Symptom Chart: NVH
Diagnostics in this service information assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to DIAGNOSTIC METHODS for information regarding Ford-specific diagnostic practices.
| Condition | Possible Sources | Actions |
|---|---|---|
| Drone type noise | Powertrain mount(s) | CARRY OUT the Powertrain/Drivetrain Mount Neutralizing procedure. REFER to Powertrain/Drivetrain Mount Neutralizing . |
| Drumming noise - occurs inside the vehicle during idle or high idle, hot or cold. Very low-frequency drumming is very RPM dependent | Engine vibration excites the body resonances inducing interior noise | CARRY OUT the Powertrain/Drivetrain Mount Neutralizing procedure. REFER to Powertrain/Drivetrain Mount Neutralizing . |
| Engine drumming noise - accompanied by vibration | Powertrain mount(s) | CARRY OUT the Powertrain/Drivetrain Mount Neutralizing procedure. REFER to Powertrain/Drivetrain Mount Neutralizing . |
| Rattle - occurs at idle or at light acceleration from a stop | Powertrain mount(s) | CHECK the powertrain mounts for damage. INSTALL new mounts as necessary. REFER to the appropriate engine mechanical service information for ENGINE MOUNT - 2.0L , or ENGINE MOUNT - 3.5L . |
| Whine/moan type noise - pitch increases or changes with vehicle speed | Powertrain mount(s) | CHECK the powertrain mounts for damage. INSTALL new mounts as necessary. REFER to the appropriate engine mechanical service information for ENGINE MOUNT - 2.0L , or ENGINE MOUNT - 3.5L . |
| Clunk - occurs when shifting from PARK or between REVERSE and DRIVE | Powertrain mounts | CHECK the powertrain/drivetrain mounts for damage. INSTALL new mounts as necessary. REFER to the appropriate engine mechanical service information for ENGINE MOUNT - 2.0L , or ENGINE MOUNT - 3.5L . For 6F35, REFER to TRANSMISSION SUPPORT INSULATOR and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL . For 6F50/6F55, REFER to TRANSMISSION SUPPORT INSULATOR -- 3.5L TI-VCT , TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL AWD and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL FWD . |
| Idle speed is too high | CHECK for the correct idle speed. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. | |
| Accessory drive bearing hoot - occurs at idle or high idle in cold temperatures of approximately4° C (39° F) or colder at the first start of the day | Accessory drive idler or tensioner pulley bearing is experiencing stick/slip between ball bearings and the bearing race | CARRY OUT the engine cold soak procedure. REFER to VEHICLE COLD SOAK PROCEDURE . PLACE the EngineEAR probe directly on the idler/tensioner center post or bolt to verify which bearing is making the noise. INSTALL new parts as necessary. REFER to FRONT END ACCESSORY DRIVE (FEAD) - EXPLODED VIEW . |
| Accessory drive belt noise, squeal or chirping | Defective/worn or incorrect accessory drive belt Misaligned pulley(s) Pulley runout Damaged or worn accessory drive component or idler Fluid contamination of the accessory drive belt or pulleys Damaged or worn accessory drive belt tensioner Damaged pulley grooves | CARRY OUT the Engine Accessory Test. REFER to ENGINE ACCESSORY TEST . INSPECT components and INSTALL new parts as necessary. REFER to FRONT END ACCESSORY DRIVE (FEAD) - EXPLODED VIEW . |
| Clunking noise | Coolant pump has excessive end play or imbalance | CHECK the coolant pump for excessive end play. INSPECT the coolant pump for imbalance with the drive belt off. INSTALL a new coolant pump as necessary. REFER to COOLANT PUMP - 2.0L GTDI , or COOLANT PUMP - 3.5L TI-VCT . |
| Whine or moaning noise | Air intake system | CHECK the air cleaner and ducts for correct fit. INSPECT the air intake system for leaks or damage. REPAIR as necessary. REFER to INTAKE AIR SYSTEM COMPONENTS - EXPLODED VIEW . |
| Whistling noise - normally accompanied with poor idle condition | Air intake system | CHECK the air intake ducts, ACL, TB and vacuum hoses for leaks and correct fit. REPAIR or ADJUST as necessary. REFER to INTAKE AIR SYSTEM COMPONENTS - EXPLODED VIEW . |
| Hissing noise - occurs during idle or high idle that is apparent with the hood open | Vacuum leak noise | USE the EngineEAR to locate the source. SCAN the air intake system from the inlet to each cylinder intake port. DISCARD the leaking parts, and INSTALL a new component. Refer to REFER to INTAKE AIR SYSTEM COMPONENTS - EXPLODED VIEW . |
| Vehicles with a plastic intake manifold | Acceptable condition. Some plastic manifolds exhibit this noise, which is the effect of the plastic manifold. | |
| Grinding noise - occurs during engine cranking | Incorrect starter motor mounting | INSPECT the starter motor for correct mounting. REPAIR as necessary. REFER to STARTER MOTOR - 2.0L GTDI , or STARTER MOTOR - 3.5L TI-VCT . |
