Engine. Diagnosis and Testing

Inspection and Verification - Engine Performance

1. 1
   Verify the customer concern.
2. 2
   Visually check for obvious signs of mechanical or electrical damage.
3. 3
   If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
4. 4
   If the cause is not visually apparent, connect the diagnostic tool to the DLC.
5. 5
   If the diagnostic tool does not communicate with the VCM:
   

   • Check the connection of the VCM to the vehicle.

   • Check the diagnostic tool connection to the VCM.

   • Check for no power on the scan tool to diagnose no power on the scan tool.
     Refer to: Communication Network (Module 418-00 Communication Network, Diagnosis and Testing).
6. 6
   If the diagnostic tool does not communicate with the vehicle:
   

   • Make sure the ignition switch is in the ON position.

   • Check the operation of the scan tool on a known good vehicle.

   • Diagnose no response from the PCM.
     Refer to: Communication Network (418-00 Module Communications Network, Diagnosis and Testing).
7. 7
   Perform the network test.
   

   • If the scan tool reports no communication with one or more modules,
     Refer to: Communication Network (Module 418-00 Communication Network, Diagnosis and Testing).

   • If the network test passes, retrieve and record the continuous memory DTCs.
8. 8
   Clear the continuous memory DTCs and perform a PCM self-test.
9. 9
   If the retrieved DTCs are related to a concern, go to the DTC Chart.
   REFER TO: Engine Control Modules (303-14A Engine Control Modules - 1.6 L Duratec-16V Ti-VCT (88 kW/120 L hp) - Sigma, Diagnosis and Testing).
   or REFER TO: Engine Control Modules (303-14B Engine Control Modules - 1.6 L EcoBoost (132 kW/180 L hp) - Sigma, Diagnosis and Testing).
   or
10. 10
    If no DTCs related to the concern are retrieved, GO to the Symptom Chart - Engine Performance.

Inspection and Verification - NVH

1. 1
   NVH symptoms must be identified using the diagnostic tools and methods available. For a list of these methods, tools, an explanation of their use and a glossary of common terms,
   Refer to: Noise, Vibration and Harshness (NVH) (100-04 Noise, Vibration and Harshness, Diagnosis and Testing).
   As it is possible that any one of several systems may be the cause of the symptom, it may be necessary to use an elimination-type diagnostic approach to accurately identify the responsible system.
2. 2
   Verify the customer concern by starting the engine to duplicate the condition.
3. 3
   Check the engine oil level and inspect the oil for contamination. Low engine oil level or contaminated oil are common causes of engine noise. If the oil is contaminated, the source of the contamination must be identified and corrected as necessary.
4. 4
   Visually inspect for obvious signs of mechanical damage.
5. 5
   If the inspection reveals obvious faults that can be easily identified, repair as necessary.
6. 6
   If the cause is not visually apparent, connect the diagnostic tool to the DLC.
7. 7
   If the diagnostic tool does not communicate with the VCM:
   

   • Check the connection of the VCM to the vehicle.

   • Check the connection of the diagnostic tool to the VCM.

   • Check for no power on the scan tool to diagnose no power on the scan tool.
     Refer to: Communication Network (Module 418-00 Communication Network, Diagnosis and Testing).
8. 8
   If the diagnostic tool does not communicate with the vehicle:
   

   • Make sure the ignition switch is in the ON position.

   • Check the operation of the scan tool on a known good vehicle.

   • Diagnose no response from the PCM.
     Refer to: Communication Network (418-00 Module Communications Network, Diagnosis and Testing).
9. 9
   Perform the network test.
   

   • If the scan tool reports no communication with one or more modules,
     Refer to: Communication Network (Module 418-00 Communication Network, Diagnosis and Testing).

