2 USB interface
The following handsfree versions are available:
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• Telephone handsfree system with Bluetooth®, voice activation and USB interface directly on
the module.
• Telephone handsfree system with Bluetooth®, voice activation and separate USB and AUX
interface on the center console:
The following systems support voice activation:
• Audio system,
• Telephone system,
• Air conditioning (A/C) system.
6.5 Exterior Lighting:
Headlamps:
1 High beam headlamp
2 Turn signal indicator
3 Side lamp
4 Low-beams
The following types of headlamp are used:
• Conventional headlamps with free-form reflectors and
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• Projector headlamps.
Conventional incandescent bulbs are fitted as the light source.
Incandescent bulbs for dipped and main beam:
• Dipped beam: H7
• Main beam: H1
Projector headlamps:
Projector headlamps have the following advantages compared with conventional headlamp
systems:
• Greater range and optimum radiance,
• More even distribution of the light beam.
Rear lamps:
1 Turn signal indicator
2 Stoplamp/side lamp
3 Reversing Lamp
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6.6 Communications Network:
System Operation and Component Description:
Control Diagram:
A MS-CAN – multimedia system
7 Electronic steering wheel lock (via
B MS-CAN – generic electronics
private databus)
C HS CAN
8 Radio frequency receiver (via private
databus)
Drive terminating resistor
9 keyless vehicle module
1 Rain sensor (via LIN)
10 EATC module
2 audio unit
11 Instrument Cluster
3 Hands free installation/Bluetooth/voice
control module
4 GEM
5 Audio system control panel (via LIN)
6 Multifunction display
12 RCM
13 DLC (data link connector)
14 Generator (via LIN)
15 PCM
16 ABS/ESP module
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17 Electric power steering module
18 TCM (transmission control module)
19 Yaw rate / lateral acceleration sensor
(via private databus)
System Operation:
Gateway:
Two modules are used as gateways:
• The instrument cluster as gateway between the HS-CAN and MS-CAN generic electronics,
• The multifunctional display as gateway between the MS-CAN – generic electronics and the
MS-CAN - multimedia system.
Terminating resistors:
Each CAN system is terminated by two terminating resistors.
The communication network consists of three CAN systems in total:
• HS-CAN,
• MS-CAN – generic electronics,
• MS-CAN – multimedia system.
There are thus six terminating resistors present in total. These are divided as follows:
• HS-CAN:
– One in the PCM,
– One in the instrument cluster.
• MS-CAN – generic electronics:
– One in the instrument cluster,
– One in the GEM.
• MS-CAN – multimedia system:
– One in the audio unit,
– One in the multifunctional display.
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The terminal resistors are connected in parallel to one another and each has a resistance of
approximately 120 Ohm. The DLC allows the total resistance of the two resistors of the MSCAN (generic electronics) and the HS-CAN to be measured. Each total resistance is approx.
60 Ohm.
The resistance can be measured at the following pins of the DLC:
• HS-CAN:
– between pins 6 and 14.
• MS-CAN – generic electronics:
– between pins 3 and 11.
6.7 Module Configuration:
Central module configuration:
A Previous configuration principle
2 instrument cluster
B Central module configuration principle
3 IDS
1 Control modules
4 CAN
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Principle of operation:
On some vehicles the modules are configured using the IDS and the "Module Programming"
function (Inhale/Exhale).
Here, the actual status of each module is read into the IDS and the possibly altered
configuration is saved in the new module.
Centralized module configuration is used on this vehicle.
Here, all the necessary configuration parameters are stored during manufacture in the
instrument cluster and are transferred from there to the individual modules over the CAN
network.
If a module is changed, then the necessary configuration parameters are transferred to the new
module and stored the next time the ignition is switched on.
In this case however, the data is not read into the IDS as previously, instead it is transferred
from the instrument cluster to the corresponding module. The procedure is only controlled by
the IDS.
In addition, any trouble codes present are read out, as well as instructions for service operations
which are necessary for module replacement.