| Starter motor | INSPECT the starter motor drive for wear or damage. INSTALL a new starter motor as necessary. REFER to STARTER MOTOR - 2.0L GTDI , or STARTER MOTOR - 3.5L TI-VCT . | |
| Incorrect starter motor drive engagement | INSPECT the flywheel/flexplate for wear or damage, refer to Flexplate Inspection . INSTALL a new flywheel/flexplate as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. | |
| Engine noise, front of engine - knocking noise from lower front of engine | Damaged or separated crankshaft pulley/damper | CHECK for obvious signs of damage or wobble during operation. INSTALL new as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. |
| Engine noise, front of engine - ticking, tapping or rattling noise from the front of the engine | Timing drive components | REMOVE the accessory drive belt. REFER to FRONT END ACCESSORY DRIVE (FEAD) - EXPLODED VIEW . USE the EngineEAR to isolate the noise to the engine front cover. REMOVE the engine front cover and INSPECT the timing drive components. INSTALL new parts as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. |
| Engine noise, upper end - ticking noise near the fuel rail and intake manifold | Fuel rail clip | CHECK for loose or damaged fuel rail clip(s), or fuel line clip/retainers. REPAIR as necessary. |
| Fuel injector | USE the EngineEAR to isolate the noisy injector(s). INSTALL a new injector(s) as necessary. Refer to the appropriate engine/performance service information article(s) for the procedure. TEST the system for normal operation after the repair. | |
| Engine noise, upper end - ticking, knocking or rattle noise that occurs during idle or high idle during the first cold start of the day and may disappear as the engine warms | Valve train noise | CARRY OUT the Valve Train Analysis Component Test. REFER to Valve Train Analysis . INSTALL new parts as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. |
| Engine noise, upper end - occurs mostly with a warm engine at light/medium acceleration | Worn or damaged spark plugs | REMOVE the spark plugs. INSPECT and INSTALL new as necessary. REFER to Spark Plug Inspection . REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. |
| Carbon accumulation in combustion chamber | INSPECT the cylinder using a Bore scope. ELIMINATE carbon buildup. | |
| Engine noise, upper end - rattling noise from the valve train. Worse when the engine is cold | Low oil level | CHECK the oil level. FILL as necessary. |
| Worn valve train components | CARRY OUT the Valve Train Analysis Component Test. REFER to Valve Train Analysis . INSTALL new parts as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. | |
| Worn valve guides | CARRY OUT the Valve Guide Inner Diameter procedure. REFER to Valve Guide Inner Diameter . | |
| Excessive runout of the valve seats on the valve face | CARRY OUT the Valve Seat Inspection procedure. REFER to Valve Seat Inspection . | |
| Engine noise, upper end - pinging noise | Gasoline octane too low | VERIFY with customer the type of gasoline used. CORRECT as necessary. |
| Knock Sensor (KS) operation | CHECK the KS. INSTALL a new KS as necessary. REFER to KNOCK SENSOR (KS) - 2.0L GTDI , or KNOCK SENSOR (KS) - 3.5L TI-VCT . | |
| Incorrect spark timing | CHECK the spark timing. REPAIR as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. TEST the system for normal operation after the repair. | |
| High operating temperature | INSPECT the cooling system for leaks. CHECK the coolant level. REFILL as necessary. CHECK the coolant for the correct mix ratio. DRAIN and REFILL as needed. VERIFY the engine operating temperature is within specifications. REPAIR as necessary. REFER to ENGINE COOLING . | |
| Spark plug | CHECK the spark plugs. REPAIR or INSTALL new spark plugs as necessary. REFER to Spark Plug Inspection . REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. | |
| Catalytic converter | Acceptable noise. | |
| Engine noise, upper end - knocking or ticking noise, occurs mostly with a warm engine at idle | Low oil level | CHECK the oil level. FILL as necessary. |
| Thin or diluted oil | INSPECT the oil for contamination. If the oil is contaminated, CHECK for the source. REPAIR as necessary. CHANGE the oil and filter. | |
| Damaged or incorrect oil filter | INSPECT the oil filter. INSTALL a new oil filter as necessary. | |
| Low oil pressure | CARRY OUT the oil pressure test. REFER to Oil Pressure Test . | |
| Engine noise, lower end - ticking or knocking noise near the oil filter adapter | Oil pump | USE the EngineEAR to verify the oil pump as the source of the noise at low rpm. REPAIR as necessary. Refer to the appropriate Engine article(s) for the procedure. TEST the system for normal operation after the repair. |
