Technical Service Bulletins
|Publication Date: October 25, 2002|
1995-2003 RANGER, WINDSTAR
1997-2003 E SERIES, F-150
Incorrectly installed gear driven camshaft position (CMP) sensor synchronizer assemblies may be hard to diagnose. Vehicle may exhibit poor fuel economy, driveability Diagnostic Trouble Codes (DTCs) P1336, P1309, P0340 with MIL light on. Loss of power, surge, hesitation and runs rough on acceleration may also be present.
New diagnostics have been developed for WDS to diagnose incorrectly installed gear driven camshaft position (CMP) synchronizer assemblies. Refer to the following Service Procedure to diagnose a possible mis-installed synchronizer assembly and proper installation procedure.
Items Covered In This Article:
- “Hall” vs. “VRS” sensor function
- Vehicle history scrutiny for past service of the synchronizer assembly
- WDS – Power balance test
- WDS – CMP and CKP wave signal comparison
- Wave Comparison chart – CMP vs. CKP
- Correct (CMP) synchronizer installation tool application & installation procedure
- “Top Dead Center” (TDC) alignment
- Synchronizer installation tool application chart
Hall – Effect (Hall) and Variable Reluctance (VRS) CMP Sensors
CMP sensors are used on all current model year engines, regardless of fuel system or ignition system type. The CMP sensor provides the Powertrain Control Module (PCM) with cam position information to indicate # 1 cylinder, on the compression stroke
There are two different types of CMP sensors:
Although the Hall-effect (three-pin) and the Variable Reluctance (two-pin) CMP sensors perform the same function, their signal appearance is quite different and they are not interchangeable.
- The three-pin Hall-effect sensor uses a Hall effect device and a magnet to generate a digital square wave signal (Figure 2)
- The two-pin Variable Reluctance sensor is a magnetic transducer, which uses differential voltage across windings to generate a voltage waveform that is similar to a sine wave (Figure 2)
Both sensors provide a switching voltage as the engine rotates.
If you suspect that a vehicle (engine) may have had the synchronizer assembly (Figure 3) installed incorrectly, check the vehicle history to see if related service has been performed. If you determine that the synchronizer could have been installed incorrectly, use the following procedure with WDS to verify correct installation (Figure 5).
|NOTE:||CORRECT CAMSHAFT POSITION SYNCHRONIZER ASSEMBLY INSTALLATION IS CRITICAL. AN INCORRECTLY INSTALLED SYNCHRONIZER CAN CAUSE HARD TO DIAGNOSE DRIVEABILITY CONDITIONS AND POSSIBLE SERIOUS ENGINE DAMAGE.|
Reasons for incorrect installation are:
- Not setting the # 1 cylinder on Top Dead Center (TDC) of the compression stroke
- Use of the incorrect camshaft synchronizer tool for installation
- Incorrect alignment of the synchronizer tool
Power Balance Test In WDS
The WDS Power Balance Test can be used to quickly determine if the CMP synchronizer assembly is installed incorrectly. Use the following procedure.
- Run the vehicle while viewing the power balance test in WDS to insure that no engine misses are occurring.
- Shut the engine off and remove the # 1 cylinder injector electrical connector.
- Start the engine and view the WDS power balance test.
- The test should indicate a power loss in the # 1 cylinder (Figure 4).
- If the # 1 cylinder is indicated, then the CMP synchronizer assembly IS NOT grossly mis-installed. (Figure 4) Continue to Step 5 in this procedure
- If any other cylinder is indicated during the power balance test, then the CMP synchronizer assembly HAS BEEN INSTALLED INCORRECTLY, and must be reinstalled. (Refer to the installation procedure, tool chart and TDC reference described in this TSB, or refer to the appropriate model year Workshop Manual Section 303-14, Synchronizer-Camshaft).
- If power loss is indicated in the # 1 cylinder (Figure 4), connect a 104 pin break-out box between the PCM and the PCM electrical connector.
- Insert the red WDS probe into pin # 21 and the black WDS probe into pin # 85 of the break-out Box.
- Select oscilloscope from the WDS Toolbox.
- Select “Channel one Auto Mode”, then select the Crankshaft Position (CKP) sensor.
- Select “Channel two Auto Mode”, then select the CMP sensor based on whether it is a VRS (2-pin) or Hall-effect (3 pin) CMP sensor.
- Press the start button and view both the CKP sensor as well as the CMP sensor signals. Figure 6, 7 and 8).
- Compare the wave forms of both sensors.
- The missing tooth of the CKP sensor trigger wheel will be shown on the screen as an extra space between the wave forms. This position is 60° Before Top Dead Center (BTDC)
- The upper peaks of the wave form are each spaced 10° of crankshaft rotation apart
- The CMP timing setting on all current 6-cylinder engines should be between 10 and 40° After Top Dead Center (ATDC)
On all Hall-effect sensors, the CMP wave form rising edge should occur between the 7th and the 10th peak past the missing tooth. (Figure 6)
On the VRS sensors (except 5.0L engines), the falling edge of the CMP waveform should cross the zero reference line between the 7th and 10th peak past the missing tooth waveform. (Figure 7).
