Ford Galaxy / Ford S-MAX. Manual — part 452

Electronic Engine Controls - 2.0L Duratec-
HE (107kW/145PS) - MI4/2.0L Duratec-
HE Flex Fuel (107kW/145PS) - MI4 -
Electronic Engine Controls—Vehicles With:
Ethanol Capability - System Operation and
Component Description

S-MAX/Galaxy 2006.5 (02/2006-)

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Description and Operation

Control Diagram

NOTE: This description only deals with components relevant to ethanol operation or
modified components.

Description

High speed

CAN (controller area network)

Item

1

DLC (data link connector)

Medium speed

CAN

GEM (generic electronic module)

PCM (powertrain control module)

injectors

HO2S (heated oxygen sensor)

CKP (crankshaft position)

ECT (engine coolant temperature)

Starter Relay

Ignition lock

PCM

relay

Battery

Instrument cluster

Fuel pump driver module
Comments:

Of which the following are relevant here: Float arm, resistor board
Refer to:

Fuel Tank and Lines - 2.0L Duratec-HE Flex Fuel (107kW/145PS) - MI4, Vehicles

With: Ethanol Capability

(310-01A Fuel Tank and Lines - 2.0L EcoBoost SCTi (149kW/203PS) -

MI4/2.0L Duratec-HE (107kW/145PS) - MI4/2.0L Duratec-HE Flex Fuel (107kW/145PS) -
MI4/2.3L Duratec-HE (118kW/160PS) - MI4/2.5L Duratec (162kW/220PS) - VI5, Description
and Operation).

Instrument cluster

System Operation

Fuel type determination and adaptation

The crucial factor for optimal adaptation of the fuel-air mixture is knowledge of the fuel
composition in the fuel tank. To determine the ethanol share in the fuel, the

HO2S

signal

and the fuel level sensor are used. A corresponding algorithm in the

PCM

calculates the fuel

composition from these.

The following prerequisites must be fulfilled for fuel type determination:

The fuel level must be increased by at least 10 liters if the fuel level sensor has reported
that the fuel tank is empty.
The fuel level must be increased by at least 5 liters if the fuel tank is partially full.
Approximately 0.1 liters of fuel must have been consumed since refueling
Engine management is working in a closed loop (Lambda control is active). This requires
an engine temperature of approximately 30 to 40°C
The engine load is in the range between idling and full load (provided no fuel enrichment
is carried out to protect the catalyst)
No error codes are saved in the

PCM

The following events can trigger a fuel type determination:

a sufficient increase in the fuel level in the fuel tank
an empty fuel tank or very low fuel level after prolonged standstill of the vehicle or
starting of the engine
programming of the

PCM

As the fuel level rises, the float arm of the fuel level sensor rises and changes the sensing
position on the resistance track of the resistor board. The resistor board transfers the
resulting drop in voltage to the

GEM

via direct wiring. The

GEM

sends this value to the

CAN

via

PCM

. When the above conditions for fuel type determination have been met, the

PCM

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

begins the fuel type determination.

Fuel type determination is carried out on the basis of the fuel type and the fuel level saved
before refueling. The

PCM

compares the previous fuel level with the new fuel level and

calculates the quantity of fuel topped up. With this information, the

PCM

calculates in

advance which new fuel types could result if either petrol or ethanol E85 were added to the
tank. With this advance calculation, the

PCM

can adapt the fuel injection and ignition angle

more quickly.

After being started, the engine is managed based on the fuel type saved before topping up,
until around 0.1 liters of fuel have been consumed. This ensures that the fuel determination
only begins when new fuel is already being used. The starting point for the fuel type
determination is the average of the two pre-calculated new fuel types. If the same fuel has
been added, the

HO2S

will send a Lambda value fluctuating around 1. If a different fuel

type has been added, the

HO2S

sends a Lambda value greater or less than 1. If the

Lambda value is greater than 1, this means that ethanol E85 was added. Otherwise, petrol
has been added. As soon as the

PCM

detects the direction of the Lambda value, it switches

the engine management to the relevant settings for the two pre-calculated fuel types.
When approximately 0.4 liters of fuel have been consumed, the fuel type can be confirmed
and saved. However, the fuel type is only saved if the Lambda value fluctuates within a
predefined range around 1 for a predefined period and air quantity.

Once the pre-calculated fuel type has been confirmed and saved, more accurate fuel type
determination and adaptation are carried out.

If the fuel type determination is interrupted before a new fuel type has been saved, certain
tests are carried out. The purpose of these tests is to check whether sufficient information
about the fuel type is available to pre-calculate the possible fuel types. If not, engine
starting is begun with the pre-calculated fuel type for petrol refueling and continuously
adjusted towards the pre-calculated fuel type for ethanol refueling, until the engine can be
started.

The requirements for petrol and ethanol operation are very different, which is why a special
characteristics map has been saved in the

PCM

for both fuel types. For all fuel mixtures

between petrol and ethanol E85, the

PCM

calculates a corresponding intermediate

characteristics map.

Special features in ethanol operation

Because ethanol vaporizes more slowly and approximately 30% more fuel has to be
vaporized, the greater the ethanol share in the fuel, the earlier and longer the injectors
must be opened.
Ethanol has a higher boiling point than petrol. A greater ethanol share reduces cold
starting ability. With a 75% ethanol share and no engine preheating, the engine cannot
be started at temperatures as low as -10°C. By preheating with the engine preheater
over a period of 2 hours the engine can be started at temperatures as low as -30°C.
The knock resistance of ethanol E85 is around 104

RON (research octane number)

. As

the ethanol share increases, the "advanced" ignition return is reduced. With an ethanol
share of 50% or more, knocking combustion is eliminated and the ignition timing can be
set to the optimum value. The

KS (knock sensor)

signal is still present, but is no longer

needed for engine management
In the partial load range, the fuel consumption is about 30% higher than in petrol
operation. At full load the fuel consumption is about 10% higher than in petrol operation,
as the engine runs with a Lambda value equal to 1 (provided no fuel enrichment is
carried out to protect the catalyst). In petrol operation the Lambda value is about 0.8 at
full load.
During fuel type determination and adaptation, the

HO2S

remains active even if the

throttle valve is fully open. If the catalytic converter threatens to overheat,

HO2S

control

is interrupted and the catalytic converter is cooled through fuel enrichment.
The error memory is disabled during fuel type determination and adaptation.

Electronic Engine Controls - 2.0L Duratec-
HE (107kW/145PS) - MI4/2.0L Duratec-
HE Flex Fuel (107kW/145PS) - MI4 -
Camshaft Position (CMP) Sensor

S-MAX/Galaxy 2006.5 (02/2006-)

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Removal and Installation

Materials

Removal

NOTE: Removal steps in this procedure may contain installation details.

Installation

Name

Specification

Engine Oil - 5W-30 WSS-M2C913-C

1.

2.

CAUTION: Only use the specified

material to lubricate the seals.

Material:

Engine Oil - 5W-30 (WSS-M2C913-C)

Torque:

8 Nm

1. To install, reverse the removal procedure.