Engine System-General Information: Diagnosis Ford Escape I facelift

Inspection and Verification

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 DESCRIPTION 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 concerns remain after the inspection, determine the symptoms. GO to «SYMPTOM CHART»(ref-232214-S00362097922006051600000) .

Symptom Chart

SYMPTOM CHART

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 powertrain control module (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 transaxle 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 (SOC) 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 traction battery control module (TBCM) and monitor the traction battery SOC PID. If the monitored PID displays the SOC below 45%, start and idle the engine with full A/C ON. When the traction battery SOC 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 such as the Compression Tester 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. CAUTION: Do not start 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 properly 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 SOC 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 such as the Compression Tester 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 percent of the highest reading. For additional information, refer to the COMPRESSION PRESSURE LIMIT CHART .

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 that the lowest reading is within 75 percent 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 quart (liter) 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 quart (liter) 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 miles) 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 quart (liter) has been used, record the vehicle mileage. The mileage driven between the 2 readings should not be less than 1,500 miles. 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 589

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 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 oil pressure sensor 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 CHART»(ref-232214-S15475004412006051600000) in the appropriate engine service information.
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