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Section 1: Description and Operation 2022-2023 Diesel

Engine Control Components

Accelerator Pedal Position (APP) Sensor

The APP sensor is an input to the PCM and determines the amount of torque requested by the operator.

Ecosport

There are 2 separate pedal position sensors in the accelerator pedal. The APP1 sensor signal generates a pulse width
modulated (PWM) signal to the PCM. The APP1 sensor uses a VPWR circuit, a ground circuit and a signal circuit. Only the
APP1 signal circuit is connected to the PCM. The APP2 sensor signal has a positive slope (increasing angle, increasing
voltage) and is a class 2 message from the instrument panel cluster (IPC) to the PCM. The APP2 sensor uses a reference
voltage circuit, a signal return circuit, and a signal circuit between the IPC and the APP sensor assembly. The two pedal
position signals make sure the PCM receives a correct input even if one of the signals has a concern. The PCM
determines if a signal is incorrect by calculating an expected position, inferred from the other signals. If a concern is
present with one of the circuits the other input is used. The pedal position signal is converted to pedal travel degrees
(rotary angle) by the PCM. The software converts these degrees to counts.

All Others

There are 2 pedal position signals in the sensor. Both signals, APP1 and APP2, have a positive slope (increasing angle,
increasing voltage), but are offset and increase at different rates. The 2 pedal position signals make sure the PCM receives
a correct input even if one of the signals has a concern. The PCM determines if a signal is incorrect by calculating where it
should be, inferred from the other signals. If a concern is present with one of the circuits the other input is used. There are
2 reference voltage circuits, 2 signal return circuits, and 2 signal circuits (a total of 6 circuits and pins) between the PCM
and the APP sensor assembly. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM.
The software converts these degrees to counts.

Typical APP Sensor

Ambient Air Temperature (AAT) Sensor

The AAT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and the resistance increases as the temperature decreases. The
varying resistance affects the voltage drop across the sensor terminals and provides electrical voltage signals to the PCM
corresponding to temperature.

Thermistor sensors are considered passive sensors. A passive sensor is connected to a voltage divider network so that
varying the resistance of the passive sensor causes a variation in total current flow. Voltage that is dropped across a fixed
resistor in a series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the
reference voltage minus the voltage drop across the fixed resistor.

The AAT sensor provides ambient air temperature information to the PCM which is used for the temperature sensor
correlation tests and controls the reductant heaters. The PCM also communicates the AAT sensor information to all other
modules on the controller area network (CAN). The AAT sensor is located in front of the radiator on the lower core support.

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Typical AAT Sensor

Barometric Pressure (BARO) Sensor

The BARO sensor is a variable capacitor sensor that is supplied a 5 volt reference signal by the PCM and returns a voltage
signal to the PCM relative to the barometric pressure. The sensor voltage increases as the pressure increases. The BARO
sensor is integral to the PCM.

Brake Pedal Position (BPP) Switch

The BPP switch provides a signal to the PCM indicating the brakes are applied. The BPP switch is normally open and
mounted on the brake pedal support. The BPP switch is hardwired to the PCM supplying battery positive (B+) voltage
when the brake pedal is applied.

Typical BPP Switch

Brake Pressure Switch (BPS)

The BPS, integral to the brake pedal position (BPP) switch, is used for vehicle speed control deactivation. A normally
closed switch supplies a ground signal to the PCM when the brake pedal is not applied. When the brake pedal is applied,
the normally closed switch opens and the ground signal is removed from the PCM.

The normally closed BPS, along with the normally open BPP switch, are used for a brake rationality test within the PCM. If
one or both brake pedal inputs to the PCM is not changing states as expected, a DTC is set by the PCM strategy.

Camshaft Position (CMP) Sensor

The CMP sensor is a Hall effect sensor that detects the position of the camshaft. The CMP sensor identifies when piston
number 1 is on its compression stroke. The PCM calculates the CMP signal and the crankshaft position (CKP) sensor
signal to determine the camshaft to crankshaft position for correct fuel injection timing during the compression stroke. The
CMP sensor is located on the left side rear of the cylinder head.

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Typical CMP Sensor

Charge Air Cooler (CAC)

The CAC is composed of a heat exchanger and the tubing used to connect the output of the turbocharger to the intake of
the engine. The CAC is designed to cool the induction air which has been heated by the turbocharger. As the heated air
flows through the CAC, the heat is transferred from the intake air entering the intake manifold to the air flowing over the
outside of the CAC.

Typical CAC

Charge Air Cooler Temperature (CACT) Sensor

The CACT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and resistance increases as the temperature decreases. The varying
resistance affects the voltage drop across the sensor terminals and provides electrical voltage signals to the PCM
corresponding to temperature.

The CACT sensor is located in the tube between the charge air cooler (CAC) and the intake throttle assembly. The sensor
provides a charge air cooler output temperature signal to the PCM. The PCM uses the CACT signal as an input to control
the turbocharger, exhaust gas recirculation (EGR) valve, fuel system and the regeneration function.

Typical CACT Sensor

Cooling Fan

For Variable Speed Electric Fans:

The PCM controls the fan speed and operation using a duty cycle output on the FCV circuit. The fan controller (located at
or integral to the engine cooling fan assembly) receives the FCV command and operates the cooling fan at the speed
requested (by varying the power applied to the fan motor).

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The PCM controls the fan speed and operation using a duty cycle output on the FCV circuit. The fan controller (located at
or integral to the engine cooling fan assembly) receives the FCV command and operates the cooling fan at the speed
requested (by varying the power applied to the fan motor).

The fan controller is able to detect certain failure modes within the fan motors. Under certain failure modes, such as a
motor that is drawing excessive current, the fan controller shuts the fans off. Fan motor concerns may not set a specific
DTC. With the fan motor disconnected from the fan controller, voltage may not be present at the fan controller.

For Relay Controlled Fans:

The PCM controls the fan operation through the fan control LFC (single speed applications), and LFC (low speed), HFC
(high speed) for multiple speed applications. Some applications have the xFC circuit wired to 2 separate relays.

Although the PCM output circuits are called LFC and HFC, cooling fan speed is controlled by a combination of these
outputs.

For Mechanical Fans:

The primary cooling fan is a mechanical fan driven with a belt by the engine. The fan speed is relative to the engine RPM
depending on the ambient air temperature.

For some applications a secondary cooling fan that is electric and is controlled by the PCM may be installed as well. The
PCM monitors certain parameters (such as engine coolant temperature, vehicle speed, A/C ON/OFF status, A/C pressure)
to determine engine cooling fan needs.

Clutch Pedal Position (CPP) Sensor

The CPP signals are converted to percent of pedal travel by the PCM. During normal operation, the CPP is used as the
indication of the clutch pedal position by the PCM strategy.

