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RANGER MY 2012

Training
Intensive

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Diesel engines used:

Diesel Motor DURATORQ 2.2L TDCi Puma MP (Average Power) 4 Cylinders and 16
DOHC valves with timing chain, 130 HP (96 KW). Direct Diesel Injection
Common Rail Continental Siemens.
Diesel Engine DURATORQ 3.2L TDCi Puma Global with 5 Cylinders and 20 Valves DOHC
Distribution Chain, 200 HP (148 KW). Siemens Common Rail Direct Injection.
Used Gearboxes:
MT82 6-Speed Manual Gearbox. Applied to the two Diesel Engines:
Puma I4 DURATORQ 2.2L TDCi engine with 130 HP only with 4X2 transmission.
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Puma I5 DURATORQ 3.2L TDCi engine with 200 HP with 4X2 and 4X4 transmissions.
6-speed Automatic Transmission 6R80. Applied only to the 3.2 TDCi Engine:
Puma I5 DURATORQ 3.2L TDCi engine with 4X2 and 4X4 transmission options.
4WD transmissions:
In the versions with 4WD Transmission, the change from 4X2 to 4X4 is carried out by the PCM automatically.
Electricity and Motor Power can be distributed in the following 3 ways:
Rear Wheel Drive only.
High 4X4 Propulsion.
4X4 Low Propulsion.
Rear Differentials:
There are 2 versions:
Limited Slip Differential (Mechanical Locking).
Differential with Electronic Lock (Electronic Limited Slip).

DIESEL ENGINE Puma Global I4 DURATORQ 2.2L TDCi (130 HP)

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Specifications:

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Location of Motor Control Components: 4

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DIESEL ENGINE Puma Global I5 DURATORQ 3.2L TDCi (200 HP)

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Specifications:

Localization of Motor Control Components:

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Diagnostic Connector and Fuse Box

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Motor Compartment Fuse Box: Called BJB (Battery Junction Box)

Cabin Fuse Box: Called CJB (Central Junction Box). It is integrated into
Body Control Module BCMii. It has external fuses and internal micro relays.

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BJB-EJB

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CJB-BCMi

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The BCMii Module is an Electronic Fuse Box that, in addition to fulfilling control functions
Body, feeds positively to other modules and controls the 'Load Balance' of the battery.
The MóduloBCM is the Power Supply for various Modules such as HVAC (Heating and
Air Conditioning), IPC (Instrument Panel), MFD (Multi-Function Display), ACM (Module of
Audio Control), etc. For this, it controls the Power Relay (R14) of the BJB.
Also carry out the Wake Up Function to the PCM and TCM without placing the Contact.
The BCMi Module is also the gateway between the High-Speed CAN buses and the Medium-Speed CAN.

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Resetting the Oil Change Indicator

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Modo Transporte

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When deactivating Transport Mode, the Panel will display the message Standard for 10 seconds.

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Lubricants and Fluids Table

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Location of the Modules of the New Ranger

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Module Communication Network

The New Ranger uses, according to the versions, 5 Communication BUSES between Modules.
The Networks were developed with the aim of achieving greater flexibility of the Systems
Electrical, making it possible to send and receive messages between different modules and sensors.
Smart connected to the Buses. All CAN Networks have Linear Configuration.
The Main Networks connect in parallel to the different Modules and to the DLC for Diagnosis.
LIN Buses are dedicated interfaces between 2 Modules or between a Sensor and a Module.
BUSES ending at the DLC: The impedance of the CAN Buses, measured at the DLC, is 60. .

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HS CAN (High Speed CAN): Connects to pins 6 and 14 of the DLC. -500 Kbits/sec-.
MS CAN (Medium Speed CAN): Connects to Pins 3 and 11 of the DLC. -125 Kbits/s-.
- BUSES without termination to the DLC:

Private HS CAN: Connects the Steering Angle Sensor to the ABS/ESP Module.
LIN (Local Interconnect Network): Connects Slave Modules to Master Modules.
Note: The I-HS BUS (High Infotainment CAN), in lower-equipped versions,
Connect to the DLC on Pins 1 and 9. Transmit at a rate of 500 Kbits/sec.

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The Networks are composed of a series of Modules called NODES connected to each other.
through 2 cables (CAN buses) or 1 cable (LIN buses). To operate and be able to
communicate with other Modules and with the Scanner (IDS) each Module must have correct
Power supply (Positive 12 Volt and Grounds) and being connected to the Bus cables.

Module Failure: If there is a power supply interruption (loss of power) of

a Module will not be able to communicate with the other Nodes of the NETWORK or with the Scanner.
But if the BUS wires are damaged (short-circuited), the entire BUS will collapse and not
It will be impossible for communication between any of the BUS Modules or with the Scanner.

The Modules use Data BUS Systems to share information, allowing the
exchange of a large amount of Notices, Messages, and Commands. This allows for the execution of
operations of greater complexity, reducing wiring and duplication of Sensors
Each Module is programmed (Software) to send and receive different messages through the BUS.
from and to other Nodes. When a Module does not receive a Message coming from another
A DTC is generated in the Module that did not receive it.
Some types of failures can cause 2 or more modules to order the light to turn on.
Malfunction in the Panel and they may even become inoperable. For example, a failure in the
Control of the Butterfly Body will turn on the Mil Light (PCM) and the ESP Light.

Topology of different Networks:

The Ranger has 3 CAN Buses.

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The BusCAN HS and the BusCAN Private are used to establish communications between the
Modules that have important functions in Real Time.
The BusCAN MS and the Bus I-CAN or MM-CAN are used to establish communications between
the Modules of the Body, Comfort, and Multimedia Systems.
The 3 CAN BUSES are made up of 2 independent cables, CAN High and CAN Low, which must have
between an impedance of 60  composed of 2 termination resistors of the BUS of 120
each one, located in separate Modules.
The integrity of the 3 CAN buses can be verified by measuring their impedance from the connector.
DLC. This cannot be checked if the Buses are active. To perform this measurement, you
you should cut off contact and remove the contactor key, waiting a few minutes or
disconnect a terminal from the battery.

