Noise, Vibration & Harshness Ford Five Hundred I

Noise, Vibration and Harshness (NVH)

Noise is any undesirable sound, usually unpleasant in nature. Vibration is any motion, shaking or trembling, that can be felt or seen when an object moves back and forth or up and down. Harshness is a ride quality issue where the vehicle's response to the road transmits sharply to the customer. Harshness normally describes a firmer than usual response from the suspension system. Noise, vibration and harshness (NVH) is a term used to describe these conditions, which result in varying degrees of dissatisfaction. Although, a certain level of NVH caused by road and environmental conditions is normal. This information is designed to aid in the diagnosis, testing and repair of NVH concerns.

Acceptable Noise, Vibration and Harshness

All internal combustion engines and drivelines produce some noise and vibration; operating in a real world environment adds noise that is not subject to control. Vibration isolators, mufflers and dampers reduce these to acceptable levels. A driver who is unfamiliar with a vehicle can think that some sounds are abnormal when actually the sounds are normal for the vehicle type. For example, Traction-Lok® differentials produce a slight noise on slow turns after extended highway driving. This is acceptable and has no detrimental effect on the locking axle function. As a technician, it is very important to be familiar with vehicle features and know how they relate to NVH concerns and their diagnosis. For example, if the vehicle has automatic overdrive, it is important to test drive the vehicle both in and out of overdrive mode.

Diagnostic Theory

The shortest route to an accurate diagnosis results from

1. system knowledge, including comparison with a known good system.
2. system history, including repair history and usage patterns.
3. condition history, especially any relationship to repairs or sudden change.
4. knowledge of possible sources.
5. using a systematic diagnostic method that divides the system into related areas.

The diagnosis and correction of noise, vibration and harshness concerns requires

1. a road or system test to determine the exact nature of the concern.
2. an analysis of the possible causes.
3. testing to verify the cause.
4. repairing any concerns found.
5. a road test or system test to make sure the concern has been corrected or brought back to within an acceptable range.

Acceleration-Light

An increase in speed at less than half throttle.

Acceleration-Medium

An increase in speed at half to nearly full throttle, such as 0-97 km/h (0-60 mph) in approximately 30 seconds.

Acceleration-Heavy

An increase in speed at one-half to full throttle, such as 0-97 km/h (0-60 mph) in approximately 20 seconds.

Ambient Temperature

The surrounding or prevailing temperature.

Amplitude

The quantity or amount of energy produced by a vibrating component (G force). An extreme vibration has a high amplitude. A mild vibration has a low amplitude.

Boom

Low frequency or low pitched noise often accompanied by a vibration. Also refer to DRUMMING .

Bound Up

An overstressed isolation (rubber) mount that transmits vibration/noise instead of absorbing it.

Brakes Applied

When the service brakes are applied with enough force to hold the vehicle against movement with the transmission in gear.

Buffet/Buffeting

Strong noise fluctuations (less than 1000 Hz) caused by gusting winds. An example would be wind gusts against the side glass.

Buzz

A low-pitched sound like (200-5000 Hz) that from a bee. Often a metallic or hard plastic humming sound. Also describes a high frequency (200-800 Hz) vibration. Vibration feels similar to an electric razor.

Camber

The angle of the wheel in relation to the true vertical as measured looking from the front of the vehicle. Camber is positive when the wheel angle is offset so that the top of the wheel is positioned away from the vehicle.

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Caster

The angle of the steering knuckle in relation to the true vertical as measured looking from the side of the vehicle.

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Chatter

A pronounced series of rapidly repeating rattling or clicking sounds.

Chirp

A short-duration high-pitched noise associated with a slipping drive belt.

Chuckle

A repetitious low-pitched sound. A loud chuckle is usually described as a knock.

Click

A sharp, brief, non-resonant sound, similar to actuating a ball point pen.

Clonk

A hydraulic knocking sound. Sound occurs with air pockets in a hydraulic system. Also described as hammering.

Clunk/Driveline Clunk

A heavy or dull, short-duration, low-frequency sound. Occurs mostly on a vehicle that is accelerating or decelerating abruptly. Also described as a thunk.

Coast/Deceleration

Releasing the accelerator pedal at cruise, allowing the engine to reduce vehicle speed without applying the brakes.

Coast/Neutral Coast

Placing the transmission range selector in NEUTRAL (N) or depressing the clutch pedal while at cruise.

Constant Velocity (CV) Joint

A joint used to absorb vibrations caused by driving power being transmitted at an angle.

Controlled Rear Suspension Height

The height at which a designated vehicle element must be when driveline angle measurements are made.

CPS

Cycles per second. Same as hertz (Hz).

Cracks

A mid-frequency sound, related to squeak. Sound varies with temperature conditions.

Creak

A metallic squeak.

Cruise

Constant speed on level ground; neither accelerating nor decelerating.

Cycle

The process of a vibrating component going through a complete range of motion and returning to the starting point.

Decibel

A unit of measurement, referring to sound pressure level, abbreviated dB.

Drive Engine Run-Up (DERU) Test

The operation of the engine through the normal rpm range with the vehicle standing still, the brakes applied and the transmission engaged. This test is used for noise and vibration checks.

Driveshaft

The shaft that transmits power to the rear axle input shaft (pinion shaft). In a 2-piece driveshaft, it is the rearmost shaft.

Drivetrain

All power transmitting components from the engine to the wheels; includes the clutch or torque converter, the transmission, the transfer case, the driveshaft and the front or rear drive axle.

Drivetrain Damper

A weight attached to the engine, the transmission, the transfer case or the axle. It is tuned by weight and placement to absorb vibration.

Drone

A low frequency (100-200 Hz) steady sound, like a freezer compressor. Also described as a moan.

Drumming

A cycling, low-frequency (20-100 Hz), rhythmic noise often accompanied by a sensation of pressure on the ear drums. Also described as a low rumble, boom or rolling thunder.

Dynamic Balance

The equal distribution of weight on each side of the centerline, so that when the wheel and tire assembly spins, there is no tendency for the assembly to move from side-to-side (wobble). Dynamically unbalanced wheel and tire assemblies can cause wheel shimmy.

Engine Imbalance

A condition in which an engine's center mass is not concentric to the rotation center, causing excessive motion.

Engine Misfire

When combustion in one or more cylinders does not occur or occurs at the wrong time.

Engine Shake

An exaggerated engine movement or vibration that directly increases in frequency as the engine speed increases. It is caused by non-equal distribution of mass in the rotating or reciprocating components.

Flexible Coupling

A flexible joint.

Float

A drive mode on the dividing line between cruise and coast where the throttle setting matches the engine speed with the road speed.

Flutter

Mid to high (100-2000 Hz) intermittent sound due to air flow. Similar to a flag flapping in the wind.

Frequency

The rate at which a cycle occurs within a given time.

Gravelly Feel

A grinding or growl in a component, similar to the feel experienced when driving on gravel.

Grind

An abrasive sound, similar to using a grinding wheel, or rubbing sand paper against wood.

Hiss

Steady high frequency (200-800 Hz) noise. Vacuum leak sound.

Hoot

A steady low frequency tone (50-500 Hz), sounds like blowing over a long neck bottle.

Howl

A mid-range frequency (200-800 Hz) noise between drumming and whine. Also described as a hum.

Hum

Mid-frequency (200-800 Hz) steady sound, like a small fan motor. Also described as a howl.

Hz

Hertz; a frequency measured in cycles per second.

Imbalance

Out of balance; heavier on one side than the other. In a rotating component, imbalance often causes vibration.

Inboard

Toward the centerline of the vehicle.

Intensity

The physical quality of sound that relates to the strength of the vibration (measured in decibels). The higher the sound's amplitude, the higher the intensity and vice versa.

Isolate

To separate the influence of one component to another.

Knock

A heavy, loud, repetitious sound, like a knock on the door.

Moan

A constant, low-frequency (100-200 Hz) tone. Also described as a hum.

Neutral Engine Run-Up (NERU) Test

The operation of the engine through the normal rpm range with the vehicle standing still and the transmission disengaged. This test is used to identify engine related vibrations.

Neutralize/Normalize

To return to an unstressed position. Used to describe mounts. Refer to BOUND UP .

Outboard

Away from the centerline of the vehicle.

Ping

A short duration, high-frequency sound, which has a slight echo.

Pitch

The physical quality of sound that relates to its frequency. Pitch increases as frequency increases and vice versa.

Pumping Feel

A slow, pulsing movement.

Radial/Lateral

Radial is in the plane of rotation; lateral is at 90 degrees to the plane of rotation.

Scheme 3

Rattle

A random and momentary or short duration noise.

