FFH factoids & parts quiz

[hybridbear]

Thanks for the post on the fuel system. This reminded me that the fuel system (and the audio system) were the only two areas where the 2015 April issue of Consumer Reports showed trouble spots for the FFH. The owner reported data (from the annual car survey sent to subscribers) resulted in the lowest rating for the fuel system in the 2013 FFH. The 2014 FFH fuel system showed improvement but still not a top rating. The audio system received poor ratings for both the 2013 and 2014.

Is this because there was a recall on the 2013 fuel system? Would that impact the ratings?

[Texasota]

Is this because there was a recall on the 2013 fuel system? Would that impact the ratings?

It could be. I just recently filled out my survey from Consumer Reports but I don't remember exactly how the questions were worded. I don't recall them saying to exclude recalls. Here is how CR characterizes the reliability scores:

 

 

The scores reflect the percentage of owners who said they had serious problems with their vehicles during the previous 12 months, taking into account cost, failure, safety, or downtime, in each of 16 trouble spots.

[GrySql]

More Factoids:

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

==

 

Powertrain Control Software

Computer Controlled Shutdown

The PCM energizes the PCM power relay, by grounding the PCMRC circuit. After the ignition is in the OFF, ACC or LOCK position, the PCM stays powered up until the engine shutdown occurs and other conditions have been met.

The PCM initiates logic which will lead to powering down the PCM power relay. After this logic is initiated, the following conditions must be met for the PCM power relay to be depowered:

• The ignition is OFF.
• The gear selector position is in PARK.
• The EVAP leak check monitor is complete.
• The vehicle speed is below a calibrated threshold.
• The PCM power relay diagnostic is complete.
• The electric water pump is OFF.

Deceleration Fuel Shut Off (DFSO)

During a DFSO event the PCM disables the fuel injectors. A DFSO event occurs during closed throttle deceleration; similar to exiting a freeway. This strategy improves fuel economy and allows for increased rear heated oxygen sensor (HO2S) concern detection.

Engine RPM Limiter

The PCM disables some or all of the fuel injectors whenever an engine RPM or vehicle over speed condition is detected. The purpose of the engine RPM or vehicle speed limiter is to prevent damage to the powertrain. The vehicle exhibits a rough running engine condition, and the PCM stores a diagnostic trouble code (DTC) P0219. Once the engine returns to the normal operating mode. No repair is required. However, the technician should clear the DTCs and inform the customer of the reason for the DTC.

Excessive wheel slippage may be caused by sand, gravel, rain, mud, snow, ice, or excessive and sudden increase in RPM while in NEUTRAL or while driving.

Fail Safe Cooling Strategy

The fail safe cooling strategy is only activated by the PCM when an overheating condition has been identified. This strategy provides engine temperature control when the cylinder head temperature exceeds certain limits. The cylinder head temperature is measured by the cylinder head temperature (CHT) sensor. For additional information about the CHT sensor, refer to Engine Control Components in this section.

A cooling system failure, such as low coolant or coolant loss, could cause an overheating condition. As a result, damage to major engine components could occur. Along with a CHT sensor, the fail safe cooling strategy is used to prevent damage by allowing air cooling of the engine. This strategy allows the vehicle to be driven safely for a short time with some loss of performance when an overheat condition exists.

Engine temperature is controlled by alternating the number of disabled fuel injectors, allowing all cylinders to cool. When the fuel injectors are disabled, the respective cylinders work as air pumps, and this air is used to cool the cylinders. The more fuel injectors that are disabled, the cooler the engine runs, but the engine has less power.

A wide open throttle (WOT) delay is incorporated if the cylinder head temperature is exceeded during WOT operation. At WOT, the injectors function for a limited amount of time allowing the customer to complete a passing maneuver.

Before injectors are disabled, the fail safe cooling strategy alerts the customer to a cooling system problem by illuminating the instrument panel cluster (IPC) temperature light and setting DTC P1285. Depending on the vehicle, other indicators such as an audible chime or warning lamp, can be used to alert the customer of fail safe cooling. If overheating continues, the strategy begins to disable the fuel injectors, DTC P1299 is stored in the PCM memory, and a malfunction indicator lamp (MIL) illuminates. If the overheating condition continues and a critical temperature is reached, all fuel injectors are turned OFF and the engine is disabled.

Failure Mode Effects Management

Failure mode effects management (FMEM) is an alternate system strategy in the PCM designed to maintain engine operation if one or more sensor inputs fail.