| Engine noise, lower end - light knocking noise, also described as piston slap. Noise is most noticeable when the engine is cold with light to medium acceleration. The noise disappears as the engine warms | Excessive clearance between the piston and the cylinder wall | CARRY OUT the Piston To Cylinder Bore Clearance procedure. REFER to Piston To Cylinder Bore Clearance . |
| Engine noise, lower end - light double knock or sharp rap sound. Occurs mostly with a warm engine at idle or low speeds in drive. Increases in relation to engine load. Associated with a poor lubrication history | Excessive clearance between the piston and the piston pin | CARRY OUT the Piston Pin Bore Diameter procedure and the Piston Pin Diameter procedure. REFER to Piston Pin Bore Diameter and REFER to Piston Pin Diameter . |
| Engine noise, lower end - light knocking noise. The noise is most noticeable when the engine is warm. The noise tends to decrease when the vehicle is coasting or in NEUTRAL | Excessive clearance between the connecting rod bearings and the crankshaft | CARRY OUT the Connecting Rod Bearing Journal-to-Bearing Clearance procedure. REFER to Connecting Rod Bearing Journal-to-Bearing Clearance . |
| Engine noise, lower end - deep knocking noise. The noise is most noticeable when the engine is warm, at lower RPM and under a light load and then at float | Worn or damaged crankshaft main bearings | CARRY OUT the Crankshaft Main Bearing Journal-to-Bearing Clearance procedure. REFER to Crankshaft Main Bearing Journal-to-Bearing Clearance . |
| Engine noise, rear of engine - knocking noise at rear of engine | Damaged flywheel/flexplate | CARRY OUT the Flexplate Inspection procedure. REFER to Flexplate Inspection . |
| Engine vibration - vibration felt at all times | Excessive crankshaft pulley runout | CARRY OUT the Engine Accessory Test. REFER to ENGINE ACCESSORY TEST . INSTALL a new crankshaft pulley as necessary. REFER to CRANKSHAFT PULLEY - 2.0L , or CRANKSHAFT PULLEY - 3.5L . |
| Damaged or worn accessory component | CARRY OUT the Engine Accessory Test. REFER to ENGINE ACCESSORY TEST . INSTALL a new crankshaft pulley as necessary. CRANKSHAFT PULLEY - 2.0L , or CRANKSHAFT PULLEY - 3.5L . | |
| Engine vibration - at idle, a low-frequency vibration (5-20 Hz) or mild shake that is felt through the seat/floorpan | Cylinder misfire | CARRY OUT the cylinder power balance and the relative compression test using the scan tool. REPAIR as necessary. Refer to the appropriate engine/performance service information article(s) for the procedures. |
| Engine or torque converter out of balance | VERIFY the torque converter to crankshaft pilot clearance is correct. REPAIR as necessary. RE-INDEX the torque converter on the flexplate by 120 degrees for a 3-bolt converter or 180 degrees for a 4-bolt converter. | |
| Engine vibration - is felt with increases and decreases in engine RPM | Powertrain mount(s) | CHECK the powertrain mounts for damage. INSTALL new mounts as necessary. REFER to the appropriate engine mechanical service information for ENGINE MOUNT - 2.0L , or ENGINE MOUNT - 3.5L . For 6F35, REFER to TRANSMISSION SUPPORT INSULATOR and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL . For 6F50/6F55, REFER to TRANSMISSION SUPPORT INSULATOR -- 3.5L TI-VCT , TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL AWD and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL FWD . |
| Engine or transmission contacting the chassis | INSPECT the powertrain/drivetrain for correct clearances. REPAIR as necessary. | |
| Engine vibration - increases intensity as the engine RPM is increased | Engine out-of-balance | CARRY OUT the NERU Test. REFER to NEUTRAL ENGINE RUN-UP (NERU) TEST . ROTATE the torque converter, 120 degrees for 3-bolt or 180 degrees for 4-bolt. INSPECT the torque converter pilot outer diameter to crankshaft pilot inner diameter. REPAIR as necessary. |
| Engine vibration - mostly at coast/neutral coast. Condition improves with vehicle acceleration | Combustion instability | CHECK the ignition system. INSTALL new components as necessary. REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. |
| Engine vibration or shudder - occurs with light to medium acceleration above 56 kmh (35 mph) | Worn or damaged spark plugs | INSPECT the spark plugs for cracks, high resistance or broken insulators. INSTALL a new spark plug(s) as necessary. REFER to Spark Plug Inspection . REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. |
| Plugged fuel injector | INSTALL a new fuel injector as necessary. REFER to FUEL INJECTORS - 2.0L GTDI, or FUEL INJECTORS - 3.5L-TI-VCT. | |
| Contaminated fuel | INSPECT the fuel for contamination. DRAIN the fuel system and refill. REFER to FUEL TANK DRAINING . |
SYMPTOM CHART
Symptom Chart: Engine Performance
Diagnostics in this service information assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to DIAGNOSTIC METHODS for information regarding Ford-specific diagnostic practices.
