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FCSD Technical Training

INTERACTIVE STUDY GUIDE

2005 ESCAPE NEW MODELTECHNICIAN TRAINING

FCS-13917-DL

2005 ESCAPE NEW MODEL TECHNICIAN TRAINING

COURSE CODE: 30N25F002-FEB-04

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IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, aswell as the personal safety of the individual doing the work. This manual provides general directions for accomplishing serviceand repair work with tested, effective techniques. Following them will help assure reliability.

There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of theindividual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each.Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his

personal safety nor the vehicle integrity by his choice of methods, tools or parts.

As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for aspecific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are givento prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in thoseareas where carelessness can cause personal injury. The following list contains some general WARNINGS that you shouldfollow when you work on a vehicle.

• Always wear safety glasses for eye protection. • To prevent serious burns, avoid contact with hot metalparts such as the radiator, exhaust manifold, tail pipe,

• Use safety stands whenever a procedure requires you to catalytic converter and muffler.be under the vehicle.

• Be sure that the ignition switch is always in the OFF • Do not smoke while working on the vehicle.position, unless otherwise required by the procedure.

• To avoid injury, always remove rings, watches, loose• Set the parking brake when working on the vehicle. If you

hanging jewelry, and loose clothing before beginning tohave an automatic transmission, set it in PARK unlesswork on a vehicle. Tie long hair securely behind yourinstructed otherwise for a specific service operation. If youhead.have a manual transmission it should be in RE-VERSE

(engine OFF) or NEUTRAL (engine ON) unless instructedotherwise for a specific service operation. • Keep hands and other objects clear of the radiator fan

blades. Electric cooling fans can start to operate at any• Operate the engine only in a well-ventilated area to avoid

time by an increase in underhood temperatures, eventhe danger of carbon monoxide.though the ignition is in the OFF position. Therefore, care

• Keep yourself and your clothing away from moving parts should be taken to ensure that the electric cooling fan iswhen the engine is running, especially the fan and belts. completely disconnected when working under the hood.

The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/orservice department operations. These recommendations and suggestions do not supersede or override the provisions of the Warrantyand Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern.

The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approvedfor printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, ortesting procedures without notice and without incurring obligation. Any reference to brand names in this manual is intendedmerely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available, may beused. The right is reserved to make changes at any time without notice.

WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS. WHEN WORKING ON BRAKE COMPONENTS, AVOIDBREATHING THE DUST. BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER.

Breathing asbestos dust is harmful to your health.

Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health whenmade airborne by cleaning with compressed air or by dry brushing.

Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers.Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per OSHAinstructions and the trash hauler notified as to the contents of the bag.

If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, techniciansshould wear government approved toxic dust purifying respirators.

OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only techniciansconcerned with performing brake or clutch service should be present in the area.

Copyright 2000 Ford Motor Company Produced and Coordinated byTechnical Support OperationsFord Customer Service Division

August, 2000

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CUSTOMER EXPECTATIONS

Customer Expectations: Service

1. Make it convenient to have my vehicle 5. Provide me with a clear and thoroughserviced at your dealership. explanation of the service performed.

2. The Service Advisor should 6. Call me within a reasonable amountdemonstrate a genuine concern for of time after my service visit to ensuremy service needs. that I’m completely satisfied.

3. Fix it right the first time. 7. Be responsive to questions orconcerns I bring to your attention.

4. Complete servicing my vehicle in atimely and professional manner.

Expectation 3

‘‘Fix It Right The First Time, on Time.’’Both service advisors and technicians are important players when it comes to Expectation#3.

WhyCustomers tell us ‘‘Fixing It Right The First Time, on Time’’ is one of the reasons theywould decide to return to a dealer to buy a vehicle and get their vehicles serviced.

Technician TrainingIt is our goal to help the technician acquire all of the skills and knowledge necessary to‘‘Fix It Right The First Time, on Time.’’ We refer to this as ‘‘competency.’’

Technician’s RoleAcquire the skills and knowledge for competency in your specialty via:

STST New Model – Self Study – Self Study – FordStar Broadcasts – FordStar Broadcasts – Ford Multimedia Training (FMT) – Instructor Led

– Instructor LedThe BenefitsThe successful implementation of expectations means:

– Satisfied customers – Repeat vehicle sales – Repeat service sales – Recognition that Ford and Lincoln/Mercury technicians are ‘‘the Best in the

Business’’

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TABLE OF CONTENTS

INTRODUCTION............................................................................................................... Intro-1Technical Training ........................................................................................................ Intro-1Ground Rules for Successful Completion .................................................................... Intro-1Logging On ................................................................................................................... Intro-2Keypad Operation......................................................................................................... Intro-3Purpose......................................................................................................................... Intro-4Agenda.......................................................................................................................... Intro-4

LESSON 1: OVERVIEW......................................................................................................... 1-1Objectives .......................................................................................................................... 1-1Introduction ........................................................................................................................ 1-2

LESSON 2: CHASSIS............................................................................................................ 2-1Objectives .......................................................................................................................... 2-1Suspension System........................................................................................................... 2-2Driveline System................................................................................................................ 2-3Brake System .................................................................................................................... 2-5

LESSON 3: POWERTRAIN ................................................................................................... 3-1

Objectives .......................................................................................................................... 3-1Engine................................................................................................................................ 3-2Transmission System ...................................................................................................... 3-24Fuel System..................................................................................................................... 3-32

LESSON 4: ELECTRICAL ..................................................................................................... 4-1Objectives .......................................................................................................................... 4-1Instrument Cluster ............................................................................................................. 4-2Module Communication Network....................................................................................... 4-3

LESSON 5: BODY AND MISCELLANEOUS ........................................................................ 5-1Objectives .......................................................................................................................... 5-1Occupant Restraints .......................................................................................................... 5-2

APPENDIX................................................................................................................Appendix-1Appendix: Essential Special Service Tools.......................................................... Appendix-1Order Form ........................................................................................................... Appendix-3Glossary Of Terms ............................................................................................... Appendix-5

2005 Escape New Model Technician Training 02-FEB-04

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TABLE OF CONTENTS

NOTES

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INTRODUCTION

FCSD Technical Training

The distance learning course you are about to take is intended to give you new knowledge and information about

diagnosing and servicing Ford vehicles. We hope you apply this knowledge and information to ‘‘Fix It Right The

First Time’’ as part of our effort to satisfy our customers, the owners of Ford Vehicles.