When a sensor input is perceived to be out of limits by the PCM, an alternative strategy is initiated. The PCM substitutes a fixed value and continues to monitor the incorrect sensor input. If the suspect sensor operates within limits, the PCM returns to the normal engine operational strategy.

All FMEM sensors display a sequence error message on the scan tool. The message may or may not be followed by key ON, engine OFF (KOEO) or continuous memory DTCs when attempting key ON, engine running (KOER) self test mode.

Flash Electrically Erasable Programmable Read Only Memory (EEPROM)

The flash EEPROM is an integrated circuit within the PCM. This integrated circuit contains the software code required by the PCM to control the powertrain. One feature of the EEPROM is that it can be electrically erased and then reprogrammed without removing the PCM from the vehicle. If a software change is required to the PCM, the module no longer needs to be replaced, but can be reprogrammed using a scan tool.

Edited October 18, 2015 by GrySql

[lolder]

B-17's over Germany in WWII didn't have this much help limping home !

They did have four engines though.

Edited June 5, 2015 by lolder

[raadsel]

I forget which hybrid a recent article was reviewing, but they mentioned it didn't have the creep mode, which made it very difficult to maneuver in parking lots.

 

While reviewing this thread today, I came across this old post and noticed no answer was ever given. I'm fairly sure the hybrid that does not have a "creep" mode would be the VW Jetta Hybrid. The Jetta Hybrid has a Dual Clutch Transmission, which is why it would have no "creep" mode. For those not familiar with a Dual Clutch, it is essentially a robotically shifted manual transmission and, like a manual, the car has no gear activated (the clutch is held open) when the engine is idling. This makes it more difficult to maneuver in tight spaces as the clutch has to re-engage, to put the car in gear, before the car will move.

Edited June 5, 2015 by raadsel

[GrySql]

 

While reviewing this thread today, I came across this old post and noticed no answer was ever given. I'm fairly sure the hybrid that does not have a "creep" mode would be the VW Jetta Hybrid. The Jetta Hybrid has a Dual Clutch Transmission, which is why it would have no "creep" mode. For those not familiar with a Dual Clutch, it is essentially a robotically shifted manual transmission and, like a manual, the car has no gear activated (the clutch is held open) when the engine is idling. This makes it more difficult to maneuver in tight spaces as the clutch has to re-engage, to put the car in gear, before the car will move.

Post #21 in this Thread explains the FFH Creep Mode.

http://fordfusionhybridforum.com/topic/9602-ffh-factoids-parts-quiz/?p=90904

[Texasota]

 

While reviewing this thread today, I came across this old post and noticed no answer was ever given. I'm fairly sure the hybrid that does not have a "creep" mode would be the VW Jetta Hybrid. The Jetta Hybrid has a Dual Clutch Transmission, which is why it would have no "creep" mode. For those not familiar with a Dual Clutch, it is essentially a robotically shifted manual transmission and, like a manual, the car has no gear activated (the clutch is held open) when the engine is idling. This makes it more difficult to maneuver in tight spaces as the clutch has to re-engage, to put the car in gear, before the car will move.

 

I assume by "creep" mode you mean that the car will slowly creep forward when it is in gear and when you take your foot off the brake (like a car equipped with a convention automatic transmission). I owned a 2012 Ford Focus which was equipped with a Dual Clutch Transmission. This DCT would simulate "creep" mode. With the transmission in gear the Focus would slowly move forward just like a car with a conventional automatic transmission. I could be wrong, but I think most DCTs do this. But I agree, a car without "creep" mode would be more difficult to park.

Edited June 5, 2015 by Texasota

[GrySql]

Speaking of which, Ford just issued a CSP for that great DPS6 transmission.

 

Jun 02 2015

Announcing Customer Satisfaction Program 14M01-S3

Customer Satisfaction Program 14M01 – Supplement #3: Certain 2011 through 2014 Model Year Fiesta and Focus Vehicles Equipped with a DPS6 Automatic Transmission- Transmission Clutch Shudder / Transmission Input Shaft Seal Warranty Extension. Please see FMCDealer.com for more details.

 

R14M01.PDF

Edited June 6, 2015 by GrySql

[billford]

Talking about creep mode, which I like, I'd like to discuss coasting.

 

When coasting downhill, foot off the gas pedal and brake, the car does not seem to be as free as it should as compared to other cars I've driven (automatic transmissions). It feels like engine braking on a manual transmission car. My Scangauge and the battery icon on the dashboard shows me at this time the battery is being charged. And I think that's why I feel the car does not coast freely.

 

There is a sweet spot if I just touch the throttle, then seems to coast freely.

