Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
IUBAT
INTERNATIONAL UNIVERSITY OF
BUSINESS, AGRICULTURE AND TECHNOLOGY.
Prepared by:
Saddam Hussain Sohag
ID# 10107077
Date of submission:
10th August 2014
Letter of Transmittal
10th August, 2014
Coordinator
Department of Mechanical Engineering
IUBATInternational University of Business Agriculture and Technology
4 Embankment Drive Road, Uttara Model Town, Sector 10,
Dhaka-1230, Bangladesh
Faithfully Yours,
Saddam Hussain Sohag
ID# 10107077
Department of Mechanical Engineering
ii
iii
Student Declaration
I am Saddam Hussain Sohag, student of the Department of Mechanical Engineering under
the College of Engineering and Technology (CEAT) would like to declare that the project paper
on Automotive Technology and Maintenance & Servicing of Ford Sedan Car (Ford
Fiesta) is prepared for the fulfillment of MEC 490: Practicum, as the partial requirements
of academic purpose from my own concept and idea, after completion of four months
practicum in AG Automobiles Limited.
I also confirm that the report is only prepared to fulfill the academic requirement and not for
any other purposes.
iv
Acknowledgement
This is high time for me to convey my deepest gratitude and sincere submission to the Almighty
ALLAH for giving me the opportunity to accomplish such a huge task of preparing this report.
I am very much grateful to Prof. Dr. Engr. A.Z.A. Saifullah, Chair, Department of
Mechanical Engineering and Engr. Abdul Wadud, Coordinator, Department of Mechanical
Engineering of IUBAT for their guidance and inspiration to do this report.
After that I would like to pay my gratitude to Engr. Rommel Arpon, Head of Aftersales
Service, AG Automobiles Ltd, Engr. Nasir Uddin Al-Nafis, Service Engineer, AG
Automobiles Ltd.
I have given my best effort to prepare and represent the report. I hope my endeavor will be
beneficial to the audience and urge for exonerate eye for any mistake or error found in the
report.
Executive Summary
AG Automobiles Limited is well known for its sales and after sales or servicing. It is one of
the largest automobile maintenance and servicing workshop in the country. It started its journey
in August 2004 and never had to look back. With the distributorship rights of Global
Automobile Icon Ford Motor Company, it has brought a new dimension in the automobiles
industry of the country.
During my internship period, as a Trainee Engineer, my responsibilities were to check and
troubleshoot the cars in the workshop. Because of having a dealership of Ford Motor Company,
most of the cars were of Ford. So it was a great chance for me to gather knowledge from a
renowned brand that has so many advance technologies.
Among the cars the Ford Fiesta was a compact and car for the middle class earning people. So
it was always in priority so that the customer should have no trouble with it. Because of being
a sales company, the car was new without any mileage in the workshop. So I had a great
experience of learning its technology first hand. Many used car also came in the servicing
center with different problems and the Engineers and Technicians would troubleshoot and fix
the problem. So I hope my report in the car is based on theoretical knowledge and as well as
practical knowledge.
This report contains the basic parts and accessories of the Ford Fiesta car. The total car has
been divided into five different basic parts. The car is divided by its chassis, powertrain,
electrical, body and paint. All this parts are described by the things they are made and their
working procedure. It is also about keeping the car in good situation and when to check for
maintenance and servicing. I hope I was able to include all the parts and its description in this
report.
vi
Table of contents
PREFATORY PART
A. Title Fly
B. Cover Page. I
C. Letter of Transmittal. II
D. To Whom May I Concern. III
E. Student DeclarationIV
F. Acknowledgement.. V
G. Executive Summary.. VI
H. Table of ContentsVII-IX
EMPIRICAL PART
Chapter 1: Introduction
1.1. Origin of the Report01
1.2. Objectives01
1.3. Scope of Study.01
1.4. Methodology01
1.5. Limitations...02
vii
Chapter 4: Chassis
4.1. Front Suspension......11
4.2. Rear Suspension...12
4.3. Brake System...13
4.4. Anti-Lock Control - Stability Assist....14
4.5. Power Steering.18
Chapter 5: Powertrain
5.1. Engine 1.25L Duratec-16V (Sigma)/1.4L Duratec-16V (Sigma)..32
5.2. Engine 1.4L Duratorq-TDCi (DV) Diesel..35
5.3. Engine 1.6L Duratec-16V Ti-VCT (Sigma)...37
5.4. Engine 1.6L Duratorq-TDCi (DV) Diesel..41
5.5. External Controls.45
5.6. Manual Transmission Vehicles With 5-Speed Manual Transaxle (iB5)....45
5.7. Fuel System.47
Chapter 6: Electrical
6.1. Climate Control System.49
6.2. Instrument Cluster......57
6.3. Warning Devices........61
6.4. Information and Entertainment System..63
6.5. Exterior Lighting........70
6.6. Communications Network..72
6.7. Module Configuration73
6.8. Module Controlled Functions.76
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ix
Chapter 1: Introduction
1.1 Origin of the Report:
This internship report on Automotive Technology and Maintenance & Servicing of Ford
Sedan Car (Ford Fiesta) is prepared to fulfill the partial requirement of the internship
program for the Bachelor of Science in Mechanical Engineering (BSME) Program at the
Department of Mechanical Engineering (ME) in IUBATInternational University of Business
Agriculture and Technology. As a student of Mechanical Engineering, I had to complete a four
months internship with any organization. I was assigned in AG Automobiles Limited, Ford 3S
Center, Uttara, Abdullahpur, Dhaka 1230, Bangladesh.
