Ford FCS-14000-DL GPS Receiver User Manual

FCSD
Technical Training
INTERACTIVE STUDY GUIDE
2005
EXPEDITION/NAVIGATOR
NEW MODEL TECHNICIAN
TRAINING
FCS-14000-DL
2005 EXPEDITION/NAVIGATOR NEW MODEL TECHNICIAN TRAINING
02-SEP-04
COURSE CODE: 30N29F0
IMPORTANT SAFETY NOTICE
Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, as
well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing service
and repair work with tested, effective techniques. Following them will help assure reliability.
There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of the
individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each.
Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his
personal safety nor the vehicle integrity by his choice of methods, tools or parts.
As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a
specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given
to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those
areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should
follow when you work on a vehicle.
•
•
Always wear safety glasses for eye protection.
•
To prevent serious burns, avoid contact with hot metal
parts such as the radiator, exhaust manifold, tail pipe,
catalytic converter and muffler.
•
Do not smoke while working on the vehicle.
•
To avoid injury, always remove rings, watches, loose
hanging jewelry, and loose clothing before beginning to
work on a vehicle. Tie long hair securely behind your
head.
•
Keep hands and other objects clear of the radiator fan
blades. Electric cooling fans can start to operate at any
time by an increase in underhood temperatures, even
though the ignition is in the OFF position. Therefore, care
should be taken to ensure that the electric cooling fan is
completely disconnected when working under the hood.
Use safety stands whenever a procedure requires you to
be under the vehicle.
•
Be sure that the ignition switch is always in the OFF
position, unless otherwise required by the procedure.
•
Set the parking brake when working on the vehicle. If you
have an automatic transmission, set it in PARK unless
instructed otherwise for a specific service operation. If you
have a manual transmission it should be in RE-VERSE
(engine OFF) or NEUTRAL (engine ON) unless instructed
otherwise for a specific service operation.
•
Operate the engine only in a well-ventilated area to avoid
the danger of carbon monoxide.
•
Keep yourself and your clothing away from moving parts
when the engine is running, especially the fan and belts.
The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or
service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty
and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern.
The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved
for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or
testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended
merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available, may be
used. The right is reserved to make changes at any time without notice.
WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS. WHEN WORKING ON BRAKE COMPONENTS, AVOID
BREATHING THE DUST. BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER.
Breathing asbestos dust is harmful to your health.
Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when
made airborne by cleaning with compressed air or by dry brushing.
Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers.
Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per OSHA
instructions and the trash hauler notified as to the contents of the bag.
If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians
should wear government approved toxic dust purifying respirators.
OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians
concerned with performing brake or clutch service should be present in the area.
Copyright  2004 Ford Motor Company
Produced and Coordinated by
Technical Support Operations
Ford Customer Service Division
September, 2004
CUSTOMER EXPECTATIONS
Customer Expectations: Service
1. Make it convenient to have my vehicle
serviced at your dealership.
2. The Service Advisor should
demonstrate a genuine concern for
my service needs.
3. Fix it right the first time.
4. Complete servicing my vehicle in a
5. Provide me with a clear and thorough
explanation of the service performed.
6. Call me within a reasonable amount
of time after my service visit to ensure
that I’m completely satisfied.
7. Be responsive to questions or
concerns I bring to your attention.
timely and professional manner.
Expectation 3
‘‘Fix It Right The First Time, on Time.’’
Both service advisors and technicians are important players when it comes to Expectation
#3.
Why
Customers tell us ‘‘Fixing It Right The First Time, on Time’’ is one of the reasons they
would decide to return to a dealer to buy a vehicle and get their vehicles serviced.
Technician Training
It is our goal to help the technician acquire all of the skills and knowledge necessary to
‘‘Fix It Right The First Time, on Time.’’ We refer to this as ‘‘competency.’’
Technician’s Role
Acquire the skills and knowledge for competency in your specialty via:
STST
New Model
– Self Study
– Self Study
– FordStar Broadcasts
– FordStar Broadcasts
– Ford Multimedia Training (FMT)
– Instructor Led
– Instructor Led
The Benefits
The successful implementation of expectations means:
– Satisfied customers
– Repeat vehicle sales
– Repeat service sales
– Recognition that Ford and Lincoln/Mercury technicians are ‘‘the Best in the
Business’’
TABLE OF CONTENTS
INTRODUCTION ............................................................................................................... Intro-1
Technical Training ........................................................................................................ Intro-1
Ground Rules for Successful Completion .................................................................... Intro-1
Logging On ................................................................................................................... Intro-2
Keypad Operation......................................................................................................... Intro-3
In-Dealership Training Map .......................................................................................... Intro-4
Purpose......................................................................................................................... Intro-5
Agenda.......................................................................................................................... Intro-5
LESSON 1: OVERVIEW......................................................................................................... 1-1
Objectives .......................................................................................................................... 1-1
Mechanical and Chassis Features .................................................................................... 1-2
Exterior Features ............................................................................................................... 1-6
Interior Features ................................................................................................................ 1-8
Lifting and Jacking........................................................................................................... 1-10
Maintenance Check Points.............................................................................................. 1-11
LESSON 2: CHASSIS ............................................................................................................ 2-1
Objectives .......................................................................................................................... 2-1
Wheels and Tires............................................................................................................... 2-2
Driveshaft ......................................................................................................................... 2-11
Front Drive Axle/Differential............................................................................................. 2-12
LESSON 3: POWERTRAIN ................................................................................................... 3-1
Objectives .......................................................................................................................... 3-1
Engine - 5.4L ..................................................................................................................... 3-2
Electronic Engine Controls .............................................................................................. 3-36
Fuel Tank and Lines........................................................................................................ 3-38
Engine Special Service Tools.......................................................................................... 3-39
Automatic Transmission .................................................................................................. 3-40
Transmission Cooling ...................................................................................................... 3-62
6HP26 Transmission Special Service Tools ................................................................... 3-63
LESSON 4: ELECTRICAL ..................................................................................................... 4-1
Objectives .......................................................................................................................... 4-1
Climate Controlled Seats................................................................................................... 4-2
Warning Devices................................................................................................................ 4-3
Instrument Cluster Lighting................................................................................................ 4-4
Charging System ............................................................................................................... 4-5
Vehicle Security Module .................................................................................................... 4-6
Module Communication Network....................................................................................... 4-7
APPENDIX ................................................................................................................ Appendix-1
Appendix: Essential Special Service Tools .......................................................... Appendix-1
Order Form ........................................................................................................... Appendix-3
Glossary Of Terms ............................................................................................... Appendix-5
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TABLE OF CONTENTS
NOTES
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2005 Expedition/Navigator New Model Technician Training
INTRODUCTION
FCSD
Technical Training
The distance learning course you are about to take is intended to give you new knowledge and information about
diagnosing and servicing Ford and Lincoln/Mercury vehicles. We hope you will apply this knowledge and
information to ‘‘Fix It Right The First Time’’ as part of the effort to satisfy our customer, the owners of Ford and
Lincoln/Mercury products.
Ground Rules for Successful Completion
This course is what we call ‘‘score based.’’ Successful completion of this course requires a passing score of 80%
or greater on the Post-Test questions. Achievement of 80% or greater will result in a ‘‘PASS’’ in your STARS
training history. A score of less than 80% results in a ‘‘FAIL’’ in your STARS training history. If you logon and
participate in the class, but choose NOT to answer any of the questions, you will receive an ‘‘AUDIT’’ in your
training history. You may return to complete the test in a future class session, if desired. Completion of the test
will replace the ‘‘AUDIT’’ in your STARS training history.
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Intro-1
INTRODUCTION
LOGGING ON
Your response keypad transmits data and voice between you and the host site via telephone lines and satellite. It is
your ‘‘lifeline,’’ connecting you to the instructor as well as to other participants. Using the keypad, you can
become fully involved in the seminar, asking questions and contributing relevant comments.
To log on at the beginning of the broadcast session:
1.
Enter your Social Security number (in response to the keypad prompt). If you press an incorrect key, press
CLEAR and re-enter the numbers.
2.
Press ENTER.
3.
The system validates your ID number by displaying your name on your keypad. If your name does not appear
on the keypad, re-enter your ID number.
4.
If you cannot successfully log on, contact the FORDSTAR Help Desk:
USA Dealers call 1–800–790–HELP (4357).