The PCM determines if the signals are valid by testing for out of range frequency and duty cycle, and correlation between
the CPP1 and CPP2 signals. If a concern is present with one of the signals, the other signal is used by the PCM. The CPP
sensor is typically mounted on the clutch master cylinder or pedal assembly.

Typical Clutch Pedal Position (CPP) Sensor

Item Number Description

1 — Clutch Master Cylinder
2 — CPP Sensor Assembly

Clutch Pedal Position (CPP) Switch

The CPP switch is an input to the PCM indicating the clutch pedal position. The PCM provides a low current voltage on the
CPP circuit. When the CPP switch is closed, this voltage is pulled low through the signal return (SIGRTN) circuit. The CPP
input to the PCM is used to detect a reduction in engine load. The PCM uses the load information for mass airflow and fuel
calculations.

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Typical Clutch Pedal Position (CPP) Switch

Crankcase Ventilation Heater

The crankcase ventilation heater is used to heat the crankcase ventilation system vapor to keep any oil that may be
present from sludging in the charge air cooler, turbocharger and intake manifold. The crankcase ventilation heater is
located on the crankcase ventilation hose, between the crankcase ventilation sensor and the fresh air inlet. For additional
information on the crankcase ventilation system, refer to Crankcase Ventilation System in this section.

Crankcase Ventilation Sensor

The crankcase ventilation sensor is a Hall effect sensor mounted on the crankcase ventilation hose at the air inlet
connection. The crankcase ventilation separator is integral to the rocker cover. The crankcase ventilation hose on the air
inlet side has a tamper proof connector. The crankcase ventilation sensor monitors the crankcase ventilation hose
connection at the fresh air inlet. The crankcase ventilation sensor signal to the PCM indicates if the crankcase ventilation
hose is connected or disconnected.

Typical Crankcase Ventilation Sensor

Crankshaft Position (CKP) Sensor

The CKP sensor is a Hall effect sensor mounted at the rear of the engine block, adjacent to a trigger wheel located on the
crankshaft. The trigger wheel is a 60 minus 2 steel disk with 58 evenly spaced magnetic indicators and a minus 2 indicator
slot spaced for each 6 degrees of crank angle. As the crankshaft rotates, the CKP sensor produces a square wave for
each magnetic indicator edge of the trigger wheel and it detects the missing 59th and 60th magnetic indicator. This
configuration allows the CKP sensor to provide the PCM with the angular position of the crankshaft relative to a fixed
reference for the CKP sensor. The PCM uses the CKP sensor input to calculate engine RPM, fuel timing, fuel quantity and
duration of the fuel injection.

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Typical CKP Sensor

Differential Pressure Feedback EGR Sensors

The Differential Pressure Feedback Exhaust Gas Recirculation Sensor (DPFEGR) is an input to the PCM and measures
the pressure difference between the exhaust pressure and intake air pressure. The DPFEGR is located at the low pressure
EGR valve. The DPFEGR compares the exhaust pressure downstream of the diesel particulate filter and the intake air
pressure upstream of the turbocharger compressor.

Typical DPFEGR Sensor

Diesel Particulate Filter

The diesel particulate filter collects the soot and ash particles that are present in the exhaust gas of the diesel engine. The
diesel particulate filter assembly typically consists of active precious metals deposited on a substrate filter. The exhaust
gas is forced to flow through the walls of the porous substrate and exit through the adjoining channels. The particulates
that are larger than the pore size of the walls are trapped for regeneration. During regeneration the temperature in the
diesel particulate filter increases to greater than 550°C (1,022°F). The precious metal washcoat promotes the regeneration
of the trapped particulates through the heat-generating reaction and catalyzes the untreated exhaust gas. The substrate
filter is held in the metal shell by a ceramic fiber support system. The support system makes up the size differences that
occur due to thermal expansion and maintains a uniform holding force on the substrate filter.

Typical Diesel Particulate Filter

Diesel Particulate Filter Pressure Sensors

The diesel particulate filter pressure sensors are an input to the PCM and measure the pressure before and after the diesel
particulate filter. Both sensors are differential type sensors. The diesel particulate filter pressure bank 1, sensor 1 (DPFP11)
is referenced to atmospheric pressure and is located at the exhaust system upstream of the diesel particulate filter. The

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diesel particulate filter pressure bank 1, sensor 2 (DPFP12) is a delta pressure sensor that is located at the exhaust
system and measures pressure both before and after the diesel particulate filter. At key ON, engine OFF the diesel
particulate filter pressure sensor pressure values read 0 kPa (0 psi). The range of the sensors is 0-80 kPa (0-11.6 psi). The
PCM calculates soot load based on the diesel particulate filter pressure and initiates a regeneration when the soot load
reaches a threshold.

Typical DPFP11 Sensor

Typical DPFP12 Sensor

Engine Coolant Temperature (ECT) Sensor

The ECT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and resistance increases as the temperature decreases. The varying
resistance affects the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to
temperature.

The ECT sensor is located on the upper coolant inlet housing. The ECT sensor measures the temperature of the engine
coolant and provides a feedback signal to the PCM. The PCM uses the ECT sensor input to calculate EGR calculations,
fuel quantity, injection timing, and cooling fan control.

Typical ECT Sensor

Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and resistance increases as the temperature decreases. The varying
resistance affects the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to
temperature. The PCM uses the EOT sensor input to calculate fuel quantity and injection timing.

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Typical EOT Sensor

Exhaust Gas Recirculation (EGR) Cooler

The EGR cooler removes heat from the exhaust gas before the exhaust gas enters the EGR valve and the intake manifold.
The EGR cooler is located at the back of the engine. When the exhaust gas is directed through the EGR cooler, the engine
coolant reduces the exhaust gas temperature. The exhaust gas is directed through the EGR cooler by a PCM controlled
EGR cooler bypass valve.

Typical EGR Cooler

Item Number Description

1 — Exhaust Gas Outlet From The EGR Cooler To The EGR Valve
2 — Cooling System Coolant Supply To The EGR Cooler
3 — EGR Cooler Bypass Valve Actuator

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4 — Cooling System Coolant Return From The EGR Cooler

5 — Exhaust Gas Inlet From The Exhaust Manifold To The EGR Cooler
6 — EGR Cooler Bypass Valve
7 — EGR Cooler Assembly

Exhaust Gas Recirculation (EGR) Cooler Bypass Valve

The exhaust gas is directed through the EGR cooler by the EGR cooler bypass valve to remove heat before entering the
intake manifold. The EGR cooler bypass valve is internal to the EGR cooler.

When the EGR cooler bypass valve solenoid is commanded off by the PCM, the EGR cooler bypass valve is closed. When
the EGR cooler bypass valve is closed, the exhaust gas passes through the EGR cooler to the intake manifold.