 

I would prefer that the battery not be charged when coasting downhill so the car picks up maximum speed, then I would apply the brakes as needed to start the regen braking process to slow down. Or maybe the other way is more fuel efficient?

 

Any thoughts?

[Texasota]

Speaking of which, Ford just issued a CSP for that great DPS6 transmission.

 

I got a letter from Ford last year annoucing a warranty extension just like that for my 2012 Focus a few weeks after I brought home my 2015 FFH. It is a shame, that transmission ruined what was in most all other respects a great little car.

[Texasota]

I would prefer that the battery not be charged when coasting downhill so the car picks up maximum speed, then I would apply the brakes as needed to start the regen braking process to slow down. Or maybe the other way is more fuel efficient?

 

Any thoughts?

 

With cruise control on or off? I personally like that when the CC is on I get regen coasting downhill while at the same time maintaining the set speed. I'm not fond of the aggressive compression braking from the ICE. With CC off my FFH does some regen downhill but if it is a steep hill I still pick up speed quickly while coasting.

[corncobs]

 

With cruise control on or off? I personally like that when the CC is on I get regen coasting downhill while at the same time maintaining the set speed. I'm not fond of the aggressive compression braking from the ICE. With CC off my FFH does some regen downhill but if it is a steep hill I still pick up speed quickly while coasting.

I think it charging the HVB either way but more aggressively when on CC.

 

I also like the behavior a lot that the car doesn't "run away" when driving downhill. On our recent road trip in the Explorer I got really excited that the speed set on the CC was maintained even on the steepest hills.( my previous car would just pick up speed)

[Texasota]

Glad you are still hanging around here, CC. Seems like this forum is less active lately.

[corncobs]

Glad you are still hanging around here, CC. Seems like this forum is less active lately.

I'm usually looking for new posts multiple times a day but I didn't have to add much lately plus I have been driving our Explorer for the last two weeks while doing our vacation road trip all the way down to Key West.

 

I do agree with you it's been kinda quite lately.

[hybridbear]

Fail Safe Cooling Strategy

The fail safe cooling strategy is only activated by the PCM when an overheating condition has been identified. This strategy provides engine temperature control when the cylinder head temperature exceeds certain limits. The cylinder head temperature is measured by the cylinder head temperature (CHT) sensor. For additional information about the CHT sensor, refer to Engine Control Components in this section.

A cooling system failure, such as low coolant or coolant loss, could cause an overheating condition. As a result, damage to major engine components could occur. Along with a CHT sensor, the fail safe cooling strategy is used to prevent damage by allowing air cooling of the engine. This strategy allows the vehicle to be driven safely for a short time with some loss of performance when an overheat condition exists.

Engine temperature is controlled by alternating the number of disabled fuel injectors, allowing all cylinders to cool. When the fuel injectors are disabled, the respective cylinders work as air pumps, and this air is used to cool the cylinders. The more fuel injectors that are disabled, the cooler the engine runs, but the engine has less power.

A wide open throttle (WOT) delay is incorporated if the cylinder head temperature is exceeded during WOT operation. At WOT, the injectors function for a limited amount of time allowing the customer to complete a passing maneuver.

Before injectors are disabled, the fail safe cooling strategy alerts the customer to a cooling system problem by illuminating the instrument panel cluster (IPC) temperature light and setting DTC P1285. Depending on the vehicle, other indicators such as an audible chime or warning lamp, can be used to alert the customer of fail safe cooling. If overheating continues, the strategy begins to disable the fuel injectors, DTC P1299 is stored in the PCM memory, and a malfunction indicator lamp (MIL) illuminates. If the overheating condition continues and a critical temperature is reached, all fuel injectors are turned OFF and the engine is disabled.

I hope I don't ever have to test this feature out!

[lolder]

Glad you are still hanging around here, CC. Seems like this forum is less active lately.

The cars are mature now and most of the early items are petering out. The old age items haven't started yet. The forum that started for the 2010's ( http://www.fordfusionforum.com/forum/57-ford-fusion-hybrid/) is very quiet. The FEH forum is moderately active with aging issues.

[Texasota]

I had similar thoughts. The gen 2 FFH is now into its 4th year with the 2016s showing up and there are a few 2016 owners posting on the forum.

[lolder]

A FEH forum ( http://www.greenhybrid.com/forums/f26/) has threads about wrecked and used cars and trying to make one work with hybrid parts from different FEHs. They had some problems with MEC pumps , cooling vent doors and filters and HVB cooling fans that were addressed by Ford but not everybody gets the word. Later Ford hybrids do not have these problems. There appears to be only one main source for aftermarket Ford HVBs which is Dorman. There were about 130,000 FEHs made vs. 70,000 1st generation FFH, MKZ, Milans, and over 100,000 2nd generations so far.