Ground Rules for Successful Completion

This course is ‘‘score based’’. Successful completion of this course requires a passing score of 80% or greater.

Achievement of 80% of greater will result in a ‘‘PASS’’ in your STARS training history. A score of less than

80% results in a ‘‘FAIL’’ in your STARS training history. If you logon and participate in the class, but chooseNOT to answer any of the questions, your will receive an ‘‘AUDIT’’ in your training history. You may return to

complete the test in a future class session, if desired.

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INTRODUCTION

LOGGING ON

Your response keypad transmits data and voice between you and the host via telephone lines and satellite. It is

your ‘‘lifeline’’, connecting you to the instructor as well as to other participants. Using the keypad, you canbecome involved fully in the seminar, asking questions and contributing relevant comments. To log on at the

beginning of the broadcast session:

1. Enter your I.D. number (in response to the keypad prompt). If you press an incorrect key, press CLEAR and

re-enter the numbers.

2. Press ENTER.

3. The system validates your I.D. number by displaying your name on the keypad. If your name does not appear

on the keypad, re-enter your I.D. number.

4. If you cannot successfully log on, contact the FORDSTAR Help Desk:

a. USA dealers call 1-800-790-HELP (4357).

b. Canadian dealers call 1-800-467-8925

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INTRODUCTION

KEYPAD OPERATION

CALL Key

• Press the CALL key if you have a question or comment. This places you in the call queue. The system indicates

your name and location to the instructor.

• It takes approximately 60 seconds for the instructor to respond. If you change your mind about asking the

question, simply press the CALL key again. As long as the instructor has not accepted your call, this takes you

out of the call queue.

WAIT and SPEAK Lights

• The red WAIT light illuminates when your call is received and placed in the call queue.

• When the instructor calls on you, the green SPEAK light illuminates and your microphone is activated.

• The microphone is the gray dot between the SPEAK and WAIT lights. Speak in a normal tone of voice from a

normal sitting position. The instructor will hear you, as will the other students.

FLAG Key

• Use the FLAG key when requested by the instructor. The FLAG key is usually used to alert the instructor that

you have completed a test or exercise.

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INTRODUCTION

PURPOSE

The purpose of this FORDSTAR course is to provide Ford service technicians with the knowledge needed to

understand the new systems, new components and unique service procedures for the 2005 Escape.

AGENDA

The information in this course is arranged in the following order:

• Lesson 1: Overview

• Lesson 2: Chassis

• Lesson 3: Powertrain

• Lesson 4: Electrical

• Lesson 5: Body and Miscellaneous

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LESSON 1: OVERVIEW

OBJECTIVES

• Identify new features on the 2005 Escape.

2005 Escape New Model Technician Training 02-FEB-04 1-1

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LESSON 1: OVERVIEW

Introduction

2005 Escape

The 2005 Escape builds on the success of its predecessor with several competitive advantages including car-like

handling, maneuverability and performance. It is Ford’s smallest sport utility vehicle and affordable to purchase

and maintain. The Escape is offered in a five-door body style and is assembled in the Kansas City assembly

plant.

• The body styles for the 2005 Escape are:

– XLS

– XLT

– Limited

• Two models sold only in the United States and Canada are:

– Limited Series

– XLT No Boundaries

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LESSON 1: OVERVIEW

• The main new features are:

– 2.3L engine

– Occupant classification sensor (OCS) in the front passenger seat

– Smart Junction Box


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LESSON 1: OVERVIEW

Exterior Features

2005 Escape Roof Rack

The 2005 Escape continues to be the best small SUV on the market. The main exterior features are:

• No Boundaries roof rack

• The spare tire is now located under the rear floorpan. This to creates a flat load floor for the Hybrid Electric

Vehicle.

• The trailer tow package is not available on XLS units in US and Canada due to the fact that the V6 engine is

not offered on XLS units for these markets.


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LESSON 2: CHASSIS

OBJECTIVES

• Identify suspension changes.

• Identify the stabilizer bar bushing type.

• Identify changes to the brake system.


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LESSON 2: CHASSIS

Suspension System

Escape Rear Suspension

The 2005 Escape is equipped with a four-wheel independent suspension system similar to that used on the 2004

Escape. The only change to the front suspension is a retuned front stabilizer bar to improve durability. The main

change to the rear suspension is the addition of the ABS boss on the trailing arm.

• The front suspension is the same from a service standpoint but has two changes:

– The stabilizer bar links are no longer steel, but are now cast aluminum

– The stabilizer bar bushing is now a self-lubrication elastomer (SLE) bushing, previous model year vehicles

used a conventional rubber bushing


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LESSON 2: CHASSIS

Driveline System

Driveshaft

The 2005 Escape uses two different driveshaft lengths. Driveshaft length depends on which transmission is

installed. The manual transmission uses one length and the automatic transmission uses a different length.


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LESSON 2: CHASSIS

Active Torque Coupling

Active Torque Coupling

Another change to the driveline system is the addition of the active torque coupling (ATC) for the differential

assembly.

• The 4WD system continuously monitors vehicle conditions and adjusts the torque distribution between the

front and rear wheels with the ATC.

– During normal operation, most of the torque is sent to the front wheels.

– During heavy acceleration and if wheel slip is detected, the 4WD module increases torque to the rear wheels.

– The 4WD control module varies the toque sent to the rear wheels by sending a duty cycle to the active

coupling device located inside the rear axle.