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Another way of verification is by observing the Communication Frames with an Oscilloscope.
When the BUS is 'Recessive' the Voltage should be around 2.5 V on both wires.
While the CAN Hes is 'Dominant' upwards, the CAN Les is 'Dominant' downwards.
The communication voltage levels should be around 1 Volt of amplitude.
It should be verified that the 'Logical Levels' of the Transmission are within the Standard.
CAN H transmits from 2.5 V to 3.5 V (upward) and CAN L from 2.5 V to 1.5 V (downward).

CAN HS Intersystems and CAN HS Private

ElHS CAN is a High-Speed Bus with a Transmission Rate of 500 Kbits/sec.

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The Termination Resistors of the 120 BUS están colocadas en elPCMy elBCMi.
The ElBUS HS CAN connects to Pins 6 and 14 of the DLC allowing Diagnosis with IDS.
The following modules are connected to the HS CAN Inter-systems Network:
PCM (Powertrain Control Module).
TCM (Transmission Control Module).
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RCM (Restraint Control Module - Airbag).
ABS (Anti-lock Brake Module).
BCMii (Body Control Module). Gateway function with the CAN BUS of Media.
CAN HS Private: It is used to establish communications between the Angle Sensor.
Address (Goniometric) and the ABS Control Unit. Works at 500 Kbits/s.

BUSES LINE:
The LIN BUS is an economical Network Interface that allows communication between two Modules.
or between a Module and Smart Sensors. LIN Buses are used when the volume of
Information to be transmitted does not require the bandwidth of a CAN BUS.

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The LIN networks are composed of a Master Main Module connected by a

Dedicated interface for a Slave Module. The LIN Buses are of the Point-to-Point Type.
The Diagnosis function of the Slave Module is present in the Main Module.
The Main Modules that use the LIN BUS are: 22
BCMii: (Body Control Module):
BMS (Battery Monitoring Sensor). Battery Monitoring Sensor.
Movement Sensor in the Volumetric Interior (Alarm).
BBS (Battery Backed Sounder) Battery Alarm Horn.
Rain Sensor.
PCM: (Motor Control Module):
Smart Charge Alternator.
DDM: (Driver Door Module):
Left Rear Door Module.
Right Rear Door Module.
PDM:(Módulo de Puerta del Pasajero):
Right Rear Door Module
MDF:(Módulo Pantalla Multifunción):
Dashboard Module.
The LIN Buses use a single wire and do not use Bus Termination Resistors.
The data transfer rate of the LIN Buses is 20 Kbits/sec.

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The Low Speed of the LIN BUS allows increasing the Voltage of the message Frames to
values between 8 V and 12 V (Battery Voltage). This gives it high immunity to
parasitic interferences to clearly define the thresholds of the states
Dominant (0 Volt) and Recessive (12 Volt) in communication.
Each Slave Module or Intelligent Sensor must have its power supply correctly connected (Positives and
Masses) and their LIN Connection to be able to function.
The LIN Buses do not have a connection to the DLC. The diagnosis is performed via the module.
Master, which logs the DTCs of Communication Failure with the Slave Module.
The Active Diagnosis of the Master Module allows for the evaluation of the Slave Module's functioning.
Each Slave Module or Intelligent Sensor connected to the LIN BUS has Power (Positive
and a dedicated connection cable to the Master Module.
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Functions of the BCMi Module
The New Ranger features 'Centralized Module Configuration'. The Configuration
Central is a 'Data Archive' stored in the BCM with a Backup
saved in the IPC.
This file is called 'As Build Data' or data on how the vehicle was constructed.
The content of the Build Data of a vehicle corresponds to information about the type
the Engine, the Type of Transmission, the Body and Chassis Equipment, and the Preferences
from the Client. The other Modules are configured from the BCMi.
The functions of the BCMii module are the following:
Control of Positive Power Supply to Chassis and Body Modules.

ElBCMiies is a Body Module that, among other functions, receives requests and controls
directly the Output Circuits of: PATS Immobilizer System, Fuel Pump
of Motor Control, Interior and Exterior Lights, Horn, Windshield Wipers, Central Locking, etc.

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The BCMi Module also controls the state of charge of the Battery (Charge Balance) and the
Power supply from other Modules, by removing them from service by cutting the Positive, after the
completion of the Bus communications.
Loading System
It consists of a 'Smart Charge' alternator connected via LIN bus to the PCM and by
elSensor BMS. La consigna de Carga la establece el PCM en conjunto con el BCMi en virtud del
Battery Voltage and consumer demand. The Alternating is 110 Amp.

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The Smart Charge Alternator has a connection plug with only 1 cable. In the diagram, it can be
observe the LIN connection (blue/brown wire) between the Alternator and the PCM. It is also observed
a device located on the Negative Terminal of the Battery called BMS (Battery Management System)
Monitoring Sensor) or Battery Monitoring Sensor that has LIN connection with the BCMii.

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It can be seen that the Alternator is not connected to the IPC Instrument Panel, so...
that the demand for turning on the Battery Indicator on the Panel is made via the CAN BUS of
High from the PCM to the BCMi and via CAN BUS from the BCMi to the Panel.
In this case, the integrity and isolation of the LIN cable must be measured point by point. If it is
It is correct to connect the Oscilloscope and check that the LIN Frames are correct.