1.2 Objectives:
The objective of this study is to know the parts and performance of Ford Fiesta car. It also
includes,
Study of its suspension and steering system
Study of its engine and transmission system
Study of its electrical components and exhaust system
Study of its body and paint job
Study of maintenance and servicing
1.4 Methodology:
Methodology is generally a guideline system for solving a problem with specific component
such as phases, task, methods, techniques and tools. It is the systematic study of methods that
are applied within a discipline. It also refers how to organize data from various sources to
complete a successful study.
Primary data: These data has been collected from the user manual handbook,
Information Source of this company, personal interviews to the engineers, technicians
and mechanics of the company, official document of the company and machine
operation manual.
Secondary data: These data has been collected from the company web site and also
other online source.
1.5 Limitations:
During the practicum period in AG Automobiles Limited, there was not very limitation. As it
is one of the largest service centre in Bangladesh, there was no shortage of working space. The
officers and technicians were helpful and cooperative. But in spite of that we were limited to
certain tools and engine works as it was risky for us to handle. Most of the documents and
technical books were allowed to read but in some of them were confidential for anyone except
the company employee to read. All the technicians and workers were helpful but as it is a
commercial service centre, technicians and workers were busy most of the time. But we could
see their work and learn.
Fig: 3 Doors
Fig: 5 Doors
Chassis:
Front axle: McPherson axle
Rear axle: Twist-beam axle
ABS (Anti-lock Brake System) with traction control or stability assist
Electric power steering
Powertrain:
Engine
Max. power
Transaxle
Emission standard
output/torque
1.25L Duratec 16V
5-speed manual
(Sigma)
transaxle (iB5)
5-speed manual
(Sigma)
IV
IV
transaxle (iB5)
4-speed automatic
transaxle (4F27E)
Ti-VCT (Sigma)
1.4L Duratorq
IV
transaxle (iB5)
66 kW (90 PS) /212 Nm
5-speed manual
IV + coated DPF
transaxle (iB5)
(Diesel Particulate
Filter)
Fuel System:
Capless fuel tank filler pipe.
Electrics:
Air conditioning (manual or with EATC (Electronic Automatic Temperature Control))
Central module configuration
Audio system with separate multifunction display and advanced menu navigation
Hands-free phone kit with Bluetooth and voice control
Body:
Two body versions (3-door and 5-door)
Knee air bag (driver side only)
A- and B-pillar reinforcement made from ultra-high strength boron steel
Keyless vehicle system
Power windows with pinch protection (driver side only)
pressure side)
8 Oil dipstick
1 TCM (Transmission Control Module) (in the engine compartment on the left near the battery
box)
2 PCM (Powertrain Control Module) (in the engine compartment on the left near the battery
box)
3 Generator
4 ABS/stability assist module (in the engine compartment on the right near the bulkhead)
5 GEM (Generic Electronic Module) (behind the glove compartment)
6 Hands-free phone kit/Bluetooth/voice control module (under the glove compartment at the
footwell cover)
7 Rain sensor
8 Audio unit
9 Audio unit controls
10 Keyless vehicle receiver
11 Keyless vehicle module
12 Parking aid module
13 Yaw rate/lateral acceleration sensor (under the front right-hand seat)
14 RCM (Restraints Control Module) (under the floor console)
15 EATC control assembly
16 Electronic steering lock unit
17 Instrument cluster
18 Electronic power steering module
19 Multifunction display
10
Chapter 4: Chassis
4.1 Front Suspension
A newly developed McPherson front suspension with L-shaped lower arms is used.
The lower arm bushes have been enlarged compared with the previous model. This further
improves front axle rigidity.
The shock absorbers are gas shock absorbers.
Component Location:
5 Subframe
2 Stabilizer bar
6 Lower arm
3 Suspension unit
11
1 Shock absorber
2 Spring
12
13
1 Brake drum
2 Rear wheel speed sensors
3 Parking brake control.
4 ABS module/electronic stability program
(MK-70/MK-60)
9 Brake caliper
5 Brake Booster.
10 Brake disc
11 Parking brake cable
14
1 ABS/ESP module
2 Hydraulic Control Unit (HCU)
3 Mounting Bracket
The ABS/ESP module or the hydraulic control unit (HCU) is mounted on the right-hand side
of the bulkhead on LHD vehicles and on the left-hand side of the bulkhead on RHD vehicles.
Diagnosis is performed with the aid of a diagnostic tester.