   • If the network test passes, retrieve and record the continuous memory DTCs.
10. 10
    Clear the continuous memory DTCs and perform a PCM self-test.
11. 11
    If the retrieved DTCs are related to a concern, go to the DTC Chart.
    REFER TO: Engine Control Modules (303-14A Engine Control Modules - 1.6 L Duratec-16V Ti-VCT (88 kW/120 L hp) - Sigma, Diagnosis and Testing).
    or REFER TO: Engine Control Modules (303-14B Engine Control Modules - 1.6 L EcoBoost (132 kW/180 L hp) - Sigma, Diagnosis and Testing).
    or
12. 12
    If no DTCs related to the concern are retrieved, continue the inspection and verify whether the noise concern is related to the engine. For vibration and noise concerns such as transmission mount, air intake system and starter, GO to the NVH Symptom Chart.

In some cases, the noise may be a normal characteristic of this type of engine. In other cases, the noise may require further investigation. Comparing the noise to a vehicle of similar year/model equipped with the same engine will help determine whether the noise is normal or abnormal.

Once the customer concern has been identified as an abnormal engine noise, it is critical to determine the specific location of the noise. Use EngineEAR/ChassisEAR or a stethoscope (the noise will always be louder closer to the noise source) to localize the source of the noise to one of the following areas.

• Fuel injector(s)
• Upper end of the engine
• Lower end of the engine
• Front of the engine
• Rear of the engine

Fuel injector noise

A common source of engine ticking noise may be the fuel injection pump or fuel injector(s) on a Gasoline Turbocharged Direct Injection (GTDI) engine. This is a normal engine noise that can be checked by listening to another vehicle. If the injector noise is excessive or irregular, use EngineEAR/ChassisEAR or a stethoscope to isolate the noise to a specific fuel injector.

Engine Noise - Upper Engine

A common source of upper engine noise (ticking, tapping or rattling) includes the camshaft(s) and valvetrain. Upper end engine noise can be identified using EngineEAR/ChassisEAR or a stethoscope on the valve cover bolts. If the noise is loudest at the valve cover bolts, the noise is upper end. EngineEAR/ChassisEAR or a stethoscope can be used to further isolate the noise to a specific bank and cylinder. Valve cover removal is necessary to accurately determine the noise source.

Engine Noise - Low Engine

A common source of lower engine noise (ticking or knocking) includes the crankshaft, connecting rod(s) and bearings. Lower end noises can be identified at the oil pan or lower cylinder block. If the noise is loudest in these areas, the noise is lower end. If the engine noise is isolated to the lower end, some engine disassembly may be necessary to inspect for damage or wear.

Engine Noise - Front of Engine

A common source of noise at the front of the engine (squeal, chirp, screech or whine) is the FEAD components. To isolate FEAD noise, perform the engine accessory drive inspection.
REFER TO: Noise, Vibration and Harshness (NVH) (100-04 Noise, Vibration and Harshness, Diagnosis and Testing).

Some other noises at the front of the engine (ticking, tapping or knocking) may be inside the engine. Use EngineEAR/ChassisEAR or a stethoscope on the front engine cover to determine if the noise is internal to the engine. Front engine cover removal may be necessary to inspect the internal engine components.

Engine Noise - Rear of Engine

A common source of noise at the rear of the engine (knocking) is the flywheel/flexplate. Inspection of the flywheel/flexplate will be necessary.

Some engines have valvetrain drive components at the rear of the engine and may be a source of noise (ticking, tapping or rattling). Use EngineEAR/ChassisEAR or a stethoscope at the rear of the engine if the noise is suspected to be internal to the engine. Some disassembly may be necessary to inspect the engine for damage or wear.

Turbocharger Noise (Gasoline Turbocharged Direct Injection (GTDI) Engine)

A common source of noise is the turbocharger. A slight whine or airflow noise is an acceptable condition.

13. After locating the noise, note the noise characteristics, including the type of noise, frequency and the conditions under which the noise occurs, and GO to the Symptom Chart - NVH.