When the EGR cooler bypass valve solenoid is commanded on by the PCM, the EGR cooler bypass valve is opened.
When the EGR cooler bypass valve is open, the exhaust gas passes directly to the intake manifold without passing
through the EGR cooler.

Some applications may use a position sensor on the bypass valve for bypass valve position feedback to the PCM.

Typical EGR Cooler Bypass Valve

Item Number Description

1 — Exhaust Gas Outlet From The EGR Cooler To The EGR Valve
2 — Cooling System Coolant Supply To The EGR Cooler
3 — EGR Cooler Bypass Valve Actuator
4 — Cooling System Coolant Return From The EGR Cooler
5 — Exhaust Gas Inlet From The Exhaust Manifold To The EGR Cooler
6 — EGR Cooler Bypass Valve

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7 — EGR Cooler Assembly

Exhaust Gas Recirculation (EGR) Cooler Bypass Valve Solenoid

The EGR cooler bypass valve solenoid is a PCM controlled vacuum solenoid. The EGR cooler bypass valve solenoid
controls the EGR cooler bypass valve position by applying vacuum from the vacuum pump to the EGR cooler bypass valve
actuator. The EGR cooler bypass valve solenoid is located at the top front of the EGR cooler.

When the EGR cooler bypass valve solenoid is commanded off by the PCM, no vacuum from the vacuum pump is applied
to the EGR cooler bypass valve actuator and the EGR cooler bypass valve is closed. When the EGR cooler bypass valve
is closed, the exhaust gas passes through the EGR cooler to the intake manifold.

When the EGR cooler bypass valve solenoid is commanded on by the PCM, vacuum from the vacuum pump is applied to
the EGR cooler bypass valve actuator and the EGR cooler bypass valve is opened. When the EGR cooler bypass valve is
open, the exhaust gas passes directly to the EGR valve and into the intake manifold without passing through the EGR
cooler.

Typical EGR Cooler Bypass Valve Solenoid

Exhaust Gas Recirculation Temperature (EGRT) Sensor

The EGRT bank 1, sensor 1 (EGRT11) is a is a resistance temperature detector (RTD) type sensor. The EGRT 11 sensor
is an input to the PCM and measures the temperature of the exhaust gas in the exhaust manifold. The electrical resistance
of the sensor increases as the temperature increases, and resistance decreases as the temperature decreases. The
varying resistance changes the voltage drop across the sensor terminals and provides electrical signals to the PCM
corresponding to temperature.

The EGRT bank 1, sensor 2 (EGRT12) is a thermistor device in which resistance changes with temperature. The EGRT 12
sensor is an input to the PCM. The electrical resistance of the sensor increases as the temperature decreases, and the
resistance decreases as the temperature increases. The varying resistance changes the voltage drop across the sensor
terminals and provides electrical signals to the PCM corresponding to temperature.

The EGRT sensors are used to determine if the EGR cooler is operating correctly. The EGRT bank 1, sensor 1 (EGRT11)
monitors the exhaust gas temperature before the EGR cooler and the EGRT bank 1, sensor 2 (EGRT12) monitors the
exhaust gas temperature after the EGR cooler.

Typical EGRT Sensor

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Exhaust Gas Recirculation (EGR) Valve

The EGR valve is a variable position valve that controls the amount of exhaust that enters the intake manifold. The PCM
controls the EGR valve which operates between 0 and 100% duty cycles.

The EGR valve operation can be monitored by viewing the EGR valve position PID which displays the EGR valve position.
The EGR valve position sensor is integral the EGR valve.

As the EGR valve opens exhaust gases flow into the intake. This reduces the air flow from the air intake system.

Typical EGR Valve

High Pressure Exhaust Gas Recirculation (EGR) Valve

The High Pressure EGR valve is a variable position valve that controls the amount of exhaust that enters the intake
manifold. The High Pressure EGR operates in the pressurized side of the turbocharger. The PCM controls the High
pressure EGR valve which operates between 0% and 100%.

The High Pressure EGR valve operation can be monitored by viewing the High Pressure EGR valve position PID which
displays the High Pressure EGR valve position. The High Pressure EGR valve position sensor is integral the High
Pressure EGR valve.

Typical High Pressure EGR Valve

Low Pressure Exhaust Gas Recirculation (EGR) Valve

The Low Pressure EGR valve is a variable position valve that controls the amount of exhaust that enters the intake
manifold. The Low Pressure EGR operates in the non pressurized air path. The exhaust gas is filtered by the DPF and
cooled by an EGR cooler, the exhaust gas is then mixed with filtered fresh air before being compressed by the
turbocharger. The PCM controls the EGR valve which operates between 0 and 100%. The Low Pressure EGR Valve also
acts as a secondary throttle, as the valve opens it creates an area of reduced pressure in the air path to increase exhaust
flow.

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The EGR valve operation can be monitored by viewing the EGR valve position PID which displays the EGR valve position.
The EGR valve position sensor is integral the EGR valve.

Typical Low Pressure EGR Valve

Exhaust Gas Temperature (EGT) Sensor

The EGT sensor is a resistance temperature detector (RTD) type sensor. The EGT sensor is an input to the PCM and
measures the temperature of the exhaust gas passing through the exhaust system. The electrical resistance of the sensor
increases as the temperature increases, and resistance decreases as the temperature decreases. The varying resistance
changes the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to
temperature.

The PCM uses the input from 3 EGT sensors to monitor the exhaust gas temperature. The EGT bank 1, sensor 1 (EGT11)
is located before the diesel particulate filter. The EGT bank 1, sensor 2 (EGT12) is located after the diesel particulate filter.
The EGT bank 1, sensor 3 (EGT13) is located after the SCR catalyst.

Typical EGT Sensor

Fuel Conditioning Module

The internal components of the fuel conditioning module include the following:

10 micron fuel filter and water separator

water in fuel (WIF) sensor
recirculation thermostat

The fuel pump (FP) assembly supplies fuel from the fuel tank through the fuel supply line. When the fuel enters the fuel
conditioning module, water is separated from the fuel before it flows through the 10 micron fuel filter which separates
particles from the fuel. The separated water collects at the bottom of the pump. If enough water is collected, the WIF
sensor detects it and the PCM illuminates the WIF indicator. The conditioned fuel is then delivered to the high pressure fuel
injection pump.

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The vented fuel from the fuel pressure control valve returns from the high pressure fuel injection pump, combines with the
fuel from the fuel injector return line and enters the unfiltered side of the fuel conditioning module. Depending on the fuel
temperature returning from the high pressure fuel injection pump, the recirculation thermostat directs the fuel through the
fuel cooler back to the fuel tank or through the fuel conditioning module back to the high pressure fuel injection pump.