If the alternator's performance is low, this may be due to a problem with the brushes, failure.
of the Three-Phase Stator Winding, failure of the Rotor Winding or a Rectifier Plate with
Damaged diodes. When connecting consumers to the vehicle, the B+ voltage will start to drop.
If the Smart Charge Voltage Regulator is working correctly but the Alternator is low
performance by open Rectifier Diodes, will operate at 66% of its capacity (two of the
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3 Phase) and the desired value GENVDSD# will distance itself from the value of B+ at Idle. When accelerating
the engine will increase the performance of the alternator and the values will begin to converge.
Alternator Diagnosis:

The Alternator has 3 Phases in the Stator (Induced) and 12 Pairs of Poles in the Rotor (Inductor).
The connection of the Three-Phase Stator is in 'Star'.
Each free end of the Three-Phase Stator Winding is connected between 2 Rectifier Diodes.

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The checking of the Rectifier Diode Plate should be done with the Clamp
Amperometric Transducer of the Oscilloscope, directly on the Battery Terminal.
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The "crests" of the Current of each Positive Semicircle of the 3 Rectified Phases are observed.
In the oscilloscope below, the typical waveform of the Alternator's output is observed.

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Factors that affect the measured waveform of the Alternator:
Fluctuations in Engine RPM.
Working Cycle applied to the Exciter (Rotor).
Alternator Electric Charge.

Sensor BMS (Battery Monitoring Sensor):

It is an Intelligent Sensor that is mounted directly on the Negative Terminal of the Battery.

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The SensorBMS measures the charging and discharging of the battery. It has a 2-pin connector that
correspond to a Positive Power Supply (through the F30 Fuse of the BJB) and to a LIN connection
that links it to the BCMii. The mass is taken directly from the negative terminal.

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If the BMS Sensor is inoperative, the BCMii sends the request to turn on the warning light.
Battery to IPC Panel via MS CAN Bus. The BCMii Module will log a Network DTC (Type U).
However, if the alternator is working properly, no DTC will be recorded in the PCM.

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In the Active Diagnosis, you enter the Data Line of the BCMii and select the PID of
VPWR and the PIDs that start with BAT_such as BAT_CURRENT, etc.
The BMS Sensor informs the BCMii about the Load Balance on the Battery. It does not indicate the Current.
what is the Alternator generating.
With the Engine running, a portion of the generated Current goes directly to the
Consumers and another part is stored in the Battery.

Analyzing the readings from the BMS Sensor, indirect diagnostics can be performed.
For example, when placing the contact, it is possible to evaluate if the Fuel Pump is
Timed, if the Pre-Post Heating Spark Plugs are functioning, etc.
The Smart Charge Alternator Diagnosis can also be complemented by analyzing the
PIDs of the BMS with the Engine Running.

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Remaining Battery Consumptions:

When stopping the Engine, the Network Modules exchange data and store relevant information.
for the next start. Then they are able to turn off.
The PCM manages its own Power supply by keeping the Relay timed.
Injection (R13 from BJB).
The power cut of the other Modules is performed by the BCMii after verifying that the
Buses remain inactive.
If the vehicle is without Contact but with the Key placed inside the ignition switch, the
Buses are still operating and the Modules maintain their power supply.
In this condition, the remaining consumption is high. The same happens if any of the Modules
The bodywork has a fault.
The Module would not shut down and the Bus would continue to operate, generating a large consumption that
can download to the Battery.
The BCM module cuts off battery consumption after 10 minutes if there is no activity.
there is activity.

The consumption with the key in the contactor is 2.5 Amps for 10 minutes, then
drops to 0.9 A
PATS Immobilizer System
The New Ranger has an Immobilizer System PATS through key recognition.
The PATS Function is integrated into the BCMii Module, where the Keys are Programmed.

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Inside the Keys or Remote Controls, there is a Transponder.

The Transponder uses 'encryption' technology that consists of a Fixed Code,
unique and indelible (among billions of possible ones) called "Identifier" and a
Programmable Memory, called 'Authentic' where an Algorithm (equation is housed
mathematics).
This Transponder Memory Address is configured only during the Procedure of
Key Programming.

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Each vehicle has programmed in the Module that manages the PATS, in this case the BCMii,
A unique algorithm that will be programmed to all the pieces of the PATS Collection (PCM,
BCMii and Keys) during the Service Functions carried out with the IDS.
When placing the Contact, the PATS Module generates a random number to be entered in
The Authentication Algorithm of the entire collection. A single result is then generated.
that is compared with the results of the calculations sent by the other Modules or pieces of
the collection. This information is transmitted from the Transceiver to the BCMii via Tx and Rx (cables
dedicated) and via CAN HS between the BCMii and the PCM.
If all the results received are consistent with those calculated by the BCMii, the
engine start. If any of the Modules or Parts in the collection sends a result
different or not send result, the Starter Motor is disabled and the Engine Management is inhibited.

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The PATS Witness is integrated into the Instrument Panel and is turned on or off via
CAN MS message to the IPC at the request of the BCMii.

In the 2012 Ranger, the management of the PATS LED is different from what is normally used by Ford.

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The System does not deliver Flash Codes. In case of any System failure, the LED flashes.
it runs fast for about 30 seconds and then turns off.
The Security Access of the PATS is Encoded of the Type Out Code - In Code. For the
Erasure and Programming of Keys or the Initialization of a new PCM or BCMii is required
an alphanumeric code (hexadecimal).
Getting in Touch:

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When inserting the Key into the Contactor, the Key Presence Switch closes and it is powered.
with 12 Volt to a Pin of the BCMii.
This interrogates the Key even though the contact is not installed.
When the Presence Switch is turned off, the BCMii wakes up the PCM and TCM (Wake Up) with 12 Volts.
even if the Key has not been brought to the Contact Position.
This is checked because 5 Volts appear in the Engine Sensors and the Automatic Transmission.
(VRef.)
By turning the Key to Position 15 (Contact), the BCMii reads the Key's Transponder again.

Starter Motor Relay:

If the Key Transponder is recognized, the BCMii releases the Engine Start.
By now moving the Key to Position 50 (Start), it supplies Positive to Relay R19.
(Starter inhibitor) of the BJB and in parallel to the PCM at the "IGN RUN START" pin.
The PCM places Mass on its Pin 'ST ENABLE RLY LSD' and activates Relay R19 of the BJB.
turning the Starter Motor.