Road Test

The operation of the vehicle under conditions intended to produce the concern under investigation.

Roughness

A medium-frequency vibration. A slightly higher frequency (20 to 50 Hz) than a shake. This type of vibration is usually related to drivetrain components.

Runout

Lateral runout means measuring the movement or "wobble" of a wheel or tire at the sidewall. Radial runout means measuring the out-of-round at the tread surface.

Rustling

Intermittent sound of varying frequency (100-2000 Hz), sounds similar to shuffling through leaves.

Shake

A low-frequency vibration (5-20 Hz), usually with visible component movement. Usually relates to tires, wheels, brake drums or brake discs if it is vehicle speed sensitive, or engine if it is engine speed sensitive. Also referred to as a shimmy or wobble.

Shimmy

An abnormal vibration or wobbling, felt as a side-to-side motion of the steering wheel in the driveshaft rotation. Also described as waddle.

Shudder

A low-frequency vibration that is felt through the steering wheel or seat during light brake application.

Slap

A resonance from flat surfaces, such as safety belt webbing or door trim panels.

Slip Yoke/Slip Spline

The driveshaft coupling that allows length changes to occur while the suspension articulates and while the driveshaft rotates.

Squeak

A high-pitched transient sound, similar to rubbing fingers against a clean window.

Squeal

A long-duration, high-pitched noise.

Static Balance

The equal distribution of weight around the wheel. Statically unbalanced wheel and tire assemblies can cause a bouncing action called wheel tramp. This condition will eventually cause uneven tire wear.

Tap

A light, rhythmic or intermittent hammering sound, similar to tapping a pencil on a table edge.

Thump

A dull beat caused by 2 items striking together.

Tick

A rhythmic tap, similar to a clock noise.

Tip-In Moan

A light moaning noise heard during light vehicle acceleration, usually between 40-100 km/h (25-65 mph).

TIR

The acronym for total indicated runout is TIR.

Tire Deflection

The change in tire diameter in the area where the tire contacts the ground.

Tire Flat Spots

A condition commonly caused by letting the vehicle stand while the tires cool off. This condition can be corrected by driving the vehicle until the tires are warm. Also, irregular tire wear patterns in the tire tread resulting from wheel-locked skids.

Tire Force Vibration

A tire vibration caused by variations in the construction of the tire that is noticeable when the tire rotates against the pavement. This condition can be present on perfectly round tires because of variations in the inner tire construction. This condition can occur at wheel rotation frequency or twice rotation frequency.

Transient

A noise or vibration that is momentary, a short duration.

Two-Plane Balance

Radial and lateral balance.

Any motion, shaking or trembling, that can be felt or seen when an object moves back and forth or up and down.

Whine

A constant, high-pitched noise. Also described as a screech.

Whistle

High-pitched noise (above 500 Hz) with a very narrow frequency band. Examples of whistle noises are a turbocharger or airflow around an antenna.

Wind Noise

Any noise caused by air movement in, out or around the vehicle.

WOT

The acronym for wide open throttle is WOT.

Electronic Vibration Analyzer (EVA)

The EVA is a hand-held electronic diagnostic tool which will assist in locating the source of unacceptable vibrations. The vibration sensor can be remotely mounted anywhere in the vehicle for testing purposes. The unit displays the 3 most common vibration frequencies and their corresponding amplitudes simultaneously. A bar graph provides a visual reference of the relative signal strength (amplitude) of each vibration being displayed and its relative G force. The keypad is arranged to make the EVA simple to program and use. Some of the functions include the ability to average readings as well as record, play back and freeze readings. The EVA has a strobe balancing function that can be used to detect imbalance on rotating components such as a driveshaft or engine accessories.

Scheme 4

The EVA allows for a systematic collection of information that is necessary to accurately diagnose and repair NVH problems. For the best results, carry out the test as follows

1. Test drive the vehicle with the vibration sensor inside the vehicle.
2. Place the sensor in the vehicle according to feel. If the condition is felt through the steering wheel, the source is most likely in the front of the vehicle. A vibration that is felt in the seat or floor only will most likely be found in the driveline, drive axle or rear wheels and tires.
3. Record the readings. Also note when the condition begins, when it reaches maximum intensity, and if it tends to diminish above/below a certain speed. Frequencies should be read in the "average" mode. Frequencies have a range of plus or minus 2. A reading of 10 Hz can be displayed as an 8 Hz through 12 Hz. Frequencies with a reading of 0.06 hz or less, are barely perceptible NVH levels. No corrective action is necessary.
4. Place the vibration sensor on or near the suspect area outside the vehicle.
5. Continue the road test, driving the vehicle at the speed the symptom occurs, and take another reading.
6. Compare the readings.

1. A match in frequency indicates the problem component or area.
2. An unmatched test could indicate the concern is caused by the engine, torque converter or engine accessory. Use the EVA in the rpm mode and check if concern is rpm related.
3. Example: A vibration is felt in the seat. Place the sensor on the console. Record the readings. Place the vibration sensor on the rear axle. Compare the readings. If the frequencies are the same, the axle is the problem component.

Vibrate Software®

Vibrate Software® (Rotunda tool number 215-00003) is a diagnostic aid which will assist in pinpointing the source of unacceptable vibrations. The engine's crankshaft is the point of reference for vibration diagnosis. Every rotating component will have an angular velocity that is faster, slower, or the same as the engine's crankshaft. Vibrate Software® calculates the angular velocity of each component and graphically represents these velocities on a computer screen and on a printed vibration worksheet. The following steps outline how Vibrate Software® helps diagnose a vibration concern

1. Enter the vehicle information. Vibrate will do all the calculations and display a graph showing tire, driveshaft and engine vibrations.
2. Print a Vibration Worksheet graph. The printed graph is to be used during the road test.
3. Road test the vehicle at the speed where the vibration is most noticeable. Record the vibration frequency (rpm) and the engine rpm on the worksheet graph. The point on the graph where the vibration frequency (rpm) reading and the engine rpm reading intersect indicates the specific component group causing the concern. An EVA or equivalent tool capable of measuring vibration frequency and engine rpm will be needed.
4. Provide pictures of diagnostic procedures to aid in testing components.

Combination EngineEAR/ChassisEAR

An electronic listening device used to quickly identify noise and the location under the chassis while the vehicle is being road tested. The ChassisEARs can identify the noise and location of damaged/worn wheel bearings, CV joints, brakes, springs, axle bearings or driveshaft carrier bearings.

EngineEAR Basic Unit

An electronic listening device used to detect even the faintest noises. The EngineEARs can detect the noise of damaged/worn bearings in generators, water pumps, A/C compressors and power steering pumps. They are also used to identify noisy lifters, exhaust manifold leaks, chipped gear teeth and for detecting wind noise. The EngineEAR has a sensing tip, amplifier and headphones. The directional sensing tip is used to listen to the various components. Point the sensing tip at the suspect component and adjust the volume with the amplifier. Placing the tip in direct contact with a component will reveal structure-borne noise and vibrations, generated by or passing through, the component. Various volume levels can reveal different sounds.

Ultrasonic Leak Detector

The Ultrasonic Leak Detector is used to detect wind noises caused by leaks and gaps in areas where there is weatherstripping or other sealing material. It is also used to identify A/C leaks, vacuum leaks and evaporative emission noises. The Ultrasonic Leak Detector includes a multi-directional transmitter (operating in the ultrasonic range) and a hand-held detector. The transmitter is placed inside the vehicle. On the outside of the vehicle, the hand-held detector is used to sweep the area of the suspected leak. As the source of the leak is approached, a beeping sound is produced which increases in both speed and frequency.

Squeak and Rattle Repair Kit

The squeak and rattle repair kit (Rotunda tool number 164-R4900) contains lubricants and self-adhesive materials that can be used to eliminate interior and exterior squeaks and rattles. The kit consists of the following materials

1. PVC (soft foam) tape
2. Urethane (hard foam) tape
3. Flocked (black fuzzy) tape
4. UHMW (frosted) tape
5. Squeak and rattle oil tube
6. Squeak and rattle grease tube

Tracing Powder

Tracing powder is used to check both the uniformity of contact and the tension of a seal against its sealing surface. These tests are usually done when a suspected air leak/noise appears to originate from the seal area or during the alignment and adjustment of a component to a weatherstrip. Tracing powder can be ordered from Crest Industries as ATR Leak Trace. Carry out the tracing powder test as follows

Scheme 5

Scheme 6

1. Clean the weatherstrip.
2. Spray the tracing powder on the mating surface only.
3. Close the door completely. Do not slam the door.
4. Open the door. An imprint is made where the weatherstrip contacted the mating surface seal. Gaps or a faint imprint will show where there is poor contact with the weatherstrip.