Diagnostic Trouble Code Chart

The diagnosis described in this manual assumes a certain level of skill and knowledge of diagnostic methods specific to Ford.
Refer to: Diagnostic Methods (100-00 General Information, Description and Operation)
for information on these practices.

PCM Diagnostic Trouble Code Chart

Symptom Chart - Engine Performance

Symptom Chart - NVH

Pinpoint Tests

P06DA, P06DB, P06DC, P06DD

For wiring diagrams and connector information, refer to Wiring Diagrams Cell 23.

Normal Operation and Fault Symptoms

For additional information,

DTC Fault Trigger Conditions

Possible Sources

• Wiring, Terminals or Connectors
• Engine oil pressure control solenoid
• PCM

A1 CHECK VOLTAGE AT THE ENGINE OIL PRESSURE CONTROL SOLENOID VALVE

Ignition OFF. Disconnect the engine oil pressure control solenoid valve C1469. The ignition is on. Action: Positive lead Measurement/Action Negative lead C1469-1 Ground Is the voltage greater than 11 volts? Yes GO to A2 No REPAIR the circuit for an open.

A2 CHECK THE ENGINE OIL PRESSURE CONTROL SOLENOID VALVE CIRCUIT FOR A SHORT TO VOLTAGE

Ignition OFF. Disconnect the TCM C1381B. The ignition is on. Action: Positive lead Measurement/Action Negative lead C1381B-2 Ground Is there voltage present? Yes REPAIR the circuit. No GO to A3

A3 CHECK THE ENGINE OIL PRESSURE CONTROL SOLENOID VALVE CIRCUIT FOR AN OPEN

Ignition OFF. Action: Positive lead Measurement/Action Negative lead C1381B-2 C1469-2 Is the resistance less than 3 ohms? Yes GO to A4 No REPAIR the circuit.

A4 CHECK THE ENGINE OIL PRESSURE CONTROL SOLENOID VALVE CIRCUIT FOR A SHORT TO GROUND

Action: Positive lead Measurement/Action Negative lead C1381B-2 Ground Is the resistance greater than 10000 Ohms? Yes GO to A5 No REPAIR the circuit.

A5 CHECK THE OPERATION OF THE ENGINE OIL PRESSURE CONTROL SOLENOID VALVE

Ignition OFF. Connect the PCM C1381B. Connect the engine oil pressure control solenoid valve C1469. Connect the EOP sensor to the engine oil pressure sensor gallery port. Refer to Oil Pressure Test in this section for additional information. The ignition is on. Run the engine until normal operating temperature is reached. Using the diagnostic scanner, command the engine oil pressure control solenoid valve on with the PCM. PID EOPDC_CMD. Does the engine oil pressure drop to a lower pressure? Yes GO to A6 No INSTALL a new engine oil pressure control solenoid valve.

A6 CHECK THE PCM OPERATION

Ignition OFF. Disconnect and inspect all PCM connectors. Repair: corrosion (install new connectors or terminals - clean the module contacts) damaged or bent terminals/pins - install new terminals/pins pushed-out pins - install new pins as necessary Connect the PCM connectors. Make sure they are fully seated and locked. Operate the system and determine if the concern is still present. Is the concern still present? Yes CHECK OASIS for any applicable Technical Service Bulletins (TSBs). If a TSB exists for this concern, STOP this test and FOLLOW the TSB instructions. If no TSBs apply to this concern, Click here to access the guided routine (PCM). No The system is currently operating correctly. The concern may have been caused by module connections. ADDRESS the root cause of any connector or terminal issues.

Component Tests

The following component tests are used to diagnose engine problems.

Engine Oil Leaks

Before performing this procedure, clean the cylinder block, cylinder heads, valve covers, oil pan and flywheel/flexplate with a suitable solvent to remove all traces of oil.

Engine Oil Leaks - Fluorescent Oil Additive Method

Use the UV Long-Wave W/12-ft Cord & Alligator Clips (164-R3748) or the Leak Tracker UV LED Flashlight (164-TP8695) to perform the following oil leak diagnostic procedure.