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Transceiver (Antenna):
The Transceiver connects directly to the BCMii. It has 4 connection pins corresponding to 2 to
the Power supply (12 Volt and Ground) and the other 2 wires for communication Tx and Rx. The
Transceivers are not coded and can be exchanged from one vehicle to another.

Transponder Keys:
The system can store up to a maximum of 8 keys. A minimum must be programmed.
2 keys for the vehicle to start. The used keys may have remote control.

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Both the Transponders and the Remote Controls are stored in the BCMii.

Diagnostics about the PATS:

In case of a system failure, the starter motor will not turn, and the PATS LED will flash.
more frequently. The engine start is disabled by any means.
The PATS Diagnoses begin in the BCMii Module. In case of a failure, a DTC will be registered.
specifically linked to the Reading of the Key, the state of the Antenna or Transceiver, the
Communication between modules, etc. that will guide us on measurements and/or procedures to
to carry out.
In the BCMii Data Logger, the relevant PIDs for PATS Diagnostics are accessed.

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Manual Programming of New Keys:

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Keys with Remotes

The Remote Controls are stored in the BCMii Module just like the Key Transponders.
The Remote Programming is manual. Up to 8 Remotes can be programmed.

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Remote Control Programming:

When accessing the Remote Control Programming window, the Buzzer of the IPC Panel
emit a sound at the request of the BCMii over the MS CAN BUS.

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Change of Unlock Type (1 Phase or 2 Phases):
The unlock function can be programmed to activate with a single press of the button.
Remote opens only the Driver's Door or all the Truck Doors.
simultaneous form.

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Electronic Diagnosis of Duratorq Puma 2.2 and 3.2 TDCi Diesel Engines
In both engines, the control system is Continental Siemens SID 208. The PCMs are
similar, changing the Calibrations, since in addition to having a different amount of
Cylinders, there are some differences in Emission Control and the Turbocharger.
Fuses and Relays BJB

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Cabin Fuse Box BCMii Module–CJB

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Details and Location of Fuses BCM-CJB

Pine trees of Module BCM-CJB

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PCM located below the Motor BJB Fuse Box

To access the PCM Module, the plastic locks of the fuse box must be removed.
Motor EJB-BJB and remove the iron support that holds the Motor Fuse Box.
View of PCM SID 208 connectors

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Location of the PCM Connector Pins (Wired)

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PCM Feedings 2.2L and 3.2L TDCi Engines

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In the top image, it can be verified that the positive is on the Ase pin.
Contact, Masses, Positives by Relay and the Activation of the PCM Relay.
Details about the Pinera C of the PCM

The Cdel PCM Pinera is smaller in size and is at a lower level than the Pineras AyB.
- Pinera A 53 Pines: The numbers are facing each other at the Black Connector on the Branch side.

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Pinera B 53 Pines: The numbers are located facing the Brown Connector side Branch.
- Pinera C 48 Pines: The numbers are found facing in the gray connector side branch.
Analyzing the PCM plan, in the Pinera there are Letters and Numbers indicating the
different Pins to measure.
In the photo above, we see that the letters are arranged horizontally on the Part.
the lower part of the PCM connector and the numbers are arranged vertically. This happens
only in the Pinera, so the Pin's coordinate must be correctly located
Measure, for example C_F4(Pinera C - Pin F4).
Let's look at some examples of the nomenclature used to identify the PCM Pins.
Pinera A - Pin 12

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Pinera B - Pin 40

Pinera C - Pin A2 (different nomenclature)

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To disconnect the Pineras from the PCM, you must press the Plastic Lock and slide it.
gently. Care should be taken as the PCM pins are very thin and in case of
A bad procedure can bend or deform.
First, the PineraAo theCy must be disconnected, then the others.
Positive Contact and Start (Pinera A)

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In the upper image, it can be observed that the contact Positive comes out of Pin 1 of
Ignition switch. The positive on startup comes out through pin 7 and the permanent positive.
The Power Switch enters Pin 4.

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On Pin 5 of the Power Switch, when inserting the key into the slot, there is a
SW (Key In Switch) in all versions, which will send a 12 Volt positive signal to the
BCM-CJB module and the module will query TX and RX to the Transceiver Module (Antenna)
located on the Starter Contactor.
In the version with Automatic transmission, it is used to activate Relay R1 (located in BJB-EJB)
What blocks the removal of the key if the vehicle is not in Park.
The BCM-CJB Module via Pin 32 of Connector 1 supplies 12V to the PCM Module at Pin 28 of the
Pinera has called WAKE UP. This Positive "awakens" the PCM that starts to exchange.
Data with the BCMii via the CAN HS BUS.
Positives by Injection Relay (Pinera A)

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PCM masses (Pinera A)

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Fuel Injection Relay Control Pin of the PCM (Pin A)

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Presentation of the SIEMENS SID 208 CAN Diesel Injection Team
The New Ranger 2.2 and 3.2 TDCi Electronic with Puma Engine has Siemens Equipment.
High performance Common Rail Diesel Injection, called 3rd Generation.
The Siemens Common Rail System can operate at injection pressures higher than
the1800 Bars. This improves the fuel atomization, resulting in a greater
Power and a significant reduction in Particulate Emissions (Black Smoke).
The high performance of the Engine and its Injection System requires, for optimal
operation, a quality Diesel fuel, with less sulfur, but above all
water and solid contaminants (dirty Gas Oil).
It has a High-Pressure Pump controlled by Input. For this reason, the Pump has
with a single Control Flow Electrovavle called VCV (Input Control).
In the High Pump, there is the Diesel Temperature Sensor (FRT), of the NTC type.
Although the High-Pressure Pump has an integrated Vane Transfer Pump, the
system includes an Electric Pump or Lifting Pump located at the Metering device of the
Fuel Tank. This facilitates the system purging and improves performance.
Team ensuring a good supply of fuel to the High Pump.
The Common Rail Injectors are Siemens of the Piezo Electric Type, which gives them a high
operating speed. Typical injection times are very low, less than 2 msec.
The Air Admission System has two Turbocharger Engines.
In the 2.2 L Engine, the Intake Pressure is limited by a Wastegate Valve.
Diverter, actuated pneumatically by a solenoid valve EVR controlled by the
PCM. The Valve has a SensorEVP (3 wires) that reports the position of the Wastegate.