Index Card

Place an index card or a piece of paper between the weatherstrip and the sealing surface, then close the door. Slowly withdraw the index card or paper after the door is closed and check the amount of pressure on the weatherstrip. There should be a medium amount of resistance as it is withdrawn. Continue around the entire seal area. If there is little or no resistance, this indicates insufficient contact to form a good seal. At these points, the door, the glass or the weatherstrip is out of alignment.

Scheme 7

Special Tool(s)

SPECIAL TOOL CHART ChassisEAR 107-R2102 or equivalent Vibration Analyzer 100-F027 (014-00344) or equivalent EngineEAR 107-R2100 or equivalent Ultrasonic Leak Detector 134-R0135 or equivalent

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To assist the service advisor and the technician, a Write-up Job Aid and an NVH Diagnostic Guide are included with this material. The Write-up Job Aid serves as a place to record all important symptom information. The NVH Diagnostic Guide serves as a place to record information reported on the Write-up Job Aid as well as data from the testing to be carried out.

To begin a successful diagnosis, fill out the NVH Diagnostic Guide, record the reported findings, then proceed to each of the numbered process steps to complete the diagnosis.

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1: Customer Interview

The diagnostic process starts with the customer interview. The service advisor must obtain as much information as possible about the problem and take a test drive with the customer. There are many ways a customer will describe NVH concerns and this will help minimize confusion arising from descriptive language differences. It is important that the concern is correctly interpreted and the customer descriptions are recorded. During the interview, ask the following questions

1. When was it first noticed?
2. Did it appear suddenly or gradually?
3. Did any abnormal occurrence coincide with or proceed its appearance?

Use the information gained from the customer to accurately begin the diagnostic process.

2: Pre-Drive Check

It is important to do a pre-drive check before road testing the vehicle. A pre-drive check verifies that the vehicle is relatively safe to drive and eliminates any obvious faults on the vehicle.

The pre-drive check consists of a brief visual inspection. During this brief inspection, take note of anything that will compromise safety during the road test and make those repairs/adjustments before taking the vehicle on the road.

3: Preparing for the Road Test

Observe the following when preparing for the road test

1. Review the information recorded on the NVH Diagnostic Guide. It is important to know the specific concern the customer has with the vehicle.
2. Do not be misled by the reported location of the noise/vibration. The cause can actually be some distance away.
3. Remember that the vibrating source component (originator) may only generate a small vibration. This small vibration can in turn cause a larger vibration/noise to emanate from another receiving component (reactor), due to contact with other components (transfer path).
4. Conduct the road test on a quiet street where it is safe to duplicate the vibration/noise. The ideal testing route is an open, low-traffic area where it is possible to operate the vehicle at the speed in which the condition occurs.
5. If possible, lower the radio antenna in order to minimize turbulence. Identify anything that could potentially make noise or be a source of wind noise. Inspect the vehicle for add-on items that create vibration/noise. Turn off the radio and the heating and cooling system blower.
6. The engine speed is an important factor in arriving at a final conclusion. Therefore, connect an accurate tachometer to the engine, even if the vehicle has a tachometer. Use a tachometer that has clearly defined increments of less than 50 rpm. This ensures an exact engine speed reading.

4: Verify the Customer Concern

Verify the customer concern by carrying out a road test, an engine run-up test, or both.

The decision to carry out a road test, an engine run-up test, or both depends on the type of NVH concern. A road test may be necessary if the symptom relates to the suspension system or is sensitive to torque. A drive engine run-up (DERU) or a neutral engine run-up (NERU) test identifies noises and vibrations relating to engine and drivetrain rpm. Remember, a condition will not always be identifiable by carrying out these tests, however, they will eliminate many possibilities if carried out correctly.

5: Road Test

Note. It may be necessary to have the customer ride along or drive the vehicle to point out the concern. During the road test, take into consideration the customer's driving habits and the driving conditions. The customer's concern just may be an acceptable operating condition for that vehicle.

The following is a brief overview of each test in the order in which it appears. A review of this information helps to quickly identify the most appropriate process necessary to make a successful diagnosis. After reviewing this information, select and carry out the appropriate test(s), proceeding to the next step of this process.

1. The Slow Acceleration Test is normally the first test to carry out when identifying an NVH concern, especially when a road test with the customer is not possible.
2. The Heavy Acceleration Test helps to determine if the concern is torque-related.
3. The Neutral Coast Down Speed Test helps to determine if the concern is vehicle speed-related.
4. The Downshift Speed Test helps to determine if the concern is engine speed-related.
5. The Steering Input Test helps to determine how the wheel bearings and other suspension components contribute to a vehicle speed-related concern.
6. The Brake Test helps to identify vibrations or noise that are brake-related.
7. The Road Test Over Bumps helps isolate a noise that occurs when driving over a rough or bumpy surface.
8. The Engine Run-Up Tests consist of the Neutral Run-Up Test and the Engine Load Test. These tests help to determine if the concern is engine speed-related.
9. The Neutral Run-Up Test is used as a follow-up test to the Downshift Speed Test when the concern occurs at idle.
10. The Engine Load Test helps to identify vibration/noise sensitive to engine load or torque. It also helps to reproduce engine speed-related concerns that cannot be duplicated when carrying out the Neutral Run-Up Test or the Neutral Coast Down Test.
11. The Engine Accessory Test helps to locate faulty belts and accessories that cause engine speed-related concerns.
12. The Vehicle Cold Soak Procedure helps to identify concerns occurring during initial start-up and when an extended time lapse occurs between vehicle usage.

Slow Acceleration Test

To carry out this test, proceed as follows

1. Slowly accelerate to the speed where the reported concern occurs. Note the vehicle speed, the engine rpm and, if possible, determine the vibration frequency.
2. Attempt to identify from what part of the vehicle the concern is coming.
3. Attempt to identify the source of the concern.
4. Proceed as necessary.

Heavy Acceleration Test

To carry out this test, proceed as follows

1. Accelerate hard from 0-64 km/h (0-40 mph).
2. Decelerate in a lower gear.
3. The concern is torque-related if duplicated while carrying out this test.
4. Proceed as necessary.

Neutral Coast Down Speed Test

To carry out this test, proceed as follows

1. Drive at a higher rate of speed than where the concern occurred when carrying out the Slow Acceleration Test.
2. Place the transmission in NEUTRAL and coast down past the speed where the concern occurs.
3. The concern is vehicle speed-related if duplicated while carrying out this test. This eliminates the engine and the torque converter as sources.
4. If the concern was not duplicated while carrying out this test, carry out the Downshift Speed Test to verify if the concern is engine speed-related.
5. Proceed as necessary.

Downshift Speed Test

To carry out this test, proceed as follows

1. Shift into a lower gear than the gear used when carrying out the Slow Acceleration Test.
2. Drive at the engine rpm where the concern occurs.
3. The concern is engine speed-related if duplicated while carrying out this test. This eliminates the tires, wheels, brakes and the suspension components as sources.
4. If necessary, repeat this test using other gears and NEUTRAL to verify the results.
5. Proceed as necessary.

Steering Input Test

To carry out this test, proceed as follows

1. Drive at the speed where the concern occurs, while making sweeping turns in both directions.
2. If the concern goes away or gets worse, the wheel bearings, hubs, U-joints (contained in the axles of 4WD applications) and tire tread wear are all possible sources.
3. Proceed as necessary.

Brake Test

To carry out this test, proceed as follows

1. Warm the brakes by slowing the vehicle a few times from 80-32 km/h (50-20 mph) using light braking applications. At highway speeds of 89-97 km/h (50-60 mph), apply the brake using a light pedal force.
2. Accelerate to 89-97 km/h (55-60 mph).
3. Lightly apply the brakes and slow the vehicle to 30 km/h (20 mph).
4. A brake vibration noise can be felt in the steering wheel, seat or brake pedal. A brake noise can be heard upon brake application and diminish when the brake is released.

Road Test Over Bumps

To carry out this test, proceed as follows

1. Drive the vehicle over a bump or rough surface one wheel at a time to determine if the noise is coming from the front or the back and the left or the right side of the vehicle.
2. Proceed as necessary.

To carry out this test, proceed as follows

1. Install a tachometer.
2. Increase the engine rpm up from an idle to approximately 4000 rpm while in PARK on front wheel drive vehicles with automatic transmissions, or NEUTRAL for all other vehicles. Note the engine rpm and, if possible, determine the vibration frequency.
3. Attempt to identify what part of the vehicle the concern is coming from.
4. Attempt to identify the source of the concern.
5. Proceed as necessary.

