Ford Falcon. Manual — part 199

303-14-10

Powertrain Control Management

303-14-10

DESCRIPTION AND OPERATION (Continued)

Fuel Pressure Regulator

Fuel Injector

The fuel pressure regulator is attached to the outlet

side of the fuel rail and controls the pressure within

the fuel rail. Fuel is delivered to each injector at the

same pressure to ensure the volume of fuel injected is

equal for each cylinder.
The regulator is a diaphragm-operated relief valve.

One side of the diaphragm senses fuel pressure, and

the other side is connected to the intake manifold

vacuum. Fuel pressure is established by a spring

pre-loading applied to the diaphragm. Balancing one

side of the diaphragm with manifold vacuum

maintains a constant pressure across the fuel

injectors. Excess fuel is bypassed through the

regulator and returned to the fuel tank. Fuel pressure

is high when engine vacuum is low.

Intake Air System

The intake air system provides clean air to the engine,

optimises airflow and is designed to minimise

induction noise. The intake air system consists of:

Air Cleaner Assembly
Inlet Ducting
Electronic Throttle Body
Inlet Manifold

Air Cleaner Assembly

The air cleaner assembly is an essential component

of the intake air system. The air cleaner assembly

houses a disposable air filter element that removes

Item

Description

dust from the intake air. The air cleaner element must

be periodically replaced according to the maintenance

1

O-ring

schedule.

2

Filter

3

Adjusting Sleeve

Air Mass Measurement System

4

Weld

The I6 and V8 engines use the “speed density” fuel

5

Shells (2 of)

injection system. In this system, the PCM has stored

in its memory the theoretical mass of intake air that

6

Weld

will be drawn into the engine at any given speed of

7

Weld

operation. Using the engine speed sensor (Crankshaft

8

Support Ring

Position CKP) signal, the Intake Air Temperature and

Manifold Absolute Pressure sensor (T-MAP), the PCM

9

O-ring

can compute the intake air mass, and from it the fuel

10

Seat & Spray Plate Assy.

required to be injected into the engine for combustion.

11

Tube Assy.

This amount of fuel injected is further corrected by

12

Needle, Ball & Armature Assy.

feedback information obtained from the Heated

Oxygen Sensor (HEGO) sensor, providing close loop

13

Spring

control of fuel injection. A further feature of this

14

Coil & Bobbin Assy.

system is the ability to ‘re-calibrate’ itself for changes

15

Plastic Body

in fuel requirements as the engine wears and the

sensors age. This is known as adaptive strategy or

learning and is an additional function derived from

HEGO sensor information.

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303-14-11

Powertrain Control Management

303-14-11

DESCRIPTION AND OPERATION (Continued)

two ports in the Phaser, one port will retard the cam

timing (‘Retard port’) and the other will advance the

timing (‘Advance port’). An Oil Control Valve (OCV),

one for each camshaft, is used to control the flow of

oil into the retard and advance ports of both cams.

The OCV is controlled by the PCM.
The PCM uses a pulse width modulated (PWM)

voltage or ‘Duty Cycle’ (DC) to control each OCV to

attain the desired camshaft angle. VCT1 output

controls the inlet camshaft OCV. VCT2 controls the

exhaust camshaft OCV.
A 3 + 1 tooth wheel on the front of each camshaft with

an associated sensor mounted on the intake and

exhaust sides of the cylinder head are used to

calculate the ‘Actual cam angle’ for both camshafts.

The two sensors are called, intake cam position or

Intake Air Ducting

‘CID1’ and exhaust cam position or ‘CID2’. Intake and

The intake air ducting connects the air filter assembly exhaust cam positions are calculated separately.

to the throttle body. The ducts prevent entry of foreign

The PCM uses engine rpm, throttle position and

material to the air intake system after the air filter. The

engine load to determine the optimum camshaft

design minimises restriction and is tuned to reduce

timing setting or ‘Desired Cam Angle’ for both

intake noise.

camshafts.

Electronic Throttle Control

Once the PCM has determined the Desired Cam

Angle, it will control the Duty Cycle output VCT1 and

The Electronic Throttle Body (ETB) controls the

VCT2, to the intake and exhaust OCVs based on the

amount of air admitted to the engine by restricting the

difference between the Desired Cam Angle and the

air intake with a throttle plate.