Canadian Dealers call 1–800–467–8925.
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2005 Expedition/Navigator New Model Technician Training
INTRODUCTION
KEYPAD OPERATION
CALL Key
•
Press the CALL key if you have a question or comment. This places you in the call queue. The system indicates
your name and location to the instructor.
•
It takes approximately 60 seconds for the instructor to respond. If you change your mind about asking the
question, simply press the CALL key again. As long as the instructor has not accepted your call, this takes you
out of the call queue.
WAIT and SPEAK Lights
•
The red WAIT light illuminates when your call is received and placed in the call queue.
•
When the instructor calls on you, the green SPEAK light illuminates and your microphone is activated.
•
The microphone is the gray dot between the SPEAK and WAIT lights. Speak in a normal tone of voice from a
normal sitting position. The instructor will hear you — as will all the other students, wherever they are located.
FLAG Key
•
Use the FLAG key when requested by the instructor. The FLAG key is usually used to alert the instructor that
you have completed tests or exercises.
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Intro-3
INTRODUCTION
IN-DEALERSHIP TRAINING MAP
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2005 Expedition/Navigator New Model Technician Training
INTRODUCTION
PURPOSE
The purpose of this FORDSTAR course is to provide Ford and Lincoln/Mercury service technicians with the
knowledge needed to understand new systems, new or updated components and unique diagnostic and service
procedures for the 2005 Expedition/Navigator.
AGENDA
The information in this course is presented in the following lessons:
•
Lesson 1: Overview
•
Lesson 2: Chassis
•
Lesson 3: Powertrain
•
Lesson 4: Electrical
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Intro-5
INTRODUCTION
NOTES
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2005 Expedition/Navigator New Model Technician Training
LESSON 1: OVERVIEW
OBJECTIVES
•
Identify the new powertrain applications for Expedition and Navigator.
•
Identify exterior features.
•
Identify interior features.
•
Identify lifting and jacking points.
•
Identify maintenance check points.
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1-1
LESSON 1: OVERVIEW
Mechanical and Chassis Features
Mechanical and Chassis Features
•
5.4L 3-Valve Triton Engine w/Variable Cam Timing.
•
6HP26 Automatic Transmission (Navigator only).
•
4R75E Automatic Transmission (Expedition only).
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LESSON 1: OVERVIEW
Engine - 5.4L
5.4L 3-Valve Triton Phaser
The 2005 Expedition and Navigator are available with one engine:
•
New for 2005, the 5.4L 3-valve Triton V8.
– 300 horsepower @ 5,000 rpm
– 365 lb-ft of torque @ 3,750 rpm
– Variable cam timing
– Three valves per cylinder
– Electronic Throttle Control (ETC)
Rather than focusing on a single item to gain improvements in power, Ford used an approach that included
advancements on multiple fronts. These improvements contribute to overall power with reduced NVH, at low
engine speeds. Some of these changes are outlined below:
•
The three-valve design achieves same benefits as a four-valve design.
– Three-valve design balances the forces generated by the valve and spring movement.
– Reduces engine noise.
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1-3
LESSON 1: OVERVIEW
•
Variable Cam Timing (VCT) varies cam timing to match performance demands.
•
Charge Motion Control Valves (CMCV) manage the flow of air into the cylinders.
•
Vibration-resistant ribbing and reinforcement in the lower engine block help manage and tune sound and
vibration.
– The engine block ribbing strengthens the block wall similar to cross reinforcements in a building wall.
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LESSON 1: OVERVIEW
Automatic Transmission
6HP26 Transmission
The 2005 Expedition will use the 4R75E automatic transmission like the 2004 and 2005 F-150, while the
Navigator uses the all-new 6HP26 automatic.
The 6HP26 6-speed transmission uses total electronic control for all functions. The Transmission Control Module
(TCM) and the main control valve body units are combined and installed as a single unit inside the automatic
transmission. Hydraulic functions are directed by electronic solenoids to control:
•
engagement feel
•
shift feel
•
shift scheduling
•
modulated Torque Converter Clutch (TCC) applications
•
engine braking
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1-5
LESSON 1: OVERVIEW
Exterior Features
2005 Navigator Exterior
•
New body side cladding
– Bold new body side cladding is added to the 2005 Lincoln Navigator. The cladding is painted body color and
enhances as well as protects the exterior appearance.
•
New front fascia
– An agressive front fascia is standard on the Lincoln Navigator and comes with integral fog lamps and front
spoiler. High Intensity Discharge (HID) headlamps are optional on all models.
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LESSON 1: OVERVIEW
2005 Expedition Exterior
•
New badging for Limited and FX4 (mid 4th quarter availability).
– Expedition for 2005 comes with new badging when equipped with the Limited and FX4 packages.
•
New power fold side view mirrors.
– Expedition Limited for 2005 comes with new power fold side view mirrors. The mirrors are controlled by a
switch that is integral with the power mirror switch.
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1-7
LESSON 1: OVERVIEW
Interior Features
2005 Navigator Interior
•
New 6HP26 automatic transmission gear selector.
– Lincoln Navigators are equipped with a new 6HP26 transmission. The gear selector allows for manual or
automatic selection of first through fourth gear (O/D disabled) and first through sixth (O/D enabled). O/D is
enabled by moving the gear selector handle to the left while in the D6/D4 gate and is disabled by moving it
to the right.
– To accomodate the new gear selector for the 6HP26 transmission, the center console has been updated.
•
New front seats.
– The 2005 Lincoln Navigator features restyled front seats to improve seating comfort and support.
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LESSON 1: OVERVIEW
2005 Expedition Interior
The 2005 Expedition receives minor trim and finish updates as:
•
Power fold side view miror switch (Limited only).
– The power fold mirrors are operated from a switch that is integral with the power mirror switch.
– In contrast to the power folding mirror switch already available in the Navigator, to retract or extend the
folding mirrors, rotate the mirror adjustment knob to the center position. Pressing the switch down one time
will fold the mirrors inward. Pressing the button again will return the mirrors to their normal position.
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LESSON 1: OVERVIEW
Lifting and Jacking
Lifting and Jacking Points
The front and rear lifting and jacking locations are as indicated.
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LESSON 1: OVERVIEW
Maintenance Check Points
Maintenance Check Points (Navigator Shown)
Item
Description
Item
Description
1
Cabin Air Filter
6
Engine Coolant
2
Engine Air Filter
7
Engine Oil Fill
3
Power Steering Fluid
8
Windshield Washer Solvent
4
Engine Oil Dipstick
9
Battery
5
Brake Fluid
All maintenance point locations are carry-over from 2004 with the exception of the transmission fluid (on Lincoln
Navigator) and air filter element (on both). Expedition has a conventional transmission dipstick located near the
right rear corner of the engine. Refer to the Workshop Manual for the proper maintenance schedule and fluid
specifications.
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LESSON 1: OVERVIEW
NOTES
1-12
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2005 Expedition/Navigator New Model Technician Training
LESSON 2: CHASSIS
OBJECTIVES
•
Identify changes to the TPMS.
•
Identify new suspension system features.
•
Identify new drive axle/differential driveline features.
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2-1
LESSON 2: CHASSIS
Wheels and Tires
Tire Pressure Monitor
•
TPMS functionality is integrated into Vehicle Security Module (VSM) located in the right kick panel.
•
Communicates with sensor at 315 MHz.
•
Blue colored sensor (315 MHz), unique for 2005 Expedition and Navigator.
•
Sensor Training process is same as previous TPM system (with exception of spare tire).
•
2004 sensor (Black, 433 MHz) will NOT work on 2005 Expedition or Navigator.
•
Sensor removal and installation process is same as 2004 system.
•
Cluster messages for TPMS are different than 2004.
•
A separate warning indicator is used on Expedition models that are not equipped with the optional message
center.