Drive Engine Run-Up (DERU) Load Test

To carry out this test, proceed as follows

1. Block the front and rear wheels. Apply the parking brake and the service brake. Install a tachometer. Shift the transmission into DRIVE, and increase and decrease the engine rpm between an idle to approximately 2000 rpm. Note the engine rpm and, if possible, determine the vibration frequency. Repeat the test in REVERSE. If the vibration/noise is duplicated when carrying out this test, inspect the engine and transmission or transaxle mounts. If the concern is definitely engine speed-related, carry out the Engine Accessory Test to narrow down the source. Proceed as necessary.

Engine Accessory Test

To carry out this test, proceed as follows

1. Remove the accessory drive belts. Increase the engine rpm to where the concern occurs. If the vibration/noise is duplicated when carrying out this test, the belts and accessories are not sources. If the vibration/noise was not duplicated when carrying out this test, install each accessory belt, one at a time, to locate the source.

Vehicle Cold Soak Procedure

To carry out this procedure, proceed as follows

1. Test preparations include matching customer conditions (if known). If not known, document the test conditions: gear selection and engine rpm. Monitor the vibration/noise duration with a watch for up to three minutes.
2. Park the vehicle where testing will occur. The vehicle must remain at or below the concern temperature (if known) for 6-8 hours.
3. Before starting the engine, conduct a visual inspection under the hood.
4. Turn the key on, but do not start the engine. Listen for the fuel pump, anti-lock brake system (ABS) and air suspension system noises.
5. Start the engine.
6. Isolate the vibration/noise by carefully listening. Move around the vehicle while listening to find the general location of the vibration/noise. Then, search for a more precise location by using a stethoscope or EngineEAR.
7. Refer to «IDLE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-idle-noisevibration) to assist with the diagnosis.

6: Check TSBs/Repair History

After verifying the customer concern, check for TSBs and the vehicle repair history for related concerns. If information relating to a diagnosis/repair is found, carry out the procedure(s) specified in that information.

If no information is available from these sources, carry out the vehicle preliminary inspection to eliminate any obvious faults.

7: Diagnostic Procedure

Qualifying the concern by the particular sensation present can help narrow down the concern. Always use the "symptom" to "system" to "component" to "cause" diagnosis technique. This diagnostic method divides the problem into related areas to correct the customer concern.

1. Verify the "symptom".
2. Determine which "system(s)" can cause the "symptom". If a vibration concern is vehicle speed-related, the tire and wheel rpm/frequency or driveshaft frequency should be calculated. If a vibration concern is engine speed-related, the engine, engine accessory or engine firing frequencies should be calculated.
3. After determining the "system", use the diagnostic tools to identify the worn or damaged "components".
4. After identifying the "components", try to find the "cause" of the failure.

Once the concern is narrowed down to a symptom/condition, proceed to NVH Condition and Symptom Categories .

NVH Condition and Symptom Categories

A good diagnostic process is a logical sequence of steps that lead to the identification of a causal system. Use the condition and symptom categories as follows

1. Identify the operating condition that the vehicle is exhibiting.
2. Match the operating condition to the symptom.
3. Verify the symptom.
4. Identify which category or system could cause the symptom.
5. Refer to the «DIAGNOSTIC SYMPTOM CHART»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) .

Operating Condition - Vehicle is Not Moving

1. Static operation Noise occurs during component/system functioning. GO to «SYMPTOM CHART - SQUEAK AND RATTLE»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-squeak-and-rattle) .
2. While cranking Grinding or whine. Differential ring gear or starter motor pinion noise. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Rattle. Exhaust hanger, exhaust heat shield or A/C line noise. GO to «SYMPTOM CHART - SQUEAK AND RATTLE»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-squeak-and-rattle) . Vibration. Acceptable condition.
3. At idle Idle noise. GO to «SYMPTOM CHART - IDLE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-idle-noisevibration) . Idle vibration or shake. GO to «SYMPTOM CHART - IDLE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-idle-noisevibration) .
4. During Gear Selection

1. Vehicle parked on a steep incline. Acceptable noise.
2. Vehicle parked on a flat surface. GO to «SYMPTOM CHART - DRIVELINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-driveline-noisevibration) .

Operating Condition - Vehicle is Moving

1. Depends more on how the vehicle is operated Speed related. Related to vehicle speed. Pitch increases with vehicle speed. GO to «SYMPTOM CHART - TIRE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-tire-noisevibration) . Noise occurs at specific vehicle speed. A high-pitched noise (whine). GO to «SYMPTOM CHART - DRIVELINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-driveline-noisevibration) . Loudness proportional to vehicle speed. Low-frequency noise at high speeds, noise and loudness increase with speed. GO to «SYMPTOM CHART - DRIVELINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-driveline-noisevibration) . A low-pitched noise (drumming). GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Vibration occurs at a particular speed (mph) regardless of acceleration or deceleration. GO to «SYMPTOM CHART - TIRE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-tire-noisevibration) . Noise varies with wind/vehicle speed and direction. GO to «SYMPTOM CHART - AIR LEAK AND WIND NOISE»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-air-leak-and) . Related to engine speed. Noise varies with engine rpm. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Vibration occurs at a particular speed (mph) regardless of engine speed (rpm). Acceleration. Wide open throttle (WOT). Engine induced contact between components. Inspect and repair as necessary. Noise is continuous throughout WOT. Exhaust system or engine ground out. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Light/moderate acceleration. Tip-in moan. Engine/exhaust noise. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Knock-type noise. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Driveline shudder. GO to «SYMPTOM CHART - DRIVELINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-driveline-noisevibration) . Engine vibration. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Turning noise. GO to «SYMPTOM CHART - STEERING NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-steering-noisevibration) . Braking. Clicking sound is signaling ABS is active. Acceptable ABS sound. A continuous grinding/squeal. GO to «SYMPTOM CHART - BRAKE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-brake-noisevibration) . Brake vibration/shudder. GO to «SYMPTOM CHART - BRAKE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-brake-noisevibration) . Shifting. Noise or vibration condition related to the transmission (automatic). GO to «SYMPTOM CHART - TRANSMISSION (AUTOMATIC) NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-transmission-automatic-noisevibration) . Cruising speeds. Accelerator pedal vibration. GO to «SYMPTOM CHART - ENGINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-engine-noisevibration) . Driveline vibration. GO to «SYMPTOM CHART - DRIVELINE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-driveline-noisevibration) . A shimmy or shake. GO to «SYMPTOM CHART - TIRE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-tire-noisevibration) . Driving at low/medium speeds. A wobble or shudder. GO to «SYMPTOM CHART - TIRE NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-tire-noisevibration) .
2. Depends more on where the vehicle is operated Bump/pothole, rough road or smooth road. GO to «SYMPTOM CHART - SUSPENSION NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-suspension-noisevibration) . Noise is random or intermittent occurring from road irregularities. GO to «SYMPTOM CHART - SQUEAK AND RATTLE»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-squeak-and-rattle) . Noise or vibration changes from one road surface to another. Normal sound changes. Noise or vibration associated with a hard/firm ride. GO to «SYMPTOM CHART - SUSPENSION NOISE/VIBRATION»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__symptom-chart-suspension-noisevibration) .

Symptom Chart - Air Leak and Wind Noise

SYMPTOM CHART - AIR LEAK AND WIND NOISE

Symptom Chart - Brake Noise/Vibration

SYMPTOM CHART - BRAKE NOISE/VIBRATION

Symptom Chart - Driveline Noise/Vibration

SYMPTOM CHART - DRIVELINE NOISE/VIBRATION

Symptom Chart - Engine Noise/Vibration

SYMPTOM CHART - ENGINE NOISE/VIBRATION

Symptom Chart - Idle Noise/Vibration

SYMPTOM CHART - IDLE NOISE/VIBRATION

Symptom Chart - Squeak and Rattle

SYMPTOM CHART - SQUEAK AND RATTLE

Symptom Chart - Steering Noise/Vibration

SYMPTOM CHART - STEERING NOISE/VIBRATION

Symptom Chart - Suspension Noise/Vibration

SYMPTOM CHART - SUSPENSION NOISE/VIBRATION

Symptom Chart - Tire Noise/Vibration

SYMPTOM CHART - TIRE NOISE/VIBRATION

Symptom Chart - Transmission (Automatic) Noise/Vibration

SYMPTOM CHART - TRANSMISSION (AUTOMATIC) NOISE/VIBRATION

Pinpoint Tests

The pinpoint tests are a step-by-step diagnostic process designed to determine the cause of a condition. It may not always be necessary to follow a pinpoint test to its conclusion. Carry out only the steps necessary to correct the condition. Then, test the system for normal operation. Sometimes, it is necessary to remove various vehicle components to gain access to the component requiring testing. Reinstall all components after verifying system operation is normal.

