Engine System - General Information: Diagnosis Ford Escape I facelift 2

Inspection and Verification - Engine Performance

1. Verify the customer concern by operating the engine to duplicate the condition.
2. Visually inspect for obvious signs of mechanical damage. Refer to the following chart. VISUAL INSPECTION CHART Mechanical Engine coolant leaks Engine oil leaks Fuel leaks Damaged or severely worn parts Loose mounting bolts, studs and nuts
3. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.
4. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).
5. If the scan tool does not communicate with the VCM: check the VCM connection to the vehicle. check the scan tool connection to the VCM. refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) , No Power To The Scan Tool, to diagnose no power to the scan tool.
6. If the scan tool does not communicate with the vehicle: verify the ignition key is in the ON position. verify the scan tool operation with a known good vehicle. refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) to diagnose no response from the PCM.
7. Carry out the network test. If the scan tool responds with no communication for one or more modules, refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) . If the network test passes, retrieve and record continuous memory DTCs.
8. Clear the continuous DTCs and carry out the self-test diagnostics for the Battery Control Module (BCM) and PCM.
9. If the DTCs retrieved are related to the concern, go to the Battery Control Module (BCM) DTC Chart, refer to «HIGH VOLTAGE TRACTION BATTERY»(ref-344108) . For all other DTCs, refer to «MULTIFUNCTION ELECTRONIC MODULES»(ref-344077) .
10. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART - ENGINE»(ref-344060-S39413071582009101600000) .

Inspection and Verification - NVH

1. NVH symptoms should be identified using the diagnostic tools and techniques that are available. For a list of these techniques, tools, an explanation of their uses and a glossary of common terms, refer to «NOISE, VIBRATION & HARSHNESS»(ref-344053) .
2. Verify the customer concern by operating the engine to duplicate the condition.
3. Check the engine oil level and check the oil for contamination. Low engine oil level or contaminated oil are a common cause of engine noise. If the oil is contaminated, the source of the contamination must be identified and repaired as necessary.
4. Visually inspect for obvious signs of mechanical damage. Refer to the following chart. VISUAL INSPECTION CHART Mechanical Loose mounting bolts, studs and nuts Damaged or leaking powertrain mounts Damaged or disconnected vacuum hoses Obstruction of cooling fan Obstruction of Front End Accessory Drive (FEAD) Obstruction of Rear End Accessory Drive (READ), if equipped Damaged or disconnected air intake components
5. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.
6. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).
7. If the scan tool does not communicate with the VCM: check the VCM connection to the vehicle. check the scan tool connection to the VCM. refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) , No Power To The Scan Tool, to diagnose no power to the scan tool.
8. If the scan tool does not communicate with the vehicle: verify the ignition key is in the ON position. verify the scan tool operation with a known good vehicle. refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) to diagnose no response from the PCM.
9. Carry out the network test. If the scan tool responds with no communication for one or more modules, refer to «MODULE COMMUNICATIONS NETWORK»(ref-344076) . If the network test passes, retrieve and record continuous memory DTCs.
10. Clear the continuous DTCs and carry out the self-test diagnostics for the BCM and PCM.
11. If the DTCs retrieved are related to the concern, go to the Battery Control Module (BCM) DTC Chart, refer to «HIGH VOLTAGE TRACTION BATTERY»(ref-344108) . For all other DTCs, refer to «MULTIFUNCTION ELECTRONIC MODULES»(ref-344077) .
12. If no DTCs related to the concern are retrieved, continue the inspection and verification if a noise concern is related to the engine. For vibration concerns and noise concerns such as powertrain mounts, air intake system and starter GO to «SYMPTOM CHART - NVH»(ref-344060-S24294041842009101600000) .

In some cases, a noise may be a normal characteristic of that engine type. In other cases the noise may require further investigation. Comparing the noise to a similar year/model vehicle equipped with the same engine will aid in determining if the noise is normal or abnormal.

Once a customer concern has been identified as an abnormal engine noise, it is critical to determine the location of the specific noise. Use the Engine EAR/Chassis EAR or stethoscope (the noise will always be louder closer to the noise source) to isolate the location of the noise to one of the following areas.