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- The 3.2 L engine is equipped with a TurboTGV. The control of the turbo is carried out through
a TGV Module (mounted on the same Turbo), connected directly to the PCM.
Regarding the Antipollutants, both engines are equipped with a Recirculation System.
Exhaust Gas Recirculation (EGR) Motorized and Pre-Post Heating System (Glow Plugs)
Preheating), controlled by a Module that is governed by the PCM.

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The Fuel System is divided into: Low Pressure System and High Pressure System.
Low Pressure Fuel System

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Filtro de Combustible:
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In the image, it can be observed that the Fuel Filter has 4 quick couplings.
connection, of fine and thick tip
.

The thick peaks indicated with 1 and 2 are fuel inlets.

The fine peaks that are marked with 3 and 4 are Fuel Returns or Outputs.

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The main entrance to the Filter is Red and is indicated with 1. The supply to the Pump of
High is the number 2 in light blue.
The Main Return to the Fuel Tank is indicated with4in red.
The input of the Returns (Pump and Injectors) is indicated with 3 and is light blue.
Checks on the Lifting Pump
The Electric Pump of 'Levante', located inside the Flow Meter, is activated by the BCMiial.
provide contact to the vehicle. For this, the BCM has an internal Relay. The PCM does not have
direct control over the Pump Relay.
The pressure generated by the pump can be measured with a pressure gauge on the filter of
Fuel in the coupling 1 color Red Thick Beak, given that the system does not present a
Measuring Port in the Diesel Filter.
Typical Lifting Pressure: 0.7 Bars
When the Electric Pump Pressure is low (less than 0.35Bar) and the Injection Equipment
has wear (lack of efficiency of the High Pressure Pump or leak by Injectors) it
They can produce "Tugging" during movement. This can also originate from a filter.
Blocked fuel or a Low pressure regulator out of range.
Lifter Pressure Gauge and Regulator:
The Pressure Regulation of the Lift is carried out in parallel with the Pump Discharge
Electric to the Filter, within the same Flow Meter.
The Regulator is located at the bottom of the Flow Meter. To access the Regulator, it is necessary to
dismantle the Electric Pump. The connection between the Regulator and the output to the Filter is by
middle of a plastic hose and on the regulator side with a quick coupling in red color. The
Regulator is a sealed unit that is part of the flow meter and does not require maintenance. 49

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50
The pump has a pre-filter located inside the gauge tank.
Flammable. To clean it, the fuel sender must be disassembled. About the pump output,
two plastic hoses are found, one with a quick coupling and the other connected under pressure.
One of the hoses at the outlet has a check valve preventing it from draining.
the fuel system. The remaining plastic hose connects through a coupling
red quick, to the Low Pressure Regulator.

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NOTE: When the Injection Team is functioning correctly and has no wear (Vehicle
new) the engine starts without Electric Pump. However, the vehicle may exhibit
irregular marches due to lack of supplies to Bomba Alta.
The problem will arise when the Fuel Filter is replaced and cannot be bled.
The fuel arrives at the filter and exits the same filter towards the high-pressure pump.
Transfer Pump, integrated with the High Pump, increases the Pressure to 4 / 6 Bars
sending it to the 3 Pumping Elements through the VCV Valve.
Low Pressure Measurement on the Fuel Filter (0.7 Bars):
51

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Management of the Electric Pump

When placing the contact, the BCM activates the Fuel Pump Relay (internal relay) even if the PCM is
disconnected or the vehicle immobilized. If the ignition is authorized when turning the key to the
Position +50 the PCM will send the request to activate the pump to the BCMi via CAN HS.
The Timing of the Pump in contact and Unlocked Motor is longer than what
habitual (30 seconds). With the motor immobilized, the timing is very short.

Flow Measurement of the Lift Pump 52

The normal flow rate of the lifting pump is above 500 cm3 in 10 seconds.

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Electric Connection of the Lifting Pump
The electrical connection of the pump is not found in the PCM plans because it does not
controls. The Relay is internal to the BCMii and the Output is through Pin 9 of Connector 7 of the BCMi.

53

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Pump Cut-off and Inertia Switch: Although the Plans include the Switch of
Inertia, it is not mounted. All versions include RCM Module (Airbag).
In some cases with Tensioners and Bags and in others only with Pyrotechnic Tensioners.
In the event of a collision, the RCM records the impact with and by High Bus and sends it to the BCM and the PCM.
Fuel Cutoff and Engine Shutdown order to prevent spillage. Simultaneously.
the BCMii turns on the Beacons.
Electrical Measurements on the Low Pressure System
1- Locate Connector 7 of the BCM Module and check Pin 9 of the Pump Output.
Lift. With the Pinera disconnected, place the Tester on Scale of 200. and to join them
Measurement tips to discount the residual value. Measure on Pin 9 output
regarding the Low Pressure Pump Resistance Mass. This measurement verifies all the
Pump connection. What resistance did the pump measure?
Motor Resistance of the Pump: _____ 
2- Verification of the activation to the BCM Pump. Connect a 1 Watt Lamp between the
Cable of Pin 9 (Yellow/Gray) of Connector 7 of the BCMii and Ground. Make contact.

54

3- Place the Tester in the Direct Current Ampermeter Function (DCA), remove the
Fuse of the PumpF56of theCJBby measuring the current taken by the Pump.