| Condition | Possible Sources | Actions |
|---|---|---|
| Difficult starting | Starter motor mechanical or electrical concern | INSPECT the starting system. INSTALL new components as necessary. REFER to STARTING SYSTEM . |
| Plugged catalytic converter | REFER to EXHAUST SYSTEM . | |
| Air or vacuum leak | INSPECT the air intake system. INSTALL new components as necessary. REFER to INTAKE AIR DISTRIBUTION & FILTERING . | |
| Inoperative or damaged ignition system | REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. | |
| Inoperative or damaged fuel system | REFER to FUEL SYSTEM - GENERAL INFORMATION . REFER to FUEL CHARGING AND CONTROLS - 2.0L GTDI , or FUEL CHARGING AND CONTROLS - 3.5L-TI-VCT . Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| Burnt valve Worn piston Worn piston rings Worn cylinder Damaged head gasket | CARRY out the compression test. REFER to Compression Test . INSTALL new components as necessary. | |
| Poor idling | Air or vacuum leak | INSPECT the air intake system. INSTALL new components as necessary. REFER to INTAKE AIR DISTRIBUTION & FILTERING . |
| Inoperative or damaged ignition system | REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. | |
| Inoperative or damaged fuel system | INSPECT the fuel system. INSTALL new components as necessary. REFER to FUEL SYSTEM - GENERAL INFORMATION . REFER to FUEL CHARGING AND CONTROLS - 2.0L GTDI , or FUEL CHARGING AND CONTROLS - 3.5L-TI-VCT . Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| Incorrect valve-to-seat contact | INSPECT the valve(s) and valve seat(s) for damage. INSTALL new components as necessary. REFER to Valve Inspection . | |
| Worn or damaged engine support bracket(s) Worn or damaged engine support insulator(s) Worn or damaged transmission insulator and retainer | INSPECT the engine support bracket(s) for damage. INSTALL new components as necessary. REFER to Engine Mount below. INSPECT the engine support insulator(s) for damage. INSTALL new components as necessary. REFER to Engine Mount. REFER to the appropriate engine mechanical service information for ENGINE MOUNT - 2.0L , or ENGINE MOUNT - 3.5L . INSPECT the transmission insulator and retainer for damage. INSTALL new components as necessary. REFER to Transmission Support Insulator. For 6F35, REFER to TRANSMISSION SUPPORT INSULATOR and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL . For 6F50/6F55, REFER to TRANSMISSION SUPPORT INSULATOR -- 3.5L TI-VCT , TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL AWD and TRANSMISSION SUPPORT INSULATOR -- ANTI-ROLL FWD . | |
| Abnormal combustion emissions | Air or vacuum leak | INSPECT the air intake system. INSTALL new components as necessary. REFER to INTAKE AIR DISTRIBUTION & FILTERING . |
| Inoperative or damaged ignition system | REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. | |
| Inoperative or damaged fuel system | INSPECT the fuel system. INSTALL new components as necessary. REFER to FUEL SYSTEM - GENERAL INFORMATION . REFER to FUEL CHARGING AND CONTROLS - 2.0L GTDI , or FUEL CHARGING AND CONTROLS - 3.5L-TI-VCT . Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| EGR system fault | Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| Abnormal combustion noise | Carbon accumulation in combustion chamber | INSPECT the cylinder using a Bore scope. ELIMINATE carbon buildup. |
| Gasoline octane too low | VERIFY with customer the type of gasoline used. CORRECT as necessary. | |
| Excessive oil consumption | Leaking oil | REPAIR oil leakage. REFER to Engine Oil Leaks . |
| Malfunctioning PCV system | INSPECT the PCV system for damage. Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| Worn valve stem seal | INSPECT the valve(s) and valve stem seal(s) for damage. INSTALL new components as necessary. REFER to Valve Spring, Retainer and Seal. | |
| Worn valve stem or valve guide | INSPECT the valve(s) and valve stem seal(s) for damage. INSTALL new components as necessary. REFER to Valve Stem to Valve Guide Clearance . | |
| Sticking piston rings Worn piston ring groove Worn piston or cylinder | INSPECT the piston(s) and cylinder block for damage. INSTALL new components as necessary. REFER to ENGINE - 2.0L GTDI , or ENGINE - 3.5L-TI-VCT . | |
| Insufficient power | Plugged catalytic converter | INSPECT the catalytic converter for damage. INSTALL new components as necessary. REFER to EXHAUST SYSTEM . |