The following components can be replaced separately or as a unit:
Hydraulic Control Unit (HCU)
ABS/ESP module
Mounting Bracket
15
The following must be taken into account when removing/installing or renewing the ABS/ESP
module or the hydraulic control unit (HCU):
Only hydraulic control units (HCU) which are pre-filled with brake fluid are available for
service operations.
After replacing the HCU it is not necessary to bleed the system via the diagnostic tester.
After replacing the brake fluid it is also only necessary to perform standard bleeding.
The blanking caps/plugs must not be removed until the brake tubes are ready to be connected.
If accidentally dropped or knocked install a new hydraulic control unit (HCU) and module
assembly.
When the ABS/ESP module is removed/installed or replaced, it is necessary to reconfigure
the ABS/ESP module with the aid of the diagnostic tester once all of the installation work has
been performed.
Combined yaw rate sensor and lateral acceleration sensor:
16
The ABS sensor rings are built into the seals in the front wheel bearings. The wheel sensors
are joined to the main wiring harness using a separate connecting cable.
Rear wheel sensor:
The ABS sensor rings are built into the hubs of the rear wheel bearings. When installing a
replacement bearing, ensure that the new part is aligned correctly. The wheel sensors are joined
to the main wiring harness using a separate connecting cable.
17
Vehicles with ESP use the steering wheel rotation sensor integrated in the steering column.
18
1 Steering gear
2 Steering column.
3 Steering shaft
7 Joint shaft
8 Universal joint
adjustment
9 Tire-rod
19
A Joint shaft
D Steering column.
E PSC module
Specification
Steering wheel
2.3 2.6
Steering shaft
Design / joints
Steering column
adjustment
adjustment (absolute)
Steering gear
50 mm / 40 mm
64.9 73.4 mm
20
The PSC module has a comprehensive "On-Board" diagnosis facility. If there is a system fault,
the electric power steering warning lamp in the instrument cluster is activated.
Depending on the malfunction, the steering assistance
is to a large extent maintained or
is limited to a fixed and defined power assistance (about the same value as for a vehicle speed
of 100 km/h) or
is completely prohibited.
Background:
The steering torque sensor in the electric power steering is supplied with voltage through a
clock spring. The length of the clock spring is limited to six rotations in total. If the steering
column were to be installed with an offset from the center position, the clock spring would be
torn away the next time that the steering wheel is moved to full lock.
From limit stop to limit stop is about 2.6 steering wheel turns (1.3 turns from the center position
to either side).
The clock spring is designed so that six turns in total are guaranteed from limit stop to limit
stop (3 turns to either side from the steering center position).
21
22
The steering shaft is composed of an input shaft and an output shaft. The two parts of the
steering shaft are connected to one another via a torsion bar. When the driver turns the steering
wheel, torsion occurs in the steering shaft.
The amount of torsion depends on the frictional force between the tires and the road surface.
The torsion is increased by the use of the torsion bar, causing relative movement between the
input and output shafts. This relative movement is detected by a steering torque sensor and
transmitted to the PSC module.
The relative movement is the main parameter for calculating the control current for the electric
power steering motor and thus for the power assisting force.
Other input parameters for calculating the steering assistance force are the vehicle speed and
the engine status (engine running or idle).
The torsion is increased by the use of the torsion bar, causing relative movement between the
input and output shafts. This relative movement is detected by a steering torque sensor and
transmitted to the PSC module.
The relative movement is the main parameter for calculating the control current for the electric
power steering motor and thus for the power assisting force.
Other input parameters for calculating the steering assistance force are the vehicle speed and
the engine status (engine running or idle).
23
1 Steering wheel
12 Torsion bar
5 PSC module
spring
14 Battery voltage
supply
signal
24
Component overview:
1 Mount brackets
9 PSC module
2 Mount brackets
3 Spring
4 Bearing cover
12 Bearing bushing
14 Worm shaft
15 Bearing bushing
16 Distance keeper
25
1 Clutch unit
2 Electric power steering motor
Design/operation:
The electric power steering motor is of brushless type with a stator and three phases connected
in star-delta.
The rotor is a permanent magnet. The rotor position is detected by a total of three Hall sensors
and transmitted to the PSC module.
The signals from the Hall sensors are used for the following calculations:
Calculation of control current for each stator winding.
The PSC module then calculates the control current needed for each stator winding. This
guarantees smooth and even steering assistance.
Calculation of the steering center position.
26
Reduction gearset:
27
4 Worm wheel
6 Cover
The steering torque sensor forms a unit with the input shaft, the output shaft and the torsion
bar.
The sensor utilizes the induction principle.
The following components of the steering torque sensor rotate with the input/output shaft:
28
29
30
31
Chapter 5: Powertrain
5.1 Engine 1.25L Duratec-16V (Sigma)/1.4L Duratec-16V (Sigma):
The engine is of a duel overhead cam type. It is mounted transversely at the front of the vehicle
together with the transmission to form a combined power train.