Typical Fuel Conditioning Module

Item Number Description

1 — Fuel Delivery Pressure Switch
2 — Fuel Supply Line To The High Pressure Fuel Injection Pump
3 — Fuel Return Line From The High Pressure Fuel Injection Pump
4 — Water In Fuel (WIF) Sensor
5 — Fuel Drain Valve
6 — Fuel Filter Cover
7 — Fuel Return Line To The Fuel Cooler And Fuel Tank
8 — Fuel Supply Line From The Fuel Tank

Fuel Cooler

The fuel cooler is an air to liquid heat exchanger located adjacent to the fuel conditioning module. Fuel that bypasses the
high pressure fuel injection pump and the fuel pressure control valve is subjected to high temperatures. The fuel cooler
transfers this heat to the atmosphere before the fuel is returned to the fuel tank. Refer to Fuel System in this section for
additional information.

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Typical Fuel Cooler

Fuel Delivery Pressure Switch

The fuel delivery pressure switch is a normally closed switch that monitors the fuel delivery system pressure prior to the
high pressure fuel injection pump. The fuel delivery pressure switch opens when the fuel system pressure reaches 17.5
kPa (2.5 psi) or above. If the fuel delivery system pressure drops below 17.5 kPa (2.5 psi) the switch closes and the PCM
notifies the driver by displaying a low fuel pressure warning in the message center, and an engine derate occurs. The fuel
delivery pressure switch is located at the top of the fuel conditioning module.

Typical Fuel Delivery Pressure Switch

Fuel Injectors

The fuel injectors are connected to the high pressure fuel rail and deliver a calibrated amount of fuel directly into the
combustion chamber. The piezo actuator is commanded on by the PCM during the main injection stage for approximately
0-400 microseconds. The fuel injectors on and off time is controlled by the piezo actuator device which allows extreme
precision during the injection cycle. For additional information on fuel injection operation, refer to Fuel System in this
section.

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Typical Fuel Injector

Fuel Pressure And Temperature Sensor

The fuel pressure and temperature sensor monitors both pressure and temperature of the low pressure fuel system. The
temperature component of the sensor is a thermistor device in which resistance changes with temperature. The electrical
resistance of a thermistor decreases as the temperature increases, and resistance increases as the temperature
decreases. The varying resistance affects the voltage drop across the sensor terminals and provides electrical voltage
signals to the PCM corresponding to temperature. The pressure component of the sensor provides a signal to the PCM
indicating low pressure fuel system pressure. The PCM supplies a 5 volt reference (VREF) signal, as well as supplying 5
volts on the FLP circuit. As pressure increases, the sensor signal voltage decreases.

The PCM uses the fuel pressure and temperature sensor inputs to command the correct fuel injector timing, the pulse
width, and the correct injection control pressure for correct fuel delivery at all speed and load conditions.

Typical Fuel Pressure And Temperature Sensor

Fuel Pressure Control Valve

The PCM controls the fuel rail pressure by activating the fuel pressure control valve which regulates the fuel pressure in
the fuel rails. For additional information, refer to Fuel System, Fuel Pump System in this section. The PCM regulates fuel
rail pressure by controlling the duty cycle of the fuel pressure control valve solenoid. An increase or decrease in the duty
cycle maintains pressure in the fuel system or vents pressure to the fuel tank or the fuel cooler if equipped. A high duty
cycle indicates a high fuel rail pressure is being commanded. A low duty cycle indicates less pressure is being
commanded. The fuel pressure control valve is mounted on the fuel rail.

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Typical Fuel Pressure Control Valve

Fuel Pump (FP) Assembly

For Escape, Everest and Ranger, have a Brushless Low Pressure Fuel Pump Assembly which is operated by the Fuel
Pump Control Module (FPCM). The FPCM receives the signal from the PCM and controls the brushless low pressure
pump speed according to the signal sent from the PCM to ensure proper flow and pressure to the engine high pressure

For all others, the FP assembly contains the fuel pump and sender assembly. The fuel pump is located inside the FP
assembly reservoir and supplies fuel through the FP assembly manifold to the engine and FP assembly jet pump. The jet
pump continuously refills the reservoir with fuel, and a check valve located in the manifold outlet maintains system
pressure when the fuel pump is not energized. A flapper valve located in the bottom of the reservoir allows fuel to enter the
reservoir and prime the fuel pump during the initial fill. The FP assembly is located inside the fuel tank.

Typical FP Assembly

Fuel Rail Pressure (FRP) Sensor

The fuel pressure sensor is a 3 wire variable capacitance sensor located at the rear of the fuel rail. The PCM supplies a 5
volt reference signal which the FRP sensor uses to produce a linear analog voltage that indicates high fuel pressure. The
primary function of the FRP sensor is to provide a feedback signal to the PCM indicating the pressure of the fuel in the fuel
rail. The PCM monitors fuel rail pressure as the engine is operating to control fuel pressure. This is a closed loop function
which means the PCM continuously monitors and adjusts for ideal fuel rail pressure determined by conditions such as
engine load, speed and temperature.

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Typical FRP Sensor

Fuel Rail Temperature (FRT) Sensor

The FRT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and resistance increases as the temperature decreases. The varying
resistance affects the voltage drop across the sensor terminals and provides electrical voltage signals to the PCM
corresponding to temperature.

The sensor is mounted on the high pressure fuel injection pump. The FRT sensor measures the temperature of the fuel at
the inlet of the high pressure fuel injection pump and provides a feedback signal to the PCM. The PCM uses the FRT
sensor input to command the correct fuel injector timing, the pulse width, and the correct injection control pressure for
correct fuel delivery at all speed and load conditions.

Typical FRT Sensor

Fuel Vaporizer System Fuel Pump

The fuel vaporizer system fuel pump delivers fuel to the fuel vaporizer system glow plug when the PCM commands a
diesel particulate filter regeneration. The vaporizer pump is located inside the left frame rail forward of the fuel tank.

Typical Vaporizer System Fuel Pump

Fuel Vaporizer System Glow Plug

The fuel vaporizer system glow plug regenerates the diesel particulate filter by burning a controlled amount of fuel in the
exhaust system upstream of the particulate filter. Fuel is delivered by the fuel vaporizer system pump and ignited by the

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fuel vaporizer system glow plug when the PCM commands a regeneration. The burning fuel increases the exhaust gas
temperature to burn off particulates in the diesel particulate filter.

Typical Fuel Vaporizer System Glow Plug

Fuel Volume Control Valve

The PCM regulates fuel volume by controlling the duty cycle of the fuel volume control valve. The fuel volume control valve
is a normally closed valve. A high duty cycle indicates low fuel volume is being admitted to the high pressure fuel injection
pump or low pressure. A low duty cycle indicates high volume is being admitted to the high pressure fuel injection pump or
high pressure. The fuel volume control valve is mounted on the high pressure fuel injection pump.