• The active torque coupling is not repairable.

• The active torque coupling is replaced as a unit with the rear axle assembly.


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LESSON 2: CHASSIS

Brake System

Rear Drum Brake

For 2005, a new four wheel disc brake system is available in addition to the disc/drum system. The following

parts changed from the 2004 Escape to the 2005 Escape:

• New ABS control module with electronic brake force distribution

• The master cylinder changed to accommodate the new four-wheel disc and ABS systems.

• Adjustable pedals are not available on the 2005 Escape.

• New park brake lever for the new floor console.

• For the four-wheel disc system:

– New front calipers

– New rear calipers and rotors

– New park brake cables and drum-in-hat park brake assembly


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LESSON 2: CHASSIS

ABS Module

The new Mark 25 ABS controller uses the CAN vehicle bus communications.

• The ABS module provides vehicle speed information over the CAN network to the ICM, which gateways the

signal to the SJB over the MS-CAN network.

• A hard-wired signal from the ABS module provides the vehicle speed information (VSS) to the ICM:

– The vehicle speed sensor (VSS) information is used by

■ the speed control module

■ some radios


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LESSON 3: POWERTRAIN

OBJECTIVES

• Identify available engines and transaxles.

• Describe the 2.3L engine.

• Describe the 3.0L Duratec engine.

• Identify the fuel charging and controls on the Escape.

• Identify unique components of the 2005 Escape CD4E transaxle.


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Engine

2005 Escape

The 2005 Escape is available with either the 2.3L or the 3.0L Duratec engine. The 3.0L Duratec engine was

modified slightly, and those changes are covered in this program. The 2.3L engine uses a unique timing procedure

which is also detailed in this program.


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2.3L Engine

2.3L Engine

The 2.3L engine is a four valve-per-cylinder, dual overhead camshaft engine.

• The engine uses a coil-on-plug ignition system.

– Firing order 1-3-4-2

• The cylinder block is made of aluminum and the bearing caps are integrated into the ladder assembly.

• The oil pan is made of aluminum which enhances engine block strength. It bolts to the bottom of the lower

cylinder block and to the transaxle.

• The camshafts are mounted in the cylinder heads and act against valve tappets to open and close the valves.

•The camshafts are driven by one timing chain at the front of the cylinder head. The chain is driven by acrankshaft mounted sprocket.

• The oil pump is driven by the crankshaft via a dedicated chain. The chain is driven by the same sprocket that

drives the timing chain.

• This engine uses cracked rods which are not serviced separately, but come with a short block.


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Oil Filter

Oil Filter

The oil filter length is very important on the 2.3L engine. If the wrong filter is used, it can become damaged,

allowing oil to drain from the engine and cause severe engine damage.


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Head Bolt Tightening Sequence

Head Bolt Tightening Sequence

The head bolts on the 2.3L engine are tightened in staggered sequence, from the center outward, in a widening

spiral. Refer to the Workshop Manual for the current procedure.

• To tighten the head bolts:

1. Tighten all bolts in sequence to 5 Nm (44 lb-in).

2. Tighten all bolts in sequence to 13-17 Nm (9.5-12.5 lb-ft.).

3. Tighten all bolts in sequence to 44-46 Nm (32-34 lb-ft.).

4. Turn all bolts 90 degrees, in sequence.

5. Turn all bolts an additional 90 degrees, in sequence.


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Valve Train Bucket Tappets

Bucket Tappet

Each tappet on the 2.3L engine is marked to denote thickness. If a valve must be adjusted, measure the clearance

prior to disassembly and write it down. If the clearance is beyond specifications, select a thicker tappet and

reassemble. For the proper procedure, refer to the Workshop Manual.

• Intake valve clearance should be 0.25 mm plus or minus 0.03 mm.

• Exhaust valve clearance should be 0.30 mm plus or minus 0.03 mm.


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Measuring Tappet Clearance

Measure the clearance of each valve at the base circle of the cam lobe before removing or loosening the

camshafts. If the clearances are not taken before the cams are loosened, it will necessitate repeated removal andinstallation to determine the proper clearance. Measure with a feeler gauge that is calibrated in millimeters.

• If any tappets do not measure within specifications, install new tappets in those locations.

• For additional information, refer to the service procedures in the Workshop Manual.

NOTE: Measure each valve’s clearance at base circle with the lobe pointed away from the tappet, before

removing the camshafts. Failure to measure all clearances prior to removing the camshafts will necessitate

repeated removal and installation.

• Also be sure to mark the position of the camshaft lobes with the number one cylinder at TDC for assembly.

• It is important to loosen the camshaft cap bolts in the proper sequence. Refer to the Workshop manual for the

proper procedure.


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Marked Valve Tappets

It is critical to mark the tappets so they can be reinstalled in their proper position. The photo above shows

properly marked intake and exhaust tappets.


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Oil Pump and Chain

2.3L Chain-Driven Oil Pump Chain and Sprockets Being Installed

The G-rotor oil pump is driven off the crankshaft by a chain.

• The drive chain and both the oil pump and crankshaft sprockets must be installed onto the engine at the same

time.

• Drive chain tension is maintained by one fixed guide and a spring-loaded chain tensioner.

• Diamond washers must be installed on both sides of the crankshaft sprocket to ensure proper friction.

CAUTION: The crankshaft, the crankshaft sprocket and the pulley are fitted together by friction

with diamond washers between the flange faces on each part. If you loosen the pulley, the crankshaf

sprocket is also unfastened. Therefore, the engine must be retimed each time the damper i

removed. Otherwise severe damage can occur.


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Timing Procedure

2.3L Camshaft Alignment Plate

Item Description Item Description

1 Intake Camshaft 3 Camshaft Alignment Plate

(T94P-6256-CH)

2 Exhaust Camshaft

Refer to the Workshop Manual for the latest timing procedure information.

