Ford Galaxy / Ford S-MAX. Manual — part 460

Electronic Engine Controls - 2.3L Duratec-
HE (118kW/160PS) - MI4 - Electronic
Engine Controls

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

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Description and Operation

General overview

Description

Variable valve timing (VVT) oil control solenoid

Knock sensor (KS)

Camshaft position (CMP) sensor

Intake manifold runner control (IMRC) actuator

Engine oil pressure (EOP) sensor

Crankshaft position (CKP) sensor

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Heated oxygen sensor (HO2S)

Catalyst monitor sensor

Engine coolant temperature (ECT) sensor

Intake manifold tuning (IMT) valve

Powertrain control module (PCM)

Power steering pressure (PSP) switch

Components

VVT oil control solenoid

The VVT oil control solenoid supplies engine oil to the VVT control unit in accordance with
the actuation by the PCM. This causes the camshaft/valve timing to be either advanced or
retarded.

KS

In conjunction with the PCM, the KS monitors the combustion process and regulates the
injection period so that predetermined volumes of fuel are injected into the cylinders at
every operating cycle.

By constantly measuring the amount of knock present and adjusting the injection period,
the emission values of the engine remain stable.

CMP sensor

The CMP sensor is a variable reluctance sensor supplied with a reference voltage of 5 volts.

If the signal from the CMP sensor fails while the engine is running, the engine continues to

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run using the signals from the CKP sensor.

If the CMP signal is missing at the next starting operation, it will not be possible to start the
engine.

IMRC actuator

The IMRC meters the amount of air flow air velocity in the intake manifold. At low engine
speeds the IMRC is fully closed, keeping air flow velocity high, while at low volume. As the
engine speed increases, the IMRC opens to allow for more air to enter the intake manifold.

EOP sensor

The EOP sensor is located in the oil filter housing. The EOP is connected to the PCM and
registers engine oil pressure. The sensor opens when a defined oil pressure is reached and
the PCM sends a signal to the instrument cluster to illuminate the engine oil pressure
warning light.

CKP sensor

The CKP sensor is an inductive pulse generator which scans 36-1 cast protrusions on the
flywheel. Minus one means that one of the cast protrusions is missing and this gap is
located at 90 degrees before top dead centre. This gap is used by the PCM as a reference
for crankshaft position.

The CKP sensor uses the Hall effect principle.

HO2S

The HO2S is a linear characteristic type sensor, installed forward of the catalytic converter.
The PCM uses this as it's primary sensor to measure the oxygen content of the exhaust
gasses within the exhaust system to provide closed-loop fuelling control.

Catalyst monitor sensor

The catalyst monitor sensor is a non-linear characteristic type sensor fitted to the catalytic
converter. The PCM uses this as it's secondary sensor to measure the oxygen content of the
exhaust system gasses within the exhaust after they have passed through the catalytic
converter. As well as providing additional closed-loop fuelling control, the PCM uses this
information to determine the efficiency of the catalytic converter.

ECT sensor

The ECT sensor is screwed directly into the coolant outlet connector and measures the
temperature of the engine coolant rather than the cylinder head temperature. This is a
more accurate measurement of the engine temperature and the information is used by the
instrument cluster for the temperature gauge indication. It is also used by the PCM to
calculate fuel injection timing and period of injection which will vary dependant on the
engine temperature.

IMT valve