Typical Fuel Volume Control Valve

Glow Plug

The glow plug provides a heat source for combustion to improve cold engine starting and operation. The glow plugs are
made of a resistive material that heats up when electricity flows through it. The glow plugs are duty cycle controlled by the
glow plug control module (GPCM) and activated when modulated voltage is supplied. The metallic instant start glow plugs
can operate up to 8 minutes. The GPCM may activate the glow plugs during an extended idle at cold ambient
temperatures. The GPCM provides battery voltage for approximately 2 seconds to heat the glow plugs, then modulates the
voltage to 7 volts to maintain temperature. For additional information on glow plug system operation, refer to Powertrain
Control Hardware Glow Plug Control Module (GPCM) in this section.

Typical Glow Plug

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Glow Plug Indicator

The glow plug indicator is located in the instrument panel cluster (IPC) and informs the operator when the engine is ready
to start. The indicator is controlled by the IPC based on an electronic command signal from the PCM through the CAN. The
on time of the indicator is independent of the glow plug relay on time.

High Pressure Fuel Injection Pump

The high pressure fuel injection pump is chain driven with the camshafts and crankshaft and is located at the front left hand
side of the engine near the cylinder head. It increases the fuel pressure from approximately 414 kPa (70 psi) up to 200
MPa (29,007 psi) and delivers it to the fuel rails.

Typical High Pressure Fuel Injection Pump

Intake Air Temperature (IAT) Sensor

The IAT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a
thermistor decreases as the temperature increases, and resistance increases as the temperature decreases. The varying
resistance affects the voltage drop across the sensor terminals and provides electrical voltage signals to the PCM
corresponding to temperature.

The IAT sensor is integrated with the mass airflow (MAF) sensor, known as the mass airflow/intake air temperature
(MAF/IAT) sensor. The MAF/IAT sensor is located in the intake air tube between the air filter housing and the turbocharger
intake.

The IAT2 sensor is centrally located on the intake manifold and is used to measure the intake manifold temperature. The
PCM uses this information to determine the air charge and provide input for various engine control functions. The IAT2
sensor is integrated with the manifold absolute pressure (MAP) sensor.

Typical IAT Sensor

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Typical IAT2 Sensor Integrated With A MAP Sensor

Intake Throttle

The intake throttle modulates the intake airflow from the charge air cooler (CAC) into the intake manifold system. The
intake throttle uses an electric motor to open and close a throttle plate, based upon inputs from the PCM. The intake
throttle actuator is controlled by a pulse width modulated (PWM) signal to attain the desired position using the TACM+ and
TACM- circuits. The throttle position ranges between 0%, or fully open, and 100%, or fully closed.

The PCM senses the intake throttle plate position by monitoring the TP circuit. If the PCM detects an intake throttle plate
position concern, a DTC sets indicating the throttle plate is either not at the desired position or the TP circuit is out of
range.

During certain conditions the intake throttle is partially closed to create a low pressure area after the intake throttle to allow
exhaust gas recirculation (EGR) to enter the intake manifold.

Typical Intake Throttle

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is a variable capacitor sensor that is supplied a 5 volt reference signal by the PCM and returns a voltage
signal to the PCM relative to the intake manifold pressure. The sensor voltage increases as the pressure increases. The
MAP sensor allows the PCM to determine the engine boost to control the turbocharger and calculate fuel quantity. In
addition, the MAP sensor signal is used by the PCM for EGR system calculations and control. The MAP sensor may be
integrated with an intake air temperature 2 (IAT2) sensor.

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Typical MAP Sensor

Mass Airflow (MAF) Sensor

The MAF sensor provides a signal to the PCM proportional to the intake air mass. The MAF sensor uses a hot wire
sensing element to measure the amount of air entering the engine. The hot wire is maintained at a constant temperature
above ambient. Air passing over the hot wire cools the wire. The current required to maintain the temperature of the hot
wire is proportional to the airflow.

The MAF sensor is a digital sensor that provides an output signal of varying frequency. The signals time period is
proportional to the flow rate crossing the sensor. The greater the airflow the shorter the time period. The time period varies
from 1480 microseconds at a low flow or idle condition, to 106 microseconds at a high flow rate condition.

The IAT sensor is integrated with the mass airflow (MAF) sensor, known as the mass airflow/intake air temperature
(MAF/IAT) sensor. The MAF/IAT sensor is located in the intake air tube between the air filter housing and the turbocharger
intake.

Typical MAF Sensor

Nitrogen Oxides (NOx) Modules

There are two NOx modules for the exhaust system. The nitrogen oxides bank 1, sensor 1 (NOx11) module is located on
the right hand frame rail upstream of the selective catalytic reduction (SCR) catalyst. The nitrogen oxides bank 1, sensor 2
(NOx12) module is located on the right hand frame rail downstream of the SCR catalyst.

The NOx modules monitor the NOx sensors and control the NOx sensors heater element. The NOx modules communicate
with the PCM over the controller area network (CAN) to report NOx concentrations, oxygen (O2) concentrations, and NOx
sensor system concerns.

The NOx module consists of a microprocessor, RAM, ROM, EEPROM, heater driver, and temperature sensor. The
EEPROM stores the module calibration. The heater driver supplies a pulse width modulated (PWM) voltage to the heater
portion of the sensor to maintain operational temperature. The microprocessor processes all of the inputs from the sensor
and communicates the information to the PCM. The temperature sensor in the module is used for compensating the
temperature dependency of circuit components and for NOx module and NOx sensor rationality checks.

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Typical NOx Module

Nitrogen Oxides (NOx) Sensors

There are two NOx sensors located in the exhaust system. The nitrogen oxides bank 1, sensor 1 (NOx11) is located
upstream of the selective catalytic reduction (SCR) catalyst. The nitrogen oxides bank 1, sensor 2 (NOx12) is located
downstream of the SCR catalyst.

Each NOx sensor is equipped with a memory component which stores gain and offset characteristics of the sensor to
compensate for part to part variation of the element during the manufacturing process.

The NOx11 sensor is only used to detect the presence of NOx concentrations in the exhaust system. The NOx11 sensor
has two measurement chambers. The first measurement chamber is for O2 concentration and is not used. The NOx
concentration measurement takes place in the second measurement chamber. The exhaust gas passes from the first
measurement chamber through a second diffusion barrier into the second measurement chamber. The NOx present in the
second measurement chamber is dissociated into nitrogen (N2) and O2. The excess O2 is pumped out of the
measurement chamber by the pumping current. The amount of current required to pump the oxygen ions out of the
measurement chamber calculates the NOx content. The calculated NOx content is the output from the pumping current
controller in the NOx11 module and not a signal directly from the NOx11 sensor.