For security reasons, all configuration data which is stored in the instrument cluster is also
stored in parallel in the GEM. This means that, if the instrument cluster needs to be changed,
the necessary configuration data can be read out of the GEM using the IDS and transferred to
the new instrument cluster.
Vehicles without keyless vehicle system:
• If the instrument cluster is changed, the vehicle keys must be reprogrammed, both for radio
remote control and for the PATS.
VIN (vehicle identification number) identification
The VIN is stored in the individual modules at the factory for the purposes of VIN
identification.
As soon as a module is identified when the ignition is switched on (also after battery
disconnection), it can be operated without any further input.
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If an invalid VIN or none at all is read in from a module, this is stored in a memory.
Subsequently, operation of the module may be restricted, depending on its use.
6.8 Module Controlled Functions:
Overview: GEM
The GEM is installed under the instrument panel, behind the glove compartment.
It controls a multitude of functions in the generic electronics.
The GEM is a separate module and does not contain any current distribution section (no fuses
or relays).
Depending on equipment level, three different GEM are installed in the factory. Only the
highest equipment version is available for service.
The GEM modules are classified in the factory as follows:
• - Version A (low equipment level):
– 8V51 15K600 AD
• - Version C (medium equipment level):
– 8V51 15K600 CD
• - Version E (high equipment level):
– 8V51 15K600 ED
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The variants have the following main control functions:
• Version A:
– only central locking
• Version C:
– Central locking,
– opening/closing function via radio remote control (radio receiver built into the GEM),
– fold-in/fold-out external mirrors,
– ambient lighting,
– automatic light and wiper control,
– Anti-theft warning system (perimeter monitoring).
• Version E:
– all functions of version C,
– Double locking.
Emergency running mode:
If a serious fault occurs in the GEM (for instance a defective microprocessor or failure of the
voltage supply) the following functions will be maintained:
• Dipped beam (will then be switched on every time the ignition is switched on),
• Windscreen wipers (only slow speed).
Anti-theft:
The anti-theft protection of the vehicle is ensured by a system with perimeter monitoring.
The following components are monitored by this system:
• door ajar switch,
• engine bonnet switch,
• tailgate switch.
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The alarm state of the vehicle is signaled by the turn signal lamps and a horn with its own
battery. With ignition switched off, the anti-theft system is activated about 11 seconds after the
vehicle is locked.
If the bonnet, tailgate or one of the doors is not fully closed, it can be opened without triggering
the alarm. In this case the system is not armed.
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Chapter 7: Body and Paint
7.1 Body:
General Overview:
At introduction the following vehicle variants are initially available:
• 3-door and
• 5-door.
The equipment level can be chosen from the following:
• Ambiente (standard equipment level),
• Trend (medium equipment level),
• Ghia (high equipment level),
• Titanium (high equipment level),
• Sport (high equipment level).
A- and B-pillar reinforcement:
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The A- and B-pillar reinforcement is made of the highest strength boron steel.
These sheet metal parts can only be replaced as a complete unit during repairs and that section
repairs are not possible.
Special installation and removal requirements must be observed during repairs. Special tools
are also required. Relevant instructions are available in the current service literature.
Bumpers and radiator grille:
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1 Front bumper.
4 Rear bumper.
2 Fog lights
5 Rear fog lamp
3 Air deflector
6 Cover, bumper
The bumpers are painted in the body color as standard for all vehicle variants.
The bumper cover is only available in grey.
Trailer towbar:
1 Module, trailer towbar
3 Hand wheel for locking ball neck
2 Towbar socket
4 Removable ball neck
At introduction, a removable towbar is made available for the vehicle.
If the vehicle is delivered from the factory with a towbar, then this is equipped with a 13-pin
socket.
The fundamental difference between the two variants:
• The 7-pin version does not support deactivation of the parking aid (if it is installed in the
vehicle).
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The trailer towbar module is connected to constant positive at the passenger compartment fuse
box.
For the 13-pin version, the trailer towbar module is connected with the parking aid module. As
soon as a connector is inserted into the socket, the rear parking aid is deactivated.