The engine is a water-cooled, four-cylinder in-line type, having overhead cams. The camshaft
is located within the cylinder block and chain-driven from the crankshaft. A gear on the
camshaft drives the oil pump and the distributor, whilst a cam operates the fuel pump lever.
The cylinder head is of crossflow type, having the exhaust manifold mounted on the opposite
side to the inlet manifold. The crankshaft runs in three main bearings, with endfloat controlled
by semi-circular thrust washers located on either side of the centre main bearing.
The oil pump is mounted externally on the cylinder block just below the distributor, and the
full-flow type oil filter is screwed directly into the oil pump.
Component Location:
2 Intake manifold
32
8 Dipstick
6 Downstream HO2S
10 Coolant thermostat
33
1.25L Duratec 16V (Sigma): 6775 rpm (STJA) / 6475 rpm (SNJA)
1.4L Duratec 16V (Sigma): 6425 rpm
Engine idle speed: 750 rpm
Main Features:
Transversely-mounted DOHC (Double Overhead Camshaft) petrol engines with 16 valves
Cylinder head and cylinder block made of light alloy
Intake camshaft driven by a timing belt
Valve train with mechanical bucket tappets
Engine Management:
Siemens engine management system
SFI (Sequential Multiport Fuel Injection)
Generator control via LIN bus system
Electronic throttle plate
EI (Electronic Ignition) ignition coil
Load detection:
Via MAPT (Manifold Absolute Pressure and Temperature)
Knock control via a KS (Knock Sensor)
Engine Emission Control:
Meets EURO IV
EOBD (European On-board Diagnostic) for monitoring emissions-related components and
systems
Three-way catalytic converter with upstream and downstream oxygen sensor
EVAP (Evaporative Emission) fuel vapor management system
Diagnosis:
Via the DLC with IDS (Integrated Diagnostic System)
34
2 Generator.
35
2 TC (turbocharger)
3 Vacuum pump
4 Fuel filter
5 Fuel pump
10 Dipstick
36
2 Generator.
37
A special feature of this engine is the variable camshaft timing on both camshafts (intake and
exhaust camshafts).
Component Location:
Front view of engine:
1 Cylinder block
2 Oil sump
8 Valve cover
cooler)
camshaft
4 Thermostat.
5 PCV
intake camshaft
38
15 Water pump
3 HO2S
7 Flywheel
9 Throttle body
manifold.
10 Vapor breather valve
Features of the Engine:
Engine data:
Power output/torque:
88 kW (120 PS) at 6000 rpm / 152 Nm at 4050 rpm
39
40
41
1 TC
6 Fuel filter
2 Vacuum pump
3 Intake manifold
4 Fuel pump
9 coated DPF
42
43
44
The electronic intake manifold flap module also sends a PWM output signal about the current
position of the intake manifold flap to the PCM.
The intake manifold flap is fully open when de-energized.
The intake manifold flap moves from stop to stop in a range of approx. 82.
1 Selector cable
2 Selector lever
3 Gearshift
The gearshift lever is fixed under the center console on the underbody.
The length of the selector cable can be adjusted. The adjustment mechanism for the selector
cable is located at the end nearest the transmission.
45
1.25L
1.25L Sigma
1.4L
1.6L
1.4L diesel/
1.6L diesel
Sigma
(82 PS)
Sigma
Sigma
1.6L diesel
(Econetic)
(60 PS)
Ti-VCT
1st gear
3.58
3.58
3.58
3.58
3.58
3.58
2nd gear
1.93
1.93
1.93
2.04
1.93
1.93
3rd gear
1.28
1.28
1.28
1.41
1.28
1.28
46
iB5
1.25L
1.6L
Sigma
(82 PS)
Sigma
1.6L diesel
(Econetic)
Sigma
(60 PS)
Ti-VCT
4th gear
0.95
0.95
0.95
1.11
0.95
0.95
5th gear
0.76
0.76
0.76
0.88
0.76
0.76
Reverse gear
3.62
3.62
3.62
3.62
3.62
3.62
Final drive
4.06
4.25
4.06
3.82
3.37
3.05
The conventional fuel tank filler cap is dispensed with for this vehicle.
A spring-loaded locking flap closes off the upper end of the fuel tank filler pipe in place of the
filler cap. The fuel tank closing flap underneath seals off the fuel system to the outside.
47
Design/function:
1 Compression spring
4 Locking pin
3 Locking flap
In its rest state, the locking flap lies on a flange worked into the fuel pump nozzle guide (cannot
be seen in the illustration).
When the fuel pump nozzle is introduced, the locking pin is pushed downwards.
The fuel pump nozzle guide is now pressed against the compression spring force by the shape
of the fuel pump nozzle.
The action of pressing away the fuel pump nozzle guide in the direction of the compression
spring releases the locking flap and the fuel pump nozzle is admitted.
The diameter of the fuel pump nozzle is decisive here. The fuel pump nozzle guide is
constructed in such a way that only a fuel pump nozzle of the correct size can release the
locking mechanism.