1. Fuel injector(s)
2. Upper end of engine
3. Lower end of engine
4. Front of engine
5. Rear of engine

Symptom Chart - Engine Performance

SYMPTOM CHART - ENGINE PERFORMANCE

Symptom Chart - NVH

Note. NVH symptoms should be identified using the diagnostic tools that are available. For a list of these tools, an explanation of their uses and a glossary of common terms, refer to NOISE, VIBRATION & HARSHNESS . Since it is possible that any one of multiple systems may be the cause of the symptom, it may be necessary to use a process of elimination type of diagnostic approach to pinpoint the responsible system. If this is not the causal system for the symptom, refer back to NOISE, VIBRATION & HARSHNESS for the next likely system and continue diagnosis.

SYMPTOM CHART - NVH

Compression Test - Hybrid

The compression test requires cranking the engine a minimum of 5 compression strokes with the throttle plate in the wide-open position for each cylinder. The engine cranking diagnostic mode must be used to crank the engine and the brake/accelerator pedals must be used to position the throttle plate during the compression test. The engine cranking diagnostic mode is a PCM strategy which is separate from the normal operating strategy. It allows the engine to crank in a similar fashion as a conventional vehicle with the fuel disabled. When in this mode, the PCM commands the Transmission Control Module (TCM) to spin the generator, which cranks the engine with the speed between 900 and 1,200 rpm. The engine will crank as long as the traction battery state of charge stays greater than 35%.

1. Make sure the oil in the crankcase is of the correct viscosity and at the correct level. Operate the vehicle until the engine is at normal operating temperature.
2. Using the Vehicle Communication Module (VCM), access the Battery Control Module (BCM) and monitor the traction battery state of charge PID. If the monitored PID displays the state of charge below 45%, start and idle the engine with full A/C ON. When the traction battery state of charge exceeds 45%, the engine cranking diagnostic mode can be activated.
3. Turn the ignition switch to the OFF position, then remove all the spark plugs.
4. Install a compression gauge in the No. 1 cylinder.
5. Activate the cranking diagnostic mode as follows: Apply the parking brake. Place the gear selector in the PARK position. Verify the key is in the OFF position. NOTE: Do not crank the engine. Turn the key to the ON position with the engine OFF. Within 5 seconds of the key in the ON position, fully apply the accelerator pedal and hold for 10 seconds. Within 5 seconds release the accelerator pedal, shift the gear selector to the NEUTRAL position and fully apply the accelerator pedal. Hold the accelerator pedal fully applied for 10 seconds. Release the accelerator pedal and shift the gear selector to the PARK position. If the sequence is correctly executed, the instrument cluster hazard indicator (red triangle) flashes once per second when the gear selector is shifted to the PARK position. The PCM exits the engine cranking diagnostic mode when the traction battery state of charge drops below 35%, the gear selector is shifted to any gear other than PARK or when the ignition key is turned to the OFF or ACC position.
6. Crank the engine as follows: Depress and hold the brake pedal. Fully depress and hold the accelerator pedal. Turn the key to the START position and crank the engine a minimum of 5 compression strokes and record the highest reading. Return the key to the ON position. Release the accelerator pedal. Release the brake pedal.
7. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
8. Position the key to the OFF position to deactivate the cranking diagnostic mode.
9. Clear all DTCs.

Compression Test - All Vehicles Except Hybrid

1. Make sure the oil in the crankcase is of the correct viscosity and at the correct level and that the battery is correctly charged. Operate the vehicle until the engine is at normal operating temperature. Turn the ignition switch to the OFF position, then remove all the spark plugs.
2. Set the throttle plates in the wide-open position.
3. Install a compression gauge in the No. 1 cylinder.
4. Install an auxiliary starter switch in the starting circuit. With the ignition switch in the OFF position, and using the auxiliary starter switch, crank the engine a minimum of 5 compression strokes and record the highest reading. Note the approximate number of compression strokes necessary to obtain the highest reading.
5. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.

Compression Test - Test Results

The indicated compression pressures are considered within specification if the lowest reading cylinder is at least 75% of the highest reading. Refer to the COMPRESSION PRESSURE LIMIT CHART .

COMPRESSION PRESSURE LIMIT CHART

If one or more cylinders reads low, squirt approximately one tablespoon of engine oil meeting Ford specification on top of the pistons in the low-reading cylinders. Repeat the compression pressure check on these cylinders.