The NOx12 sensor detects the presence of oxygen (O2) and NOx concentrations in the exhaust system. The NOx12
sensor uses two measurement chambers to determine O2 and NOx concentrations. The O2 concentration is measured in
the first measurement chamber. The exhaust gas enters the first chamber through a diffusion barrier. The NOx12 sensor
infers an air to fuel ratio relative to the stoichiometric air to fuel ratio by balancing the amount of oxygen pumped in or out
of the measurement chamber. As the exhaust gas becomes richer or leaner, the amount of oxygen that must be pumped in
or out to maintain a stoichiometric air to fuel ratio in the measurement chamber varies in proportion to the air to fuel ratio.
The amount of current required to pump the oxygen in or out of the measurement chamber calculates the air to fuel ratio.
The calculated air to fuel ratio is the output from the pumping current controller in the NOx12 module and not a signal
directly from the NOx12 sensor. The NOx concentration measurement takes place in the second measurement chamber.
The exhaust gas passes from the first measurement chamber through a second diffusion barrier into the second
measurement chamber. The NOx present in the second measurement chamber is dissociated into nitrogen (N2) and O2.
The excess O2 is pumped out of the measurement chamber by the pumping current. The amount of current required to
pump the oxygen ions out of the measurement chamber calculates the NOx content. The calculated NOx content is the
output from the pumping current controller in the NOx12 module and not a signal directly from the NOx12 sensor.

Typical NOx Sensor

Reductant Heater And Sender Assembly

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The reductant heater and sender assembly contains the pickup tube for the reductant pump assembly, the reductant tank
heater, the reductant temperature sender, and the reductant level sensor.

The heating element is directly above the pickup tubes inlet filter. When the reductant temperature sensor detects the
diesel exhaust fluid (DEF) temperature dropping to its freezing point of -11°C (12°F), the PCM commands the glow plug
control module (GPCM) to provide voltage to the heating element. The heating element thaws and maintains a pool of
liquid reductant within the reductant heater and sender assembly reservoir during cold ambient temperatures.

The reductant level sensor incorporates four stainless steel electrodes, with three electrodes arranged vertically to provide
a high, middle, and low level signal. The fourth electrode runs the length of the level sensor and acts as a ground. The DEF
is a good conductor of electricity. When the reductant tank is full, the DEF closes a circuit between all three level
electrodes and the ground electrode, indicating the tank is full. As the DEF is consumed, the level drops and uncovers
each electrode in sequence. The PCM calculates the DEF level based on these signals.

Typical Reductant Heater And Sender Assembly

Reductant Heaters

Reductant Heaters — Edge, Escape, Everest 2.0L, Focus, Ranger 2.0L, Transit Custom (China Build) and Transit
Custom (Europe Build) 2.0L

The reductant heaters maintain the diesel exhaust fluid (DEF) in a liquid state during cold ambient temperatures. There are
two heating elements in the system, each receiving voltage from the reductant dosage control module (RDCM). The
reductant pressure line heater is integral to the reductant pressure line. The reductant tank heater is integral to the
reductant quality module. For additional information on the reductant tank heater, refer to the reductant quality module
description in this section.

Reductant Heaters — All Others

The reductant heaters maintain the diesel exhaust fluid (DEF) in a liquid state during cold ambient temperatures. There are
three heating elements in the system, each receiving voltage from the reductant dosage control module (RDCM). The
reductant pressure line heater is integral to the reductant pressure line. The reductant tank heater is integral to the
reductant heater and sender assembly (Ranger 2.2L, Ranger 3.2L, Transit and Transit Custom (Europe Build) 2.2L) or the
reductant quality module (All Others). For additional information on the reductant tank heater, refer to the reductant heater
and sender assembly description in this section. The reductant pump heater is integral to the reductant pump assembly.
For additional information on the reductant pump heater, refer to the reductant pump assembly description in this section.

Reductant Injector

The reductant injector is a pulse width modulated (PWM) solenoid controlled directly by the reductant dosage control
module. The injector receives diesel exhaust fluid (DEF) from the reductant pressure line and sprays the DEF into the
exhaust stream, where it is mixed into the exhaust gas before entering the selective catalytic reduction (SCR) catalyst.

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Typical Reductant Injector

Reductant Level Sensor

Reductant Level Sensor — Edge, Escape, Everest 2.0L, Focus, Ranger 2.0L, Transit Custom (China Build) and
Transit Custom (Europe Build) 2.0L

The reductant level sensor provides the reductant tank level to the reductant dosage control module. The reductant level
sensor is integral to the reductant quality module. For additional information on the reductant level sensor, refer to the
reductant quality module description in this section.

Reductant Level Sensor — All Others

The reductant level sensor provides the reductant tank level to the PCM. The reductant level sensor is integral to the
reductant heater and sender assembly. For additional information on the reductant level sensor, refer to the reductant
heater and sender assembly description in this section.

Reductant Pressure Sensor

The reductant pressure sensor provides feedback to the PCM, which regulates system pressure by controlling pump speed
using pulse width modulation (PWM). The reductant pressure sensor is integral to the reductant pump assembly. For
additional information on the reductant pressure sensor, refer to the reductant pump assembly description in this section.

Reductant Pump Assembly

Reductant Pump Assembly — Everest 2.2L, Everest 3.2L, Ranger 2.2L, Ranger 3.2L and Transit Custom (Europe
Build) 2.2L

The reductant pump assembly contains a rotary vane pump, a pressure sensor, a temperature sensor, and an internal
heating element.

The reductant pressure sensor provides feedback to the RDCM, which regulates system pressure by controlling pump
speed using pulse width modulated (PWM) signals to the reductant pump control module.

The reductant temperature sensor is a thermistor device which provides feedback to the RDCM, which controls the
reductant heaters to keep the reductant in a liquid state during low ambient temperatures. The reductant temperature
sensor is integral to the reductant pump assembly.

When the RDCM requests reductant injection, the reductant injector opens and the pump operates, filling the reductant
pressure line and injector and purging air from the system. When all air is purged, the injector closes and the pump builds
pressure. The system is then primed and the injector provides diesel exhaust fluid (DEF) to the selective catalytic reduction
(SCR) catalyst as commanded by the RDCM.

When the vehicle is shut down, the RDCM closes the injector and reverses the pump direction, causing the pump to
reverse flow and bleed down pressure on the reductant pressure line. The RDCM then opens the injector to allow gas to
enter the reductant pressure line, which in turn allows the pump to purge all remaining DEF from the system and return it to
the reductant tank. The RDCM closes the injector and shuts down the reductant pump.

The RDCM provides voltage to the reductant pump assembly internal heating element when the reductant temperature
approaches -11°C (12°F).