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LESSON 2: CHASSIS
TPMS General Information
Temperature fluctuation changes tire inflation pressure 7KPa per 12 degrees Celsius (1 psi per 10 degrees F)
Article #: SSM 17496 Date: 01/16/2004: TPMS SYSTEM-DO NOT USE AFTERMARKET WHEELS. SOME
2003-2004 EXPEDITION/NAVIGATOR/AVIATOR/EXPLORER/MOUNTAINEER VEHICLES MAY
EXHIBIT A TIRE PRESSURE MONITORING SYSTEM (TPMS) WARNING, OR OTHER RELATED
CONDITIONS, IF AFTERMARKET WHEELS ARE INSTALLED. FORD MOTOR COMPANY DOES NOT
RECOMMEND USING AFTERMARKET WHEELS ON ANY VEHICLES, ESPECIALLY TPMS EQUIPPED
VEHICLES. ORIGINAL EQUIPMENT (OE) WHEELS ARE SPECIFICALLY DESIGNED TO
ACCOMMODATE TPMS SENSORS. AFTERMARKET WHEELS MAY NOT BE COMPATIBLE WITH
THESE SENSORS, AND USE OF NON-OE WHEELS MAY RESULT IN ILLUMINATION OF THE TPMS
WARNING INDICATOR, LOSS OF TIRE PRESSURE, TPMS SENSOR DAMAGE OR LOSS OF TPMS
FUNCTIONALITY. FORD DOES NOT SUPPORT DISABLING THE TPMS SYSTEM. IT IS THE
INSTALLER’S RESPONSIBILITY TO ENSURE AFTERMARKET WHEELS PROVIDE EQUIVALENT FIT
AND FUNCTION AS THE OE WHEELS BEING REPLACED INCLUDING TPMS FUNCTIONALITY.
NOTE: This SSM also applies to 2005 model year Expedition and Navigators vehicles.
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LESSON 2: CHASSIS
Functionality - 2005 Model Year
Sensor Wheel Package
Item
1
Description
Item
Description
Blue, 315 Mhz Tire Pressure Sensor
•
4-sensor system (road tires only, does not include spare).
•
RF-based.
– Sensors transmit pressure and unique ID to VSM (integrated system).
– Receiver (TPM integral to VSM) receives information, processes information, and communicates status to
the cluster via MS-CAN link.
•
TPMS warnings displayed on message center (if equipped).
•
All units use NHTSA defined telltale.
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LESSON 2: CHASSIS
Sensor Description
TPMS Sensor
Item
Description
Item
Description
1
Transmitter Case
5
Aluminum Valve
2
Air Hole: Top
6
Inside: Core
3
Potted Surface: Bottom
7
Nut
4
Grommet
8
Cap
•
315 MHz (Blue), Manchester Encoded, AM.
•
Pressure Sampling / Transmission.
– Stationary – 15 minute sample /1 hour transmission.
– Rolling – 30 second sample/1 minute transmission.
•
Motion switch sampling rate – 10 second.
•
Full Scale Pressure Range: 0 – 64 psi.
•
24 Bit Electronic ID Code.
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LESSON 2: CHASSIS
Module Description
•
TPM System integrated into Vehicle Security Module (VSM).
•
Module designed to:
– Receive tire pressure and sensor information (315MHz transmissions from sensors).
– Process input information, determine correct status, and associate sensors with module (learn).
– Communicate status to message center via MS-CAN.
– Output to horn relay (self test and manual learn mode).
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LESSON 2: CHASSIS
Cluster Messages
The following are messages that can be displayed on the message center (if equipped on Expedition models,
standard on Navigator).
•
Customer (Normal Message)
– LOW TIRE PRESSURE
•
Customer (System Check)
– TIRE PRESSURE SYSTEM ACTIVE
•
Service
– TIRE TRAINING COMPLETED
– TRAIN RF TIRE
– TRAIN LF TIRE
– TRAIN RR TIRE
– TRAIN LR TIRE
– TIRES NOT TRAINED - REPEAT
•
System Faults
– TIRE PRESSURE MONITOR FAULT
– TIRE PRESSURE SENSOR FAULT
The following are operating conditions for the TPM warning indicator:
•
Low tire pressure: Warning indicator is ON SOLID.
•
Sensor/Monitor fault: The warning indicator flashes for approximately 20 seconds after the event occurs and
after every key cycle until condition is corrected.
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LESSON 2: CHASSIS
DTCs
2-8
DTC
Description
B1342
ECU Defective
B2477
Module Configuration Failure
B2868
Left Front Sensor Fault
B2869
Right Front Sensor Fault
B2870
Right Rear Sensor Fault
B2871
Left Rear Sensor Fault
B2872
Tire Sensor Fault
B1217
Horn Relay Circuit Failure
C2780
ECU in Manufacturing Mode
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LESSON 2: CHASSIS
TPMS PIDs
NGS Name
WDS Name
Description
LF_ID
LF_ID_VSM
LEFT FRONT TIRE SENSOR
ID
RF_ID
RF_ID_VSM
RIGHT FRONT TIRE SENSOR
ID
RR_ID
RR_ID_VSM
RIGHT REAR TIRE SENSOR
ID
LR_ID
LR_ID_VSM
LEFT REAR TIRE SENSOR ID
LF_PRES
LF_PSI_VSM
BP COMPENSATED
PRESSURE CALCULATED BY
MODULE (BARO COMP
VALUE)
RF_PRES
RF_PSI_VSM
BP COMPENSATED
PRESSURE CALCULATED BY
MODULE (BARO COMP
VALUE)
RR_PRES
RRO_PSI_VSM
BP COMPENSATED
PRESSURE CALCULATED BY
MODULE (BARO COMP
VALUE)
LR_PRES
LRO_PSI_VSM
BP COMPENSATED
PRESSURE CALCULATED BY
MODULE (BARO COMP
VALUE)
TPM_TT
N/A
TIRE PRESSURE TELL TALE
STATUS. (VSM commanding
telltale status to cluster)
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LESSON 2: CHASSIS
Possible Failure Modes and Root Causes
•
TPMS indicator light stays ON continuously. Message center (if equipped) Displays: ‘‘Low Tire Pressure’’.
– Causes:
1.
Air pressure is low or not set to required placard pressure.
2.
Spare tire currently in use.
– Solution:
•
1.
Check tire pressure with digital gauge. If issue still persists, then retrieve DTC and follow pin point test
F2 described in service manual.
2.
Repair original tire and install road wheel/tire.
TPMS indicator light Flashes for approx. 20 sec. At key ON position. Message center (if equipped) Displays:
‘‘Tire Pressure Sensor Fault’’.
– Causes:
1.
TPMS sensors failed, missing sensor, after market wheels or sensor incorrectly trained.
2.
Vehicle may have sat stationary for 10 or more days. This will not always happen, but in some cases, if
vehicle is parked and is stationary for 10 or more days, you may see this event.
– Solution:
•
1.
Train TPMS sensors. If issue still persists then retrieve DTC and follow pin point test C described in
Workshop Manual.
2.
Drive vehicle for 5 minutes and cycle the ignition key to the RUN position. Verify the fault is gone and
clear the DTC.
TPMS indicator light Flashes for approx. 20 sec. At key ON position. Message center (if equipped) Displays:
‘‘Tire Pressure Monitor Fault’’.
– Causes:
1.
Module failure.
2.
All four TPMS sensors have failed, are missing or are incorrectly trained.
3.
No MS-CAN communication.
– Solution:
1.
Refer to pin point test C described in the Workshop Manual.
2.
Train the TPMS sensors. If training cannot be completed, you may have the wrong sensors (MY 04
Black 433 MHz sensors), or you’re missing all sensors.
3.
Refer to Workshop Manual for communication issues.
NOTE: Always refer to the Workshop Manual for complete diagnostic information.
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LESSON 2: CHASSIS
Driveshaft
Driveshaft
•
Navigator 4x2 models use a unique 2-piece driveshaft.
•
Staked U-Joint Service.
– The original u-joints are staked in place. There is no retaining clip.
– The factory u-joints require the use of a special cutting tool to remove the stakes prior to the removal of the
u-joint cups. After appropriately mounting the driveshaft in a vise, the cutting tool (which is part of the
u-joint replacement kit) is rotated by using a ratchet handle to remove the stakes. Once the stakes are
removed, remove and replace the u-joints in the conventional manner. Refer the appropriate section of the
Workshop Manual for further details.
•
New torsional dampener.
– A torsional dampener effectively isolates vibrations produced within the driveline from the rest of the
vehicle.
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LESSON 2: CHASSIS
Front Drive Axle/Differential
Front Drive Axle/Differential
•
New companion flange
– The design of the front axle companion flange is unique to the 2005 Expedition and Navigator. When
servicing, be sure to obtain the proper parts for your specific application.
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LESSON 3: POWERTRAIN
OBJECTIVES
•
Identify new 5.4L 3-valve engine features.