1. 1
   Add 29.6 mL (1 fl oz) of Dye-Lite® oil-based liquid dye (164-TP33200601) to a minimum of 0.5 L and a maximum of 0.9 L of engine oil. Thoroughly pre-mix the oil-based liquid dye, otherwise it will not have time to reach the sump, oil galleries and sealing surfaces during this specific 15-minute test. The additive must be added through the oil filler opening. Check the level on the engine oil level indicator to determine how much oil must be pre-mixed. If it is in the middle of the shaded area or below the full mark, use 0.9 L. If it is at the full mark, use 0.5 L.
2. 2
   Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using the UV leak detector kit. A white fluorescent area identifies a leak. For extremely small leaks, it may take several hours for the leak to appear.
3. 3
   At the end of the inspection, make sure the oil level is within the upper and lower marks on the oil level indicator. If necessary, remove oil if the level is registered above the full mark.

Leak Points - Under Hood

Inspect the following locations for oil leaks:

• Valve cover gaskets
• Cylinder head gaskets
• Oil Cooler, if equipped
• Oil Filter Adapter
• Front Engine Cover
• Oil filter adapter and filter housing
• Oil level indicator tube connection
• EOP Switch

Leak Points - Under Engine, Vehicle on Lift

Inspect the following locations for oil leaks:

• Oil pan gaskets
• Oil pan seal
• Front engine cover gasket
• Crankshaft Front Seal
• Rear Crankshaft Seal
• Oil filter adapter and filter housing
• Oil Cooler, if equipped

Leak Points - Transaxle and Flywheel/Flexplate Removed

Inspect the following locations for oil leaks:

• Rear Crankshaft Seal
• Rear main bearing cap parting line
• Flexplate bolt holes (with flexplate installed)
• Oil gallery plugs

Compression Test

1. 1
   Make sure the engine oil is of the correct viscosity and at the correct level, and that the battery is fully charged. Drive the vehicle until the engine reaches normal operating temperature. Turn the ignition switch to the OFF position, then remove all spark plugs.
2. 2
   Set the throttle valves to the fully open position.
3. 3
   Install the compression gauge in cylinder No. 1.
4. 4
   Install the auxiliary starter switch in the starting circuit. With the ignition switch in the OFF position and using the auxiliary starter switch, crank the engine for a minimum of 5 compression strokes and record the maximum reading. Note the approximate number of compression strokes required to obtain the highest reading.
5. 5
   Repeat the test on each cylinder, cranking the engine for approximately the same number of compression strokes.

Compression Test - Test Results

The specified compression pressures are considered within specification if the cylinder with the lowest reading is at least 75% of the highest reading. Refer to the Compression Pressure Limits table.

Compression Pressure Limit Values Table

If one or more cylinders read low, inject approximately one tablespoon of Ford-approved engine oil into the cylinders with low readings through the spark plug holes. Repeat the compression pressure test on those cylinders.

Compression Test - Compression Test Interpretation

1. 1
   If compression improves significantly, the piston rings are worn or damaged.
2. 2
   If compression does not improve, the valves are sticking or not seating correctly.
3. 3
   If 2 adjacent cylinders show low compression and compression does not increase when oil is added to each piston, the cylinder head gasket between the cylinders may be leaking. Engine oil or coolant in the cylinders may result from this condition. Use the Compression Pressure Limits table. If the lowest cylinder value is within 75% of the highest value, the test is acceptable.

Cylinder Leakage Test

When a cylinder reads low, use a cylinder leakage tester to help determine the exact cause.

Insert the leakage tester into the spark plug hole, position the piston at TDC on the compression stroke, and admit compressed air.

Once the combustion chamber is pressurized, read the percent leakage on the leakage tester gauge. Leakage exceeding 20% is excessive.