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Typical Reductant Pump Assembly (Transit Custom Europe Build)

Reductant Pump Assembly — Edge, Escape, Everest 2.0L, Focus, Ranger 2.0L, Transit Custom (China Build) 2.0L
and Transit Custom (Europe Build) 2.0L

The reductant pump assembly contains a rotary vane pump, a pressure sensor, a temperature sensor, and an internal
heating element.

The reductant pressure sensor provides feedback to the RDCM, which regulates system pressure by controlling pump
speed using pulse width modulated (PWM) signals to the reductant pump control module.

When the RDCM requests reductant injection, the reductant injector opens and the pump operates, filling the reductant
pressure line and injector and purging air from the system. When all air is purged, the injector closes and the pump builds
pressure. The system is then primed and the injector provides diesel exhaust fluid (DEF) to the selective catalytic reduction
(SCR) catalyst as commanded by the RDCM.

When the vehicle is shut down, the RDCM closes the injector and actuates the reductant purge valve, causing the pump to
reverse flow and bleed down pressure on the reductant pressure line. The RDCM then opens the injector to allow gas to
enter the reductant pressure line, which in turn allows the pump to purge all remaining DEF from the system and return it to
the reductant tank. The RDCM closes the injector and returns the purge valve to the forward position.

The RDCM provides voltage to the reductant pump assembly internal heating element when the reductant temperature
approaches -11°C (12°F).

Typical Reductant Pump Assembly (Focus, Edge and Ranger 2.0L)

Reductant Pump Assembly — All Others

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The reductant pump assembly contains a diaphragm pressure pump, a pressure sensor, a purge valve, an outlet filter, and
an internal heating element.

The reductant pressure sensor provides feedback to the PCM, which regulates system pressure by controlling pump speed
using pulse width modulation (PWM).

When the PCM requests reductant injection, the reductant injector opens and the pump operates, filling the reductant
pressure line and injector and purging air from the system. When all air is purged, the injector closes and the pump builds
pressure to 500 kPa (73 psi). The system is then primed and the injector provides diesel exhaust fluid (DEF) to the
selective catalytic reduction (SCR) catalyst as commanded by the PCM.

When the vehicle is shut down, the PCM closes the injector and actuates the reductant purge valve, causing the pump to
reverse flow and bleed down pressure on the reductant pressure line. The PCM then opens the injector to allow gas to
enter the reductant pressure line, which in turn allows the pump to purge all remaining DEF from the system and return it to
the reductant tank. The PCM closes the injector and returns the purge valve to the forward position.

The PCM commands the glow plug control module (GPCM) to provide voltage to the reductant pump assembly internal
heating element when the reductant temperature approaches -11°C (12°F).

Typical Reductant Pump Assembly (All Others)

Reductant Purge Valve

The reductant purge valve controls flow direction within the reductant injection system when commanded by the reductant
dosage control module. When the reductant dosage control module requests reductant injection, the reductant injector
opens and the pump operates, filling the reductant pressure line and injector and purging air from the system. When all air
is purged, the injector closes and the pump builds pressure to 500 kPa (73 psi). The system is then primed and the injector
provides diesel exhaust fluid (DEF) to the selective catalytic reduction (SCR) catalyst as commanded by the reductant
dosage control module. When the vehicle is shut down, the reductant dosage control module closes the injector and
actuates the reductant purge valve, causing the pump to reverse flow and bleed down pressure on the reductant pressure
line. The reductant dosage control module then opens the injector to allow gas to enter the reductant pressure line, which
in turn allows the pump to purge all remaining DEF from the system and return it to the reductant tank. The reductant
dosage control module closes the injector and returns the purge valve to the forward position. The reductant purge valve is
integral to the reductant pump assembly.

Reductant Temperature Sensor

The reductant temperature sensor is a thermistor device in which resistance changes with temperature. The electrical
resistance of a thermistor decreases as the temperature increases, and resistance increases as the temperature
decreases. The varying resistance affects the voltage drop across the sensor terminals and provides electrical voltage
signals to the PCM corresponding to temperature.

The reductant temperature sensor provides feedback to the PCM, which controls the reductant heaters to keep the
reductant in a liquid state during low ambient temperatures. The reductant temperature sensor is integral to the reductant
quality module (Edge, Escape, Everest 2.0L, Focus and Ranger 2.0L), the reductant pump assembly (Transit Custom
Europe Build) or the reductant heater and sender assembly (all others). For additional information on the reductant
temperature sensor, refer to the reductant quality module (Edge, Escape, Everest 2.0L, Focus and Ranger 2.0L), the
reductant pump assembly (Transit Custom Europe Build) or the reductant heater and sender assembly (all others)
description in this section.

Reductant Quality Module

Reductant Quality Module

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The reductant quality module provides the reductant tank level, reductant temperature concentration and reductant
temperature to the reductant dosage control module (RDCM). The reductant quality module incorporates an ultrasonic
transducer and sensor assembly, located at the bottom of the reductant tank. The transducer produces timed ultrasonic
sound waves through the diesel exhaust fluid (DEF) and the sensor measures the return rate of the sound waves. As the
DEF is consumed, the liquid level lowers and the return speed increases. The sensor monitors reductant concentration
percentage by calculating the speed of sound travel through the DEF and comparing it to an expected value. If this value is
not met, the reductant is diluted or contaminated. Additionally, the reductant temperature sensor is a thermistor device
which provides feedback to the RDCM, which controls the reductant heaters to keep the reductant in a liquid state during
low ambient temperatures. The reductant quality module is integral to the reductant tank assembly.

Typical Reductant Quality Module

Selective Catalytic Reduction (SCR) Catalyst

The SCR catalyst reduces nitrogen oxides (NOx) present in the exhaust stream to nitrogen (N2) and water (H2O). The
SCR catalyst contains a copper catalyst washcoated on a zeolite substrate. At the inlet of the SCR catalyst is a port for the
reductant injector, followed by a louvered diffuser and a twist mixer. The reductant diesel exhaust fluid (DEF) is a solution
of urea in deionized water. The urea solution percentage for correct SCR system operation is 25 - 32.5% (For Edge,
Escape/Kuga, Everest 2.0L, Focus, Ranger 2.0L, Transit Custom (China Build) and Transit Custom (Europe Build) 2.0L) or
28 to 35% (all others). When the DEF is introduced into the system, it finely atomizes in the louvered diffuser and mixes
evenly with exhaust gas in the twist mixer. During this time, the heat of the exhaust gas causes the urea to split into carbon
dioxide (CO2) and ammonia (NH3). As the ammonia and NOx pass over the SCR catalyst, a reduction reaction takes place
and the ammonia and NOx are converted to N2 and H2O. This reaction takes place at up to 95% efficiency and allows the
engine to run leaner and more efficiently, since the high NOx levels that are produced under lean conditions are eliminated.