•
Explain the operation of the VCT system.
•
Explain the revised procedure for camshaft or phaser assembly replacement.
•
Identify 6HP26 automatic transmission features.
•
Explain the basic functions of the 6HP26 transmission controls.
•
Explain the basic shift control strategies of the 6HP26 transmission.
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LESSON 3: POWERTRAIN
Engine - 5.4L
5.4L 3-Valve Triton Phaser
The 2005 Expedition and Navigator are available with one engine:
•
New for 2005, the 5.4L 3-valve Triton V8.
– 300 horsepower @ 5,000 rpm
– 365 lb-ft of torque @ 3,750 rpm
– Variable cam timing
– Three valves per cylinder
Rather than focusing on a single item to gain improvements in power, Ford used an approach that included
advancements on multiple fronts. These improvements contribute to overall power with reduced NVH, at low
engine speeds. Some of these changes are outlined below:
•
The three-valve design achieves same benefits as a four-valve design.
– Three-valve design balances the forces generated by the valve and spring movement.
– Reduces engine noise.
•
Variable Cam Timing (VCT) varies cam timing to match performance demands.
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LESSON 3: POWERTRAIN
•
Charge Motion Control Valves (CMCV) manage the flow of air into the cylinders.
•
Vibration-resistant ribbing and reinforcement in the lower engine block help manage and tune sound and
vibration.
– The engine block ribbing strengthens the block wall similar to cross reinforcements in a building wall.
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LESSON 3: POWERTRAIN
5.4L Three-Valve Head
The three-valve head has two smaller intake valves and one larger exhaust valve.
•
The three-valve head includes all of the advantages of the four-valve head with fewer parts and less noise.
CAUTION: Remove the spark plugs before removing the heads. The spark plugs are long and can be
damaged if left in the head. The gap is non-adjustable.
The spark plugs used in the 3-valve head require a special 9/16 inch socket. Rotunda Tools, among others, sells
the socket for under $10.00. Order item number SKT4419 from the Rotunda Technician Tool Program (RTTP).
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LESSON 3: POWERTRAIN
Air Filter
Intake Air Filter Module (IAFM)
The intake air distribution and filtering design has been replaced with:
•
New split line welded Intake Air Filter Module (IAFM).
The IAFM is a one piece, plastic component that houses the air filter element and Mass Air Flow (MAF) sensor.
CAUTION: When removing the air inlet tube from the IAFM, be sure to disengage the retaining tab
at the top of the tube. This can be accomplished by first removing the air filter element and then
pushing down on the retaining tab (accessed through the air filter door). The tube can then be
removed without damage.
•
The air filter replacement procedure has changed.
– Air filter tray slides out of the intake assembly.
– Remove the air filter from the tray for replacement.
– A Motorcraft brand air filter is strongly recommended because of better sealing characteristics.
NOTE: During installation, ensure the filter tray is fully seated. Engine noise may leak into the underhood
compartment and introduce unnecessary NVH.
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LESSON 3: POWERTRAIN
Mass Air Flow (MAF) Sensor
The compact Mass Air Flow (MAF) sensor is located on the IAFM.
•
This sensor combines the Intake Air Temperature (IAT) and the MAF sensor.
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LESSON 3: POWERTRAIN
Electronic Throttle Control (ETC)
ETC Throttle Body
•
The 5.4L 3V engine used in both the Expedition and Navigator utilizes Electronic Throttle Control (ETC). This
system functions and is serviced similarly to the systems used on the Thunderbird and LS. Warning indications
are via an instrument cluster mounted message center or warning light. This is covered in greater detail in
Lesson 4. Refer to the Work Shop Manual for additional information on ETC service and diagnostics.
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LESSON 3: POWERTRAIN
Charge Motion Control Valves (CMCV)
The Charge Motion Control Valves (CMCV) are electronically controlled metal flaps at the end of each intake
runner, eight in total (four per bank on one rod, operated together).
•
CMCVs work to speed up the intake air charge and induce a ‘‘tumble’’ effect into the combustion chamber at
low engine speeds and loads.
– Causes a thorough mix of the air/fuel charge.
– Results in a quick, efficient burn which helps reduce emissions.
– Close at low engine speeds and light loads.
– Helps manage noise, vibration and harshness.
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LESSON 3: POWERTRAIN
CMCV Motor
The CMCVs use one electronically controlled motor to operate the CMCVs for both sides of the intake manifold.
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LESSON 3: POWERTRAIN
CMCV Block Diagram
The CMCVs are controlled electronically by the PCM.
•
The inputs used by the PCM for the CMCV operation are:
– Engine Speed
– Throttle Position
– Air Temperature
– Cylinder Head Temperature
•
The CMCV system does not use a feedback loop.
•
The CMCVs open at a predetermined engine speed.
– At higher RPM, they do not affect the intake air charge.
– Proper stoichiometric air/fuel ratio (14.7:1) is easiest to achieve when the intake air is moving quickly.
– CMCVs close to help the intake air charge move more quickly at low RPM
– When the opening is narrower, the air charge moves more quickly as it enters the combustion chamber
(Bernoulli’s Principle).
– Bernoulli’s Principle states that when a given volume of air passes through a smaller passage, it will cause
the air to speed up.
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LESSON 3: POWERTRAIN
VCT System
5.4L Variable Cam Timing Solenoid Electrical Connector
Conventional camshafts are permanently synchronized with the engine crankshaft to operate the intake and
exhaust valves at a specific point in each combustion cycle. Variable Cam Timing (VCT), however, allows the
valves to operate at variable points in the combustion cycle.
•
The VCT system on the 5.4L provides several important benefits:
– Eliminates the need for an EGR system.
– Improved low speed performance (torque) and high-speed operation (horsepower).
– Enhanced idle quality.
– Lower exhaust emissions.
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LESSON 3: POWERTRAIN
VCT Operation
VCT
The theory of operation for the 5.4L VCT is similar to the 3.9L VCT used on the Lincoln LS and 2004 Ford
F-150 w/5.4L.
•
The major differences are:
– The 5.4L VCT system controls both intake and exhaust valve timing because the 3-valve setup uses one
camshaft for both intake and exhaust valves.
– On the 3.9L, the VCT only controls the intake camshafts.
– Parts look different and are serviced differently (5.4L vs. 3.9L).
– Part names are different than those used on the 3.9L.
•
The VCT can vary cam timing within a range of 60 degrees of crankshaft rotation.
– Defaults to full advance.
– Requires engine oil at preset temperature before VCT will function.
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The basics of VCT operation are:
•
A hydraulic timing mechanism (VCT phaser) rotates the camshafts in relation to their drive sprockets.
– Provides performance that is precisely tailored to the engine speed and load.
– VCT is electronically controlled (PCM duty cycled) and hydraulically operated.
•
The VCT solenoid moves a spool valve to control the flow of oil through the VCT system.
– Oil flows from the head into the VCT valve body.
– Oil flows through the advance or retard passages as directed by the spool valve.
•
Major sensor inputs:
– CMP
– Oil temperature sensor
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LESSON 3: POWERTRAIN
5.4L 3-Valve Camshaft Position Sensor
The VCT system requires a cam position sensor for each camshaft.
•
The PCM can then monitor the actual camshaft position relative to the requested position.
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LESSON 3: POWERTRAIN
Oil Temperature Sensor
The VCT system uses a replaceable oil temperature sensor, located on the oil pan.
•
Engine oil temperature has a direct effect on VCT operation.
– Cold engine oil has high viscosity and slower flow characteristics.
– The VCT system is disabled at oil temperatures below -7°C (18°F).
– The PCM uses time-since-start, engine oil temperature and engine rpm to calculate VCT solenoid operation.
– Time-since-start ranges from 60 seconds when cold to 10 seconds when hot.
•
Recommended engine oil change intervals must be followed to ensure the integrity of VCT system.
– Oil Capacity - 6.6L (7.0 quarts).
– Oil Specification - Motorcraft SAE 5W20 Premium Synthetic Blend Motor Oil.
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LESSON 3: POWERTRAIN
Phaser Components
VCT Phaser
The VCT components include:
•
Camshaft phaser sprockets.
•
Right and left camshaft phaser sprocket assembly bolt and washer.
•
VCT valve bodies (housing).
•
VCT solenoids.
•
Right and left camshafts.
NOTE: The phaser, phaser sprocket, vanes and the return spring are serviced as an assembly.