| Air intake system blockage | INSPECT the air intake system. INSTALL new components as necessary. REFER to INTAKE AIR DISTRIBUTION & FILTERING . | |
| Inoperative or damaged ignition system | REFER to ENGINE IGNITION SYSTEM - 2.0L-GTDI , or ENGINE IGNITION SYSTEM - 3.5L-TI-VCT for specifications and service informatiom. | |
| Inoperative or damaged fuel system | INSPECT the fuel system. INSTALL new components as necessary. REFER to FUEL SYSTEM - GENERAL INFORMATION . REFER to FUEL CHARGING AND CONTROLS - 2.0L GTDI , or FUEL CHARGING AND CONTROLS - 3.5L-TI-VCT . Refer to the appropriate engine/performance service information article(s) for the procedures. | |
| Excessive accessory drive belt loading | VERIFY whether the concern is due to normal accessory drive loading. If abnormal, INSPECT the accessory drive system for damage. INSTALL new components as necessary. REFER to FRONT END ACCESSORY DRIVE (FEAD) - EXPLODED VIEW . | |
| Oil in coolant or coolant in oil | Leaking head gasket | CARRY out the cylinder leakage detection test. REFER to Cylinder Leakage Detection . |
| Leaking oil cooler | INSPECT the engine components for damage. INSTALL new components as necessary. REFER to Oil Cooler in the appropriate engine mechanical service information article. | |
| Leaking oil filter adapter | INSPECT the oil filter adapter and seal for damage. INSTALL new components as necessary. REFER to Oil Filter Adapter in the appropriate engine mechanical service information article. |
Pinpoint Test
- CHECK THE CRANKSHAFT END PLAY Check the crankshaft end play. Refer to «Crankshaft End Play»(ref-517560-S17701348792012121200000) . Is the crankshaft end play within specification? Yes: GO to 2 . No: REPAIR as necessary. REFER to «ENGINE - 2.0L GTDI»(ref-517530) , or «ENGINE - 3.5L-TI-VCT»(ref-517529) .
- VERIFY THE CAMSHAFT BEARING CAPS ARE NOT DAMAGED AND TIGHT Check that the camshaft bearing caps are not damaged and the bolts are properly tightened. Refer to the Specification chart, For 2.0L GTDI, refer to the «TORQUE SPECIFICATIONS»(ref-517530-S22332618922012121200000) , or for 3.5L Ti-VCT, refer to the «TORQUE SPECIFICATIONS»(ref-517529-S38707419932012121200000) tables. Are the camshaft bearing caps loose or damaged? Yes: REPAIR as necessary. REFER to Camshaft in the appropriate engine mechanical article. No: GO to 3 .
- CHECK CAMSHAFT JOURNAL-TO-BEARING CLEARANCE Check the camshaft journal-to-bearing clearance. Refer to the Specification chart, For 2.0L GTDI, refer to the «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) , or for 3.5L Ti-VCT, refer to the «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) . Is camshaft journal-to-bearing clearance within specification? Yes: GO to 4 . No: REPAIR as necessary. REFER to Camshaft. REFER to «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) - 2.0L GTDI, or «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) - 3.5L Ti-VCT.
- CHECK FOR RESTRICTED OIL FLOW Verify the oil supply and return passages are not plugged and clean of debris. Refer to the oil flow chart in the appropriate engine mechanical service information article. refer to «ENGINE OIL FLOW ILLUSTRATION»(ref-517530-S02550381992012121200000) - 2.0L GTDI, or «ENGINE OIL FLOW ILLUSTRATION»(ref-517529-S21593730242012121200000) - 3.5L Ti-VCT Is oil flow restricted? Yes: REPAIR as necessary. REFER to «ENGINE - 2.0L GTDI»(ref-517530) , or «ENGINE - 3.5L-TI-VCT»(ref-517529) . No: GO to 5 .
- CHECK THE TIMING CHAIN TENSIONERS FOR DAMAGE AND VERIFY THE BOLTS ARE TIGHT Check that the timing chain tensioners are not damaged or the bolts are loose. For 2.0L GTDI, refer to the «TORQUE SPECIFICATIONS»(ref-517530-S22332618922012121200000) , or for 3.5L Ti-VCT, refer to the «TORQUE SPECIFICATIONS»(ref-517529-S38707419932012121200000) tables. Are the timing chain tensioners damaged or bolts loose? Yes: REPAIR as necessary. REFER to Timing Drive Components in the appropriate engine mechanical service information article. No: GO to 6 .
- CHECK THE OIL PUMP PICKUP TUBE AND SCREEN FOR DAMAGE Check that the oil pump pickup tube and screen is not plugged, cracked or that the bolts are loose. Refer to the Specification chart in the appropriate engine mechanical service information article. Is the oil pump screen and pickup tube damaged or loose? Yes: REPAIR as necessary. REFER to Oil Pump Screen and Pickup Tube in the appropriate engine mechanical service information article. No: GO to 7 .