7.2 Glass, Frames and Mechanisms:
Overview:
The function is based on that of the Fiesta 2002.25.
The main difference is the adoption of automatic operation with anti-trap protection on the
driver side. To do this, the switch for the driver's door window on the driver's door switch unit
is designed as a two-stage switch.
In addition, the window regulator motor on the driver's door is provided with two Hall sensors.
The Hall sensors detect the speed of the window regulator motor and therefore recognize any
obstruction as the window rises.
Driver's door switch unit:
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A 4-way switch unit
B 2-way switch unit
1 Rear window disable switch
In total there are six driver door switch units available:
• Two 4-way switch units:
– one for LHD,
– one for RHD (right-hand drive).
• Four 2-way switch units:
– one for LHD with three doors,
– one for LHD with five doors,
– one for RHD with three doors,
– one for RHD with five doors.
Because of the shape of the components, it is not possible to mix up the switch units for LHD
and RHD vehicles.
Switches - passenger door and rear doors:
These doors are equipped with a simple switch for the window regulator motors.
This switch only has a simple up and down function (no anti-trap protection).
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Window regulator motors:
1 Rear left-hand door window regulator motor
2 Window regulator motor, driver's side
3 Window regulator motor, passenger's side
4 Rear right-hand door window regulator motor
5 Driver's door switch unit
Each window regulator motor can be controlled from the driver's door switch unit.
In addition, the motors for the passenger's door and the rear doors (when equipped) can be
controlled using the corresponding simple switches on the doors.
If a window regulator is operated at the same time from the driver's door switch unit and from
the respective simple switch, the relevant window stops immediately.
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7.3 Handles, Locks, Latches and Entry Systems:
Component Location:
1 Start/stop button
3 RF remote receiver
2 Electronic steering lock unit
4 keyless vehicle module
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5 Tailgate release switch
6 Luggage compartment antenna
7 Interior antenna
8 Outside door handle with antenna and
lock/unlock button
9 BPP switch
10 Instrument cluster
General overview:
The keyless vehicle system allows the vehicle to be operated without conventional keys or
without active actuation of the radio remote control. With this system, the user only needs to
carry a valid radio remote control (a passive key).
The system features the following modifications in addition to the usual components:
• Keyless system vehicle module,
• Passive key (pure radio remote control without conventional key blade),
• Additional lock/unlock buttons in the front door handles,
• External and internal antennae to localize a valid passive key:
– External antennae in both door handles and at the luggage compartment as well as three
interior antennae,
• Electronic steering lock unit (replaces the mechanical steering lock),
• Start/stop button for starting/switching off the engine; the conventional ignition lock is
dispensed with.
In order to gain access to the vehicle, a passive vehicle key must be located in the vicinity of
the vehicle.
A passive key is identified via low-frequency (LF) polling. When a valid vehicle key is
identified, the vehicle can be unlocked directly via the appropriate lock/unlock button on the
front door handles or via the tailgate release switch.
A passive vehicle key must be present in the vehicle interior in order to start the engine. A
passive key is identified via low-frequency (LF) polling.
When a valid key is recognized, the ignition can be switched on via the Start/Stop button in the
instrument panel or the engine started directly.
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After switching on the ignition or for directly starting the engine
• The clutch pedal must be pressed on vehicles with manual transaxles.
• The brake pedal must be pressed on vehicles with automatic transaxles.
System Operation and Component Description:
Control Diagram: System overview
1 Tailgate release switch
4 GEM
2 Lock/unlock button - door handle
5 keyless vehicle module
3 RF remote receiver
6 Electronic steering lock unit
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7 Passive vehicle key
8 Door locking units
9 External antennae - door handle
A Radio signal (from one of the external
antennae to passive vehicle keys)
B Radio signal (from passive vehicle key to
radio frequency receiver)
10 External antennae - tailgate
System Operation:
With the keyless vehicle system, there is a choice between individual door unlocking and global
unlocking. The programming process is the same as on vehicles without a keyless vehicle
system.