While air pressure is maintained in the cylinder, listen for hissing of escaping air. Leakage at the intake valve can be heard at the throttle body (TB). Leakage at the exhaust valve can be heard in the exhaust pipe. Leakage past the piston rings will be heard at the PCV connection. If air is passing through a blown cylinder head gasket into an adjacent cylinder, the noise will be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder block or a leaking cylinder head gasket into the cooling system may be detected by a stream of bubbles in the radiator.

Excessive Engine Oil Consumption

Nearly all engines consume some oil, which is necessary for normal lubrication of the cylinder walls, pistons and rings. To determine if the oil consumption is excessive, it may be necessary to check oil consumption by recording the quantity of oil added over a set number of miles.

Customer driving habits greatly affect oil consumption. Accumulated mileage while towing or carrying heavy loads generates additional heat. Frequent short trips, stop-and-go driving, or prolonged idling prevent the engine from reaching normal operating temperature. This prevents component clearances from reaching specified operating ranges.

The following diagnostic procedure can be used to determine internal oil consumption. Make sure the concern is internal oil consumption and not external leaks, which also consume oil. Verify there are no external leaks before performing the test. After verification, the rate of internal oil consumption can be checked.

A new engine may require additional oil during the early stages of operation. The internal clearance between the piston and bore and the sealing characteristics improve as the engine breaks in. Engines are built to tight tolerances and do not require break-in oils or additives. Use the oil specified in the Owner's Literature. Ambient temperature may determine the oil viscosity specification. Make sure the oil is correct for the vehicle in the geographic region where it is operated.

Basic Preliminary Checks

1. 1
   For concerns of oil consumption, interview the customer to determine oil consumption characteristics. If possible, determine the brand and grade of oil currently in the oil pan. Check the oil filter labels or oil change service stickers to determine whether the Ford-recommended maintenance schedule was followed. Verify that the oil was changed at the specified mileage intervals. If the vehicle mileage exceeds the first recommended change interval, the original equipment manufacturer (OEM) production oil filter should have been changed.
2. 2
   Ask how the most recent mileage was accumulated. Determine whether the vehicle was operated under the following conditions:
   

   • Prolonged engine idling or idling on the shoulder

   • Stop-and-go or taxi operation

   • Towing a trailer or heavily loaded vehicle

   • Frequent short trips (engine not warmed up to normal operating temperature)

   • Excessive throttling or high engine speed driving
3. 3
   Check for external leaks. If necessary, review the diagnostic procedure in the Engine Oil Leaks section under Diagnosis and Testing in this section.
4. 4
   Inspect the crankcase ventilation system for:
   

   • disconnected hoses at the valve cover or TB.

   • loose or missing valve cover oil filler cap.

   • missing or incorrectly installed engine oil dipstick.

   • incorrect or dirty PCV valve.

   • PCV valve grommet not installed in the valve cover (if equipped).
5. 5
   Inspect for signs of sludge. Sludge affects PCV performance and can clog or restrict the cylinder head drain passages. It can also increase oil pressure by restricting passages and reduce the ability of the piston oil control rings to drain. Sludge may form either from excessive water entering the crankcase or from operating at very high crankcase temperatures.
6. 6
   Inspect the air filter for dirt, sludge or damage. A hole in the filter element will allow unfiltered air to enter the air intake system. This can cause premature internal wear (engine dusting), which allows oil to leak past the rings, pistons, valves and guides.
7. 7
   If the engine is hot or has recently been shut off, wait a minimum of 10 minutes to allow the oil to drain back. Ask the customer if this requirement was observed. Adding oil without this waiting period may cause an overfill condition, resulting in excessive consumption and foaming, which can lead to engine damage.
8. 8
   Make sure the oil level indicator (dipstick) is correctly and fully inserted into the indicator tube. Remove the oil level indicator and record the oil level.