- CHECK THE OIL PUMP FOR DAMAGE Verify the oil pump is not damaged. Is oil pump damaged? Yes: REPAIR as necessary. REFER to Oil Pump in the appropriate engine mechanical service information article No: GO to 8 .
- CHECK CRANKSHAFT MAIN BEARING JOURNAL-TO-BEARING CLEARANCE Check the crankshaft main bearing journal-to-bearing clearance. Refer to the Specification chart: «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) - Engine - 2.0L GTDI, or «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) - Engine - 3.5L Ti-VCT. Is crankshaft main bearing journal-to-bearing clearance within specification? Yes: GO to 9 . No: REPAIR as necessary. REFER to in the appropriate engine mechanical service information article. «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) - 2.0L GTDI, or «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) - 3.5L Ti-VCT.
- CHECK CONNECTING ROD BEARING JOURNAL-TO-BEARING CLEARANCE Check the connecting rod bearing journal-to-bearing clearance. REFER to «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) - 2.0L GTDI, or «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) - 3.5L Ti-VCT. Is connecting rod bearing journal-to-bearing clearance within specification? Yes: The concern may have been caused by debris or an incorrect assembly. REPEAT the oil pressure test. REFER to «Oil Pressure Test»(ref-517560-S12710229452013012900000) . No: REPAIR as necessary. REFER to «ENGINE - 2.0L GTDI»(ref-517530) , or «ENGINE - 3.5L-TI-VCT»(ref-517529) .
Component Test
Note. When diagnosing engine oil leaks, the source of the leak must be positively identified prior to repair. If the vehicle is driven extensively between adding the fluorescent additive and performing the leak test, fan air or wind can spread the leaking oil and make identifying the location of the leak difficult.
Note. Prior to carrying out this procedure, clean the cylinder block, cylinder heads, valve covers, oil pan and flywheel with a suitable solvent to remove all traces of oil.
Note. Oil leaks at crimped seams in sheet metal parts and cracks in cast or stamped parts can be detected when using the dye method.
- Add 29.6 ml (1 fl. oz) of gasoline engine oil dye to a minimum of 0.47 L (0.5 qt) and a maximum of 0.95 L (1 qt) engine oil and fill through the engine oil fill. Thoroughly premix the gasoline engine oil dye or it will not have enough time to reach the crankcase, oil galleries and seal surfaces during this particular 15 minute test. The additive must be mixed well with oil and added through the oil fill. Check the level on the oil level indicator to determine what amount of oil to premix. If it is in the middle of the crosshatch area or below the full mark, use 0.95 L (1 qt). If it is at the full mark, use 0.47 L (0.5 qt).
- Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a suitable 12 Volt UV lamp and suitable fluorescent enhanced yellow tinted eye glasses. A clear bright yellow or orange area will identify the leak. For extremely small leaks, several hours may be required for the leak to appear.
- Make sure the oil level is within the upper and lower oil indicator marks. Remove oil as necessary if it registers above the full mark.
- Examine the following areas for oil leakage underhood: Valve cover gaskets Cylinder head gaskets Oil filter adapter Engine front cover Oil filter adapter and filter body Oil level indicator tube connection EOP switch Plugs at the end of oil passages
- Examine the following areas for oil leakage under engine, with vehicle on hoist: Oil pan gaskets Oil pan sealer Engine front cover gasket/sealant Crankshaft front seal Crankshaft rear oil seal Oil filter adapter and filter body
- Examine the following areas for oil leakage with transmission and flywheel removed: Crankshaft rear oil seal Crankshaft rear seal retainer Flexplate/flywheel mounting bolt holes (with flexplate/flywheel installed) Plugs at the end of oil passages
- After leaks are repaired, clean remaining engine oil dye from serviced areas. Inspect all serviced areas for leaks using a suitable 12 Volt UV lamp and suitable fluorescent enhanced yellow tinted eye glasses to ensure no traces of engine oil dye remain. Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a suitable 12 Volt UV lamp and suitable fluorescent enhanced yellow tinted eye glasses to verify that all leaks have been repaired.
Scheme 792
- Carry out the following steps for engine compression test. 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. Set the throttle plates in the wide-open position. Install a compression gauge in the No. 1 cylinder. 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. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
- 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 illustration. 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. If compression improves considerably, piston rings are worn or damaged. If compression does not improve, valves are sticking or not seating correctly. 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.
- When a cylinder produces a low reading, use of a cylinder leakage tester will be helpful in pinpointing the exact cause. Carry out the following steps for cylinder leakage detection.
- The leakage tester is inserted in the spark plug hole, the piston is brought up to TDC on the compression stroke, and compressed air is admitted.