PINPOINT TEST A: BRAKE VIBRATION/SHUDDER DIAGNOSIS

1. A1 ROAD TEST THE VEHICLE - LIGHT BRAKING Check that the wheel and tires are correct for the vehicle. Inspect the tires for abnormal wear patterns. Road test the vehicle. Warm the brakes by slowing the vehicle a few times from 80-32 km/h (50-20 mph) using light braking applications. At highway speeds of 89-97 km/h (55-60 mph), apply the brake using a light pedal force. Is there a vibration/shudder felt in the steering wheel, seat or brake pedal? Yes : GO to A4 . No : GO to A2.
2. A2 ROAD TEST THE VEHICLE - MODERATE TO HEAVY BRAKING Road test the vehicle. At highway speeds of 89-97 km/h (55-60 mph), apply the brake using a moderate to heavy pedal force. Is there a vibration/shudder? Yes : For vehicles with ABS, GO to A3. For vehicles with standard brakes, GO to A4 . No : Vehicle is OK. VERIFY condition with customer. TEST the vehicle for normal operation.
3. A3 NORMAL ACTUATION OF THE ABS SYSTEM DIAGNOSIS During moderate to heavy braking, noise from the hydraulic control unit (HCU) and pulsation in the brake pedal can be observed. Pedal pulsation coupled with noise during heavy braking or on loose gravel, bumps, wet or snowy surfaces is acceptable and indicates correct functioning of the ABS system. Pedal pulsation or steering wheel nibble whose frequency is proportioned to the vehicle speed indicates a concern with a brake or suspension component. Is the vibration/shudder vehicle speed sensitive? Yes : GO to A5 . No : The brake system is operating correctly.
4. A4 APPLICATION OF THE PARKING BRAKE NOTE: Begin at the front of the vehicle unless the vibration or shudder has been isolated to the rear. This test is not applicable to vehicles with drum-in-hat type parking brakes. For vehicles with drum-in-hat parking brakes, proceed to the next test. For all other vehicles, apply the parking brake to identify if the problem is in the front or rear brake. At highway speeds of 89-97 km/h (55-60 mph), lightly apply the parking brake until the vehicle slows down. Release the parking brake immediately after the test. Is there a vibration/shudder? Yes : GO to A9 . No : GO to A5.
5. A5 CHECK THE FRONT WHEEL BEARINGS Check the front wheel bearings. Refer to «WHEEL BEARING CHECK»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Are the wheel bearings OK? Yes : GO to A6. No : INSPECT the wheel bearings. ADJUST or REPAIR as necessary. TEST the system for normal operation.
6. A6 CHECK THE FRONT SUSPENSION Check the front suspension for: Broken or loose bolts. Damaged springs. Worn or damaged upper and lower control arm bushings. Loose or rough front bearings. Uneven tire wear. Are all the suspension components in satisfactory condition? Yes : GO to A7. No : REPAIR or INSTALL new components as necessary. TEST the system for normal operation.
7. A7 RESURFACE THE FRONT BRAKE DISCS CAUTION: Do not use a bench lathe to machine brake discs. NOTE: Follow the manufacturer's instructions to machine the brake discs. After machining, make sure the brake disc meets the thickness specification. Resurface the front brake discs. Refer to «BRAKE SYSTEM-GENERAL INFORMATION»(/ford/five-hundred/i-2004-2007/remont/brakes-control-systems/#brake-system-general-information) . Road test the vehicle. Is the vibration/shudder present? Yes : GO to A8. No : Vehicle is OK.
8. A8 CHECK THE REAR SUSPENSION Check the rear suspension for: Broken or loose bolts. Damaged or worn springs or spring bushings. Worn or damaged upper and lower control arm bushings. Worn or damaged trailing arms. Loose or rough rear bearings. Uneven tire wear. Are all the suspension components in satisfactory condition? Yes : GO to A9. No : REPAIR or INSTALL new components as necessary. TEST the system for normal operation.
9. A9 RESURFACE THE REAR BRAKE DISC OR DRUM CAUTION: Do not use a bench lathe to machine brake discs. NOTE: Follow the manufacturers instructions to machine the brake discs. After machining, make sure the brake disc meets the thickness specification. Resurface the rear brake discs or drums. Refer to «BRAKE SYSTEM-GENERAL INFORMATION»(/ford/five-hundred/i-2004-2007/remont/brakes-control-systems/#brake-system-general-information) . Road test the vehicle. Is the vibration/shudder present? Yes : CHECK the front suspension for wear or damage. RESURFACE the front brake discs. TEST the system for normal operation. No : Vehicle is OK.

PINPOINT TEST B: ENGINE TICKING NOISE

1. B1 CHECK FOR A TICKING NOISE AT THE FUEL RAIL Disconnect the first fuel line clip. Is the ticking noise gone? Yes : CHECK TSB for applicable vehicle. REPAIR as necessary. TEST the system for normal operation. No : GO to B2.
2. B2 CHECK FOR A TICKING NOISE AT THE FUEL INJECTOR Using an EngineEAR, listen at the fuel injectors by placing a probe on each injector. To isolate the faulty injector, disconnect the injector electrical connector and listen for the noise. Is the fuel injector the source of the ticking noise? Yes : INSTALL a new fuel injector. REFER to «FUEL CHARGING & CONTROLS»(/ford/five-hundred/i-2004-2007/remont/fuel-system/#fuel-system-engine-control-system) . TEST the system for normal operation. No GO to B3.
3. B3 CHECK THE BELT TENSIONER FOR A TICKING NOISE Inspect the accessory drive belt. Check for the belt tensioner bottoming at end of travel or not at end of stroke. Using an EngineEAR, listen at the belt tensioner. Is the belt tensioner the source of the noise? Yes : INSTALL a new belt tensioner. TEST the system for normal operation. No : GO to B4.
4. B4 CHECK THE COOLANT PUMP FOR A TICKING NOISE Using an EngineEAR, listen at the coolant pump for ticking noise. Is the coolant pump the source of the noise? Yes : INSTALL a new coolant pump. REFER to «ENGINE COOLING»(/ford/five-hundred/i-2004-2007/remont/cooling-system-mechanical/#engine-cooling-system) . TEST the system for normal operation. No : GO to B5.
5. B5 CHECK FOR AN OBSTRUCTION OF THE COOLING FAN Inspect the cooling fan for obstructions. Check the cooling fan and shroud for wear or damage. Was there an obstruction or does the cooling fan show signs of damage? Yes REPAIR or INSTALL a new cooling fan. REFER to «ENGINE COOLING»(/ford/five-hundred/i-2004-2007/remont/cooling-system-mechanical/#engine-cooling-system) . TEST the system for normal operation. No : GO to B6.
6. B6 CHECK THE OIL PUMP FOR A TICKING NOISE Check the oil pump using EngineEARs and probe at the oil filter adapter to verify the oil pump as a source. Is the oil pump the source of the noise? Yes : INSTALL a new oil pump. REFER to «ENGINE»(/ford/five-hundred/i-2004-2007/remont/mechanical/#engine) . TEST the system for normal operation. No : GO to B7.
7. B7 CHECK THE VALVE LIFTERS OR LASH ADJUSTERS FOR CORRECT OPERATION Check valve lifter/lash adjuster for correct operation, using EngineEARs. Are the valve lifters/lash adjusters operating correctly? Yes : VERIFY customer concern. CONDUCT a diagnosis of other suspect components. No : INSTALL a new valve lifter/lash adjuster(s). REFER to «ENGINE»(/ford/five-hundred/i-2004-2007/remont/mechanical/#engine) . TEST the system for normal operation.

PINPOINT TEST C: ACCESSORY DRIVE BEARING HOOT

1. C1 CHECK THE ACCESSORY DRIVE IDLER AND TENSIONER PULLEY BEARINGS Carry out the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) . Key in START position. Place an EngineEAR probe directly on the pulley center post or bolt to verify which bearing is making the noise. Key in OFF position. Is either bearing making the noise? Yes : INSTALL a new pulley/idler. CARRY OUT the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) and TEST the system for normal operation. No : CONDUCT a diagnosis on other suspect accessory drive components.