Detailed Preliminary Checks

1. 1
   Check the thermostat opening temperature to make sure that the cooling system operates at the specified temperature. If it is low, the internal engine components will not operate within the specified internal operating clearances.
2. 2
   Make sure the spark plugs are not saturated with oil. Oil leakage into one or more cylinders will appear as an oil-soaked condition on the plug. If a spark plug is saturated, a compression test may be needed upon completion of the oil consumption test.

Oil Consumption Test

1. 1
   Drain the engine oil and remove the oil filter. Install a new oil filter specified by the manufacturer. Make sure the vehicle is on a level surface. Fill the oil pan to one quart (liter) below the specified fill level, using the oil specified by the manufacturer.
2. 2
   Run the engine for 3 minutes (if hot) or 10 minutes (if cold). Allow a minimum 10-minute drain-back period, then record the oil level shown on the oil level indicator. Make a mark on the back of the oil level indicator to indicate the oil level position.
3. 3
   Add the last quart (liter) to complete the normal oil fill. Restart the engine and let it idle for 2 minutes. Shut down the engine.
4. 4
   After the minimum 10-minute drain period, record the oil level position again. Mark the oil level indicator at the new oil level position. (Note: both marks should be very close to the MIN-MAX upper and lower limits or the upper and lower holes on the oil level indicator. These marks will accurately measure engine oil consumption with a one-quart difference between the new marks.) Show the customer the factory marks on the oil level indicator where the oil should drop after an oil change with the specified top-up amount. Explain, however, that this may differ slightly between the MIN-MAX or the upper and lower holes of the oil level indicator.
5. 5
   Record the vehicle mileage.
6. 6
   Inform the customer that the oil level indicator readings must be checked every 320 km (200 miles) or weekly using the revised readings as shown. Remind the customer that the engine requires a minimum 10-minute drain period to obtain accurate readings, and that the oil level indicator must be fully seated in the tube before readings are taken.
7. 7
   When subsequent indicator readings show that one full quart has been consumed, record the vehicle mileage. The mileage must be at least 4800 km (3000 miles). The driving cycle of the vehicle must be taken into account during this calculation. The customer may need to bring the vehicle in for periodic oil level indicator readings to closely monitor oil consumption.

Follow-Up Checks, Evaluation and Corrective Actions

1. 1
   If the test results indicate excessive oil consumption, perform a cylinder compression test. The cylinder compression test should be performed with a fully charged battery and all spark plugs removed. Refer to the Compression Test Specifications table in this section for range limits.
2. 2
   Compression should be equal in all cylinders. Refer to the Compression Test section in this section. If compression is within the specifications given in this section, excessive oil consumption may be caused by worn valve guides, valves, or valve stem seals.
3. 3
   A cylinder leakage test may be performed using a cylinder leak detector. This can help identify valves, piston rings, worn valve guides/valve stems, faulty valve stem seals, or other adjacent areas as the source of oil consumption.
4. 4
   If internal engine damage is isolated as the root cause, determine whether the repair will exceed cost limits, and proceed with a repair strategy as required.
5. 5
   After completing the corrective actions on the engine and verifying that all pre-check items have been cleared in the original diagnosis, repeat the oil consumption test as described above and check the consumption results.

Intake Manifold Vacuum Test

Bring the engine to normal operating temperature. Connect a vacuum/pressure gauge to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51 and 74 kPa (15-22 in Hg) depending on engine condition and the altitude at which the test is performed. Subtract 4.0193 kPa (1 in Hg) from the specified reading for every 304.8 m (1000 ft) above sea level.

The reading should be steady. If necessary, adjust the gauge damper control (where equipped) if the needle fluctuates rapidly. Adjust the damper until the needle moves easily without excessive flutter.

Intake Manifold Vacuum Test - Vacuum Gauge Reading Interpretation

A careful study of the vacuum gauge readings at engine idle will help identify problem areas. Always perform other applicable tests before making a final diagnosis. Vacuum gauge readings, while useful, must be interpreted with caution.

Most vacuum gauges have a normal range marked on the gauge face. Possible gauge readings are listed below. Some are normal; others must be investigated further.