Typical SCR Catalyst

Single Turbocharger

The turbocharger uses variable vanes that surround the turbine wheel to dynamically adjust turbocharger speed using
exhaust gas. During engine operation at low speeds and load, the vanes are closed to accelerate exhaust gas across the
turbine wheel to help quickly increase turbo wheel speed. At high speeds the vanes open to prevent turbocharger
overspeed conditions.

The turbocharger provides up to approximately 158.58 kPa (23 psi) boost at up to 175,000 RPM.

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Typical Turbocharger

Bi-Turbocharger

The Bi-turbocharger system is comprised of two turbochargers. A small, high pressure turbo (first stage) and a large, low
pressure turbo (second stage) work in series at low rpm for greater responsiveness and enhanced torque. At higher rpm
and loads, the large turbo operates alone to produce the boost required to deliver peak power. The turbocharger housings
are both water and oil cooled. The oil supply also lubricates the turbocharger bearings.

The high pressure turbocharger is controlled by a variable geometry turbine housing which uses variable vanes that
surround the turbine wheel to dynamically adjust turbocharger speed. During engine operation at low speeds and load, the
vanes are closed to accelerate exhaust gas across the turbine wheel to help quickly increase turbo wheel speed. At high
speeds the vanes open to prevent turbocharger overspeed conditions.

The low pressure turbocharger is controlled by a wastegate actuator. During engine operation at low rpm and loads, all
exhaust gas flows through the high pressure turbine (first stage) and then the low pressure turbine (second stage). When
boost pressure reaches a calibrated value, the wastegate actuator opens the wastegate valve allowing some exhaust to
bypass the high pressure turbine and flow directly through the low pressure turbine. The wastegate actuator is preset
during assembly and must not be tampered with. The turbocharger wastegate redirects some of the exhaust gas past the
turbine into the exhaust system which acts as a governor. The turbocharger wastegate actuator is preset during assembly
and must not be tampered with.

Typical Bi-Turbocharger

Turbocharger Actuator

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Two types of turbocharger actuator control are currently being used.

The first type of turbocharger actuator uses a PCM controlled vacuum regulating valve solenoid to supply variable vacuum
to the turbocharger actuator to move the variable geometry turbocharger (VGT) vanes to the commanded position with a
mechanical linkage. The vacuum turbocharger actuator has an integrated position sensor for VGT vane position feedback
to the PCM.

The second type of turbocharger actuator contains a stepper motor that moves the VGT vanes to the commanded position
with a mechanical linkage. A VGT position sensor is used for feedback to the PCM. The VGT position sensor may be
integral to the turbocharger actuator or a separate component.

Typical Turbocharger Actuator

Turbocharger Bypass Valve

The intake air system is fitted with a compressor bypass valve. This vents the intake air system when the throttle is closed
and recirculates the air back into the intake air system. The turbocharger bypass valve also releases pressure on the
turbocharger which reduces turbo lag, improves acceleration, and increases engine performance. The compressor bypass
is preset during assembly and must not be tampered with.

Turbocharger (TC) Wastegate

The turbocharger wastegate is a mechanically activated valve located in the turbine housing of the turbocharger. It is
opened and closed by the vacuum operated turbocharger wastegate actuator dependent on the amount of boost the
powertrain control module (PCM) to is requesting for the current driving conditions. The wastegate allows exhaust gases to
bypass the turbine to vary the speed of the compressor wheel in conjunction with the variable vanes used on the turbine.
This configuration provides for more precise control of the turbocharger boost output.

Turbocharger (TC) Wastegate Actuator

The turbocharger wastegate actuator is a canister device containing a diaphragm controlled by an applied vacuum. The
diaphragm is attached to a connecting rod that is attached to the turbocharger wastegate. The vacuum source applied to
the turbocharger wastegate actuator is controlled by the powertrain control module (PCM). The PCM controls the duty
cycle applied to the turbocharger wastegate regulating valve solenoid to control the amount of vacuum applied to the
diaphragm.

Turbocharger (TC) Wastegate Regulating Valve Solenoid

The TC wastegate regulating valve solenoid allows the powertrain control module (PCM) to indirectly control the
turbocharger wastegate. The TC wastegate regulating valve solenoid controls the vacuum to a pneumatically powered
wastegate actuator in order to control the boost pressure limit. When the PCM commands the TC wastegate regulating
valve solenoid to allow the vacuum applied to the pneumatically powered actuator to increase, the turbocharger wastegate
opens and the compressor outlet pressure is limited.

The TC wastegate regulating valve solenoid supplies vacuum to the pneumatically powered wastegate actuator
diaphragm, which regulates the maximum boost pressure to a constant value. A vacuum greater than 32 kPa (9.45 in-Hg)

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on the pneumatically powered wastegate actuator opens the wastegate. The TC wastegate regulating valve solenoid can
partially vent (reduce) the control vacuum, resulting in increased regulated maximum boost.

Turbocharger (TC) Wastegate Regulating Valve Solenoid

Universal Heated Oxygen Sensor (HO2S)

The universal HO2S uses a current controller in the PCM to infer an air to fuel ratio relative to the stoichiometric air to fuel
ratio. This is accomplished by balancing the amount of oxygen ions pumped in or out of a measurement chamber within
the sensor. A typical HO2S within the universal HO2S detects the oxygen content of the exhaust gas in the measurement
chamber. The oxygen content inside the measurement chamber is maintained at the stoichiometric air to fuel ratio by
pumping oxygen ions in and out of the measurement chamber. As the exhaust gasses get richer or leaner, the amount of
oxygen that must be pumped in or out to maintain a stoichiometric air to fuel ratio in the measurement chamber varies in
proportion to the air to fuel ratio. The amount of current required to pump the oxygen ions in or out of the measurement
chamber is used to measure the air to fuel ratio. The measured air to fuel ratio is actually the output from the current
controller in the PCM and not a signal that comes directly from the sensor.

The universal HO2S also uses a self contained reference chamber to make sure an oxygen differential is always present.
The oxygen for the reference chamber is supplied by pumping small amounts of oxygen ions from the measurement
chamber into the reference chamber. The universal HO2S does not need access to outside air.

Part to part variance is compensated by placing a resistor in the universal HO2S connector. This resistor trims the current
measured by the current controller in the PCM.

The universal HO2S heater is embedded with the sensing element allowing the engine to enter closed loop operation
sooner. The heating element heats the sensor to a temperature of 780°C to 830°C (1,436°F to 1,526°F). The VPWR circuit
supplies voltage to the heater. The PCM controls the heater ON and OFF time by providing the ground to maintain the
sensor at the correct temperature for maximum accuracy.

Universal Heated Oxygen Sensor (HO2S)

© Copyright 2023, Ford Motor Company.

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