PINPOINT TEST D: POWER STEERING MOAN

1. D1 CHECK THE POWER STEERING SYSTEM Carry out the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) . Key in START position. Turn the steering wheel while the noise is occurring and listen for changes in sound pitch or loudness. Key in OFF position. Does the sound pitch or loudness change while turning the steering wheel? Yes : GO to D2. No : CONDUCT a diagnosis on other suspect accessory drive components.
2. D2 VERIFY THE SOURCE Key in START position. Place an EngineEAR probe near the power steering pump/reservoir while the noise is occurring. While an assistant turns the steering wheel, listen for changes in sound pitch or loudness. Key in OFF position. Does the sound pitch or loudness change while turning the steering wheel? Yes : VERIFY that the supply tube to the pump is unobstructed. CHECK the fluid condition and level. DRAIN the fluid and REFILL. REFER to «POWER STEERING»(/ford/five-hundred/i-2004-2007/remont/manual-power-steering/#power-steering-system) . CARRY OUT the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) and TEST the system for normal operation. No : Normal system operation.

PINPOINT TEST E: ENGINE DRIVEN COOLING FAN MOAN

1. E1 CHECK THE ENGINE DRIVEN COOLING FAN AFTER A COLD SOAK Carry out the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) . Key in START position. Assess the airflow. Raise the engine speed to 1500 rpm while listening for the moan to increase in proportion to the airflow. Key in OFF position. Does the moan increase in proportion to the airflow? Yes : TEST the fan for normal operation. If the fan tests normal, GO to E2. Otherwise, REPAIR as necessary. No : Normal system operation.
2. E2 CHECK THE ENGINE DRIVEN COOLING FAN AT NORMAL OPERATING TEMPERATURE Key in START position. Run the engine to normal operating temperature while listening for the moan to stop. Key in OFF position. Does the moan stop? Yes : Normal clutch operation. No : INSTALL a new fan clutch. TEST the system for normal operation.

Scheme 15

1. F1 CHECK THE EXHAUST SYSTEM Key in START position. Increase the engine rpm until the noise is the loudest. Note the engine rpm. Key in OFF position. Add approximately 9 kg (20 lb) of weight to the exhaust system. First place the weight at the tail pipe and test, then at the front exhaust pipe. Key in START position. Increase the engine rpm and listen for the drumming noise. Note the engine rpm if the noise occurs. Key in OFF position. Using a vibration analyzer (VA), determine the amount of vibration that occurs with the drumming noise. Is the noise/vibration reduced or eliminated, or does the noise/vibration occur at a different rpm? Yes : CARRY OUT «Exhaust System Neutralizing»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__exhaust-system-neutralizing) . TEST the system for normal operation. No : GO to F2.
2. F2 POWERTRAIN/DRIVETRAIN MOUNT NEUTRALIZING Carry out «Powertrain/Drivetrain Mount Neutralizing»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__powertraindrivetrain-mount-neutralizing) . Test the system for normal operation. Is the noise reduced or eliminated? Yes : Vehicle OK. TEST the system for normal operation. No : CONDUCT diagnosis of other suspect components.

PINPOINT TEST G: ENGINE TICKING, KNOCKING OR CONTINUOUS RATTLE DIAGNOSIS

1. G1 CHECK FOR NOISE AT THE VALVE COVERS AND THE FRONT COVERS (OHC ENGINES) Carry out the «Vehicle Cold Soak Procedure»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness__vehicle-cold-soak-procedure) . Key in START position. NOTE: For a short-duration ticking noise, multiple engine starts may be necessary. Using an EngineEAR, listen closely at the valve covers and the front covers (OHC engines) by placing the probe near the surface of the valve cover and then on the surface front cover. Key in OFF position. Is the noise source apparent? Yes : REMOVE the appropriate cover and INSPECT for loose, worn/broken components. REPAIR as necessary. TEST the system for normal operation. No : GO to G2.
2. G2 CHECK FOR NOISE AT THE CYLINDER BLOCK Key in START position. Using an EngineEAR, listen closely at the cylinder block by placing a probe on or near each freeze plug. Key in OFF position. Is the noise source apparent? Yes : REPAIR or INSTALL new components as necessary. No : GO to G3.
3. G3 CHECK FOR NOISE WHILE DISCONNECTING EACH FUEL INJECTOR ELECTRICAL CONNECTOR, ONE AT A TIME Key in START position. Disconnect each fuel injector electrical connector, one at a time, to decrease piston force and listen for the noise. Key in OFF position. Is the noise reduced or eliminated? Yes : INSTALL a new fuel injector. TEST the system for normal operation. No : INSPECT the accessory drive components or the transmission as a possible source.

PINPOINT TEST H: FRONT SUSPENSION NOISE

1. H1 ROAD TEST THE VEHICLE Test drive the vehicle. NOTE: An assistant will be needed for this road test. During the road test, drive the vehicle over a rough road. Using ChassisEARs, determine from which area/component the noise is originating. Is there a squeak, creak or rattle noise? Yes : GO to H2. No : The suspension system is OK. CONDUCT a diagnosis on other suspect systems.
2. H2 INSPECT THE STEERING SYSTEM WARNING: The electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch. Failure to do so can result in unexpected inflation or deflation of the air springs, which can result in shifting of the vehicle during these operations. Raise and support the vehicle. Check the steering system for wear or damage. Carry out a steering linkage test. Refer to «STEERING SYSTEM-GENERAL INFORMATION»(/ford/five-hundred/i-2004-2007/remont/manual-power-steering/#steering-system-general-information) . Inspect the tire wear pattern. Refer to «TIRE WEAR PATTERNS CHART»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Are the steering components worn or damaged? Yes : REPAIR the steering system. INSTALL new components as necessary. TEST the system for normal operation. No : GO to H3.
3. H3 FRONT SHOCK ABSORBER/STRUT CHECK Check the front shock absorbers/strut mounts for loose bolts or nuts. Check the front shock absorbers/struts for damage. Carry out a "bounce test" check. Are the front shock absorbers/struts loose or damaged or wear? Yes : TIGHTEN to specifications if loose. INSTALL new front shock absorbers/struts if damaged. TEST the system for normal operation. No : GO to H5 .
4. H4 CHECK THE FRONT SPRINGS Check the front spring and front spring mounts/brackets for wear or damage. Are the front springs or spring mounts/brackets worn or damaged? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : GO to H5.
5. H5 CHECK THE CONTROL ARMS/RADIUS ARMS Inspect the control arm bushings for wear or damage. Inspect for twisted or bent control/radius arm. Are the control/radius arms damaged or worn? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : GO to H6.
6. H6 CHECK THE STABILIZER BAR/TRACK BAR Check the stabilizer bar/track bar bushings and links for damage or wear. Check the stabilizer bar/track bar for damage. Check for loose or damaged stabilizer bar isolators or brackets. Are the stabilizer bar/track bar components loose, worn or damaged? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : Suspension system OK. CONDUCT diagnosis on other suspect systems.

PINPOINT TEST I: REAR SUSPENSION NOISE

1. I1 ROAD TEST THE VEHICLE Test drive the vehicle. NOTE: An assistant will be needed for this road test. During the road test, drive the vehicle over a rough road. Using ChassisEARs, determine from which area/component the noise is originating. Is there a squeak, creak or rattle noise? Yes : GO to I2. No : The suspension system is OK. CONDUCT a diagnosis on other suspect systems.
2. I2 REAR SHOCK ABSORBER/STRUT CHECK WARNING: The electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch. Failure to do so can result in unexpected inflation or deflation of the air springs, which can result in shifting of the vehicle during these operations. Raise and support the vehicle. Check the rear shock absorber/struts mounts for loose bolts or nuts. Check the rear shock absorbers/struts for damage. Carry out a shock absorber check. Are the rear shock absorbers/struts loose or damaged? Yes : TIGHTEN to specifications if loose. INSTALL new rear shock absorbers/struts if damaged. TEST the system for normal operation. No : GO to I3.
3. I3 CHECK THE REAR SPRINGS Check the rear springs and rear spring mounts/brackets for wear or damage. Are the rear springs or spring mounts/brackets worn or damaged? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : GO to I4.
4. I4 CHECK THE CONTROL ARMS/TRAILING ARMS Inspect the control arm/trailing arm bushings for wear or damage. Check for loose control arm/trailing arm bolts. Inspect for twisted or bent control arms/trailing arms. Are the control arms/trailing arms loose, damaged or worn? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : GO to I5.
5. I5 CHECK THE STABILIZER BAR/TRACK BAR Check the stabilizer bar/track bar bushings and links for damage or wear. Check the stabilizer bar/track bar for damage. Check for loose or damaged stabilizer bar isolators or brackets. Are the stabilizer bar/track bar components loose, worn or damaged? Yes : REPAIR or INSTALL new components as necessary. TEST the system for normal operation. No : Suspension system OK. CONDUCT diagnosis on other suspect systems.