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LESSON 3: POWERTRAIN
Phaser Oil Vanes
The oil vanes create oil cavities for valve-directed oil to rotate the camshaft in relation to the crankshaft.
•
Oil pushes on one side of the vanes to rotate the cam in one direction to advance timing.
•
Oil pushes on the other side of the vane to rotate the cam in the other direction to retard timing.
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LESSON 3: POWERTRAIN
VCT Phaser Disassembled
The VCT phaser varies camshaft timing in response to oil pressure exerted on either side of the vanes.
CAUTION: Only use hand tools to remove the camshaft phaser sprocket assembly or damage may
occur to the camshaft or camshaft phaser unit.
CAUTION: Always install a new bolt and washer whenever the VCT phasers are loosened. The base
part number is 6279. The same part number is used for both sides.
NOTE: These bolts are one-time torque only and are available separately or as part of the phaser replacement kit.
CAUTION: Handle the cam and phaser carefully. Damage will occur if dropped or mishandled.
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LESSON 3: POWERTRAIN
VCT Solenoid Removal
The VCT solenoid is serviced separately from the VCT valve body. No special tools are needed to remove the
solenoid. The retaining bolt is captured in the mounting tab.
1.
Disconnect the solenoid electrical connection.
2.
Remove the valve cover grommet.
3.
Remove the hold-down bolt.
4.
Remove the solenoid.
CAUTION: Do not drop the solenoid screw into the front cover. If the screw drops into the front
cover, the front cover must be removed to retrieve the screw. Do not use power tools to remove the
screw.
CAUTION: Use care to prevent contamination from falling in the valve body spool bore. Thoroughly
clean around cam cover and solenoid seal before removing the seal and solenoid.
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LESSON 3: POWERTRAIN
VCT Valve Body Oil Passages
Item
Description
Item
Description
1
Solenoid filter
5
Oil passage back into head
2
Oil passage to advance side of VCT
6
Oil metering orifice
3
Oil passage to retard side of VCT
7
Oil passage from head
4
Oil passage to chain tensioner
The valve body and solenoid work together to route oil to the vanes in the camshaft phaser to operate the VCT
system.
NOTE: The solenoid filter is not removable or serviceable and is located in the valve body. The filter is designed
to be self-cleaning and should not require any service. Oil change interval recommendations are still important.
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LESSON 3: POWERTRAIN
Locking Pin
The locking pin locks the camshaft in a fully advanced position when the engine is off.
•
The pin locks the phaser to the camshaft during startup.
•
After startup, oil pressure at the VCT assembly will unlock this pin, allowing VCT operation to resume.
– Makes it easier to start engine.
– Reduces noise on startup.
•
VCT does not control valve timing until the oil temperature reaches 32°F (0°C).
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LESSON 3: POWERTRAIN
Phaser/Camshaft Removal Procedure
Remove Valve Cover
The phaser replacement procedure has been revised for the 5.4L 3V engine. This revision allows for the servicing
of either the left or right phaser or camshaft without having to remove the engine front cover.
Remove the left and/or right valve cover(s).
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LESSON 3: POWERTRAIN
Set Crankshaft Damper Notch to 1 o’clock Position
Set the crankshaft keyway to 12 o’clock. The machined notch on the back face of the damper pulley should
appear at about the 1 o’clock position.
NOTE: The number one piston should have just passed TDC when the crank was turned the normal rotational
direction of engine operation.
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LESSON 3: POWERTRAIN
Cam Lobe Positioning
Item
1
Description
Item
Intake Lobe
2
Description
Exhaust Lobe Pointing Inward
The camshaft must be positioned with the #1 or #8 exhaust lobe facing inward to the 3 o’clock position.
•
If the lobes are not positioned this way, the crankshaft will require one full additional rotation to 12 o’clock.
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LESSON 3: POWERTRAIN
Mark Crankshaft Damper
The damper spoke pointing upwards just to the left of the machined notch is the one with the keyway cut in it.
Chalk mark that spoke for easy viewing.
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LESSON 3: POWERTRAIN
Loosen One Turn
Loosen the camshaft phaser bolt one turn. Do not remove the bolt.
CAUTION: DO NOT use an impact wrench when loosening the phaser bolt. Impact tools can
damage internal phaser components.
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LESSON 3: POWERTRAIN
Remove Only the Indicated Followers
When removing the followers, remove the exhaust followers from the exhaust manifold side of the camshaft and
the intake followers from the intake side.
•
On the right side:
– #1 cylinder - exhaust only
– #4 cylinder - both intake
•
On the left side:
– #8 cylinder - exhaust only
– #5 cylinder - both intake
•
Use ESST 303-1039 Valve Spring Compressor
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LESSON 3: POWERTRAIN
Set Crankshaft Damper Spoke to 6 o’clock Position
Rotate the marked damper spoke clockwise to the 6 o’clock position.
CAUTION: It is imperative that the engine is only rotated to the 6 o’clock position in a clockwise
rotation.
NOTE: The only time the engine is turned counter-clockwise back to the 12 o’clock keyway position is during
the re-assembly procedure.
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LESSON 3: POWERTRAIN
Inset Timing Chain Wedge Tool
Assemble the ESST 303-636 Timing Chain Wedge to the ESST 303-637 Handle. Insert the timing chain wedge
tool between the chain spans. Four to six clicks will hold it.
Mark the chain to the phaser for reinstallation.
The ‘‘R’’ on the right phaser (and the ‘‘L’’ on the left) that was used on the 2004 F-150 is no longer used.
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LESSON 3: POWERTRAIN
Loosen #1 Camshaft Bearing Cap Bolts
Mark the cam caps for proper reinstallation.
NOTE: The camshaft bearing caps must be installed in their original locations. Record camshaft bearing cap
locations.
Loosen the camshaft bearing caps. Start with the #1 cap because it contains a thrust surface groove. If the cam
were to be moved in some fashion with this cap intact, the cap could be damaged or broken.
Remove the remaining cap bolts according to Workshop Manual procedures.
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LESSON 3: POWERTRAIN
Remove the Phaser Bolt
The remaining followers will be loose on the lifters. Be sure to keep them in place so that the camshaft can be
reinstalled.
Remove the CMP sensor.
Fully withdraw the camshaft sprocket phaser bolt by hand.
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LESSON 3: POWERTRAIN
Remove the Phaser
Using extreme care, withdraw the phaser from the nose of the camshaft. It may be necessary to slightly tip up the
cam from the rear to allow chain disengagement.
CAUTION: Do not let the camshaft set in the cylinder head unattended. The cam may fall out.
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LESSON 3: POWERTRAIN
Cam and Phaser Reassembly
Seating Cam Followers
Care should be taken to ensure that the remaining followers are properly seated prior to camshaft installation.
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LESSON 3: POWERTRAIN
Phaser Pin and Cam Notch
Item
1
Description
Item
Phaser Pin
2
Description
Cam Notch
It is extremely important to align the phaser pin with the camshaft end notch.
NOTE: If these are not aligned during installation, the phaser and camshaft will be damaged.
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LESSON 3: POWERTRAIN
Installing the Bearing Caps
Install the camshaft bearing caps in the reverse order of removal.
NOTE: The camshaft bearing caps must be installed in their original locations.
The front thrust cap should be installed last to prevent the cap from breaking.
Next, install the phaser bolt by hand. Remove the timing chain wedge. Rotate the crankshaft pulley
counter-clockwise back to the 12 o’clock position.
NOTE: Tighten the phaser bolt to 40 Nm (30 lb-ft), plus 90 degrees.
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LESSON 3: POWERTRAIN
Electronic Engine Controls
Electronic Engine Controls
•
New integrated 4x4 strategy.
– 4x4 operational strategy is now incorporated into the PCM. This eliminates the need for a separate module to
control the transfer case.
•
The PCM utilizes a 190 pin connector.
•
New PCM controlled, electronically heated PCV port.
– This electrically heated systems uses a heating element enclosed in the PCV tube (mounted on the left side of
the intake manifold) to prevent the valve or tube from freezing.
– On this application the PCV heater uses an inline thermostatic switch. When ambient air temperature nears
0°C (32°F) this switch completes the Positive Crankcase Ventilation Valve Heater Control (PCVHC) circuit
and turns the heater ON. The PCV heater is off when the engine is not running to prevent unnecessary
battery drain.
•
Dual knock sensors.