• To time the camshaft, be sure the oil pump chain and gears are on. Then:

1. Install the camshaft drive sprockets, but do not tighten.

2. Install the timing chain over the crankshaft and camshaft sprockets (no timing marks specified).

3. Install the timing chain fixed guides and then the adjustable guide.

4. Install the timing chain tensioner assembly and tighten to 10 Nm (87 lb-in).

5. Pull the pin from the hydraulic tensioner to put tension on the chain.

6. Insert the TDC timing pin into the block.

7. Use a wrench on the camshaft flats to rotate the camshafts until the end slots line up.


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8. Install Camshaft Alignment Plate T94P-6256-CH to align the camshafts.

9. Hold the camshafts with a wrench on the flats and tighten the camshaft sprockets to 65 Nm (48 lb-ft).

10. Then, install the front cover.

CAUTION: Do not rely on the Camshaft Alignment Plate to prevent camshaft rotation. Damage t

the tool or the camshaft can occur.


with diamond washers between the flange faces on each part. If you loosen the pulley, the crankshaf

sprocket is also unfastened. Therefore, the engine must be retimed each time the damper i

removed. Otherwise severe damage can occur.


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Crankshaft Damper

Crankshaft Damper Installation

The crankshaft pulley must be installed in the proper location before the pulley bolt is tightened. The picture

above shows the 6 mm (0.23 in) bolt by 18 mm (0.7 in) at the 6 o’clock position with the special tool holding the

crankshaft in position while the technician tightens the crankshaft bolt to the proper torque. Refer to the

Workshop Manual for the current procedures.

• To install the crankshaft pulley:

1. Set the number one piston to TDC.

2. Insert the TDC Crankshaft Timing Pin 303-507 (T97P-6000-A) into the block.

3. Slowly turn the crankshaft clockwise. When the crankshaft stops against the pin, the number one piston is

at TDC.

4. Install the crankshaft pulley and hand tighten the bolt.

5. Turn the crank damper pulley to align the timing hole in the damper and front cover, then insert the 6 mm

(0.23 in) by 18 mm (0.7 in) bolt through the pulley and into the front cover.


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6. Using the special tool to hold the crankshaft pulley in place, tighten the crankshaft pulley bolt in two

stages. Tighten the damper bolt to 100 Nm (74 lb-ft), then an additional 90 degrees (1/4 turn) plus or minus

10 degrees.

7. Remove the 6 mm (0.23 in) by 18 mm (0.7 in) bolt.

8. Remove the TDC timing tool.

NOTE: The crankshaft damper bolt is designed for one-time use only. Install a new bolt each time the bolt is

loosened or removed.

CAUTION: In step four only hand-tighten the crankshaft pulley bolt or damage to the front cover

can occur.


with diamond washers between the flange faces on each part. For that reason, the crankshaf

sprocket is also unfastened if you loosen the pulley. Therefore, the engine must be retimed each tim

the damper is removed. Otherwise severe damage can occur.


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2.3L Crankshaft Position (CKP) Sensor

Crankshaft Position (CKP) Sensor Adjustment


1 CKP Sensor Alignment Tool 3 Crankshaft Damper

2 CKP Sensor 4 Crankshaft Damper Tooth

The crankshaft position (CKP) sensor on the 2.3L engine must be adjusted using a special tool that is packaged

with the CKP sensor.

• Anytime the CKP sensor is loosened or removed, it must be replaced.

– A special tool, which only comes with a new CKP sensor, must be used to properly align it.

• The number one piston must be set at TDC for proper installation.

• If crankshaft pulley is removed re-orient CKP sensor.


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Cold Side Thermostat

2.3L Thermostat Location

The 2.3L engine uses a cold side thermostat. The 2.3L engine used in the past model Ranger used an electric

thermostat, as is shown in the above picture. The 2005 Escape 2.3L engine does not use an electric thermostat.

However, the thermostat is still a cold-side thermostat.

• Cold side thermostat does not open as quickly as a hot-side thermostat opens. The 2.3L engine may take 12 to

14 minutes before the thermostat opens.

• Cold-side thermostats help keep the engine block at a more consistent temperature.


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Cylinder Head Temperature Sensor

2.3L Cylinder Head Temperature Sensor Location

The electrical connector in between the cams is the cylinder head temperature (CHT) sensor. The CHT sends

cylinder head temperature data to the powertrain control module (PCM).

• The CHT sensor replaces the engine coolant temperature (ECT) sensor as the primary source of engine

temperature.

• The PCM calculates the engine coolant temperature based on the cylinder head temperature data.

• The 2.3L has a coolant temperature sender.

– Located on the back of the engine

– Used only for the instrument cluster gauge


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Electronically-Operated Exhaust Gas Recirculation (EGR) System

Exhaust Gas Recirculation (EGR) Valve Location


1 Coolant Out 3 EGR Valve Gasket

2 Coolant Passage 4 EGR Valve

The exhaust gas recirculation (EGR) valve is a PCM-controlled stepper motor.

• The EGR valve is located at the left rear corner of the cylinder head.

• Engine coolant is used to cool the EGR valve.

• EGR flow is monitored by the temperature manifold absolute pressure (TMAP) sensor located on the top of the

intake manifold.

• The temperature portion of the sensor is not used by the PCM.


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3.0L Duratec Engine

3.0L Duratec Engine

The 3.0L Duratec engine is a V6 four-valve-per-cylinder, dual overhead camshaft engine.

• The engine uses a distributorless ignition coil on plug (COP) system.

• The cylinder block is a two-piece design. The upper portion houses the cylinders and a separate lower cylinder

block contains the main bearing caps. Both sections are made of aluminum, with inserts for the bearing areas

and caps.

• An aluminum oil pan bolts to the bottom of the lower cylinder block and to the transaxle to provide strength.

• The camshafts are mounted in the cylinder heads and act against a roller follower to open and close the valves.

A hydraulic lash adjuster is located on one side of the roller follower and the valve tip on the opposite end.