Unlocking the vehicle:
Exterior antennas: approximate detection range (in mm):
Three exterior antennas are installed on the vehicle:
• one in the driver door handle,
• one in the passenger door handle,
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• one under the luggage compartment/tailgate (behind the bumper).
When a door handle lock/unlock button or the tailgate release switch is operated, the
corresponding external antenna emits a low frequency signal.
The passive vehicle key is thereupon activated and emits an encoded radio signal.
The encoded radio signal from the passive key is received by the radio frequency receiver.
The radio frequency receiver transfers the signal to the keyless vehicle module.
If the keyless vehicle module recognizes a valid key signal, the actuated door or lift gate is
unlocked. The unlocking is performed by the GEM. For this the GEM receives an appropriate
signal via the MS-CAN from the keyless vehicle module.
The electronic steering column lock unit is unlocked as soon as the driver's door is opened
(signal from the door contact switch).
If more than 45 seconds elapse after the vehicle is unlocked but without the ignition being
switched on, then the electronic steering column lock unit is re-locked.
The electronic steering column lock unit re-locks if a time of 45 seconds has elapsed after the
ignition is switched off.
If the vehicle goes over 5 days without being unlocked, the system enters energy saving mode.
This mode prevents excessive loading of the vehicle battery. In this mode, the response time
of the keyless vehicle system during unlocking is slightly longer. The energy saving mode is
deactivated again if the vehicle is unlocked once after more than 5 days.
Locking the vehicle:
There are two options for central locking of the vehicle:
• actuating the door lock button once,
• actuating the relevant button on the radio remote control of the passive key once.
In order to activate double locking, the door lock button or the button on the remote control
must be pressed twice within 3 seconds.
When the central or the double locking system has been activated, the vehicle remains locked
for 3 seconds.
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During this time the vehicle cannot be opened using the door handle lock/unlock button,
tailgate release switch or the remote control.
This allows the driver to check whether the vehicle is locked. This delay time can be changed
or switched off via IDS.
The global locking function can only be activated via the remote control. To do this, the lock
button and the unlock button of the remote control must be pressed for about 4 seconds.
Lock/unlock button - driver's door handle:
• Depending on what is set, this button either unlocks the driver's door or the whole vehicle.
Lock/unlock button - passenger's door handle:
• Regardless of what is set, the whole vehicle will be unlocked when this button is pressed.
Note, when locking the vehicle with another key, if a key remains in the vehicle:
• In this case the key which remains in the vehicle will be deactivated after about one minute.
Background:
If an unauthorized person enters the vehicle, the engine cannot be started because the
deactivated passive key does not send a radio signal.
• The passive key remaining in the vehicle will be re-activated by pressing one of the buttons
on the remote control once.
Emergency unlocking/locking:
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If the keyless vehicle system is unable to detect the passive key, the vehicle can be unlocked
using the emergency key. The emergency key is integrated in the passive key.
For detailed instructions on assembly of the emergency key, please refer to the Owner's
Handbook.
Only the driver door features a conventional door lock for the purpose of emergency unlocking.
Start the engine:
1 Start/stop button
3 RF remote receiver
2 BPP
4 Instrument cluster
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5 keyless vehicle module
10 Interior antenna
6 Electronic steering lock unit
A Radio signal (from one of the external
7 Passive vehicle key
8 PCM
antennae to passive vehicle keys)
B Radio signal (from passive vehicle key to
radio frequency receiver)
9 ABS/ESP module
Start the engine:
Interior antennas: approximate detection ranges
Three interior antennas are installed in the vehicle:
• one behind the instrument panel,
• one under the floor console,
• one behind the rear seat bench.
Three states can be switched to via the start/stop button:
• Switch on the ignition
• Directly start the engine,
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• Switch off the engine.
The following options are available:
• Ignition ON:
– actuate the start/stop button.
• Starting the engine from ignition ON or directly from ignition OFF:
– Vehicles with manual transmission: Depress the clutch pedal and press the Start/Stop button.