– Dual knock sensors (mounted in the engine valley) provide feedback to the electronic engine control system
for controlling spark knock. These sensors are accessed by removing the intake manifold assembly.
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LESSON 3: POWERTRAIN
•
New premium fuel calibration (Navigator).
– The aggressive spark and fuel programming requires 91 octane (or higher) fuel for maximum performance.
Expedition requires 87 octane fuel for optimal performance.
NOTE: Refer to the Workshop Manual for diagnostic and service procedures for these items.
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LESSON 3: POWERTRAIN
Fuel Tank and Lines
Fuel Tank and Lines
•
New fuel filter
– The fuel filter is located on the front side of the fuel tank. It can be accessed by removing the road debris
shield. Quick connect fittings are used for connection to the fuel lines.
•
The fuel tank sending unit tool (SST310-123) is required to service the fuel pump and/or sending unit. This tool
was released as part of the 2004 F-150 tool kit.
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LESSON 3: POWERTRAIN
Engine Special Service Tools
Engine Special Service Tools
Item
Description
Item
Description
1
ESST 307-516/1 Installer, Teflon Seal
(4R75E Tool)
7
ESST 310-123 Remover/Installer Tank
Sender Unit
2
ESST 307-516/2 Installer, Teflon Seal
(4R75E Tool)
8
ESST 205-086-1 Adaptor for 205-086
3
ESST 307-516/3 Installer, Teflon Seal
(4R75E Tool)
9
ESST 418-F395 Diagnostic Service
Tool, Restraint System
4
ESST 307-516/4 Installer, Teflon Seal
(4R75E Tool)
10
ESST 303-1046 Locking Tool, Cam
Phaser
5
ESST 310-122 Fuel Pressure Gauge
Connector
11
ESST 303-1040 Alignment Pins,
Cylinder Head
6
ESST 303-1039 Compressor, Valve
Spring
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LESSON 3: POWERTRAIN
Automatic Transmission
Description
6HP26 Transmission
The 6HP26 transmission uses planetary gears with multiple clutches and electronic controls. The Transmission
Control Module (TCM) and the main control valve body units are combined and installed as a single unit inside
the automatic transmission. This transmission has the following features:
•
six forward speeds.
•
a torque converter with an integral converter clutch.
•
electronic shift and pressure controls.
•
a single planetary gear set.
•
a double planetary gear set.
•
two fixed multi-disc clutches.
•
three multi-plate clutches.
All hydraulic functions are directed by electronic solenoids to control:
•
engagement feel.
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LESSON 3: POWERTRAIN
•
shift feel.
•
shift scheduling.
•
modulated Torque Converter Clutch (TCC) applications.
•
engine braking.
This transmission has a mechatronic unit (valve body) which contains:
•
Turbine Shaft Speed (TSS) sensor.
•
Output Shaft Speed (OSS) sensor.
•
An internal P, R, N, D6, D4, 3, 2, 1 selector shaft position sensor.
•
Transmission Fluid Temperature (TFT) sensor.
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LESSON 3: POWERTRAIN
Operation
6HP26 Cutaway
Engine power reaches the transmission by a torque converter with an integral converter clutch. The six forward
gears and one reverse gear are obtained from both single and double planetary sets.
This automatic transmission is a six-speed electronically controlled transmission comprised of a TCM, main
control valve body unit, torque converter, one solenoid valve and six pressure regulators. Gear selection is
achieved by the control of automatic transmission fluid flow to operate various internal clutches. The TCM
operates the electrical components and provides for the control of gear selection shift pressure which increases
refinement and torque converter slip.
In the event of a system fault, the TCM also provides for Failure Mode Effect Management (FMEM) to maintain
maximum functional operation of the transmission with a minimum reduction in driver, passenger or vehicle
safety. In the event of a total loss of control or electrical power, the basic transmission functions PARK,
REVERSE, NEUTRAL and DRIVE are retained. Also 3rd or 5th gear is retained by the hydraulic system. The
gear retained depends on the gear selected at the time of the failure.
The 2005 Lincoln Navigator is not equipped with a dedicated O/D enable/disable switch. To disable the O/D
function, the operator must move the gear selector from the D6 (sixth gear) to the D4 (fourth gear) position. Since
this transmission uses a two speed O/D (fifth and sixth gears), upshifts are limited to fourth gear. A gear selector
position sensor (located in the gear selector assembly) provides an input to the TCM for control of this function.
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LESSON 3: POWERTRAIN
Identification Tag
Identification Tag
The identification tag is located on the left side of the case just rearward of the manual control lever.
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LESSON 3: POWERTRAIN
Range Selection
Shifter Pattern
The transmission has eight range positions: P, R, N, D6, D4, 3, 2 and 1.
In the Park position:
•
There is no power flow through the transmission
•
The parking pawl locks the output shaft to the case
•
The engine can be started
•
The ignition key can be removed
In the Reverse position:
•
The vehicle can be operated in a rearward direction, at a reduced gear ratio
•
The backup lamps are illuminated
In the Neutral position:
•
There is no power flow through the transmission
•
The output shaft is not held and is free to turn
•
The engine can be started
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LESSON 3: POWERTRAIN
The D6 position is the normal position for most driving conditions. It provides:
•
Automatic shifts 1-6 and 6-1
•
Apply and release of the torque converter clutch
•
Maximum fuel economy during normal operation
•
Engine braking in sixth gear
The D4 position provides:
•
Automatic shifts 1-4 and 4-1
•
Apply and release of the torque converter clutch
•
Engine braking in fourth gear
The Manual 3 position provides:
•
Manual 3rd gear only
•
Engine braking in third gear
The Manual 2 position provides:
•
Manual 2nd gear only
•
Engine braking in second gear
The Manual 1 position provides:
•
First gear operation only
•
Engine braking for descending steep grades
External Controls
•
New floor shift mechanism.
– Lincoln Navigators are equipped with a new 6HP26 transmission. This six speed transmission required a
new style transmission gear selector. This gear selector allows for manual selection of first through fourth
gear, as well as automatic control of first through fourth (O/D disabled) and first through sixth (O/D
enabled). O/D is enabled by moving the gear selector handle to the left while in the D6/D4 gate, and is
disabled by moving it to the right.
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LESSON 3: POWERTRAIN
Shift Patterns
•
Under certain conditions the transmission automatically downshifts to a lower gear range (without moving the
range selector lever). There are three categories of automatic downshifts:
– coastdown
– torque demand
– forced or kickdown shifts
•
Coastdown
The coastdown downshift occurs when the vehicle is coasting to a stop.
•
Torque Demand
The torque demand downshift occurs (automatically) during part throttle acceleration when the demand for torque
is greater than the engine can provide at that gear ratio. If applied, the transmission will disengage the Torque
Converter Clutch (TCC) to provide added acceleration.
•
Kickdown
For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A
forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are
subject to variations due to tire size, engine and transmission calibration requirements.
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LESSON 3: POWERTRAIN
Shift Elements
Shift Elements
Item
Description
Item
Description
1
Double Planetary Gearset
6
Overdrive Clutch
2
Forward Clutch
7
Low/Reverse Clutch
3
Transmission Case (Fixed)
8
Single Planetary Gearset
4
Direct Clutch
9
Stator Shaft
5
Intermediate Clutch
10
Turbine Shaft
The shift elements are:
– Three rotating multi-plate clutches: forward, direct and overdrive.
– Two fixed multi-disc clutches: intermediate and overdrive.
All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping shifts. That is, during the shift, one of
the clutches must continue to transmit the drive at lower main pressure until the other clutch is able to accept the
input torque.
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LESSON 3: POWERTRAIN
The shift elements are engaged hydraulically. The transmission fluid pressure builds up between the cylinder and
the piston, pressing the clutches together.
The purpose of these shift elements is to carry out in-load shifts with no interruption to traction.
Multi-plate clutches forward, direct and overdrive supply power from the engine to the planetary gear train.
Multi-disc brakes intermediate and low/reverse press against the transmission housing in order to achieve a torque
reaction effect.
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LESSON 3: POWERTRAIN
Multi Plate Clutch
Multi Plate Clutch
Item
Description
Item
Description
1
Clutch Pack Cluster
6
Turbine Shaft
2
Piston
7
Lubricating Oil Passage
3
Cylinder
8
Cup Spring
4
Ring Gear (Planetary Gearset 1)
9
Baffle Plate
5
Main Pressure Supply to Clutch
10
Inner Plate Carrier
Multi plate clutches are used exclusively throughout the 6HP26 transmission. No bands are used.