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Diagnosis with Scanner of the Low Pressure System

In case of an electrical failure related to the fuel pump, the BCMii will register
a DTC will be generated automatically. The DTC will be present on the BCM Module and not on the PCM.

The DTC was generated on the BCMii. The DTC has prefix B (Body or Chassis).
In this case, the Code B10C0 is specific to Ford. The code is in ISO 14229 format.
(European) and SAE J 2012 (USA). It contains 4 bytes of information in "hexadecimal" format.
The first 2 bytes correspond to the specific DTC B10C0 with little description.
The third byte corresponds to the 'Type of Error' (FTB). In our case, it indicates the type.
The failure is electric (the Fuse for Pump F56 in CJB was removed) and was detected by the Monitor.
The Definition Table of the Third Byte is of the SAE.

55

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The fourth byte corresponds to the 'State Byte', in our case 2F, but the scanner does not give it.
details of its meaning. However, it can provide relevant information about the
Condition under which the DTC is loaded. To interpret it, the hexadecimal number must be converted.
Binary 2FA.
A Byte has 8 bits (they can be zeros or ones).
In our case, the State2Fen Byte is hex101111 in binary, but it should be placed the
56
8 bits completing with zeros from left to right. The Status Byte 2F (hex) converted to
binary will be 00101111.

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57

In the Fourth Byte (2F) it is observed that the Fault does not require the MIL to be lit (first bit).
To convert Hex to Binary, you can use the Windows calculator in
scientific format. The number is written in Hexa (hex) and then clicked on Binary (Bin).

High Pressure Fuel System

The 2.2L and 3.2L Duratorq engines use a new Siemens High Pressure Pump.
design, controlled by Input, which is driven by the Distribution Chain.
The Pump is not Calibrated. It has 3 Radial Elements that allow it to generate
pressures of up to 1800 bars. It incorporates a Vane Transfer Pump that is
driven by the axle.
On the pump, there is a Flow Control Valve VCV that is coupled between the
Transfer Pressure Zone and Pumping Elements.
It has a Fuel Temperature Sensor located underneath the VCV Valve.

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58

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The Siemens Injectors are of the Piezoelectric Type.

NOTE: remember that when carrying out any type of repair in which it is necessary to disassemble
the injectors, it is advisable to mark their position, as they have coding, otherwise,
59
Learning should be done with Scanner.

Diagnostics on the High Pressure System

Siemens injectors usually do not have leakage problems due to the third stage (Control of
return) and the Rail does not have a Pressure Relief Valve, so it is not common in the
Siemens equipment finds low starting pressure problems due to leaks.
The main problem with the Common Rail System is the deterioration of the components.
Pumps of the Pump and the VCV Valve due to contaminated fuel.

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In case of startup problems, the PIDs from the Data Line of the PCM should be selected.
that are related to the Engine Start.
The PID to select for an engine not starting condition are the following:

SYNC: Yes (there is synchronization of the engine between CKP and CMP. They are in phase).
RPM: 194 RPM. (the PCM receives the Turn Signal correctly).
FRPS: Pressure Sensor Signal from the Rail at Voltage 0.87V. (the Pressure is low).
FRP: Desired Pressure by the PCM.
Analyzing the Data Logger, it is observed that the Engine has CKP-CMP Synchronization, the Pressure
desired is correct, but the voltage of the FRP sensor is below the necessary threshold
for the Starting Pressure.
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Measurements with Tester on the FRP:
It is located at one end of the rail, at the rear of the engine. It reports to the PCM the
Fuel Pressure in the Rail. The FRP Sensor has 3 wires connected to the Pinera C
from the PCM:

5V(Vref)= Pin 3 (Gray) Mass = Pin 2 (Blue/Brown) Señal= Pin 1 (Verde)

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Measurement on the Signal cable of the FRP sensor in Contact

Measurement of the FRP sensor at Idle

61

1- Select in the PCM Data Flow the PIDs aimed at diagnosing a problem
of Starting Pressure and complete the following table:
You have to select:
RPM Engine Revolutions.
FRPS (Voltage Signal of the FRP Sensor).
FRP under Pressure
FRPD (Desired Rail Pressure)

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2- Disconnect the FRP Sensor and start the engine. Does the engine start?SI____ NO____
What conclusion do you draw if disconnecting the FRP makes the engine start?

Measurements on the VCV Valve of the Pump:

The VálvulaVCVesNormal Closed (NC). This establishes that if it remains stuck or is
An electrical problem arises, the pump cannot generate high pressure.

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The High-Pressure Pump is not accessible, so the measurements of the VCV Valve are
they will be carried out from the PCM's Pinera.
Connection of the VCV to the PCM

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Measurements with Multimeter:
Resistance of the VCV Valve over its own Solenoid Valves

Measure the resistance of the VCV Valve from Connector C

the PCM and the Fuse F25 of the BJB.
Resistance of the Valve VCV = _____ 
Measurement of the VCV Valve with Oscilloscope:
The PCM pulses the VCV at a constant frequency due to the variation of the 'Duty Cycle'
Cycle in %. This way, it controls the average current that the Valve takes and with it, the position of
63
opening, allowing the passage of greater or lesser amounts of Gas Oil to the Pumps.
Oscilloscope of the VCV Valve at Idle

Pulse waveform extended by a sudden acceleration

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If the engine does not start due to pressure leaks, the pulse to the VCV widens. If on the other hand the
Blood pressure is high, the pulse is weak.
The pulse frequency is around 600 Hz.
The Duty in Ralenties is 23-25%. In sudden acceleration, the Pulse widens to 35%.
DTC of the VCV Valve electrical problem

64

The PIDs to evaluate in the event of a fuel pressure issue on the ramp are as follows:
RPM - Pulse to VCV Valve–FRP
Cold Engine at Idle. Normal Operation

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Engine does not start. The pressure in the rail is low.