Scheme 16

Scheme 17

Scheme 18

Scheme 19

1. J1 ROAD TEST THE VEHICLE NOTE: Wheel or tire vibrations felt in the steering wheel are most likely related to the front wheel or tire. Vibration felt through the seat are most likely related to the rear wheel or tire. This may not always be true, but it can help to isolate the problem to the front or rear of the vehicle. Test drive the vehicle at different speed ranges. During the road test, if the vibration can be eliminated by placing the vehicle in NEUTRAL or is affected by the speed of the engine, the cause is not the wheels or tires. Is there a vibration and noise? Yes : GO to J2. No : The wheel and tires are OK. CONDUCT a diagnosis on other suspect systems.
2. J2 CHECK THE FRONT WHEEL BEARINGS Check the front wheel bearings. Refer to «WHEEL BEARING CHECK»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Are the wheel bearings OK? Yes : GO to J3. No : INSPECT the wheel bearings. ADJUST or REPAIR as necessary. TEST the system for normal operation.
3. J3 INSPECT THE TIRES Check the tires for missing weights. Check the wheels for damage. Inspect the tire wear pattern. Refer to the «TIRE WEAR PATTERNS CHART»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Do the tires have an abnormal wear pattern? Yes : CORRECT the condition that caused the abnormal wear. INSTALL new tire(s). TEST the system for normal operation. No : GO to J4.
4. J4 TIRE ROTATION DIAGNOSIS Spin the tires slowly and watch for signs of lateral runout. Spin the tires slowly and watch for signs of radial runout. Are there signs of visual runout? Yes : GO to J5. No : CHECK the wheel and tire balance. CORRECT as necessary. TEST the system for normal operation.
5. J5 RADIAL RUNOUT CHECK ON THE TIRE Measure the radial runout of the wheel and tire assembly. A typical specification for total radial runout is 0.045 inch. Is the radial runout within specifications? Yes : GO to J8 . No : GO to J6.
6. J6 RADIAL RUNOUT CHECK ON THE WHEEL Measure the radial runout of the wheel. A typical specification for total radial runout is 0.045 inch. Is the radial runout within specifications? Yes : INSTALL a new tire. TEST the system for normal operation. No : GO to J7.
7. J7 CHECK THE HUB/BRAKE DISC OR DRUM PILOT RUNOUT OR BOLT CIRCLE RUNOUT Measure the pilot or bolt circle runout. A typical specification for radial runout is: Pilot runout - less than 0.15 mm (0.006 inch). Bolt circle runout - less than 0.38 mm (0.015 inch). Is the radial runout within specifications? Yes : INSTALL a new wheel. TEST the system for normal operation. No : REPAIR or INSTALL new components as necessary. REFER to «FRONT SUSPENSION»(/ford/five-hundred/i-2004-2007/remont/suspension-front/#front-suspension) for the front wheels or «REAR SUSPENSION»(/ford/five-hundred/i-2004-2007/remont/suspension-rear/#rear-suspension) for the rear wheels.
8. J8 LATERAL RUNOUT CHECK ON THE TIRE Measure the lateral runout of the wheel and tire assembly. A typical specification for total lateral runout is 1.14 mm (0.045 inch). Is the lateral runout within specifications? Yes : Wheel and tires OK. CONDUCT diagnosis on other suspect systems. No : GO to J9.
9. J9 LATERAL RUNOUT CHECK ON THE WHEEL Measure the lateral runout of the wheel. A typical specification for total radial runout is 1.14 mm (0.045 inch). Is the lateral runout within specifications? Yes : INSTALL a new tire. TEST the system for normal operation. No : GO to J10.
10. J10 CHECK THE FLANGE FACE LATERAL RUNOUT Measure the flange face lateral runout. A typical specification for lateral runout is: Hub/brake disc - less than 0.13 mm (0.005 inch). Axle shaft - less than 0.25 mm (0.010 inch). Is the lateral runout within specifications? Yes : INSTALL a new wheel. TEST the system for normal operation. No : REPAIR or INSTALL new components as necessary. REFER to «FRONT SUSPENSION»(/ford/five-hundred/i-2004-2007/remont/suspension-front/#front-suspension) for the front wheels or «REAR SUSPENSION»(/ford/five-hundred/i-2004-2007/remont/suspension-rear/#rear-suspension) for the rear wheels.

Scheme 20

1. K1 CHECK FOR FRONT WHEEL BEARING ROUGHNESS Chock the rear wheels. Raise and support the front end of the vehicle so that the front wheel and tire assemblies can spin. Spin the front tires by hand. Refer to «WHEEL BEARING CHECK»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Do the wheel bearings feel rough? Yes : INSPECT the wheel bearings. REPAIR as necessary. TEST the system for normal operation. No : GO to K2.
2. K2 CHECK THE END PLAY OF THE FRONT WHEEL BEARINGS Check the end play of the front wheel bearings. Refer to «FRONT SUSPENSION»(/ford/five-hundred/i-2004-2007/remont/suspension-front/#front-suspension) . Is the end play OK? Yes : GO to K3. No : ADJUST or REPAIR as necessary. TEST the system for normal operation.
3. K3 MEASURE THE LATERAL RUNOUT AND THE RADIAL RUNOUT OF THE FRONT WHEELS ON THE VEHICLE Measure the lateral runout and the radial runout of the front wheels on the vehicle. Refer to «PINPOINT TEST J»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Are the measurements within specifications? Yes : GO to K4. No : INSTALL new wheels as necessary and BALANCE the assembly. TEST the system for normal operation.
4. K4 MEASURE THE LATERAL RUNOUT OF THE FRONT TIRES ON THE VEHICLE Measure the lateral runout of the front tires on the vehicle. Refer to «PINPOINT TEST J»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Is the runout within specifications? Yes : GO to K5. No : INSTALL new tires as necessary and BALANCE the assembly. TEST the system for normal operation.
5. K5 MEASURE THE RADIAL RUNOUT OF THE FRONT TIRES ON THE VEHICLE Measure the radial runout of the front tires on the vehicle. Refer to «PINPOINT TEST J»(/ford/five-hundred/i-2004-2007/remont/oem-general-information/#noise-vibration-harshness) . Is the runout within specifications? Yes : BALANCE the front wheel and tire assemblies. If any tire cannot be balanced, INSTALL a new tire. TEST the system for normal operation. No : GO to K6.
6. K6 MATCH MOUNT THE TIRE AND WHEEL ASSEMBLY Mark the high runout location on the tire and also on the wheel. Break the assembly down and rotate the tire 180 degrees (halfway around) on the wheel. Inflate the tire and measure the radial runout. Is the runout within specifications? Yes : BALANCE the assembly. TEST the system for normal operation. No : If the high spot is not within 101.6 mm (4 inches) of the first high spot on the tire, GO to K7.
7. K7 MEASURE THE WHEEL FLANGE RUNOUT Dismount the tire and mount the wheel on a wheel balancer. Measure the runout on both wheel flanges. Refer to «WHEELS & TIRES»(/ford/five-hundred/i-2004-2007/remont/wheel-tire-system/#wheels-tires) . Is the runout within specifications? Yes : LOCATE and MARK the low spot on the wheel. INSTALL the tire, matching the high spot on the tire with the low spot on the wheel. BALANCE the assembly. TEST the system for normal operation. If the condition persists, GO to K8. No : INSTALL a new wheel. CHECK the runout on the new wheel. If the new wheel is within limits, LOCATE and MARK the low spot. INSTALL the tire, matching the high spot on the tire with the low spot on the wheel. BALANCE the assembly. TEST the system for normal operation. If the condition persists, GO to K8.
8. K8 CHECK FOR VIBRATION FROM THE FRONT OF THE VEHICLE WARNING: If only one drive wheel is allowed to rotate, speed must be limited to 55 km/h (34 mph) using the speedometer reading, since actual wheel speed will be twice that indicated on the speedometer. Exceeding a speed of 55 km/h (34 mph) or allowing the drive wheel to hang unsupported can result in tire disintegration or differential failure, which can cause serious personal injury and extensive vehicle damage. Spin the front wheel and tire assemblies with a wheel balancer while the vehicle is raised on a hoist. Feel for vibration in the front fender or while seated in the vehicle. Is the vibration present? Yes : SUBSTITUTE known good wheel and tire assemblies as necessary. TEST the system for normal operation. No : GO to K9.
9. K9 CHECK FOR VIBRATION FROM THE REAR OF THE VEHICLE WARNING: If only one drive wheel is allowed to rotate, speed must be limited to 55 km/h (34 mph) using the speedometer reading, since actual wheel speed will be twice that indicated on the speedometer. Exceeding a speed of 55 km/h (34 mph) or allowing the drive wheel to hang unsupported can result in tire disintegration or differential failure, which can cause serious personal injury and extensive vehicle damage. Chock the front wheels. Raise and support the rear end of the vehicle so that the rear wheel and tire assemblies can spin. Engage the drivetrain and carefully accelerate the drive wheels while checking for vibration. Is the vibration present? Yes : GO to K10. No : TEST the system for normal operation.
10. K10 CHECK THE DRIVETRAIN WARNING: If only one drive wheel is allowed to rotate, speed must be limited to 55 km/h (34 mph) using the speedometer reading, since actual wheel speed will be twice that indicated on the speedometer. Exceeding a speed of 55 km/h (34 mph) or allowing the drive wheel to hang unsupported can result in tire disintegration or differential failure, which can cause serious personal injury and extensive vehicle damage. Remove the rear wheel and tire assemblies. Refer to «WHEELS & TIRES»(/ford/five-hundred/i-2004-2007/remont/wheel-tire-system/#wheels-tires) . Secure the brake drums (if so equipped), by installing wheel hub bolt nuts, reversed. Carefully accelerate the drivetrain while checking for vibration. Is the vibration present? Yes : CHECK/TEST the drivetrain and driveline components. TEST the system for normal operation. No : SUBSTITUTE known good wheel and tire assemblies as necessary. TEST the system for normal operation.