– Vehicles with automatic transmission: Depress the brake pedal and press the Start/Stop
button.
When the start/stop button is pressed, the interior antennas of the keyless vehicle module are
activated.
The passive vehicle key is thereupon activated and emits a coded radio signal.
The coded radio signal from the passive key is received by the radio frequency receiver.
The radio frequency receiver transfers the signal to the keyless vehicle module.
If the keyfree module recognizes a valid code, a coding enquiry is made to the PCM.
The coding enquiry is made over the HS-CAN. Only when the PCM approves the coding
enquiry is the start enable issued.
Switching off the engine:
The engine is switched off by actuating the start/stop button, provided the vehicle is stationary
(vehicle speed = 0 km/h).
The engine can be stopped in an emergency as follows:
• Press the Start/Stop button three times within two seconds or
• press the Start/Stop button and hold it pressed for three seconds.
Component Description:
Start/stop button:
For safety reasons the Start/Stop button is designed with two switch functions. It therefore
sends the actuation signal to the keyless vehicle module over two separate cables.
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When a valid key is recognized, the engine is switched on or off or started via the Start/Stop
button, depending on the previous status. Please refer to the table for the individual sequences.
Status prior to
Action
Status after
performance of the
performance of the
action
action
ignition OFF
Clutch or brake pedal and
Ignition ON, engine
start/stop button actuated
starts
ignition OFF
Only start/stop button actuated
Ignition ON
Ignition ON
Clutch or brake pedal and
Engine starts
start/stop button actuated
Ignition ON
Only start/stop button actuated
ignition OFF
Engine running and
Start/stop button actuated
ignition OFF
Engine running and
Long or repeated actuation of the
ignition OFF
vehicle speed > 0 km/h
ignition OFF start/stop button
vehicle stationary
Steering Column Lock Control Unit:
1 Steering Column Lock Control Unit
2 PATS transceiver
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The steering lock unit is attached to the steering column.
The steering lock unit comprises:
• a DC motor with a locking pin,
• integrated control electronics.
Actuation is via the keyless vehicle module.
The steering lock unit communicates with the keyless vehicle module via a private data bus
(K-wire).
The steering lock unit is unlocked:
• By opening the driver's door:
– Signal from the door contact switch to the GEM, then from the GEM via the MS-CAN to the
keyless system module.
• When the ignition is switched on (if the Start/Stop button is not pressed within 45 seconds of
the driver's door being unlocked),
• When the clutch or brake pedal is depressed.
When the vehicle is unlocked or the ignition is switched on, the steering column lock unit is
supplied with battery voltage from the keyless vehicle module. The unlocking routine then
commences:
• The keyless vehicle module checks the status of the steering lock unit. In addition, the
identification code is queried (i.e. whether a correctly programmed steering lock unit is
connected).
• Following successful completion of the check/identification, the DC motor is actuated by the
control electronics and the steering lock is released.
The steering column lock will be locked when the vehicle is locked or after 45 seconds, if the
following conditions are met:
• Engine OFF,
• Ignition OFF,
• Vehicle speed 0 km/h.
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Emergency starting function:
If the keyless vehicle system is unable to recognize the passive key, the vehicle can be started
via the emergency starting function.
To do this, a conventional transceiver is installed on the steering column lock unit.
To start the engine, the passive key must be held near the steering column lock. Then press the
Start/Stop button with the clutch or brake pedal depressed.
7.4 Air Bag and Safety Belt Pretensioner Supplemental Restraint System
(SRS):
Component Location:
1 Front impact sensor
2 Front passenger airbag
3 PAD (passenger air bag deactivation)
deactivator switch
4 Seat occupant sensor (passenger side
only)
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5 Side airbag (driver and passenger side)
6 Crash sensor (driver and passenger side)
7 RCM
8 Safety belt buckle switch (driver and
10 Belt pretensioner in the retractor (driver
and passenger side)
11 PAD indicator light
12 Driver air bag
passenger side)
13 Knee airbag
9 Head airbag (driver and passenger side)
14 Instrument cluster with airbag indicator
light and safety belt warning light
Three different versions are available:
• Version 1 comprises the following components:
– Single-stage driver airbag,
– Single-stage passenger airbag (optional for certain markets, e.g. Eastern Europe and various
Middle-Eastern countries),
– Driver and passenger belt pretensioner in the retractor,
– Front crash sensor,
– Driver and passenger safety belt buckle switch,
– Passenger seat occupancy sensor,
– RCM.