• The camshafts are driven by two chains at the front of each cylinder head (one on each side). Each chain is

driven by a single sprocket located on the crankshaft, just in front of the oil pump.


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3.0L Duratec Belt Tensioner

The new design of the front engine accessory drive (FEAD) on the 2005 Escape 3.0L is necessary because of

changes to the motor mount to improve NVH characteristics.

• The water pump belt on the back side of the engine currently uses a tensioner, the new style does not.

• The new belt is referred to as a stretchy belt.

– The stretchy belt must be cut off to remove.

– The stretchy belt must be replaced if removed.


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3.0L Positive Crankcase Ventilation (PCV) Valve

The PCV system is low emission OBD II compliant. The main change to the PCV system is that the PCV valve is

now located in the right-hand valve cover.

• The PCV valve is held in place by a cam lock that ‘‘rounds off’’ when the valve is removed.

• Because of this, the PCV valve must be replaced whenever it is removed.


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Oil Pan Gasket

The 3.0L Duratec engine used on the 2005 Escape is equipped with a new front oil pan and gasket.

• The new press-in-place gasket provides better sealing.

• The pan changed to accommodate the new gasket.

• Oil capacity has increased from 5.5 to 6 quarts.


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Lower Intake Manifold

The air intake manifolds have undergone minor changes.

• The upper intake manifold differs in appearance, but functions the same as earlier models.

• The lower intake manifold differs from the previous component by the placement of the injectors.

– The injectors are mounted lower in the cylinder for better fuel atomization


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Crankshaft Position Sensor

The crankshaft position sensor is mounted in the front cover, similar to the 2004 Taurus/Sable.

• The crankshaft sensor pulse ring has two keyways.

– Use the orange keyway for the 3.0L 4V Duratec engines in the Taurus/Sable and 2005 Escape


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Transmission System

2005 Escape Transaxle

The 2005 Escape uses two different transaxles. The manual transaxle is carryover from the 2004 Escape. The

2005 Escape also uses a four-speed, front wheel drive automatic transaxle with electronic controls. It is the same

transaxle used in the 2004 Escape, but with upgrades. A review of the electronic controls is featured before the

changes are discussed in this program.

• The electronics control:

– An electronic pressure control (EPC) solenoid for shift quality

– Shift scheduling

– 3-2 shift timing

– Coast braking

– Torque converter clutch control


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2005 2.3L Converter Housing

The 2005 CD4E transaxle uses a unique converter housing for the 2.3L Escape featuring a revised starter location

The 2.3L starter is on the radiator side of the engine.

• The starter bolts to the engine.

• The same bolts used for the power take off unit (PTU) on the 4x4 applications are used to mount a 16-pound

damper for improved NVH on 4x2 applications.

NOTE: Roll restrictor bolt threads switched in July 2002 from fine thread to course thread. Use the correct bolt to

avoid stripping converter housing threads (fine thread bolt part number W706564-S309; course thread bolt part

number W500141-S01). Both style bolts are tightened to 90 Nm (66 lb-ft).


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CD4E Band (Old Style on the Left, New Style on the Right)

The transaxle modifications include an improved band. The new design bands are easy to identify because they

have two grooves and the old design bands have only one groove. The new style bands are used in the 2005Escape and forward, but the old bands will continue to be available to service 1993-2004 transaxles.

• The new-style bands used with the 3.0L engine:

– Have part numbers printed on the steel side of the band

– Are dark in color

– Part number 5L8P-7G477-AA

• The new-style bands used with the 2.3L engine:

– Have part numbers printed on the steel side of the band

– Are light tan in color

– Part number 5S7P-7G477-AA


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2005 Calibration Improvements

2005 Escape Automatic Transaxle

The 2005 design torque converter uses an improved friction material and cannot be used for servicing prior mode

transaxles.

• The redesign reduces the likelihood of shudder concerns.

• The friction grooves have been eliminated.

• The orifices in the main control were redesigned.

– The new design controls cannot be used for prior transaxles.

– To service 2001 through 2004 Escapes with shudder concerns, refer to the reflash procedure in OASIS

16717.


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Low One-Way Clutch (Roller-Type on the Left, Mechanical Diode on the Right)

The 2005 CD4E is equipped with a roller-type low one-way clutch. A running production change, however, will

replace it with a mechanical diode (MD) clutch.

• The mechanical diode replaces both the low/reverse thrust plate and the roller-type low one-way clutch.

• The mechanical diode is rearward compatible and will be used to service all CD4E transaxles.

• The current style thrust plate remains available for past model service.

• The measurement procedure to determine the low/reverse pressure plate thickness for the new MD is similar to

the roller-type one-way clutch, but uses a new tool.

– Special tool 307-519 must be used to determine the L/R pressure plate thickness.

– Tool 307-519 is the same thickness as the thrust plate, but has a larger inside diameter to make the feeler

gauge measurement easier.


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Main Control Cover and Gasket (Old Style on the Left, New Style on Right)

The 2005 CD4E main control cover has been redesigned to accommodate a reusable gasket. The new design main

control covers are available with the jiggle cap or the stand pipe vent designs and should be used with the newreusable gasket.

• The new cover with the new style gasket are compatible with older CD4E transaxles, but must be used as a set.

• The new cover is available with the jiggle cap and also with the stand pipe.


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Main Control Cover Fluid Pan and Gasket Torque Limiters (Old Style on the Left, New Style on Right)

The most important difference between the old style and the new style main control covers are where the torque

limiters are placed.

• The old style main control cover used a cork gasket and had torque limiters built into the pan.

– Cork gasket remains available to service past model covers

– Cannot use the new style gasket with torque limiters built into the gasket on an old-style pan

• The new style main control cover uses a reusable gasket with the torque limiters built into the gasket.

– The pan rail surface is flat between the bolt holes

– Use the new style gasket with torque limiters on the new style pan as a set.

•The new reusable style gasket should be cleaned and reused unless damaged.