Possible gauge readings are listed below. Some are normal; others must be investigated further.

1. 1
   NORMAL READING: The needle is within 51-74 kPa (15-22 in Hg) and holds steady.
2. 2
   NORMAL READING DURING QUICK ACCELERATION AND DECELERATION: When the engine is quickly accelerated (dotted needle), the needle will drop to a low value (not to zero). When the throttle is suddenly released, the needle will rise again above the normal figure.
3. 3
   NORMAL FOR HIGH-LIFT, LONG-DURATION CAMSHAFT: The needle will register at 51 kPa (15 in Hg) but will be relatively steady. Some fluctuation is normal.
4. 4
   WORN RINGS OR DILUTED OIL: When the engine accelerates (dotted needle), the needle drops to 0 kPa (0 in Hg). On deceleration, the needle rises slightly above 74 kPa (22 in Hg).
5. 5
   STICKING VALVES: When the needle (dotted) remains steady at normal vacuum but occasionally flicks (sharp, quick movement) down and back about 13 kPa (4 in Hg), one or more valves may be sticking.
6. 6
   BURNED OR WARPED VALVES: A regular, evenly spaced downward movement of the needle across the scale indicates one or more burned or warped valves. Insufficient valve clearance may also cause this reaction.
7. 7
   POOR VALVE SEATING: A small but regular downward flick of the needle may indicate that one or more valves are not seating properly.
8. 8
   WORN VALVE GUIDES: When the needle fluctuates approximately 13 kPa (4 in-Hg) at idle, the valve guides may be worn. As engine speed increases, the needle stabilizes if the guides are serviceable.
9. 9
   WEAK VALVE SPRINGS: When needle fluctuation increases with engine speed, the valve springs are weak. Refer to specifications. Idle reading may be relatively steady.
10. 10
    LATE VALVE TIMING: A steady but low reading may be caused by late valve timing.
11. 11
    RETARDED IGNITION TIMING: Retarded ignition timing will produce steady but slightly low readings.
12. 12
    SPARK PLUG GAP TOO NARROW: When the spark plug gap is too narrow, a regular small needle pulsation may occur.
13. 13
    INTAKE LEAK: Low steady readings may be caused by a leaking intake manifold gasket or throttle body (TB) gasket.
14. 14
    HEAD GASKET LEAK: A regular drop of significant magnitude may be caused by a blown cylinder head gasket or cylinder head-to-block surface distortion.
15. 15
    RESTRICTED EXHAUST SYSTEM: When the engine is started and running at idle, readings may be normal, but when engine speed is increased, back pressure caused by a clogged muffler, kinked exhaust pipe or other problems will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle may then slowly rise. Excessive exhaust restriction will cause the needle to drop to the lowest point, even at idle.

When a vacuum leak is detected, locate and correct the cause. Excess air entering the system will disrupt the air-fuel mixture and cause problems such as rough idle, poor acceleration or burned valves. If the leak is in an accessory unit, such as the brake booster, the unit will not operate correctly. Always correct vacuum leaks.

Engine Oil Pressure Check 1 L Fox and 1.6 L TIVCT

1. 1
   Disconnect and remove the EOP switch from the engine.
2. 2
   Connect the EOP pressure gauge to the oil gallery port of the oil pressure sensor.
3. 3
   Run the engine until normal operating temperature is reached.
4. 4
   Run the engine at the specified speed and record the gauge reading.
5. 5
   Engine oil pressure must be within specification. Refer to the specifications table in the appropriate engine section 303-01.
6. 6
   If the pressure is not within specification, check the following possible causes:
   

   • Insufficient engine oil

   • Oil leak

   • Worn or damaged oil pump

   • Oil pump screen cover and tube

   • Excessive main bearing clearance

   • Excessive connecting rod bearing clearance

   • Timing Chain Tensioner Leak

Engine Oil Pressure Check 1.6 L GTDI

1. 1
   Position the vehicle on the lift in NEUTRAL.
   REFER TO: Lifting and Jacking - Overview (100-02 Jacking and Lifting, Description and Operation).
2. 2
   Remove and discard the oil filter.