As the fuel pump nozzle is introduced further, the spring-loaded tank closing flap is opened.
Advantage:
Incorrect refueling of diesel vehicles with the fuel-pump nozzle at the service station (petrol
instead of diesel) is no longer possible.
There is no dirtying of the hands from screwing off the fuel tank filler cap.
48
Chapter 6: Electrical
6.1 Climate Control System:
Component Location:
pressure side
pressure side
5 Condenser
3 Expansion valve
6 A/C compressor
7 Air conditioning (A/C) pressure sensor
49
8 Receiver drier
11 Evaporator
12 Receiver drier
The illustration shows the air distribution system on vehicles with manual air
conditioning and electric booster heater:
1 Evaporator
2Air recirculation flap adjusting mechanism
3 Blower motor
4 Air distribution flaps adjusting mechanism
5Air distribution flaps adjustment lever
6 Blower motor resistor
7 Expansion valve
8 Pollen filter/activated carbon filter
50
7 Heater Core
2 Blower motor
8 Evaporator
only)
51
9 Evaporator
4 Blower motor
11 Heater Core
12 Footwell vents
13 Side vents
14 Center nozzles
Overview:
The following climate control versions are available:
52
53
After that it is necessary to check via IDS whether the current software version is programmed
in the module. If necessary, upload the current software version.
System Operation and Component Description:
Control Diagram:
54
9 Multifunction display
10
PCM
(Switches
the
refrigerant
System Operation:
Function of the EATC:
CAN input signals:
ECT (engine coolant temperature)
Vehicle Speed
Evaporator temperature.
Engine Speed
Ambient air temperature
Status of the doors (information is acquired via the door contact switches):
When the doors are open the EATC module freezes the signal of the interior temperature
sensor. As a consequence, the automatic climate control does not respond and try to
compensate for the sudden increase in temperature.
Ambient air temperature
ECT
Status of the radiator fan:
If the radiator fan is not running because of a defect, then the refrigerant compressor clutch
is not switched on.
55
Accelerator Pedal
CAN output signals:
Air conditioning system ON/OFF (for actuation of the refrigerant compressor clutch)
Electric booster heater ON/OFF
Warning lamp in the instrument cluster
When the air conditioning system is switched on or off, the EATC module transmits the request
to switch the refrigerant compressor clutch on or off via the MS-CAN to the instrument cluster.
The instrument cluster translates the MS-CAN message into an HS-CAN message and
transmits this to the PCM.
The PCM then switches the refrigerant compressor clutch ON or OFF, depending on the
refrigerant pressure and the evaporator temperature.
Radiator fan control (manual air conditioning and EATC):
Depending on the particular powertrain installed in the vehicle, the radiator fan is actuated by
PCM at one or two speeds.
Variants with two-speed fan control:
For the low speed, there is a resistor in the circuit between the radiator fan relay (low speed)
and the radiator fan motor. For the high speed, the radiator fan motor is actuated directly via
the radiator fan relay (high speed).
The higher speed is used from a refrigerant pressure of around 22 bar.
Switching points for the refrigerant compressor clutch:
Via the refrigerant pressure:
The refrigerant compressor clutch is switched off when a refrigerant pressure of 31 2 bar is
reached.
It is switched back on again when the refrigerant pressure drops to 26 2 bar.
Via the evaporator temperature sensor:
The refrigerant compressor clutch is switched off at an evaporator temperature of 4.6 C.
56
1 ECT display
The instrument cluster is available in two versions which differ only in terms of their styling.
All LEDs are installed with both versions and are activated/deactivated via the module
configuration in accordance with the vehicle's equipment.
The data of the central vehicle configuration are stored in the instrument cluster. The GEM
(generic electronic module) contains copy of these data.
The multifunction display (size 25 x 39 mm) displays shows, amongst other information, the
following:
Mileage (overall and trip mileage),
57
58
59
Power management:
The power management system offers various modes which can be used in different situations
to ensure an effective voltage supply to individual modules.
The power management function is integrated into the instrument cluster.
Four different vehicle modes are used depending on the operating status of the vehicle.
Factory mode
Factory mode is activated during production of the vehicle. In this mode, voltage supply is
reduced to a minimum by switching off relays. When the vehicle leaves the factory, factory
mode is deactivated and shipping mode is activated.
Shipping mode
After the ignition is switched on the display indicates shipping mode.
Shipping mode is activated while the vehicle is en route from the factory to the dealer. In this
mode, the vehicle can be driven without adverse effects on vehicle safety.
Individual modules and electrical systems (e.g. anti-theft alarm system, clock and remote
control) are deactivated.
This ensures that the battery is sufficiently charged when the vehicle is handed over to the
customer.
If the engine is started while the vehicle is in shipping mode then the shipping mode is
temporarily suspended. It is reactivated once the ignition is switched off.
Shipping mode must be deactivated by the dealer.
This is done when the ignition is switched off by pressing the brake pedal five times and the
hazard flasher switch twice within 10 seconds.