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Forward/Coast/Direct Clutch Cylinders (New Style on Right)

Thick-wall forward/coast/direct clutch (FWD/CC/DIR) cylinders with lead-free bushings are now in production

and available for service in all CD4E transaxles. The new cylinders can be easily recognized by the difference inspline shape. The new splines are more rounded, which improves durability. The new FWD/CC/DIR cylinders

are also thicker.


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Fuel System

Fuel Injector

The fuel system on the 2005 Escape is similar to that of the four-valve engine used on the 2004 Taurus/Sable. The

fuel rail is internally dampened for noise reduction.

• Several changes have been made over the previous model. The four most significant are:

– Electronic returnless fuel system

– Fuel pump is controlled in real time through a closed-loop system between the fuel pump driver module and

the PCM

– There is no Schrader valve on the fuel rail

– In-line fuel pressure and temperature sensor


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Electronic Returnless Fuel System

Electronic Returnless Fuel System (ERFS) Block Diagram

The 2005 Escape features an electronic returnless fuel system (ERFS). The ERFS operates in the following

manner:

• The fuel delivery system is enabled during crank or running mode once the PCM receives a crankshaft position

(CKP) sensor signal.

• Fuel pump logic is defined in the fuel system control strategy and is carried out by the PCM.

• The PCM commands a duty cycle to the fuel pump driver module (FPDM).

• The fuel pump driver module modulates the voltage to the fuel pump (FP) to achieve the proper fuel pressure.

The power relay or FPDM power supply relay supplies voltage for the fuel pump.

• The fuel rail pressure (FRP) sensor provides the PCM with the current fuel rail pressure data. The PCM uses

this information to vary the duty cycle output to the FPDM to compensate for varying loads.

• The amount of fuel is controlled by the length of time the fuel injector is held open. The injector is normally

closed and is operated by 12 volts from the power relay. The ground signal is controlled by the PCM.

• The fuel delivery system has three filtering or screening devices:

– The intake sock


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– The fuel filter assembly

– The fuel filter screen

• The fuel pump (FP) module contains the fuel pump and the fuel sender assembly. The fuel pump is located

inside the tank. It supplies fuel to the engine.

•The inertia fuel shutoff (IFS) switch is a safety device that de-energizes the fuel delivery secondary circuit inthe event of a collision. Following a collision, the IFS switch should be reset only after a thorough inspection of

the vehicle.


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Fuel Pressure Sensor

Fuel Pressure Sensor

The fuel pressure sensor measures the pressure difference between the fuel injection supply manifold and the

intake manifold, and provides the information to the powertrain control module.

• The powertrain control module uses this information to vary the duty cycle output to the fuel pump driver

module (FPDM), which controls the speed of the fuel pump.

• The speed of the fuel pump sustains fuel injection supply manifold pressure.

• Proper fuel pressure helps keep fuel in its liquid state.


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NOTES


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LESSON 4: ELECTRICAL

OBJECTIVES

• Describe the networks used on the 2005 Escape.

• Describe the ‘‘gateway’’ function of the instrument cluster module (ICM) for the high speed (HS) and medium

speed (MS) controller area network (CAN).


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Instrument Cluster

Instrument Cluster

The 2005 Escape instrument cluster (IC) is a hybrid cluster that includes a module (ICM), which acts as a

gateway between the high-speed and the medium-speed CAN. The ICM takes messages from the HS-CAN and

puts them on the MS-CAN. This action is referred to as the gateway.

• The PRNDL no longer displays in the IC with the key OFF because the floor gear selector lever includes a

visual indication of which gear is selected.


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Module Communication Network

The 2005 Escape uses three module communication networks:

• High-speed controller area network (HS-CAN)

• Medium-speed controller area network (MS-CAN)

• ISO 9141


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Medium Speed Controller Area Network (MS-CAN)

Medium Speed Controller Area Network (MS-CAN)

The 2005 Escape medium-speed controller area network (MS-CAN) is a two-wire system that allows

inter-module communication. It operates if one wire is shorted to ground or power, or if one of the two wires are

broken.

• This network is diagnosed with the NGS plus or the WDS.

• This network remains active for as long as 30 minutes after the ignition is turned OFF.

•The MS-CAN operates at 125 kilobytes per second.

• The modules on the MS-CAN are:

– Instrument cluster module (ICM)

– Smart junction box (SJB)

– The ICM communicates on the MS-CAN and the HS-CAN networks

• Typical signals sent on this network are:

– Vehicle security status

– Door ajar status

– Lamp status

– Key-in-ignition status

– PATS key status

– Cluster information


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Smart Junction Box (SJB)

Smart Junction Box (SJB)

The smart junction box (SJB) in the 2005 Escape consists primarily of the fusebox and an electronic module. The

interior body circuits all feed through the SJB. The following parts have been deleted for the 2005 program and

are integrated into the new SJB:

• GEM module

• Flasher module with and without trailer tow package

• Trailer tow relay is now a solid state driver located in the SJB

NOTE: The trailer tow relay is only included in the SJB if the vehicle is ordered from the factory with the trailer

tow package. Do not install trailer lights if the vehicle is not equipped with a factory installed trailer tow SJB. The

SJB used in the trailer tow package and the SJB for the rest of the vehicles are different.

• Daytime running lights module used on Canadian vehicles

• Daytime running lights relay used on Canadian vehicles

• Headlamp relay is now a solid state driver located in the SJB

• Brake shift interlock relay is now a solid state driver located in the SJB


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High-Speed Controller Area Network (HS-CAN)

High-Speed Controller Area Network (CAN)

The 2005 Escape high-speed controller area network (HS-CAN) is a two-wire system that allows inter-module

communication. It may still operate with limited functionality if one wire is shorted to ground or power, or if one

of the two wires is broken.

• HS-CAN provides higher speeds of data communication than SCP or MS-CAN.