1. 1
   Connect the GearWrench 3289 oil pressure test kit or an equivalent pressure gauge to the oil filter housing.
2. 2
   Run the engine until normal operating temperature is reached.
3. 3
   Run the engine at the specified speed and record the gauge reading.
4. 4
   Engine oil pressure must be within specification. Refer to the specifications table in the appropriate engine section 303-01.
5. 5
   If the pressure is not within specification, check the following possible causes:
   

   • Insufficient engine oil

   • Oil leak

   • Worn or damaged oil pump

   • Oil pump screen cover and tube

   • Excessive main bearing clearance

   • Excessive connecting rod bearing clearance

   • Timing Chain Tensioner Leak
6. 6
   Remove the commercially available oil pressure gauge.
7. 7
   Install a new oil filter specified by the manufacturer.

10. Check and, if necessary, top up the engine oil using new oil specified by the manufacturer.

Valve Train Analysis

The following component tests are used to diagnose valvetrain concerns.

Valvetrain Analysis - Engine Off, Valve Cover Removed

Inspect for damaged or excessively worn components and correct assembly. Make sure the correct parts are used with the engine static analysis as follows.

Valvetrain Analysis — Camshafts and Valve Lifters

• Check for broken or damaged components.
• Check that the camshaft cap bolts are not loose.
• Check for worn or damaged valve lifters.

Valvetrain Analysis — Valve Springs, Valve Lifters Removed

• Check for broken or damaged components.

Valvetrain Analysis — Valve Spring Retainer and Valve Spring Retainer Locks, Valve Lifters Removed

• Check that the valve spring retainer locks are correctly seated on the valve stem and in the valve spring retainer.
• Check correct seating on the valve stem.

Valvetrain Analysis — Valves and Cylinder Head, Valve Lifters Removed

• Check that the rear oil drain holes are not blocked.
• Check for worn or damaged valve tips.
• Check for missing or damaged valve stem seals or valve stem seal installed on the guide.
• Check for missing or worn valve spring seats.

Valvetrain Analysis - Camshaft Lobe Lift

Check the lift of each camshaft lobe in sequence and record the readings.

1. 1
   Remove the spark plugs. Refer to: Spark Plugs (Engine Ignition System 303-07A — 1.6 L Duratec-16V Ti-VCT (88 kW/120 L hp) — Sigma, Removal and Installation).
   Refer to: Spark Plugs (Engine Ignition System 303-07B — 1.6 L EcoBoost (132 kW/180 L hp) — Sigma, Removal and Installation).
2. 2
   Install the dial indicator with the holder so that the rounded tip of the dial indicator plunger is on top of the camshaft lobe and in line with the valve lifter.

1. 1
   Rotate the crankshaft using a breaker bar and socket attached to the crankshaft pulley bolt. Rotate the crankshaft until the camshaft lobe base circle is reached.
2. 2
   Zero the dial indicator. Continue rotating the crankshaft until the camshaft lobe is in the fully raised position (maximum indicator reading).
3. 3
   To verify the accuracy of the original dial indicator reading, continue rotating the crankshaft until the base circle is reached. The indicator reading must be zero. If zero is not obtained, repeat steps 2 through 5.
4. 4
   If the lift of any cam lobe is below the specified service limits, install a new camshaft and valve lifters.
5. 5
   Install the spark plugs. Refer to: Spark Plugs (Engine Ignition System 303-07A — 1.6 L Duratec-16V Ti-VCT (88 kW/120 L hp) — Sigma, Removal and Installation).
   Refer to: Spark Plugs (Engine Ignition System 303-07B — 1.6 L EcoBoost (132 kW/180 L hp) — Sigma, Removal and Installation).