The engine does not start because the system does not generate enough fuel pressure.
on the common Rail. The PCM determines to increase the PWM Pulse Width on the Valve
flow control VCV to increase the Starting Pressure, let us remember that the
ESD valve Normally Closed. The PWM Pulse is around 33%.
Pulses to the VCV against the flow taken by the Valve

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Piezoelectric Injectors:
The advantage of Piezoelectric Injectors is their low consumption and their rapid operation. It is because
this that all injection equipment manufacturers are starting to use.
This allows dividing the flow to be injected in each cycle into several injections, achieving that
generate lower pressures in the Chamber and that the Combustion is more ISOBARIC (at Pressure
Constantly reducing the distortion of the actual Diesel Cycle. The typical Injection Pulses of
The Piezoelectric Injectors have a duration of less than 1ms at idle.

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The pulse applied by the PCM is amplified within the Piezoelectric Actuator reaching 100
Volt. The Piezoelectric Actuator is made up of hundreds of very thin sheets of
Stacked Ceramic Material.
These sheets, when affected by a tension, expand a few microns pushing outward.
down to the Control Valve (Third Stage of the Injector) that releases the Control Pressure to
Return.
The Injector will remain open until the PCM applies another Pulse of inverted Polarity.
that contracts the Piezo and closes the Injector. 66
Piezoelectric Injectors require 2 Pulses, one to open and another to close.
Characteristics of Piezoelectric Injectors:
The resistance must be greater than 150 K Ohm. The typical value is 198 K. 
The capacity can be measured with a capacitance meter. It must be greater than 3 microfarads.
Faradios.
They consume little current (approximately up to 6 Amps) and do not have a BEEP pulse.
With a clamp ammeter for oscilloscope, one can observe the change of direction of
the
Opening and Closing Current of the Piezoelectric Injector (polarity).
The Injection Pulse lasts about 0.4 msec.
The injection pulse is around 100 volts.
Injector Resistance Measurement:

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The control of the Injectors is performed by the PCM through 2 cables. In both engines,
Injectors share cables as the connection is similar.
Pin 1 High Side PCM applies Voltage (100 Volt) and Pin 2 Low Side PCM connects the Ground.

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Simplified plan for connection to injectors for 3.2l 200 HP engine

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Measurements with an oscilloscope of the Injection Pulse:

Injection Pulse in Voltage. Cold Engine at Idle

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The Motor management system generates Multiple Injections to reduce the noise of the engine.
Diesel. Normally the system has 2 pre-injections and 1 main injection.
With the engine cold, the PCM adds a post-injection in order to accelerate ignition.
Oxidation Catalyst. The Post-Injection disappears at around 50°C.

Injection Pulse in Current. Cold Engine and Idle

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Injection Pulse Voltage Vs. Amperes Cold Motor

69

Injection Pulse Voltage Vs. Amperes Motor at Operating Temperature

Diagnosis of the Piezoelectric Actuators of the Injectors:

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In the Piezoelectric Injectors, the ceramic material inside can short circuit.
Actuator.
For this reason, it is very important to verify the Injector Resistance (198 K .
In other cases, the glass panes begin to lose insulation and a leak occurs.
internal between the Piezo and the body of the Injector (Leak against Mass).
Every time the contact is turned on, the PCM monitors that no Piezo is present in
short circuit or have ground leaks.
If the problem is a short-circuited Injector but without a Leak, the PCM disables that Injector.
On the other hand, if a Mass Leak is detected, the PCM will disable the Injection Pulse to all.
the Injectors because it is not possible to individualize the damaged one.
This strategy is implemented to protect the Voltage Source. The Motor will not start and the
PCM will log a DTC.
Injector Monitor: (applied to both engine variants)
The PCM internally has a Switched Power Supply that can generate up to 200 Volts.
When placing the Contact, the PCM sends two very short pulses through Pin 1 of the Injector.
but with an amplitude of approximately 200 V.
If the Injector is electrically connected and there are no Current Leaks to Ground, wait.
receive through Pin 2 of the Injector the return or reflection of 200 Volts. With this, it is verified that not
Brief about the injector or the wiring
This injector and circuit checking strategy is carried out only once at
put Contact, even if the Injector is disconnected.
Two consecutive pulses of 200V must appear on the two pins of the injector and then there should not be any.
more activity until the start.
Injector connector disconnected. Oscilloscope on Pin 1 (High Side). Signal OK 70

Injector harness connected. Oscilloscope on Pin 2 (Low Side). Signal OK

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Measurement with Oscilloscope Pin 1 High Side. Cut to Ground. Connector disconnected.
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Measurement with Oscilloscope Pin 2 Low Side. Short to Ground. Connected connector

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The upper image shows the oscillogram obtained by placing a 21Watt lamp with
one pin to Pin 2 of the Injector and the other to Ground. This created a leak to Ground on the Side
Under the Injector. The oscilloscope measured 20 Volts when the Pulse should be 200 Volts.
The engine won't start because the PCM inhibits the injectors. DTCP062D is generated.

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DTC associated with Injector Failure Type:

1- Problem of cut cable or false contacts on the Injector Connector regardless of whether
It is the High or Low Side. The Engine will start failing. A specific Circuit DTC is generated.

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The DTCP0201 "Circuit Interruption" refers to Cylinder 1 Injector. The DTC is

generate when placing the Contact. The PCM in contact was expecting to receive via Pin 2 through the
I lost the 2 pulses of 200 volts and due to a wiring or connectivity issue, they are not arriving.
The Status Byte (26) refers to the fact that the problem is present at this moment.

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2-Current Leakage from Piezo to Mass. The Leakage can occur from the body itself.
from the injector or by an unshielded wire. The motor does not start and a DTC is generated.