Idle Air Control (IAC) Valve

1. Open the hood.
2. Verify the condition by operating the vehicle for a short time.
3. Inspect the IAC valve. If physical evidence of contamination exists, install a new IAC valve.
4. While the noise is occurring, either place an EngineEAR probe near the IAC valve and the inlet tube, or create a 6.35 mm (0.25 in)-12.7 mm (0.50 in) air gap between the inlet tube and the clean air tube. If the IAC valve is making the noise, install a new IAC valve.
5. Test the vehicle for normal operation.

Steering Gear Grunt/Shudder Test

1. Start and run the vehicle to operating temperature.
2. Set engine idle speed to 1200 rpm.
3. Rotate the steering wheel to the RH stop, then turn the steering wheel 90 degrees back from that position. Turn the steering wheel slowly in a 15 degree to 30 degree arc.
4. Turn the steering wheel another 90 degrees. Turn the steering wheel slowly in a 15 degree to 30 degree arc.
5. Repeat the test with power steering fluid at different temperatures.
6. If a light grunt is heard or a low (50-200 Hz) shudder is present, this is a normal steering system condition.
7. If a loud grunt is heard or a strong shudder is felt, fill and purge the power steering system.

Scheme 21

Wheel and tire NVH concerns are directly related to vehicle speed and are not generally affected by acceleration, coasting or decelerating. Also, out-of-balance wheel and tires can vibrate at more than one speed. A vibration that is affected by the engine rpm, or is eliminated by placing the transmission in NEUTRAL is not related to the tire and wheel. As a general rule, tire and wheel vibrations felt in the steering wheel are related to the front tire and wheel assemblies. Vibrations felt in the seat or floor are related to the rear tire and wheel assemblies. This can initially isolate a concern to the front or rear.

Careful attention must be paid to the tire and wheels. There are several symptoms that can be caused by damaged or worn tire and wheels. Carry out a careful visual inspection of the tires and wheel assemblies. Spin the tires slowly and watch for signs of lateral or radial runout. Refer to the TIRE WEAR CHART to determine the tire wear conditions and actions.

For a vibration concern, use the vehicle speed to determine tire/wheel frequency and rpm. Calculate tire and wheel rpm and frequency by carrying out and following

1. Measure the diameter of the tire.
2. Record the speed at which the vibration occurs.
3. Obtain the corresponding tire and wheel rpm and frequency from the Tire Speed and Frequency Chart. If the vehicle speed is not listed, divide the vehicle speed at which the vibration occurs by 16 km/h (10 mph). Multiply that number by 16 km/h (10 mph) tire rpm listed for that tire diameter in the chart. Then divide that number by 60. For example: a 40 mph vibration with 835 mm (33 in) tires. 40 -=-10 = 4. Multiply 4 by 105 = 420 rpm. Divide 420 rpm by 60 seconds = 7 Hz at 40 mph.

Tire Speed and Frequency Chart

TIRE SPEED AND FREQUENCY CHART

Powertrain/Drivetrain Mount Neutralizing

1. Raise and support the vehicle.
2. Loosen, but do not remove, the powertrain/drivetrain mount fasteners.
3. Lower the vehicle.
4. Move the vehicle in forward and reverse 0.6-1.2 meters (2-4 ft).
5. Raise and support the vehicle.
6. Tighten the powertrain/drivetrain mount fasteners.
7. Lower the vehicle.
8. Test the system for normal operation.

Exhaust System Neutralizing

Note. Neutralize the exhaust system to relieve strain on mounts which can be sufficiently bound up to transmit vibration as if grounded.

1. Raise and support the vehicle.
2. Loosen all exhaust hanger attachments and reposition the hangers until they hang free and straight.
3. Loosen all exhaust flange joints.
4. Place a stand to support the muffler parallel to the vehicle frame with the muffler pipe bracket free of stress.
5. Tighten the muffler connection.
6. Tighten all the exhaust hanger clamps and flanges (tighten the exhaust manifold flange joint last). Verify there is adequate clearance to prevent grounding at any point in the system. Make sure that the catalytic converter and heat shield do not contact the frame rails. After neutralization, the rubber in the exhaust hangers should show some flexibility when movement is applied to the exhaust system. With the exhaust system installed securely and cooled, the rear hanger should be angled forward.
7. Lower the vehicle.
8. Test the exhaust system for normal operation.

Scheme 22

Scheme 23

1. Raise the vehicle until the front tires are off the floor. Make sure the wheels are in a straight forward position.
2. Spin the tire by hand to check the wheel bearings for roughness.
3. Grip each front tire at the top and bottom and move the wheel inward and outward while lifting the weight of the tire off the front wheel bearing.
4. If the tire and wheel (hub) is loose on the spindle, does not rotate freely, or has a rough feeling when spun, carry out one of the following: On vehicles with inner and outer bearings, inspect the bearings and cups for wear or damage. Adjust or install new bearings and cups as necessary. On vehicles with one sealed bearing, install a new wheel hub.

See also:
• FRONT DISC BRAKE
• REAR DISC BRAKE
• FRONT DRIVE HALFSHAFTS
• POWER STEERING
• FRONT SUSPENSION
• WHEELS & TIRES
• SUSPENSION SYSTEM-GENERAL INFORMATION
• STARTING SYSTEM
• INTAKE AIR DISTRIBUTION & FILTERING
• ENGINE COOLING
• GENERATOR AND REGULATOR
• EXHAUST SYSTEM
• ENGINE
• AIR CONDITIONING
• ENGINE SYSTEM-GENERAL INFORMATION
• ACCELERATION CONTROL
• AUTOMATIC TRANSAXLE - 6 SPEED
• GLASS, FRAMES AND MECHANISMS
• REAR SUSPENSION
• STEERING SYSTEM-GENERAL INFORMATION
• STEERING COLUMN
• ACCESSORY DRIVE
• AUTOMATIC TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS
• BRAKE SYSTEM-GENERAL INFORMATION
• FUEL CHARGING & CONTROLS
• DRUMMING
• BOUND UP
• IDLE NOISE/VIBRATION
• NVH Condition and Symptom Categories
• DIAGNOSTIC SYMPTOM CHART
• SYMPTOM CHART - SQUEAK AND RATTLE
• SYMPTOM CHART - ENGINE NOISE/VIBRATION
• SYMPTOM CHART - DRIVELINE NOISE/VIBRATION
• SYMPTOM CHART - TIRE NOISE/VIBRATION
• SYMPTOM CHART - AIR LEAK AND WIND NOISE
• SYMPTOM CHART - STEERING NOISE/VIBRATION
• SYMPTOM CHART - BRAKE NOISE/VIBRATION
• SYMPTOM CHART - TRANSMISSION (AUTOMATIC) NOISE/VIBRATION
• SYMPTOM CHART - SUSPENSION NOISE/VIBRATION
• PINPOINT TEST A
• PINPOINT TEST B
• Powertrain/Drivetrain Mount Neutralizing
• Exhaust System Neutralizing
• PINPOINT TEST C
• PINPOINT TEST D
• PINPOINT TEST E
• PINPOINT TEST G
• STEERING GEAR GRUNT/SHUDDER TEST COMPONENT TEST
• PINPOINT TEST H
• PINPOINT TEST I
• Vehicle Cold Soak Procedure