– HS-CAN operates at 500 kilobytes per second

– HS-CAN goes down as soon as the ignition is turned OFF

– The 2005 Escape does not have an SCP or UBP network

• HS-CAN will not collapse or lock up, even if operating at maximum capacity.

• Modules on the HS-CAN network are:

– Instrument cluster module (ICM)

– Powertrain control module (PCM)

– Anti-lock brake system (ABS) control module

– 4x4 active torque coupling (ATC)


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• This network is diagnosed with the NGS plus or the WDS.

• Typical signals sent on this network include:

– Torque data

– Engine and vehicle speed with throttle position

– Engine configuration

– Transmission configuration

– Transmission gear and torque converter effects

– Brake system information

– Intelligent torque information

– PCM telltale, overdrive, fail safe cooling

– Cluster information

– Wheel speeds


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Supplemental Restraints System (SRS) CAN

Supplemental Restraints System (SRS) CAN

• Modules on the separate supplemental restraints CAN are:

– Restraints control module (RCM)

– Occupant classification sensor (OCS) electronic control unit


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ISO 9141

ISO 9141

The ISO 9141 network is used for diagnostic tests. It does not allow inter-module communication and does not

operate if shorted to power or ground.

• The modules on the ISO 9141 network are:

– Restraints control module (RCM)

– Park aid module (PAM)


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Exterior Lighting

2005 Escape Headlamp

The 2005 Escape is equipped with new headlamps. The major differences are:

• The bulbs do not use weather resistant connectors. An access panel has been added to seal the bulbs.

NOTE: The access panel must be reinstalled if removed.

• The headlamp voltages are regulated using a pulse width modulated (PWM) signal from the SJB. The SJB uses

solid state drivers to power the bulbs.

• The fog lamps are now controlled with a momentary style switch and must be reactivated each time the

headlamp switch or ignition is turned OFF.

• Fog lamp indicators are now in the switch and have been removed from the IC.


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• The reverse lamps are now driven through a reverse lamp relay located in the SJB.

– The lamps are now high-side switched; this means that the lights are controlled from the battery side of the

electrical circuit, not the ground side as on previous model years.

– On vehicles with automatic transmissions, the SJB receives a message from the PCM that the reverse gear

has been selected and activates the relay. The signal to the SJB is gatewayed through the cluster from the

HS-CAN.

– On vehicles with manual transmissions, the signal from the reverse switch on the transmission is hardwired

to the SJB and the module activates the relay accordingly.


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Miscellaneous Electrical

2005 Escape Rear Wiper

The rear wiper on the 2005 Escape will now perform clearing strokes with the wash function. The following are

other important points to note on the 2005 Escape:

• Radios are on delayed accessory power and remain on for up to ten minutes after the ignition is turned OFF.

• Ground for the horn now comes back through the clock-spring and grounds in the IP, which provides a better

ground circuit. The old system grounded through the steering column.

• All vehicle speed signals to the dash and on the MS-CAN come from the ABS module. The PCM uses a

different speed signal obtained from the usual sensors.

• The low coolant warning has been deleted.

• Autolamps are no longer controlled by the inside rearview mirror. All of the autolamp functions are controlled

by the SJB. The autolamp switch is now part of the headlamp switch.

• The outside rearview mirrors now operate with the ignition OFF.

• The power outlet in the IP has power only when the ignition switch is ON. The power outlet in the center

console has power at all times.


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• New encrypted wedge PATS keys replace the old encrypted glass keys. The improvement makes them less

susceptible to interference. The 2005 PATS keys are not backward compatible.

• The new smart locking feature makes it more difficult to lock your keys in the vehicle. It does not allow the

driver door to be electrically locked with the key in the ignition and the door open.

• The new smart starting feature does not allow the starter motor to engage when the motor is already running.

• The LOCK/UNLOCK feature of the remote key fob can now be activated with the ignition ON.


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BTSI Over-ride

The 2005 Escape floor mounted shift mechanism replaces the column shift design used for 2001 through 2004

vehicles.

• The brake transaxle shift interlock (BTSI) override access is under the pry-out tethered cover located to the

right of the gear selector lever.

• To override the BTSI:

– Apply the parking brake and remove the BTSI cover.

– Insert a screwdriver or a key into the hole and press downward while pulling the gear selector lever out of

PARK.

NOTE: The BTSI may not operate if a secondary fuse is blown, if the battery is dead, or the vehicle tail lamps are

not operating correctly. If the BTSI does not operate, the gear selector lever cannot be moved out of the PARK

position with the ignition ON and the brake pedal depressed.


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LESSON 5: BODY AND MISCELLANEOUS

OBJECTIVES

• Describe the operation of the passive restraint system.

• Describe occupant classification sensor (OCS) seat system.


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Occupant Restraints

Air Bag

The restraint system on the 2005 Escape consists of both active and passive restraints. It is referred to as the

personal safety system (PSS) in marketing brochures and the supplemental restraint system (SRS) in the

Workshop Manual. The active restraints are the seat belts. Passive restraints require no operator action to

activate.

• The SRS uses combined input from sensors to match its response to the severity of the crash.

• The 2005 Escape uses dual-stage front airbags.

• Does not have side air curtains

• The occupant classification sensor (OCS) and belt tension sensor provide new inputs to the RCM.


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LATCH System

The lower anchors and tethers for children (LATCH) have three top tether anchors mounted in the roof. The lower

anchors are mounted in the seats to securely fasten child safety seats in the rear outboard positions. The LATCHsystem is standard on the 2005 Escape.


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Occupant Classification System (OCS)

Occupant Classification Sensor (OCS) System


1 OCS ECM 3 OCS Pressure Sensor

2 OCS Bladder

The occupant classification system (OCS) senses the presence of objects on the front passenger seat. It then

classifies the objects, which helps the restraints control module (RCM) determine whether to turn off the

passenger side air bag.

• The seat occupant classification sensor (OCS) is found only on the front passenger seat.