• Version 2 comprises the following components:
– Components of version 1,
– Driver and passenger side airbag (upper body and head),
– Driver and passenger crash sensor,
– Knee airbag.
• Version 3 comprises the following components:
– Components of version 1,
– Driver and passenger side airbag (upper body),
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– Driver and passenger crash sensor,
– Knee airbag,
– Driver and passenger head airbag.
System Operation and Component Description:
Control Diagram:
1 Airbag indicator light and safety belt
2 Driver air bag
warning light in the instrument cluster
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3 Front passenger airbag
10 RCM
4 Driver and passenger belt pretensioner in
11 PAD deactivator switch
the retractor
12 Seat occupancy sensor (passenger side
5 Driver and passenger side airbag
only)
6 Knee airbag
13 Safety belt buckle switch (Driver and
7 Driver and passenger head airbag
passenger)
8 PCM
14 Crash sensor (Driver and passenger)
9 PAD indicator light
15 Front impact sensor
System Operation:
When the ignition is switched on, the RCM performs a self-diagnostic.
All components of the safety restraint system, apart from the driver and passenger safety belt
buckle switches and the seat occupancy sensor, are checked. If a fault is detected, the airbag
indicator light is activated for 8 seconds after the ignition is switched on. The first 8 seconds
of the ignition cycle always follow the same pattern: on for the first 3.2 seconds, then off for
4.8 seconds. Only after these 8 seconds can the airbag indicator light be used as a fault indicator.
Triggering of the airbags and belt pretensioners is dependent on the impact speed and the
impact angle.
In the normal situation the signal to the PCM is linked to a triggering of airbags. However, in
the event of a side-on collision with version 1 (no side airbags), the signal is likewise sent to
the PCM, even though no airbags have been triggered. The same applies in the event of a
collision from behind: no airbags triggered, but a signal is sent to the PCM. Due to this signal
the PCM interrupts the fuel supply to the engine so that the engine goes off.
The RCM must be renewed after the airbag has been triggered. When the RCM is replaced, the
module must be configured with IDS.
Safety Belt Warning Indicator:
The safety belt warning light is controlled by the RCM via the HS-CAN data bus. The
following signals are evaluated by the module for control purposes:
• Driver safety belt buckle switch,
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• Passenger safety belt buckle switch,
• Passenger seat occupancy sensor,
• Vehicle speed signal via the HS-CAN data bus.
Driver side function:
When the ignition is switched on, the RCM checks by means of the safety belt buckle switch
to see whether the driver side safety belt is fastened.
If a road speed of approx. 25 km/h has been reached and the safety belt is not fastened, the
safety belt warning lamp lights up and an audible signal is sounded.
Passenger side function:
When the ignition is switched on, the module checks whether the passenger seat is occupied
by a person and whether this person is wearing a safety belt.
The seat occupancy sensor and the safety belt buckle switch pass this information to the RCM.
If a road speed of approx. 25 km/h has been reached and the passenger is not wearing a safety
belt, the safety belt warning lamp lights up and an audible signal is sounded.
Side airbag:
Two different side airbags are installed depending on the equipment version.
In vehicles without a head airbag, there is a side airbag which protects the area of the upper
body and head. In vehicles with a head airbag, there is a side airbag which protects the area of
the upper body.
Knee airbag:
The knee airbag is installed in the instrument panel, below the steering wheel.
In the event of a head-on collision, it protects the knee and leg area and prevents the driver
from slipping down under the safety belt.