[GrySql]

As long as we're discussing the Recall about the Steering Motor bolts corroding I thought we might take an overview of that system.

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

 

==
The Electronic Power Assist Steering (EPAS) system:

EPAS System
The PSCM (Power Steering Control Module) controls the functions of the EPAS system and communicates with other modules over the High Speed Controller Area Network 2 (HS-CAN 2).
To activate, the EPAS system needs to be connected to battery voltage at the hot at all times input and at the ignition/run input to the PSCM. In addition, the system must communicate with other modules over the High Speed Controller Area Network 2 (HS-CAN 2). The PSCM must receive the power mode signal from the BCM in order to be set into operation mode.
The main input for calculating the level of EPAS assist is the steering torque sensor signal. Vehicle speed is also taken into consideration in order to achieve the vehicle speed dependent steering assist characteristic.
The EPAS gear uses a reversible motor to apply the steering assist. The motor is connected to the rack of the steering gear by a toothed belt and pulley/bearing assembly. The motor is used by the PSCM to move the rack inside the steering gear housing.
The PSCM continually monitors and adjusts steering efforts based on the steering torque sensor signal, motor position and High Speed Controller Area Network 2 (HS-CAN 2) inputs to enhance the feel of the steering system. As vehicle speed increases, the amount of assist decreases to improve and enhance road feel at the steering wheel. As vehicle speed decreases, the amount of assist increases to ease vehicle maneuvering. Compensation is made to reduce the effect of pull or drift that can be experienced when driving on roads with a high degree of camber. Also compensation for the impact of wheel imbalance on steering feel is made up to a predetermined threshold.
The steering torque sensor senses the torque at the steering wheel. It is integrated into the PSCM and works by measuring the relative rotation between an input and output shaft which are connected by a torsion bar. The steering torque sensor sends out 2 PWM signals which allows a channel to channel cross-check and an accurate correction of the neutral point.
The PSCM is self-monitoring and is capable of setting and storing Diagnostic Trouble Codes (DTCs). Depending on the DTC set, the PSCM may enter a failure mode. In addition, the PSCM may send a request to the IPC to display a message in the message center, alerting the driver of a potential EPAS concern. The warning message is sent over the High Speed Controller Area Network 2 (HS-CAN 2) to the BCM where it is converted to a Medium Speed Controller Area Network (MS-CAN) message and forwarded on to the IPC over the Medium Speed Controller Area Network (MS-CAN).

Failure Modes
When a DTC is present in the PSCM, the EPAS enters 1 of 2 modes of operation.
The EPAS enters a reduced steering assist mode to protect the internal components of the EPAS when a concern is detected by the PSCM such as low/high battery voltage or over-temperature concerns that are not considered to be a critical safety concern. This reduced steering assist mode gives the steering a heavier than normal feel.
The EPAS enters a manual steering mode (no electrical steering assistance is provided) when a concern that is considered to be a critical safety concern is detected. In manual steering mode, the vehicle has mechanical steering operation only, which gives steering operation a heavy feel.

Active Park Assist
Some vehicles equipped with EPAS may also be equipped with active park assist. The active park assist system is controlled by the Parking Aid Module (PAM) and, when activated, can detect a parking space and steer the vehicle into the space by sending commands to the EPAS gear (the driver still controls the throttle, brakes and transmission). The active park assist system is comprised of several systems/modules that work together to aid in parallel parking maneuvers. The presence of certain Diagnostic Trouble Codes (DTCs) in any of those systems/modules may either keep the active park assist system from being enabled or may disable the system if currently being used.

EPAS Steering Gear
The EPAS gear is an assembly that consists of a PSCM, a motor, and a steering torque sensor, all of which are serviced as an assembly. The inner and outer tie rods and the gear bellows boots are available for service.

• The steering torque sensor is mounted near the input shaft of the EPAS gear and is used by the PSCM to determine how much force the steering wheel is being turned by. The steering torque sensor is mounted near the input shaft of the EPAS gear and is used by the PSCM to determine how much force the steering wheel is being turned by.
• The EPAS gear has one inner tie rod located at each end of the gear assembly and is available separately for service.
• The EPAS gear has one outer tie rod located at each end of the gear assembly and is available separately for service.
• The EPAS gear has one bellows boot located at each side of the EPAS gear assembly. Each boot is held in place with 2 boot clamps. The boots and clamps are available for service.