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LESSON 3: POWERTRAIN
Fluid Pan, Gasket and Filter
Fluid Pan, Gasket and Filter
The transmission fluid pan, gasket and filter is a one-piece assembly. All transmission fluid is drawn from the
transmission fluid pan by the fluid pump and passes through the filter.
To drain and fill the 6HP26 transmission, perform the following steps:
Drain
With the vehicle in NEUTRAL, position it on a hoist.
1.
Remove the fluid pan drain plug and allow the fluid to drain.
2.
Remove the pan assembly and replace the entire unit.
Fill
1.
Install the fluid pan drain plug and tighten to 8 Nm (71 lb-in).
2.
Remove the fluid fill plug located on the RH rear side of the case near the transmission electrical connector.
3.
Fill the transmission with approximentally 4.7 liters (5 quarts) of new Mercon SP automatic transmission
fluid through the fluid fill hole. Stop when the fluid runs out of the bottom of the hole.
4.
Install the fluid fill plug located on the RH rear side of the case near the transmission electrical connector.
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LESSON 3: POWERTRAIN
5.
Start the engine. Move the transmission range selector lever through all the gear ranges, checking for
engagements.
6.
With the engine idling (600-750 rpm) in PARK and the transmission temperature at 30°C-50°C
(86°F-122°F), check and adjust the transmission fluid level.
7.
If more fluid is needed, remove the fluid fill plug on the side of the case and fill until the fluid runs out of the
bottom of the hole.
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LESSON 3: POWERTRAIN
Transmission Control Module (TCM) and Main Control Valve Body
Transmission Control Module (TCM) and Main Control Valve Body
The Main Control assembly (7A100) referred to as the mechatronic unit is made up of the following components,
the TCM processor, seven control solenoids, and a typical main control assembly. The main control component
houses valves and springs within the two halves (upper and lower). The mechatronic unit is attached to the case
of the transmission and is accessible through the pan/filter assembly.
CAUTION: When removing the TCM/main control valve body assembly, it is important to first
remove the connection adaptor. This is accomplished by releasing the white locking mechanism and
pulling out on the adaptor. Failure to remove the adaptor before removing the TCM/main control
valve body assembly will result in damage to the adaptor or TCM/main control valve body assembly.
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LESSON 3: POWERTRAIN
Transmission Electronic System
The TCM receives input signals from certain transmission-related sensors and switches. The TCM uses these
signals to control the following operations:
•
Shift timing
•
Line pressure (shift feel)
•
Torque converter clutch
To accomplish this, the TCM uses six pressure control solenoids and one shift solenoid to control transmission
operation. Five pressure regulators and one solenoid valve are used to control direct transmission fluid flow to
select internal clutches and control the fluid pressure at the clutch. A separate pressure regulator is used
exclusively for torque converter clutch control.
The following provides a brief description of each of the sensors and actuators used to control transmission
operation.
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LESSON 3: POWERTRAIN
Transmission Control Module (TCM)
Transmission Control Module (TCM)
The TCM is mounted on top of the main control valve body. The control module has been designed to operate
correctly in the environment in which the TCM is located.
The TCM is activated and deactivated by the ignition supply and is connected to the transmission link harness by
a 16-pin connector.
The TCM monitors all TCM inputs and outputs to confirm correct system operation. If a fault occurs, the TCM is
able to carry out default action. It informs the driver of the problem through the instrument cluster message
center.
The TCM is programmable. The WDS can be used to flash selected program strategies within the TCM.
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LESSON 3: POWERTRAIN
Solenoids
Solenoids
Item
Description
Item
Description
1
SSA (EDS1)
5
SSD (EDS4)
2
SSB (EDS2)
6
SSE (MV1)
3
SSC (EDS3)
7
TCC (EDS6)
4
PCA (EDS5)
The hydraulic module contains one solenoid valve. The solenoid valve is activated by the TCM and is either open
or closed. It is used to switch the position valve.
There are six electronic pressure control valves, which convert an electronic current into a proportional hydraulic
pressure. They are energized by the TCM and actuate the valves belonging to the relevant switching elements.
The TCM monitors each pressure regulator and solenoid for open and short circuits. The TCM also checks that
the current being delivered to each solenoid or pressure regulator is within valid limits. If current exceeds
predetermined limits, the TCM sets a DTC, illuminates the MIL and enters the limp-home mode.
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LESSON 3: POWERTRAIN
Controller Area Network (CAN) Interface
Controller Area Network (CAN) Interface
For the TCM to carry out shift point and shift quality management, a number of external signals are required. For
shift point management, the TCM requires Output Shaft Speed (OSS) sensor, Accelerator Pedal Position (APP)
sensor, Brake Pedal Position (BPP) switch and Transmission Range (TR) sensor. The High Speed Controller
Area Network (HS-CAN) bus is used to share information between control modules.
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LESSON 3: POWERTRAIN
Sensors Integrated With TCM
Sensors Integrated With TCM
Item
Description
1
Output Shaft Speed (OSS) Sensor
2
Transmission Fluid Temperature (TFT)
Sensor
Item
3
Description
Turbine Shaft Speed (TSS) Sensor
•
Several sensors are located on the TCM and main control valve body unit.
•
The Turbine Shaft Speed (TSS) sensor is a Hall effect type sensor.
•
The Output Shaft Speed (OSS) sensor is a Hall effect type sensor.
•
The Transmission Fluid Temperature (TFT) sensor is a temperature dependent resister (thermister).
– The TCM uses the TFT signal to determine whether a cold start shift schedule is necessary. The cold start
shift schedule allows quicker shifts when the transmission fluid temperature is cold. The TCM also inhibits
torque converter clutch operation at low transmission fluid temperatures.
The TCM can diagnose electrical errors associated with the TSS and OSS sensors while the vehicle is stationary
as well as moving. Plausability monitoring is carried out on the sensor output when the engine is running.
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LESSON 3: POWERTRAIN
Transmission Range Position Sensor
Transmission Range Position Sensor
The TCM uses the position of this switch, housed on the TCM and main control valve body, to determine the
selected gear range from the range selector lever.
The sensor completes the start circuit in PARK and NEUTRAL, and the back-up lamp circuit in REVERSE. The
sensor also opens/closes a set of switches that are monitored by the TCM to determine the position of the manual
lever (P, R, N, D6, D4, 3, 2, 1).
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LESSON 3: POWERTRAIN
Transmission Operational Strategies
Adaptive shift strategy is comprised of the following functions:
•
Shift Energy Management - Reduces or increases engine output torque during shifting.
– Reduces excessive energy at the clutch pack.
– Increases transmission service life.
– Improves shift quality.
– Used for trailer towing mode.
•
Pressure Modulation - This function monitors the hydraulic pressure during a shift. This pressure must be
matched accurately to the transmission input torque to provide better shift comfort.
•
Shift Quality Adapts - This function is used to provide a higher quality and consistant shift feel. This is
acheived by monitoring and adapting shift pressures to account for parts wear and differing driving habits.
•
Torque Reduction - This function reduces the engine torque output at the time of upshift.
•
Trailer Towing - This function uses a different shift timing/feel and converter operation schedule. This
schedule reduces the number of gearshifts when towing, climbing hills and while driving at higher altitudes.
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LESSON 3: POWERTRAIN
TCM Monitoring Functions
The TCM monitors all transmission inputs and outputs to identify possible transmission failures. If a fault is
detected, the TCM takes the appropriate actions to ensure the transmission enters a safe mode of operations. The
PCM then sets a DTC and illuminates the Malfunction Indicator Lamp (MIL).
•
Voltage Supply - This function monitors the vehicle’s battery life.
•
Watchdog Monitoring - This feature has two functions:
– Checks for faults in the driver circuits by activating each driver.
– Checks to see if the safety circuit is functioning correctly.
•
TCM Temperature - If the TCM temperature raises above a predetermined level, the TCM shuts down. Prior
to shutting down, the TCM logs a fault code during the shut down. The transmission enters a mechanical limp
home mode.
•
Pressure Regulator/Solenoid - Each pressure regulator and solenoid is monitored for open and short circuits.
The TCM also checks that the current being delivered to each solenoid valve or pressure regulator is within
limits.