- Once the combustion chamber is pressurized, the leakage tester gauge will read the percentage of leakage. Leakage exceeding 20% is excessive.
- While the air pressure is retained in the cylinder, listen for the hiss of escaping air. A leak at the intake valve will be heard in the TB. A leak at the exhaust valve can be heard at the tailpipe. Leakage past the piston rings will be audible at the PCV connection. If air is passing through a blown head gasket to an adjacent cylinder, the noise will be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder block or gasket leakage into the cooling system may be detected by a stream of bubbles in the radiator.
Nearly all engines consume oil, which is essential for normal lubrication of the cylinder bore walls and pistons and rings. Determining the level of oil consumption may require testing by recording how much oil is being added over a given set of miles.
Customer driving habits greatly influence oil consumption. Mileage accumulated during towing or heavy loading generates extra heat. Frequent short trips, stop-and-go type traffic or extensive idling, prevent the engine from reaching normal operating temperature. This prevents component clearances from reaching specified operating ranges.
The following diagnostic procedure may be utilized to determine internal oil consumption. Make sure that the concern is related to internal oil consumption, and not external leakage, which also consumes oil. Verify there are no leaks before carrying out the test. Once verified, the rate of internal oil consumption can be tested.
A new engine may require extra oil in the early stages of operation. Internal piston-to-bore clearances and sealing characteristics improve as the engine breaks in. Engines are designed for close tolerances and do not require break-in oils or additives. Use the oil specified in the Owner's Literature. Ambient temperatures may determine the oil viscosity specification. Verify that the correct oil is being used for the vehicle in the geographic region in which it is driven.
- Perform the following basic pre-checks. For persistent complaints of oil consumption, interview the customer to determine the oil consumption characteristics. If possible, determine the brand and grade of oil currently in the oil pan. Look at the oil filter or oil-change station tags to determine if Ford-recommended maintenance schedules have been followed. Make sure that the oil has been changed at the specified mileage intervals. If vehicle mileage is past the first recommended drain interval, the OEM production filter should have been changed. Ask how the most current mileage was accumulated. That is, determine whether the vehicle was driven under the following conditions: Extended idling or curbside engine operation Stop-and-go traffic or taxi operation Towing a trailer or vehicle loaded heavily Frequent short trips (engine not up to normal operating temperature) Excessive throttling or high engine-rpm driving Verify that there are no external leaks. If necessary, review the diagnostic procedure under Engine Oil Leaks in the Diagnosis and Testing portion of this section. Inspect the crankcase ventilation system for: disconnected hoses at the valve cover or TB . loose or missing valve cover fill cap. incorrect or dirty PCV valve . a PCV valve grommet unseated in the valve cover (if so equipped). Inspect for signs of sludge. Sludge affects PCV performance and can plug or restrict cylinder head drainback wells. It can also increase oil pressure by restricting passages and reducing the drainback capability of piston oil control rings. Sludge can result from either excessive water ingestion in the crankcase or operation at extremely high crankcase temperatures. Inspect the air filter for dirt, sludge or damage. A hole in the filter element will allow unfiltered air to bypass into the air induction system. This can cause premature internal wear (engine dusting), allowing oil to escape past rings, pistons, valves and guides. If the engine is hot or was recently shut down, wait at least 5 minutes to allow the oil to drain back. Ask the customer if this requirement has been followed. Adding oil without this wait period can cause an overfill condition, leading to excessive oil consumption and foaming, which may cause engine damage. Make sure the oil level indicator (dipstick) is correctly and fully seated in the indicator tube. Remove the oil level indicator and record the oil level.
- Perform the following detailed pre-checks. Check the thermostat opening temperature to make sure that the cooling system is operating at the specified temperature. If it is low, internal engine parts are not running at specified internal operating clearances. Verify the spark plugs are not oil saturated. Oil leaking into one or more cylinders will appear as an oil soaked condition on the plug. If a plug is saturated, a compression check may be necessary at the conclusion of the oil consumption test.
- Once all of the previous conditions in the previous steps are met, carry out the following oil consumption test steps. 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 1 L (1.06 qt) less than the specified fill level, using manufacturer-specified oil. 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. Add the final 1 L (1.06 qt) to complete the normal oil fill. Restart the engine and allow it to idle for 2 minutes. Shut the engine down. 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 1 L (1.06 qt) 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. Record the vehicle mileage. 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. When the subsequent indicator readings demonstrate a 1 L (1.06 qt) has been used, record the vehicle mileage. The mileage driven between the 2 readings should not be less than 4, 800 km (3, 000 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.
- If test results indicate excessive oil consumption, carry out a cylinder compression test. REFER to «Compression Test»(ref-517560-S36607500822012121200000) . The cylinder compression test should be carried out with a fully charged battery and all spark plugs removed.
