Ford Falcon. Manual — part 208
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Powertrain Control Management
303-14-46
DESCRIPTION AND OPERATION (Continued)
3. Check the harness for open circuits and short
The camshaft timing is controlled by directing oil
circuits.
under pressure (from the engine oil pump) into one of
two ports in the Phaser, one port will retard the cam
4. Further testing of EDF1-2 is described in Section
timing (‘Retard port’) and the other will advance the
303-03, Engine Cooling.
timing (‘Advance port’). An Oil Control Valve (OCV),
Variable Camshaft Timing
one for each camshaft is used to control the flow of oil
into the retard and advance ports of both cams. The
I6 Engine
OCV is controlled by the PCM.
The I6 Engine is fitted with variable inlet and exhaust
The PCM uses a pulse width modulated (PWM)
camshaft timing. Both camshafts are variable over a
voltage or ‘Duty Cycle’ (DC) to control each OCV to
60-degree crank angle. This is achieved by two
attain the desired camshaft angle. VCT1 output
separate hydraulic mechanisms called ‘Phasers’,
controls the Bank1 camshaft OCV. VCT2 controls the
which are integral with the intake and exhaust
Bank2 camshaft OCV.
camshaft drive sprockets.
A 4 + 1 tooth wheel on the front of each camshaft with
The camshaft timing is controlled by directing oil
an associated sensor mounted on the intake and
under pressure (from the engine oil pump) into one of exhaust sides of the cylinder head are used to
two ports in the Phaser, one port will retard the cam
calculate the ‘Actual cam angle’ for both camshafts.
timing (‘Retard port’) and the other will advance the
The two sensors, CID1 and CID2 measure the
timing (‘Advance port’). An Oil Control Valve (OCV),
camshaft angle on Bank 1 and Bank2 respectively.
one for each camshaft is used to control the flow of oil The PCM uses engine rpm, throttle position and
into the retard and advance ports of both cams. The
engine load to determine the optimum camshaft
OCV is controlled by the PCM.
timing setting or ‘Desired Cam Angle’ for both
The PCM uses a pulse width modulated (PWM)
camshafts.
voltage or ‘Duty Cycle’ (DC) to control each OCV to
Once the PCM has determined the Desired Cam
attain the desired camshaft angle. VCT1 output
Angle, it will control the Duty Cycle output VCT1 and
controls the inlet camshaft OCV. VCT2 controls the
VCT2, to the intake and exhaust OCVs based on the
exhaust camshaft OCV.
difference between the Desired Cam Angle and the
A 3 + 1 tooth wheel on the front of each camshaft with Actual Cam Angle. This difference is called the Cam
an associated sensor mounted on the intake and
Angle Error. The Cam Angle Error for each cam is
exhaust sides of the cylinder head are used to
calculated individually and used to control both
calculate the ‘Actual cam angle’ for both camshafts.
camshafts independently to a single Desired Cam
The two sensors are called, intake cam position or
Angle.
‘CID1’ and exhaust cam position or ‘CID2’. Intake and An engine oil temperature sensor, which measures oil
exhaust cam positions are calculated separately.
temperature in the oil sump, is used to compensate
The PCM uses engine rpm, throttle position and
for Phaser response with changing oil viscosity at
engine load to determine the optimum camshaft
different temperatures.
timing setting or ‘Desired Cam Angle’ for both
Modes of Operation
camshafts.
Once the PCM has determined the Desired Cam
1. Start-Up Mode
Angle, it will control the Duty Cycle output VCT1 and
In this mode the VCT phasers will be in the fully
VCT2, to the intake and exhaust OCVs based on the
advanced position or locked position. The Camshafts
difference between the Desired Cam Angle and the
are locked mechanically by a hydraulic ‘Locking Pin’
Actual Cam Angle. This difference is called the Cam
which forms part of the phaser. The VCT1 and VCT2
Angle Error. The Cam Angle Error for each cam is
duty cycle sent to the oil control valves will be 0%.
calculated individually and used to control both
Exit from startup mode is within 10 seconds of
camshafts independently to a single Desired Cam
starting.
Angle.
An engine oil temperature sensor, which measures oil 2. Idle Mode
temperature in the oil gallery of the engine block, is
At idle, the VCT Phasers are in the locked fully
used to compensate for Phaser response with
advance position as per Start-Up Mode. Exit from Idle
changing oil viscosity at different temperatures.
Mode occurs when the engine speed is above 1,050
RPM and the throttle is open.
5.4 L, 3 Valve V8 Engine
The 5.4, 3V, V8 Engine is fitted with variable inlet and 3. Normal Drive Mode
exhaust camshaft timing on each cylinder head bank . In this mode of operation the camshaft timing angle is
The camshaft on each bank is variable over a
controlled to a Desired Cam Angle which is
60-degree crank angle using two separate hydraulic
determined by, Engine Speed, Engine Load, Throttle
‘Phasers’, which are integral with the Bank1 and
Position. In this condition the PCM VCT1 and VCT2
Bank2 camshaft drive sprockets.
output duty cycle will be between 20% and 80% (0.2
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Powertrain Control Management
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DESCRIPTION AND OPERATION (Continued)
to 0.8) supplied to the OCVs.
VCT Sensor Location
4. Engine Shut down Mode
When the vehicle is keyed off, (normally from idle) the
VCT Phasers will remain in the Locked position.