•
Torque Converter Control - The TCM checks and verifies that the torque converter has been engaged
correctly. If the torque converter has not engaged correctly, the TCM will carry out the fail-safe action of
opening the converter clutch.
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LESSON 3: POWERTRAIN
Monitoring The Substrate Temperature Sensor
Substrate Temperature Sensor
The TCM controls a number of high power solenoids and is surrounded by automatic transmission fluid. As a
result, the TCM can get very hot. If the temperature of the hardware rises above a predetermined temperature, the
TCM shuts down. Prior to shutting down, the TCM logs a fault code and illuminates the MIL. Following the shut
down, the transmission enters a mechanical limp-home mode. Monitoring of the substrate temperature is carried
out by a temperature-dependent resistor mounted in the processor.
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LESSON 3: POWERTRAIN
Transmission Cooling
Transmission Cooling
•
New quick connect transmission oil cooler lines.
– Quick connect fittings are used at the transmission line-to-radiator cooler connections. Use ESST 307-441,
Disconnect Tool, Transmission Cooler Line to disconnect lines for service. Refer to the Workshop Manual
for diagnostic and service procedures.
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LESSON 3: POWERTRAIN
6HP26 Transmission Special Service Tools
Item
Description
307-552
Direct Clutch Service Fixture
307-553
Front Pump Removal Tool
307-554
D Clutch Stack Gauge
307-555
Clutch Pack End Play Gauge
307-556
Fluid Pump 4x2 Rear Seal Installer
307-557
Case Bearing Installer
307-558
Case Second Bearing Installer
307-559
Shifter Seal Installer
307-560
4x4 Rear Seal Installer
307-562
Case Bearing Remover
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LESSON 3: POWERTRAIN
NOTES
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LESSON 4: ELECTRICAL
OBJECTIVES
•
Identify ETC warning features.
•
Identify climate control features.
•
Identify charging system features.
•
Identify Vehicle Security Module (VSM) features.
•
Identify module communication features.
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LESSON 4: ELECTRICAL
Climate Controlled Seats
Climate Controlled Seats Control Head
Item
Description
Item
Description
1
Driver’s Side Intensity Level LEDs
3
Passenger’s Side Heating/Cooling
Control Switches
2
Passenger’s Side Intensity Level LEDs
4
Driver’s Side Heating/Cooling Control
Switches
For 2005, the climate controlled seats utilize one control module (located under the passenger side front seat) to
control both front seats. The temperature selection controls are now integrated into the climate control head. Both
the passenger’s side and driver’s side seat have separate buttons for heating and cooling. The level of heating or
cooling is adjusted by pressing and releasing one of these two buttons. A series of three LEDs illuminate above
each button to indicate its level of intensity. For diagnosis and repair information, refer to the appropriate section
of the Workshop Manual.
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LESSON 4: ELECTRICAL
Warning Devices
ETC Warning
•
New Electronic Throttle Control (ETC) warning message.
•
When an ETC system fault occurs, a message is displayed on vehicles equipped with message centers (all
Navigators and Expeditions with high-line instrument clusters).
•
On vehicles equipped without message centers (Expeditions with the base instrument cluster), the ETC warning
lamp will illuminate.
•
A corresponding DTC is also stored.
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LESSON 4: ELECTRICAL
Instrument Cluster Lighting
•
In 2004 the Navigator had a seperate dimming module that could be serviced seperately. For 2005, the
dimming control is integrated into the instrument cluster. If there is an issue with the dimming system that is
isolated to the instrument cluster, the entire instrument cluster will require replacement.
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LESSON 4: ELECTRICAL
Charging System
Smart Charge Generator
•
The 2005 Expedition and Navigator are both equipped with a PCM-controlled charging system known as Smart
Charge. On this system, the PCM determines the optimal charging voltage setpoint. Once the PCM has
determined the optimal charging voltage for a given situation, the PCM signals the voltage regulator to control
generator output. This system operates similar to the charging system used on the Crown Victoria/Grand
Marquis/Town Car. For diagnosis and repair information, refer to the appropriate section of the Workshop
Manual.
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LESSON 4: ELECTRICAL
Vehicle Security Module
For the 2005 Expedition/Navigator, the Vehicle Security Module (VSM) strategy has been revised to allow
Remote Keyless Entry (RKE) transmitter data (IDs and rolling codes) to be retrieved and programmed using
diagnostic tools. It is no longer necessary to reprogram the remote transmitters when a VSM is replaced. When a
VSM is replaced using the PMI procedure, remote transmitter data is now also transferred to the new module. The
Workshop Manual has been updated for 2005 with this procedure change.
NOTE: When programming the VSM using as-built data, it will still be necessary to program the remote
transmitters to the VSM.
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LESSON 4: ELECTRICAL
Module Communication Network
Module Communication Network
The diagnostic tool connects to each network through the Data Link Connector (DLC). This makes diagnosis and
testing of these systems easier by allowing one diagnostic tester to diagnose and control any module on the four
networks from one connector. The DLC is located under the instrument panel between the steering column and
the audio unit.
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LESSON 4: ELECTRICAL
Communication Protocols
The 2005 Expedition and Navigator feature the following comunication protocols:
•
Medium Speed Controller Area Network (MS-CAN)
The MS-CAN has an unshielded twisted pair cable. The MS-CAN is used for the Vehicle Dynamics Module
(VDM), the Dual Climate Control Seat Module (CCSM), the Dual Automatic Temperature Control (DATC)
module, the instrument cluster, the Parking Aid Module (PAM), Liftgate/Trunk Module (LTM), and the Vehicle
Security Module (VSM) communications. The MS-CAN remains operational even with the severing of one of the
MS-CAN circuits. Communication also continues if one of the MS-CAN circuits are shorted to ground or
voltage, or if some, but not all, termination resistors are lost.
•
High Speed Controller Area Network (HS-CAN).
The HS-CAN has an unshielded twisted pair cable. The HS-CAN is a high speed communications network used
for the Anti-lock Brake System (ABS) module, the instrument cluster, the Transmission Control Module (TCM)
and the Powertrain Control Module (PCM) communication. The HS-CAN remains operational even with the
severing of one of the HS-CAN circuits. Communication also continues if one of the HS-CAN circuits are shorted
to ground or voltage, or if some, but not all, termination resistors are lost.
•
ISO9141 Network.
The ISO 9141 communications network is a single circuit communications network. The ISO 9141
communications network does not permit intermodule communication. When the diagnostic tool communicates to
modules on the ISO 9141 communications network, the diagnostic tool must request all information, or initiate
module commands. The ISO 9141 communications network does not function if the circuit is shorted to ground or
battery voltage. Also, if one of the modules on the ISO 9141 communications network loses power or shorts
internally, communications to that module will fail.
•
Standard Corporate Protocol (SCP) Network.
The SCP communications network (Navigator with navigation system only) remains operational even if one of
the SCP communications network circuits are severed. Communications also continue if one of the SCP
communications network circuits are shorted to ground or voltage, or if some, but not all termination resistors are
lost. The SCP communications network allows inter-module communication.
Module Programability
•
Many of the Body Modules on the 2005 Expedition/Navigator are flash capable at the dealership level. Body
module flash capability will be coming to dealerships in the Fall of 2005. These modules are the Global
Driver’s Seat Module, the Dual Climate Control Seat Module, the Vehicle Security Module, and the
Instrument Cluster. Delivery methods for module updates will be the same as those used currently - CDs and
FORDSTAR.
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APPENDIX: ESSENTIAL SPECIAL SERVICE TOOLS
ESSENTIAL SPECIAL SERVICE TOOLS
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Appendix-1
APPENDIX: ESSENTIAL SPECIAL SERVICE TOOLS
NOTES
Appendix-2
02-SEP-04
2005 Expedition/Navigator New Model Technician Training
APPENDIX: ESSENTIAL SPECIAL SERVICE TOOLS
2005 Expedition/Navigator New Model Technician Training
02-SEP-04
Appendix-3
APPENDIX: ESSENTIAL SPECIAL SERVICE TOOLS
Appendix-4
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2005 Expedition/Navigator New Model Technician Training
APPENDIX: GLOSSARY OF TERMS
GLOSSARY OF TERMS
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Appendix-5
APPENDIX: GLOSSARY OF TERMS
NOTES
Appendix-6
02-SEP-04
2005 Expedition/Navigator New Model Technician Training