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The DTCP062D refers to the Switching Source Circuit of the PCM. The Status Byte
A7nos informs that the Mil Light is on due to this Failure.
The PCM Source Circuit controls the current that flows out through a Pin for the
Injectors return through another pin. If the current that returns is less than the one that left the PCM.
(Differential Control) the Evaluation Circuit detects a Leak and loads the DTC.
If 5 Amperes came out from the High Side of the PCM, then 5 Amperes must return through the Low Side.
The sum of the Currents must equal zero. If it is different from zero, there is a Leak.
To diagnose this failure, a good technique is to disconnect the injectors one by one.
and start. If the engine starts, the disconnected injector is the one that leaks through the piezo.
The injector needs to be replaced.

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3-The PCM can detect if there is a short circuit between the High Side and the Low Side of a
Injector or in its Circuit. The Engine will not Start. In this case, it is advisable to perform a
Test KOEOal PCM. During the KOEO, the PCM pulses at a high frequency.
Injectors. If it detects an irregularity, it generates a DTC like the P1261 specific to Ford.

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Cylinder Balance:
The Siemens PCM performs a Cylinder to Cylinder Balance to balance the angular velocity of the
crankshaft and improve the idle.
The strategy is suspended when reaching over 1500 RPM.
To balance the Cylinders, the PCM uses the CKP Signal that accelerates every time a
The cylinder burns and stops when it compresses.
To balance the ride, the PCM regulates the amount of fuel it injects into each
cylinder with the purpose of accelerating or braking the Engine Pistons.
The maximum correction made by the PCM in the Ranger is 20%.
The PID that represents the Cylinder Balance is indicated as CilBal and has no unit.
The ideal value of CilBales1 (without correction), the minimum possible value will be 0.8 (it got a 20%)
of Fuel) and the maximum 1.2 (added 20% of Fuel).
When a KAM Memory Reset is performed or the Battery is disconnected, it also clears
these corrections. When starting the engine, the PCM will begin adjusting the CilBal from '1'.

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The Balanced Cylinder Data can be exploited in the Diagnosis of a

Engine with uneven idle.
The cause of the failure may be a defective injector or in a combustion chamber.
with low compression.
To determine the source of the failure, the Injector can be relocated and checked if it...
move the fault.
Injector Coding:
The Siemens SID 208 system equipped in the Ranger has Injectors with Code.
The injector code is a fine-tuning adjustment on the PCM software to compensate for the
small tolerance dispersions between two pieces.
Al cambiar un Inyector se deberáingresar con el IDSunCódigo de 6 dígitos alfanumérico.
The non-coding of the new Injector does not mean that it does not work, but when programming
the engine code should operate more smoothly.

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Siemens Injector Coding with IDS. 2.2L and 3.2L Engine.

The procedure is carried out in Special Functions or Service of the PCM.

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Pre-Post Heating System Module

The Pre-Post Heating Glow Plug Module is located at the front
Vehicle on the Battery side, a malfunction of this Module could cause failures.
they put the Engine in 'Emergency' limiting acceleration.

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The Glow Plugs improve starting in 'sub-zero' conditions.
normal temperatures do not work before startup.
However, in cold starts and once the engine has started, the will be activated
Plugs to introduce heat into the chambers and reduce pollutant emissions. To this
This function is referred to as "Post-Warming".
The Spark Plug Module is controlled by the PCM, which determines whether it is produced
Preheating or Postheating. The Module controls the Glow Plugs via PWM, modulating
the Current, given that the Glow Plugs are of Quick Heating and very low Resistance.
The Post-Warming Phase occurs only if the Engine Regime is below 2500.
RPM. As the RPM increases, the Post-Heating is suspended to preserve the lifespan of
The Spark Plugs. The maximum Pre-heating time at a temperature of -20 degrees or lower
It is from 30 to 45 seconds. With a temperature above 50 degrees, there is no preheating.
The Spark Plugs are Controlled by PWM, therefore they are very low Resistance plugs.

77

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Measurement of the Resistance of the Glow Plugs

1- Disconnect Connector 2 (Output to Spark Plugs) and set the Multimeter to ground.
to measure the resistance of the spark plugs. Short-circuit the probes of the multimeter to
discount the residual. Make sure the engine is cold because the spark plugs are of a
PTC material and when heated, it increases its resistance.

Spark plug 1______ 

Spark plug 2 _____  78
Plug 3 ______ Spark plug 4 _____ 

Diagnostic Trick: The Glow Plugs are made of PTC material that increases their
value of Resistance with Temperature. Taking advantage of this condition, it is possible to diagnose
an uncompressed chamber measuring the spark plugs resistance with the engine running. The
A cylinder with lower compression will generate less heat and the spark plug will have lower resistance.
The cylinder with higher compression will burn well generating more calories and the spark plug will have
Mayor Resistance.
Measurements with oscilloscope on the Pre-Post Heating Module:
Signal Pin 2 Brown/Violet PCM Control to the Glow Plug Module Engine off on contact

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The oscilloscope is placed on the control pin of the Ignition Coil Module. It is controlled by the PCM.
by PWM and when the contact is placed the control signal is approximately 90%.
Signal Pin 1 Purple/Green Confirmation Monitor of the Ignition Module to the PCM

The oscilloscope is placed on Pin 1 of the Module. The PCM receives a confirmation from
Heating from the Spark Plug Module.
Output from the Module to the Spark Plug Cylinder 4 through Pin 6 Yellow/Blue

79

The spark plugs are controlled by PWM Pulse Width Modulation. This way, a better
control of the current on the spark plug and extends its useful life. The spark plugs are placed at
Permanent table.
The Module will apply 12 Volt Pulses on the rising edge.
Signal with the Oscilloscope at 2 Channels Control Pin vs Output Pin to Spark Plug

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In the image, it can be seen that every time the PCM sends the pulse through the pin of
Control, the output is produced from the module to the incandescent spark plugs.
DTC about the Glow Plug System:

Performing a KOEO test on the PCM will be able to detect the Number of the Cylinder that possesses the
Spark plug with the circuit interrupted. In this case, Connector 2 of the Module was disconnected.
What DTCs are related to the 4 Cylinders.
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