Actual Cam Angle. This difference is called the Cam

The accelerator pedal position sensor (APPS) senses

Angle Error. The Cam Angle Error for each cam is

the driver’s acceleration request to the PCM. The

calculated individually and used to control both

PCM processes this information into an output signal

camshafts independently to a single Desired Cam

for the ETB. The electric motor in the ETB moves the

Angle.

throttle plate through a gear set. The throttle plate is

An engine oil temperature sensor, which measures oil

adjusted and monitored by the PCM in a closed

temperature in the oil gallery, is used to compensate

control loop. The TP sensor provides the PCM with

for Phaser response with changing oil viscosity at

feedback on the actual position of the throttle plate.

different temperatures.

The electronic throttle body and the Positive

Crankcase Ventilation (PCV) provides airflow during

5.4L, 3 Valve V8 Engine

idle. The PCM trims the throttle continuously to

The 5.4, 3V, V8 Engine is fitted with variable inlet and

maintain the proper idle speed under all conditions

exhaust camshaft timing on each cylinder head bank.

from cold start to normal operating temperatures. It

The camshaft on each bank is variable over a

also compensates for additional loads such as

60-degree crank angle using two separate hydraulic

air-conditioning and power steering. The idle speed is

‘Phasers’, which are integral with the Bank1 and

not manually adjustable.

Bank2 camshaft drive sprockets.

Inlet Manifold

The camshaft timing is controlled by directing oil

under pressure (from the engine oil pump) into one of

The inlet manifold is an aluminium casting, which

two ports in the Phaser, one port will retard the cam

directs the intake air to the inlet ports on the cylinder

timing (‘Retard port’) and the other will advance the

head.

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.

I6 Engine

The 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 inlet RH Bank OCV. VCT2 controls the

which are integral with the intake and exhaust

LH Bank 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

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303-14-12

Powertrain Control Management

303-14-12

DESCRIPTION AND OPERATION (Continued)

calculate the ‘Actual cam angle’ for both camshafts.

The two sensors, CID1 and CID2 measure the

camshaft angle on Bank 1 and Bank 2 respectively.
The PCM uses engine rpm, throttle position and

engine load to determine the optimum camshaft

timing setting or ‘Desired Cam Angle’ for both

camshafts.
Once the PCM has determined the Desired Cam

Angle, it will control the Duty Cycle output VCT1 and

VCT2, to the intake and exhaust OCVs based on the

difference between the Desired Cam Angle and the

Actual Cam Angle. This difference is called the Cam

Angle Error. The Cam Angle Error for each cam is

calculated individually and used to control both

camshafts independently to a single Desired Cam

Angle.
An engine oil temperature sensor in the engine sump

is used to compensate for Phaser response with

changing oil viscosity at different temperatures.

Intake Manifold Charge Control (IMCC) (I6

only)

To improve engine torque over the entire engine

operating range, the I6 engine has an Intake Manifold

Charge Control (IMCC) system, which contains two

air runners for each cylinder. A butterfly valve situated

in the intake runner for each cylinder controls the

effective length of the intake path. The Powertrain

Control Module (PCM) controls operation of the IMCC

system.

In normal operation, below approximately 3,800 RPM,

At low engine speeds a long intake path improves

the butterfly valves are closed, causing the intake air

volumetric efficiency, while at higher engine speeds a

to follow the longer path into the engine. At higher

short intake path provides better efficiency. Changing

engine speeds, above approximately 3,800 RPM, the

the effective length of the intake air path improves

butterfly valves open allowing the intake air to follow a

drivability and engine power throughout the engines

shorter path into the engine. A vacuum actuator

operating range. The lengths of the runners are

operates the butterfly valves. The Powertrain Control

designed to suit the Ram Air Effect of the I6 engine.

Module (PCM) controls vacuum to the actuator via a

solenoid valve.
NOTE: On I6 Turbo engines, there are no butterfly

valves.