• The front passenger seat OCS includes:

– Silicone gel-filled bladder mounted in the seat cushion

– Pressure sensor, mounted to the seat frame

– Electronic control unit, also mounted to the seat frame

• The OCS is located under the passenger seat.

• The RCM signals the passenger airbag deactivation indicator through the instrument cluster module.


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• The belt tension sensor is also used by the OCS to classify occupants or objects in the front passenger seat.

NOTE: The occupant classification system components are serviced as one unit and are, therefore, sometimes

referred to as a sensor and sometimes as a system.


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OCS Bladder

The OCS works in the following manner:

• Pressure is applied to the OCS bladder by the weight of occupant or object in the front passenger seat.

• The pressure is then transferred through a tube to the OCS pressure sensor.

• The pressure is electronically communicated to the OCS electronic control unit (ECU).

• The OCS ECU informs the restraints control module (RCM) via the CAN network.

• The RCM uses this information to determine if the passenger air bag module and passenger safety belt

pretensioner must be deployed in the event of a collision.

• The RCM may also use this information to determine whether the passenger air bag deactivation (PAD)

indicator should be illuminated.

• The OCS also interprets a variable voltage signal provided by the safety belt tension sensor to identify the

presence of a child safety seat in the front outboard passenger seat.

– The OCS then communicates with the restraints control module (RCM), automatically deactivating the

passenger air bag module and passenger safety belt pretensioner


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• When an OCS system fault is present:

– The air bag indicator lamp will illuminate or

– The air bag warning chime will be activated if an air bag indicator fault is present

• When an OCS fault is present, the supplemental restrain system (SRS) defaults to ON for the passenger air bag

regardless of the classification of the weight in the front outboard passenger seat


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OCS Service Kit

OCS Service Kit

The OCS system components (seat cushion foam pad, bladder with pressure sensor and electronic control unit)

are calibrated to each other and are serviced as an assembly.

• The calibration occurs at the factory before the assembly is shipped.

• The connectors in the service kit may be glued together.

– Do not disconnect these connectors or try to service individual components.

NOTE: Do not remove the glue from the connectors in the service pack.

CAUTION: OCS components are calibrated as one unit. Mixing components renders the OCS

system inoperative.

WARNING: THE OCS SYSTEM COMPONENTS ARE NOT TO BE INSTALLED

SEPARATELY. IF INSTALLING A NEW OCS SYSTEM, OCS SYSTEM COMPONENT OR

SEAT CUSHION FOAM PAD, A NEW OCS SYSTEM SERVICE KIT (SEAT CUSHION FOAM

PAD, BLADDER WITH PRESSURE SENSOR AND ELECTRONIC CONTROL UNIT) MUST BE

INSTALLED AS AN ASSEMBLY.

• The OCS system must be rezeroed any time the system is serviced.


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• The OCS system also must be rezeroed any time the trim cover or seat cushion is serviced.

CAUTION: It is necessary to rezero the OCS system when a front passenger seat cushion is

disassembled, a new trim cover installed or an OCS service kit is installed. A scan tool is used to

trigger the active command to carry out rezeroing of the OCS system.

CAUTION: Make sure the seat is completely assembled before rezeroing. Be sure nothing is present

on the passenger seat before rezeroing and nothing is placed on the seat during the rezeroing

process.

CAUTION: Be sure a minimum eight second time period has passed after cycling the ignition switch

ON before rezeroing.

CAUTION: Cycle the ignition switch after rezeroing, but before retesting.


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Safety Belt Buckle Switch

The restraint system is now equipped with a safety belt buckle switch and a tension sensor. The buckle switch is

located in the belt buckle. The tension sensor is part of the retractor at the bottom of the B-pillar.

• It is a three-wire Hall-effect sensor.

• The new sensor produces a variable voltage output.


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Passenger Air Bag Deactivation (PAD) Indicator

The PAD indicator is a stand-alone lamp positioned in the vehicle instrument panel so that it is visible to each

front seat occupant.

• The restraints control module (RCM) controls the state of the PAD indicator through a direct hardwire

connection.

• The PAD indicator is ON when:

– An occupant whose weight is below the preprogrammed set point of the OCS system is sitting in the fron

outboard passenger seat

• The PAD indicator is OFF when:

– An occupant whose weight is above the preprogrammed set point of the OCS system is sitting on the fron

outboard passenger seat

– The passenger seat is empty


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PAD Indicator

Occupant Size Passenger Air Bag Indicator Status

None OFF

Small ON

Large OFF


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RCM

The RCM is mounted on the floor in front of the console. Remove the console to gain access.

• Sensors located in the RCM are serviced with the RCM.

• Mounting orientation is critical for correct operation of all impact sensors.

WARNING: THE RESTRAINTS CONTROL MODULE (RCM) ORIENTATION IS CRITICAL

FOR CORRECT SYSTEM OPERATION. IF A VEHICLE EQUIPPED WITH AN AIR BAG

SUPPLEMENTAL RESTRAINT SYSTEM (SRS) HAS BEEN INVOLVED IN A COLLISION IN

WHICH THE VEHICLE CENTER TUNNEL AREA HAS BEEN DAMAGED, INSPECT THE

RCM MOUNTING AND BRACKET FOR DEFORMATION. IF DAMAGED, THE RCM MUST

BE REPLACED WHETHER OR NOT THE AIR BAGS HAVE DEPLOYED. IN ADDITION

MAKE SURE THE AREA OF THE RCM MOUNTING IS RESTORED TO ITS ORIGINAL

CONDITION.


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NOTES


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APPENDIX: ESSENTIAL SPECIAL SERVICE TOOLS

ESSENTIAL SPECIAL SERVICE TOOLS

2005 Escape New Model Technician Training 02-FEB-04 Appendix-1

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NOTES

2005 Escape New Model Technician Training02-FEB-04Appendix-2

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APPENDIX: GLOSSARY OF TERMS

GLOSSARY OF TERMS


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APPENDIX: GLOSSARY OF TERMS

NOTES


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