5. Oil Overheat mode
If the oil temperature becomes excessively high
engine speed at which the VCT system enters Drive
Mode will become higher. See specifications in this
section.
6. System Malfunction Mode
If a critical sensor or the VCT system fails the VCT
system will be set to the fully advanced locked
position. The VCT1 and VCT2 Duty cycle to the OCVs
will be set to 0%.
Diagnosis
Diagnostic Trouble Codes (DTC) are retrieved through
7. Oil Control Valve Cleaning Mode
the diagnostic connector using the WDS tester. Fault
The VCT system has an automatic Valve Cleaning
Finding Tables for DTCs are in the ‘Diagnosis’
Mode that is designed to keep the valve free of oil
section.
deposits and build up. This mode is activated when
the throttle is closed during normal driving.
DTCs applicable to the VCT solenoid are shown in the
following table.
Connections
DTC
Test Type
Description of test
PCM Pin A5
. . . . . . . .VCT1
P0340
KOER Cont
Camshaft Position
PCM Pin A6
. . . . . . . .VCT2
Sensor CID1 (I6
Intake Cam, V8 Bank
Circuit
1)
P1340
KOER Cont
Camshaft Position
Sensor CID2 (I6
Exhaust Cam, V8
Bank 2)
P1380
KOEO Cont
Camshaft Position
Actuator, VCT1
Circuit (I6 Intake
OCV, V8 Bank 1
OCV)
P1385
KOEO Cont
Camshaft Position
Actuator, VCT2
Circuit (I6 Exhaust
OCV, V8 Bank 2
OCV)
P1381
Cont
Camshaft Position
Maintenance
Timing Over
Maintenance of the VCT solenoid and mechanisms
Advanced (I6 Intake
are described in the Variable Camshaft Timing
cam, V8 Bank 1)
section.
P1386
Cont
Camshaft Position
Timing Over
Advanced (I6
Exhaust Cam, V8
Bank 2)
P1383
Cont
Camshaft Position
Timing Over
Retarded (I6 Intake
cam, V8 Bank 1)
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Powertrain Control Management
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DESCRIPTION AND OPERATION (Continued)
DTC
Test Type
Description of test
PID
Description
P1388
Cont
Camshaft Position
VCTADV
cam_angle_0; The actual position
Timing Over
in crankshaft degrees of the right
Retarded (I6 Exhaust
or number 1 camshaft for VCT
Cam, V8 Bank 2)
(Variable Camshaft Timing),
where zero is the base camshaft
timing. A decrease corresponds to
Critical Sensors
an advance of the camshaft
If the following sensors malfunction the VCT system
timing, while an increase
will be disabled.
corresponds (I6 Intake Cam, V8
Bank 1)
Sensor
Description
VCTADV2
cam_angle_1; The actual position
CHT
Cylinder head temperature sensor
in crankshaft degrees of the left or
EOT
Engine Oil Temperature Sensor
number 2 camshaft for VCT
MAP
Manifold Absolute Pressure Sensor
(Variable Camshaft Timing),
ACT
Air Charge Temperature Sensor
where zero is the base camshaft
timing. A decrease corresponds to
TP
Throttle Position Sensor
an advance of the camshaft
Check the relevant sections in this chapter to ensure
timing.(I6 Exhaust Cam, V8 Bank
these sensors are operating correctly, Before
2)
Performing any other diagnosis on the VCT system.
VCTADVERR
cam_err_0; How far the actual
Specifications / Modes of operation I6
V8, 3V
position of the right camshaft is
advanced (+) or retarded (-) in
Cam Angle at fully advanced
-10
°
0
°
crankshaft degrees from the
Position
desired position for VCT (Variable
Cam Angle at Fully Retarded
50
°
60
°
Camshaft Timing ). (I6 Intake
Position
Cam, V8 Bank 1)
VCT Activation RPM
VCTADVERR2
cam_err_1; How far the actual
Oil Temperature
I6, 4V
V8, 3V
position of the left or number 2
camshaft is advanced (+) or
Normal
1000 RPM
1100 RPM
retarded (-) in crankshaft degrees
130
°
1250 RPM
1100 RPM
from the desired position for VCT
140
°
1500 RPM
1100 RPM
(Variable Camshaft Timing ). (I6
150
°
VCT off
1100 RPM
Exhaust Cam, V8 Bank 2)
Failure Diagnosis
Solenoid Test
If a fault develops in the VCT control system or a
1. Disconnect the wiring harness from the VCT
critical sensor, The VCT outputs from the PCM are
solenoid.
disabled (the VCT system is turned off) and the
2. Using a suitable multimeter, measure the
appropriate trouble code will be logged in memory for
resistance of the solenoid coil across the
retrieval during Self-test mode.
terminals.
VCT PID Specification
PID
Description
VCT1
cam_dc_0; Duty cycle of the VCT
(Variable Camshaft Timing)
solenoid output (I6 Intake Cam,
V8 Bank 1)
VCT2
cam_dc_1; Duty cycle of the VCT
(Variable Camshaft Timing)
solenoid output (I6 Exhaust Cam,
V8 Bank 2)
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Powertrain Control Management
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DESCRIPTION AND OPERATION (Continued)
VCT Solenoid Resistance Specification
I6 7.0
Ω - 9.0 Ω
V8, 3V 8.0
Ω - 10.0 Ω
Circuit
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