- If compression tested is within the specifications , the excessive oil consumption may be due to wear on the valve guides, valves or valve seals.
- A cylinder leak detection test can be carried out using a cylinder leakage tester. This can help identify valves, piston rings, or worn valve guides/valve stems, inoperative valve stem seals or other related areas as the source of oil consumption. REFER to «Cylinder Leakage Detection»(ref-517560-S27798402812012121200000) .
- An oil-soaked appearance on the porcelain tips of the spark plugs also indicates excessive oil use. A typical engine with normal oil consumption will exhibit a light tan to brown appearance. REFER to «Spark Plug Inspection»(ref-517560-S38228651222012121200000) . A single or adjoining, multiple cylinder leak can be traced by viewing the tips.
- If an internal engine part is isolated as the root cause, determine if the repair will exceed cost limits and proceed with a repair strategy as required.
- Once corrective action to engine is complete and verifying that all pre-check items were eliminated in the original diagnosis, repeat the Oil Consumption Test as described above and verify consumption results.
Scheme 793
- Bring the engine to normal operating temperature. Connect the a suitable vacuum/pressure tester to the intake manifold. Run the engine at the specified idle speed.
- NOTE: 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. 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 ft) of elevation above sea level.
- NOTE: 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. NOTE: 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. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady. 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. 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. 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). 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. BURNED OR WARPED VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or warped valves. Insufficient valve clearance will also cause this reaction. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating. 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. 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. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak. 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. 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.
- 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.
- Disconnect and remove the Engine Oil Pressure (EOP) switch from the engine.
- Connect the Engine Oil Pressure Gauge to the oil pressure sender oil galley port.
- Run the engine until normal operating temperature is reached.
- Run the engine at the specified rpm and record the gauge reading.
- The oil pressure should be within specifications; for additional information, refer to the specification chart in the appropriate engine mechanical service information article.
- 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
The following component tests are used to diagnose valve train concerns.
Scheme 794
- Perform the valve train analysis with the engine off and valve cover removed Check for damaged or severely worn parts and correct assembly. Make sure correct parts are used with the static engine analysis as follows.
- Perform the valve train analysis with the camshafts and valve tappets Check for broken or damaged parts. Check for loose mounting bolts on camshaft caps. Check for worn or damaged valve tappets.
- Perform the valve train analysis with the valve springs and valve tappets removed Check for broken or damaged parts.
- Perform the valve train analysis with the valve spring retainer, valve spring retainer keys and valve tappets removed Check for correct seating of the valve spring retainer key on the valve stem and in valve spring retainer. Check for correct seating on the valve stem.
- Perform the valve train analysis with the valves, cylinder head and valve tappets removed. Check for plugged oil drain-back holes. Check for worn or damaged valve tips. Check for missing or damaged valve stem seals or guide-mounted valve stem seal. Check for missing or worn valve spring seats.
- Check camshaft lobe lift Remove the spark plugs. REFER to «ENGINE IGNITION SYSTEM - 2.0L-GTDI»(ref-517571) , or «ENGINE IGNITION SYSTEM - 3.5L-TI-VCT»(ref-517572) for specifications and service informatiom. Install the Dial Indicator Gauge with Holding Fixture so the rounded tip of the dial indicator is on top of the camshaft lobe and on the same plane as the valve tappet. Rotate the crankshaft using a breaker bar and socket attached to the crankshaft pulley retainer bolt. Rotate the crankshaft until the base circle of the camshaft lobe is reached. Zero the dial indicator. Continue to rotate the crankshaft until the high-lift point of the camshaft lobe is in the fully-raised position (highest indicator reading). To check the accuracy of the original dial indicator reading, continue to rotate crankshaft until the base circle is reached. The dial indicator reading should be zero. If zero reading is not obtained, repeat Steps 1 through 6. If the lift on any lobe is below specified service limits, install a new camshaft and camshaft valve tappets. Install the spark plugs. REFER to «ENGINE IGNITION SYSTEM - 2.0L-GTDI»(ref-517571) , or «ENGINE IGNITION SYSTEM - 3.5L-TI-VCT»(ref-517572) for specifications and service informatiom.
Scheme 795
- Inspect bearings for the following defects: Cratering - fatigue failure Spot polishing - incorrect seating Imbedded dirty engine oil Scratching - dirty engine oil Base exposed - poor lubrication Both edges worn - journal damaged One edge worn - journal tapered or bearing not seated
Scheme 796
- NOTE: For specifications refer to the appropriate engine mechanical article. For 2.0L GTDI, refer to the «GENERAL SPECIFICATIONS»(ref-517530-S24703458072012121200000) , or for 3.5L Ti-VCT, refer to the «GENERAL SPECIFICATIONS»(ref-517529-S34397802782012121200000) tables. Measure each camshaft journal diameter in 2 directions.