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Chapter 8: Maintenance & Servicing
8.1 Every 6000 miles (10,000 km) or 6 months:
• Renew engine oil and filter
• Check brake pads or shoes for wear (front and rear)
• Check operation of brake fluid level warning indicator
• Inspect engine bay and underside of vehicle for fluid leaks or other signs of damage
• Check function and condition of seat belts
• Check condition and security of exhaust system
• Check tightness of wheel nuts
• Check choke adjustment
• Check idle speed
• Check mixture adjustment
• Check spark plugs
• Check HT leads, distributor cap and ignition circuit
• Check operation of latches, check straps and locks; lubricate if necessary
• Check ignition timing and contact breaker gap (dwell angle)
• Check operation of throttle damper
8.2 Every 12,000 miles (20,000 km) or 12 months:
• Check tightness of battery terminals, clean and neutralize corrosion
• Check engine valve clearances - OHV engines
• Check handbrake mechanism
• Check condition and tension of auxiliary drivebelt
• Renew spark plugs
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• Check gearbox oil level
• Renew distributor contact breaker points and lubricate distributor - OHV engines
• Check security and condition of steering and suspension components, gaiters and boots
• Inspect underbody and panels for corrosion or other damage
• Inspect brake pipes and hoses
• Check crankcase ventilation system
8.3 Every 24,000 miles (40,000 km) or 2 years:
• Check air cleaner temperature control
• Renew emission control filter element – CVH engines
• Renew air cleaner element
8.4 Every 36,000 miles (60,000 km) or 3 years:
• Renew brake hydraulic system seals and hoses if necessary
• Renew brake hydraulic fluid
• Renew timing belt - CVH engines
• Check front wheel alignment
8.5 Every 2 years, regardless of mileage:
• Renew coolant
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Chapter 9: Recommendation &
Conclusion
Recommendation:
The Ford Fiesta is a one of its kind in the automobile industry. It is best for the middle class
earning people. Because of its compact shape and small size, it is perfect for daily use. But to
long last the good performance of this care some measures should be taken.
• Always try to maintain a fixed speed limit.
• Do general servicing after running fixed km or after certain time.
• Change air filter, oil filter and lubricating oil after certain period.
• Use high grade fuel if possible.
Conclusion:
During my four month of internship period, the Ford Fiesta was my basic vehicle for gaining
knowledge. Because of its having advance technology in automotive and design, learning from
it was a great achievement for me. As I have seen new and used cars in the workshop, I was
able to understand the initial condition of the vehicle and the performance it can deliver.
Though many customers came with problems in their car, because of the advance technology
and fault detection system of the car, the problem was sorted out quickly and solved as soon as
possible. Servicing this vehicle needs a special skill and I am sure that I have achieved it.
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Bibliography:
1. http://www.anwargroup.net/html/s_automobiles.asp
2. http://www.asiapacific.ford.com/en/bgd/
3. http://www.anwargroup.com/ford/company_profile.asp
4. Technical Service Training – Ford Fiesta, Model Year 2008.75
5. Ford Fiesta Service and Repair Manual
6. Ford Fiesta Workshop Manual 2011
List of Abbreviations:
ABS - Anti-lock Brake System
IDS - Integrated Diagnostic System
CJB - Central Junction Box
KS - Knock Sensor
CMP - Camshaft Position
LHD - Left-hand Drive
DC - Direct Current
LIN - Local Interconnect Network
DLC - Data Link Connector
MAF - Mass Air Flow
DOHC - Double Overhead Camshaft
MAPT - Manifold Absolute Pressure and
DPF - Diesel Particulate Filter
EATC - Electronic Automatic Temperature
Temperature
PCM - Powertrain Control Module
Control
PWM - Pulse Width Modulation
EGR - Exhaust Gas Recirculation
RCM - Restraints Control Module
EI - Electronic Ignition
SFI - Sequential Multiport Fuel Injection
EOBD - European On-board Diagnostic
TC - Turbocharger
EVAP - Evaporative Emission
TCM - Transmission Control Module
GEM - Generic Electronic Module
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