Compression Test - Interpreting Compression Readings

1. If compression improves considerably, piston rings are worn or damaged.
2. If compression does not improve, valves are sticking or not seating correctly.
3. If 2 adjacent cylinders indicate low compression pressures and squirting oil on each piston does not increase compression, the head gasket may be leaking between cylinders. Engine oil or coolant in cylinders could result from this condition. Use the Compression Pressure Limit Chart when checking cylinder compression so the lowest reading is within 75% of the highest reading.

Oil Consumption Test

Once all of the previous conditions are met, carry out an oil consumption test.

1. Drain the engine oil and remove the oil filter. Install a new manufacturer-specified oil filter. Make sure the vehicle is positioned on a level surface. Refill the oil pan to a level one liter (quart) less than the specified fill level, using manufacturer-specified oil.
2. Run the engine for 3 minutes (if hot) or 10 minutes (if cold). Allow for a minimum 5-minute drainback period and then record the oil level shown on the oil level indicator. Place a mark on the backside of the oil level indicator noting the oil level location.
3. Add the final one liter (quart) to complete the normal oil fill. Restart the engine and allow it to idle for 2 minutes. Shut the engine down.
4. After a 5-minute drainback period, record the location of the oil level again. Mark the oil level indicator with the new oil level location. (Note: Both marks should be very close to the MIN-MAX upper and lower limits or the upper and lower holes on the oil level indicator. These marks will exactly measure the engine's use of oil, with a one quart differential between the new marks.) Demonstrate to the customer that the factory-calibrated marks on the oil level indicator are where the oil should fall after an oil change with the specified fill amount. Explain however, that this may vary slightly between MIN-MAX or the upper and lower holes on the oil level indicator.
5. Record the vehicle mileage.
6. Advise the customer that oil level indicator readings must be taken every 320 km (200 mi) or weekly, using the revised marks as drawn. Remind the customer that the engine needs a minimum 5-minute drainback for an accurate reading and that the oil level indicator must be firmly seated in the tube prior to taking the reading.
7. When the subsequent indicator readings demonstrate a full liter (quart) has been used, record the vehicle mileage. The mileage driven should not be less than 2,414 km (1,500 mi). The drive cycle the vehicle has been operated under must be considered when making this calculation. It may be necessary to have the customer bring the vehicle in for a periodic oil level indicator reading to closely monitor oil usage.

Intake Manifold Vacuum Test

Bring the engine to normal operating temperature. Connect the Vacuum/Pressure Tester to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51-74 kPa (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is conducted. Subtract 4.0193 kPa (1 in-Hg) from the specified reading for every 304.8 m (1,000 feet) of elevation above sea level.

The reading should be steady. If necessary, adjust the gauge damper control (where used) if the needle is fluttering rapidly. Adjust the damper until the needle moves easily without excessive flutter.

Intake Manifold Vacuum Test - Interpreting Vacuum Gauge Readings

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 1

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION AND DECELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low reading (not to zero). When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR WARPED VALVES: A regular, evenly-spaced, down scale flicking of the needle indicates one or more burned or warped valves. Insufficient valve clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular down scale flicking can mean one or more valves are not seating.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine rpm is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or Throttle Body (TB) gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head-to-cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine rpm is increased, the back pressure caused by a clogged muffler, kinked tailpipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.
16. When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory unit such as the power brake booster, the unit will not function correctly. Always fix vacuum leaks.

Oil Pressure Test

1. Disconnect and remove the Engine Oil Pressure (EOP) switch from the engine.
2. Connect the Engine Oil Pressure Gauge to the oil pressure sender oil galley port.
3. Run the engine until normal operating temperature is reached.
4. Run the engine at the specified rpm and record the gauge reading.
5. The oil pressure should be within specifications; for additional information, refer to the «SPECIFICATION»(ref-344060-S18362580922009101600000) chart in the appropriate engine part.
6. If the pressure is not within specification, check the following possible sources: Insufficient oil Oil leakage Worn or damaged oil pump Oil pump screen cover and tube Excessive main bearing clearance Excessive connecting rod bearing clearance Chain tensioner leak