PSCM
The PSCM is the Electronic Control Unit (ECU) for the EPAS system. The module monitors all sensor inputs and High Speed Controller Area Network 2 (HS-CAN 2) messages that relate to the EPAS system and directly controls the output of the EPAS motor.

Edited October 18, 2015 by GrySql

[lolder]

This sounds expensive.

[GrySql]

This sounds expensive.

Not exactly what was used on these...

 

 

LOL!

[lolder]

$1700-2000 on 2010+s. There's a class action lawsuit on it and a NHTSA case.

 

http://www.aboutlawsuits.com/ford-focus-fusion-steering-class-action-67309/

[GrySql]

Did someone mention the A/C system?

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

==

 

A/C Electric Compressor

The variable-speed A/C electric compressor and the Air Conditioning Control Module (ACCM) are powered by the high-voltage battery system. The ACCM is an integral part of the A/C electric compressor and cannot be removed from or serviced separately. The A/C electric compressor allows for A/C operation to continue even when the vehicle is in full electric mode and the gasoline engine is not running.

A/C Condenser

The A/C condenser is an aluminum fin-and-tube design heat exchanger. It cools compressed refrigerant gas by allowing air to pass over fins and tubes to extract heat, and condenses gas to liquid refrigerant as it is cooled. The receiver/drier is integral to the A/C condenser.

Receiver Drier

The receiver drier stores high-pressure liquid and the desiccant bag mounted inside the receiver drier removes any retained moisture from the refrigerant.

The receiver drier element is incorporated onto the LH side of the A/C condenser. The receiver drier element can be separately removed and installed with the A/C condenser in the vehicle.

Thermostatic Expansion Valve (TXV)

The Thermostatic Expansion Valve (TXV) is located at the evaporator core inlet and outlet tubes at the center rear of the engine compartment. The TXV provides a restriction to the refrigerant flow and separates the low-pressure and high-pressure sides of the refrigerant system. Refrigerant entering and exiting the evaporator core passes through the TXV through 2 separate flow paths.

An internal temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjusts an internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the amount of refrigerant entering the evaporator core at lower temperatures and increases the amount of refrigerant entering the evaporator core at higher temperatures.

Edited October 18, 2015 by GrySql

[hikyuuri]

 

Factoid:

 

Creep Mode

The hybrid electric system delivers torque to the wheels to mimic the creep mode normally found on vehicles equipped with an automatic transmission. The TCM commands a predetermined amount of torque to be delivered to the output shafts of the electronically controlled transmission. This torque is delivered from the combination of the internal combustion engine, the traction motor, or the generator motor. The maximum creep speed in forward or reverse direction is about 6 km/h (4 mph). The creep speed may vary slightly if ambient temperature, altitude, relative humidity, engine temperature, or weight of the vehicle changes.

 

 

I believe also that when you stop the car with the brake, the torque is not applied so you are not wasting electricity from the "creep" torque.

 

I've wondered about that, but have no idea how to find out.

 

 

Since braking uses the traction motor for regen there is no creep fighting against braking.

 

Creep mode appears to vary power to mimic braking, unless you want to stop.

 

For example. if you are "idling" (no pressure on gas or brake pedals), you will roll forward at a constant rate of speed. If you apply the gas, you go faster (obviously). If you apply the brake to reduce acceleration, but not to stop (such as in traffic), the service brakes do not apply, but power output is reduced to simulate one "riding the brakes" in a regular car. If you press the brake harder to actually stop, the traction motor stops outputting power and the service brakes apply, stopping the vehicle.

 

You can "feel" this by doing the following:

 

Find a decent upwards bump in the road, like a sloped curb for a driveway, or a speedbump. Be sure that this bump is the only slope in the road (don't do this on a hill), and its a decent bump (the steeper/bigger it is, the better for this testing). Keeping your foot on the brake pedal, roll forwards towards this bump until your front wheels come in contact with it. Keep your foot on the brake to an extent where the vehicle doesn't "creep" over the obstacle, but it also doesn't roll backwards (if possible).

 

Slowly, take pressure off of the brake pedal till the vehicle starts to move forward. If you do it slowly enough, you will feel a pulsating sensation. This is the Traction Motor pulsing power to simulate creep. If you take your foot off the brake further, the pulses go faster (or just become constant power), and you move over the obstacle. If you brake harder, the pulses decrease, and you slightly roll backwards (if you started to climb the bump).

[Texasota]

Summer is over, GrySql. When do classes resume?