On 5.0L engines with a VRS CMP sensor, the falling edge waveform should cross the zero reference line between the 6th and the 9th peak past the CKP missing tooth (Figure 8).
On 5.0L engines with a Hall-effect VRS CMP sensor, the rising edge of the wave form should occur between the 6th and 9th peak past the CKP missing tooth wave form.
(CMP) SYNCHRONIZER INSTALLATION PROCEDURE
- Set the # 1 cylinder on Top Dead Center (TDC) of the compression stroke.
NOTE: THE # 1 CYLINDER MUST BE SET ON TOP DEAD CENTER (TDC) OF THE COMPRESSION STROKE OR THE SYNCHRONIZER ASSEMBLY WILL NOT BE INSTALLED CORRECTLY.
- Disconnect the battery ground cable.
- Remove the CMP sensor from the synchronizer assembly.
- Remove the synchronizer clamp (hold down bolt) and remove the synchronizer assembly.
NOTE: IN SOME CASES THE OIL PUMP INTERMEDIATE SHAFT MAY NOT COME OUT WITH THE SYNCHRONIZER ASSEMBLY. IF SO, RETRIEVE THE INTERMEDIATE SHAFT BEFORE PROCEEDING.
- After performing the required service and before beginning the installation of the synchronizer assembly, ALWAYS COAT THE SYNCHRONIZER DRIVE GEAR WITH CLEAN ENGINE OIL PRIOR TO INSTALLATION.
- Install the correct engine and model year synchronizer alignment installation tool. Install the tool to the synchronizer assembly by rotating the tool until it engages the notches in the camshaft synchronizer housing and the armature (Figure 10).
CAUTION: SOME OF THE TOOLS WILL FIT ACROSS ENGINE LINES AND COULD BE PERCEIVED AS BEING THE CORRECT TOOL. ALTHOUGH THE TOOLS MAY APPEAR SIMILAR, THERE ARE SUBTLE DIFFERENCES BETWEEN THEM, ALWAYS CHECK THE TOOL APPLICATION CHART PROVIDED IN THIS TSB (FIGURE 9).
- During the installation of the synchronizer assembly (with the tool attached) into the engine, the arrow on the tool will rotate until the intermediate shaft and the camshaft gear fully engage.
NOTE: THE ARROW WILL ROTATE CLOCKWISE OR COUNTER CLOCKWISE DEPENDING ON THE ENGINE TYPE AND ENGINE ROTATION.
- Install the camshaft synchronizer assembly so the arrow on the installation tool (Figure 3) is in the correct position as specified in the appropriate model year vehicle and engine. (Refer to Workshop Manual Section 303-14, Synchronizer-Camshaft).
- Install the synchronizer clamp (bolt) before removing the installation tool. Tighten to 18 Lb-ft (25 N-m).
- Remove the installation tool.
- Install the CMP sensor. Tighten to 27 Lb-in (3 N-m).
- Install battery ground cable.
CAUTION: DO NOT LOOSEN THE SYNCHRONIZER BOLT AND ROTATE THE SYNCHRONIZER ASSEMBLY. THE SYNCHRONIZER ASSEMBLY IS NOT ADJUSTABLE; DO NOT LOOSEN THE SYNCHRONIZER BOLT AFTER THE ALIGNMENT TOOL HAS BEEN REMOVED IN ORDER TO ALIGN THE CMP ELECTRICAL CONNECTOR FOR ANY REASON. IF THE ELECTRICAL CONNECTOR IS NOT IN THE CORRECT POSITION, THE SYNCHRONIZER ASSEMBLY HAS TO BE REMOVED, THE ALIGNMENT TOOL REINSTALLED AND THE ASSEMBLY REINSTALLED ASSUMING THE ENGINE HAS NOT BEEN ROTATED FROM TDC OF THE COMPRESSION STROKE ON # 1 CYLINDER.
OTHER APPLICABLE ARTICLES:
404000, 490000, 499000, 608000, 608500, 610000, 610500, 611000, 611500, 612000, 612500, 614000, 614500, 622000, 698298
Figure 1 – Article 02-22-1
Figure 2 – Article 02-22-1
Figure 3 – Article 02-22-1
Figure 4 – Article 02-22-1
Figure 5 – Article 02-22-1
Figure 6 – Article 02-22-1
Figure 7 – Article 02-22-1
Figure 8 – Article 02-22-1
Figure 9 – Article 02-22-1
Figure 10 – Article 02-22-1
NOTE: The information in Technical Service Bulletins is intended for use by trained, professional technicians with the knowledge, tools, and equipment to do the job properly and safely. It informs these technicians of conditions that may occur on some vehicles, or provides information that could assist in proper vehicle service. The procedures should not be performed by “do-it-yourselfers”. Do not assume that a condition described affects your car or truck. Contact a Ford, Lincoln, or Mercury dealership to determine whether the Bulletin applies to your vehicle.
Copyright © 2002 Ford Motor Company