Ignition System

The ignition Coil-On-Plug (COP) assembly consists of

a coil mounted on top of a spark plug. For each of the

engine’s cylinders, there is a corresponding COP

assembly.
Individual low side coil drives in the PCM control the

COP’s that ignites the air-fuel mixture within the

cylinders. The COP’s provide a controlled high

voltage spark to each spark plug at the correct time

under all engine operating conditions.
The ignition system comprises:

Individual coil drives: one per cylinder
Spark Plugs
Crankshaft Position Sensor (CKP) input

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303-14-13

Powertrain Control Management

303-14-13

DESCRIPTION AND OPERATION (Continued)

Camshaft Position Sensors (Cylinder

The powertrain control module (PCM) controls the

Identification) (CID1 & 2)

Evaporative (EVAP) Canister Purge solenoid. The

solenoid controls the flow of vapours from the carbon

Spark Advance Map

canister to the intake manifold for combustion during

various engine operating modes. The EVAP canister

The Powertrain Control Module (PCM) memory

purge solenoid is a normally closed valve.

contains a complex spark advance map to ensure

optimum ignition timing under all conditions. The ideal Canister purge occurs at all engine operating

advance is applied ensuring the best possible

conditions including idle and after engine warm-up.

performance, economy and minimal emissions.

The solenoid valve purges continuously until the EGO

sensor detects no more fuel vapours. The solenoid

Spark Plugs

valve then shuts down for a two minute period before

starting the purge cycle again.

Spark plugs are described in Section 303-07.

Positive Crankcase Ventilation

Engine Cooling System

The Positive Crankcase Ventilation (PCV) system

The engine cooling system is described in Section

cycles crankcase gases back through the engine

303-03A. The Powertrain Control Module (PCM)

where they are burned during the combustion

controls operation of the Electro Drive Fans 1-2

process. The PCV valve regulates the amount of

(EDF1-2). The PCM operates both fans at low or high

ventilating air entering the intake air system and

speeds through relays depending on engine

prevents any backfire from reaching the crankcase.

temperature load and A/C System pressure. The PCM

uses the Cylinder Head Temperature Sensor (CHT)

Catalyst and Exhaust System

and Air Conditioner Refrigerant Pressure Transducer

(ACPT), Vehicle Speed and Air Conditioner Control

The exhaust system carries engine emissions from

Relay, B2 (ACR) signals to calculate the cooling

the engine through the exhaust manifold, engine pipe,

requirements, then switches the fan relays

and catalytic converter to the atmosphere. The

accordingly.

exhaust system is described in Section 309-00. A

Heated Exhaust Gas Oxygen Sensor (HEGO) is

The PCM transmits CHT information to the instrument

mounted before the catalytic converter. The catalytic

cluster temperature gauge and the Climate Control air

converter reduces the concentration of carbon

conditioning on the CAN line.

monoxide, unburned hydrocarbons and oxides of

Engine Cooling Strategy (excludes LPG)

nitrogen in the exhaust emissions to an minimum

level.

The I6 and V8 engine cooling strategy ensures the

continued operation of the engine in the event of

Heated Oxygen Sensors

coolant loss or extremely high temperatures. If the

The Heated Exhaust Gas Oxygen Sensor (HEGO)

engine temperature exceeds approximately 120

provides the Powertrain Control Module (PCM) with a

degrees, to maintain a safe engine operating

voltage level that relates to the oxygen content of the

temperature, the fuel injectors are sequentially shut

exhaust gas.

off to allow each cylinder to be cooled by the intake

air. The engine may run rough when operating in

overheat management strategy mode. The jewel in

the cluster will light when the PCM senses that the

engine has exceeded a safe operating temperature.

The jewel will flash when fail-safe cooling strategy no

longer can keep the engine running. Shortly

afterwards, the engine will shutdown.

Evaporative Emission System

The Evaporative Emission System prevents fuel

vapours from the fuel tank being vented to the

atmosphere. Fuel vapours from the fuel tank are

collected in a carbon canister while the engine is not

running. The vapours remain trapped within the

canister until it is purged to the inlet manifold, where

the vapours are burnt as part of the normal

Item

Description

combustion process.

1

Fuel Injector

The Powertrain Control Module (PCM) monitors

2

HEGO Sensor

several system inputs to determine when purging the

vapours will have minimum impact on engine

operation.

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