When shipping mode is deactivated the system automatically changes to normal mode. The
instrument cluster briefly displays the message
SHPOFF (short for "shipping mode off").
Normal mode
The full functionality of all electrical systems is available in normal mode.
60
Crash mode
Crash mode is activated as soon as the RCM (restraints control module) registers a vehicle
impact of appropriate force. The instrument cluster briefly displays the message CRASH.
The following functions are activated in crash mode:
The vehicle is unlocked centrally if it was locked at the time of the impact.
Activates the hazard warning lamps.
The electric fuel pump (petrol engines) is deactivated.
After the RCM has been replaced, crash mode is deactivated as soon as the ignition key is
turned to position "0" and then back to position "II" after at least 2 seconds. The hazard flasher
switch must be operated to deactivate the hazard flashers.
PATS:
Vehicles without Keyless Vehicle System:
The PATS functionality is integrated into the instrument cluster. Therefore the
transmitter/receiver unit is directly connected to it.
Once the encoding of the key has been read (with the ignition key in position "II"), an
appropriate identification query is sent by the instrument cluster via the HS CAN databus to
the PCM.
Only once identification has been successfully completed does the PCM enable start-up.
Every key has a plastic transponder. "Coded access" is used during programming of the key.
Vehicles with keyless vehicle system:
With this system, the PATS functionality is stored in the keyless vehicle module.
After the key code is read in (ignition ON), an appropriate identification query is sent by this
module to the PCM via the HS CAN.
61
62
There is a parking aid switch on the instrument panel to activate the front parking aid.
The parking aid is a free-standing system. In other words, it is not connected to the vehicle's
databus system.
Parking aid is switched on either by engaging reverse gear or by operating the parking aid
switch on the instrument panel.
Front and rear parking aid is switched off if no obstacle is detected by the parking aid sensors
after approximately 20 seconds.
The parking aid sensors detect objects from a distance of approximately 0.8 to 1 meter.
When an obstacle is detected, an acoustic signal is emitted via a separate speaker (depending
on whether the obstacle was detected at the front or the rear).
63
control
10 Microphone.
5 Tweeter speaker(s)
11 Handsfree button
6 Front speakers
Overview:
In-car entertainment:
The audio system consists of the following components:
Multifunction display,
Audio system control unit,
Audio unit,
Speakers,
Handsfree system with voice activation module (optional),
Handsfree button (optional),
AUX socket in the center console (optional),
USB port in the center console (optional and only in conjunction with handsfree / Bluetooth
/ voice activation module),
Radio remote control in steering wheel.
A conventional audio unit with control buttons and display is not available. On this vehicle the
audio system is divided into three or four modules:
Audio unit,
Audio system control unit with keypad,
Multifunction display,
64
65
8 AUX interface
9 USB interface
10 Microphone.
11 Mobile phone (via Bluetooth)
12 Speakers
13 Tweeter speaker(s)
14 Audio system control unit
15 Wheel speed sensor.
module
16 ABS module.
System Operation: Function:
The following modules communicate with one another via the multimedia system MS CAN:
Multifunction display,
Audio unit,
Handsfree / Bluetooth / voice activation module.
In addition, the audio system control unit communicates with the multifunction display via LIN
(local interconnect network).
In the multimedia system, the multifunction display acts as a gateway between the modules.
Component Description: Audio unit.
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The audio unit is built into the instrument panel. This is a radio/CD unit only, without controls.
It is controlled via the audio system control unit.
The audio unit has no self-test facility. Diagnostics can only be carried out with IDS.
The audio unit is connected to the multimedia system MS CAN.
On vehicles without a handsfree system, the optional AUX socket is connected directly to the
audio unit.
Audio system control unit:
Illustration shows control unit with telephone facility:
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Multifunction display:
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display fails entirely, it is not possible to perform diagnostics on the other modules of the
multimedia system (control unit, audio unit or handsfree / Bluetooth / voice activation module).
Hands free telephone system:
Illustration shows LHD (left-hand drive):
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Telephone handsfree system with Bluetooth, voice activation and USB interface directly on
the module.
Telephone handsfree system with Bluetooth, voice activation and separate USB and AUX
interface on the center console:
The following systems support voice activation:
Audio system,
Telephone system,
Air conditioning (A/C) system.
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Projector headlamps.
Conventional incandescent bulbs are fitted as the light source.
Incandescent bulbs for dipped and main beam:
Dipped beam: H7
Main beam: H1
Projector headlamps:
Projector headlamps have the following advantages compared with conventional headlamp
systems:
Greater range and optimum radiance,
More even distribution of the light beam.
Rear lamps:
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private databus)
C HS CAN
12 RCM
13 DLC (data link connector)
14 Generator (via LIN)
15 PCM
16 ABS/ESP module
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System Operation:
Gateway:
Two modules are used as gateways:
The instrument cluster as gateway between the HS-CAN and MS-CAN generic electronics,
The multifunctional display as gateway between the MS-CAN generic electronics and the
MS-CAN - multimedia system.
Terminating resistors:
Each CAN system is terminated by two terminating resistors.
The communication network consists of three CAN systems in total:
HS-CAN,
MS-CAN generic electronics,
MS-CAN multimedia system.
There are thus six terminating resistors present in total. These are divided as follows:
HS-CAN:
One in the PCM,
One in the instrument cluster.
MS-CAN generic electronics:
One in the instrument cluster,
One in the GEM.
MS-CAN multimedia system:
One in the audio unit,
One in the multifunctional display.
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The terminal resistors are connected in parallel to one another and each has a resistance of
approximately 120 Ohm. The DLC allows the total resistance of the two resistors of the MSCAN (generic electronics) and the HS-CAN to be measured. Each total resistance is approx.
60 Ohm.
The resistance can be measured at the following pins of the DLC:
HS-CAN:
between pins 6 and 14.
MS-CAN generic electronics:
between pins 3 and 11.
2 instrument cluster
3 IDS
1 Control modules
4 CAN
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Principle of operation:
On some vehicles the modules are configured using the IDS and the "Module Programming"
function (Inhale/Exhale).
Here, the actual status of each module is read into the IDS and the possibly altered
configuration is saved in the new module.
Centralized module configuration is used on this vehicle.
Here, all the necessary configuration parameters are stored during manufacture in the
instrument cluster and are transferred from there to the individual modules over the CAN
network.
If a module is changed, then the necessary configuration parameters are transferred to the new
module and stored the next time the ignition is switched on.
In this case however, the data is not read into the IDS as previously, instead it is transferred
from the instrument cluster to the corresponding module. The procedure is only controlled by
the IDS.
In addition, any trouble codes present are read out, as well as instructions for service operations
which are necessary for module replacement.
For security reasons, all configuration data which is stored in the instrument cluster is also
stored in parallel in the GEM. This means that, if the instrument cluster needs to be changed,
the necessary configuration data can be read out of the GEM using the IDS and transferred to
the new instrument cluster.
Vehicles without keyless vehicle system:
If the instrument cluster is changed, the vehicle keys must be reprogrammed, both for radio
remote control and for the PATS.
VIN (vehicle identification number) identification
The VIN is stored in the individual modules at the factory for the purposes of VIN
identification.
As soon as a module is identified when the ignition is switched on (also after battery
disconnection), it can be operated without any further input.
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If an invalid VIN or none at all is read in from a module, this is stored in a memory.
Subsequently, operation of the module may be restricted, depending on its use.
The GEM is installed under the instrument panel, behind the glove compartment.
It controls a multitude of functions in the generic electronics.
The GEM is a separate module and does not contain any current distribution section (no fuses
or relays).
Depending on equipment level, three different GEM are installed in the factory. Only the
highest equipment version is available for service.
The GEM modules are classified in the factory as follows:
- Version A (low equipment level):
8V51 15K600 AD
- Version C (medium equipment level):
8V51 15K600 CD
- Version E (high equipment level):
8V51 15K600 ED
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The alarm state of the vehicle is signaled by the turn signal lamps and a horn with its own
battery. With ignition switched off, the anti-theft system is activated about 11 seconds after the
vehicle is locked.
If the bonnet, tailgate or one of the doors is not fully closed, it can be opened without triggering
the alarm. In this case the system is not armed.
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The A- and B-pillar reinforcement is made of the highest strength boron steel.
These sheet metal parts can only be replaced as a complete unit during repairs and that section
repairs are not possible.
Special installation and removal requirements must be observed during repairs. Special tools
are also required. Relevant instructions are available in the current service literature.
Bumpers and radiator grille:
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1 Front bumper.
4 Rear bumper.
2 Fog lights
3 Air deflector
6 Cover, bumper
The bumpers are painted in the body color as standard for all vehicle variants.
The bumper cover is only available in grey.
Trailer towbar:
2 Towbar socket
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The trailer towbar module is connected to constant positive at the passenger compartment fuse
box.
For the 13-pin version, the trailer towbar module is connected with the parking aid module. As
soon as a connector is inserted into the socket, the rear parking aid is deactivated.
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These doors are equipped with a simple switch for the window regulator motors.
This switch only has a simple up and down function (no anti-trap protection).
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1 Start/stop button
3 RF remote receiver
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General overview:
The keyless vehicle system allows the vehicle to be operated without conventional keys or
without active actuation of the radio remote control. With this system, the user only needs to
carry a valid radio remote control (a passive key).
The system features the following modifications in addition to the usual components:
Keyless system vehicle module,
Passive key (pure radio remote control without conventional key blade),
Additional lock/unlock buttons in the front door handles,
External and internal antennae to localize a valid passive key:
External antennae in both door handles and at the luggage compartment as well as three
interior antennae,
Electronic steering lock unit (replaces the mechanical steering lock),
Start/stop button for starting/switching off the engine; the conventional ignition lock is
dispensed with.
In order to gain access to the vehicle, a passive vehicle key must be located in the vicinity of
the vehicle.
A passive key is identified via low-frequency (LF) polling. When a valid vehicle key is
identified, the vehicle can be unlocked directly via the appropriate lock/unlock button on the
front door handles or via the tailgate release switch.
A passive vehicle key must be present in the vehicle interior in order to start the engine. A
passive key is identified via low-frequency (LF) polling.
When a valid key is recognized, the ignition can be switched on via the Start/Stop button in the
instrument panel or the engine started directly.
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4 GEM
3 RF remote receiver
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During this time the vehicle cannot be opened using the door handle lock/unlock button,
tailgate release switch or the remote control.
This allows the driver to check whether the vehicle is locked. This delay time can be changed
or switched off via IDS.
The global locking function can only be activated via the remote control. To do this, the lock
button and the unlock button of the remote control must be pressed for about 4 seconds.
Lock/unlock button - driver's door handle:
Depending on what is set, this button either unlocks the driver's door or the whole vehicle.
Lock/unlock button - passenger's door handle:
Regardless of what is set, the whole vehicle will be unlocked when this button is pressed.
Note, when locking the vehicle with another key, if a key remains in the vehicle:
In this case the key which remains in the vehicle will be deactivated after about one minute.
Background:
If an unauthorized person enters the vehicle, the engine cannot be started because the
deactivated passive key does not send a radio signal.
The passive key remaining in the vehicle will be re-activated by pressing one of the buttons
on the remote control once.
Emergency unlocking/locking:
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If the keyless vehicle system is unable to detect the passive key, the vehicle can be unlocked
using the emergency key. The emergency key is integrated in the passive key.
For detailed instructions on assembly of the emergency key, please refer to the Owner's
Handbook.
Only the driver door features a conventional door lock for the purpose of emergency unlocking.
Start the engine:
1 Start/stop button
3 RF remote receiver
2 BPP
4 Instrument cluster
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10 Interior antenna
9 ABS/ESP module
Start the engine:
Interior antennas: approximate detection ranges
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When a valid key is recognized, the engine is switched on or off or started via the Start/Stop
button, depending on the previous status. Please refer to the table for the individual sequences.
Status prior to
Action
Status after
performance of the
performance of the
action
action
ignition OFF
starts
ignition OFF
Ignition ON
Ignition ON
Engine starts
ignition OFF
ignition OFF
ignition OFF
vehicle stationary
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7.4 Air Bag and Safety Belt Pretensioner Supplemental Restraint System
(SRS):
Component Location:
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passenger side)
13 Knee airbag
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10 RCM
the retractor
only)
6 Knee airbag
passenger)
8 PCM
System Operation:
When the ignition is switched on, the RCM performs a self-diagnostic.
All components of the safety restraint system, apart from the driver and passenger safety belt
buckle switches and the seat occupancy sensor, are checked. If a fault is detected, the airbag
indicator light is activated for 8 seconds after the ignition is switched on. The first 8 seconds
of the ignition cycle always follow the same pattern: on for the first 3.2 seconds, then off for
4.8 seconds. Only after these 8 seconds can the airbag indicator light be used as a fault indicator.
Triggering of the airbags and belt pretensioners is dependent on the impact speed and the
impact angle.
In the normal situation the signal to the PCM is linked to a triggering of airbags. However, in
the event of a side-on collision with version 1 (no side airbags), the signal is likewise sent to
the PCM, even though no airbags have been triggered. The same applies in the event of a
collision from behind: no airbags triggered, but a signal is sent to the PCM. Due to this signal
the PCM interrupts the fuel supply to the engine so that the engine goes off.
The RCM must be renewed after the airbag has been triggered. When the RCM is replaced, the
module must be configured with IDS.
Safety Belt Warning Indicator:
The safety belt warning light is controlled by the RCM via the HS-CAN data bus. The
following signals are evaluated by the module for control purposes:
Driver safety belt buckle switch,
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Conclusion:
During my four month of internship period, the Ford Fiesta was my basic vehicle for gaining
knowledge. Because of its having advance technology in automotive and design, learning from
it was a great achievement for me. As I have seen new and used cars in the workshop, I was
able to understand the initial condition of the vehicle and the performance it can deliver.
Though many customers came with problems in their car, because of the advance technology
and fault detection system of the car, the problem was sorted out quickly and solved as soon as
possible. Servicing this vehicle needs a special skill and I am sure that I have achieved it.
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Bibliography:
1. http://www.anwargroup.net/html/s_automobiles.asp
2. http://www.asiapacific.ford.com/en/bgd/
3. http://www.anwargroup.com/ford/company_profile.asp
4. Technical Service Training Ford Fiesta, Model Year 2008.75
5. Ford Fiesta Service and Repair Manual
6. Ford Fiesta Workshop Manual 2011
List of Abbreviations:
ABS - Anti-lock Brake System
KS - Knock Sensor
DC - Direct Current
Temperature
PCM - Powertrain Control Module
Control
EI - Electronic Ignition
TC - Turbocharger
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