Ford Mustang 2006, Mustang 2007, Mustang 2008, Mustang 2009, Mustang 2010 User Manual

2007 PCED On Board Diagnostics SECTION 6: Reference Values

Procedure revision date: 03/29/2006

Sensors/Inputs

4.0L Mustang

Typical Diagnostic Reference Values

PCM

Pin/PID

only

FTP V/FTP B3 2.6/0 2.6/0 2.6/0 2.6/0 DCV/IN-H20

APP1 B5 4.1 4.1 4.1 4.1 DCV

SMR B7 VBAT (V) 0 0 0 DCV

BPP B8 VBAT/OFF 0.1/ON (E) VBAT/OFF VBAT/OFF DCV/OFF-ON

BPS C9 0.1/OFF VBAT/ON (E) 0.1/OFF 0.1/OFF DCV/OFF-ON

ACCS B15 0.1/OFF VBAT/ON (A) 0.1/OFF 0.1/OFF DCV/OFF-ON

APP2 B17 1.5 1.5 1.5 1.5 DCV

FPM B21 3.5/100 3.5/100 3.5/100 3.5/100 DCV/%

ACP B26 1.2/111 1.2/110 0.90/76 0.90/76 DCV/PSI

APP3 B28 1.0 1.1 1.3 1.5 DCV

TCS (A/T) B29 Not

Depressed

CPP-BT B33 CLOSED CLOSED CLOSED CLOSED OPEN -CLOSED

PSP B34 0.1/LOW VBAT/HIGH

Measured/PID Values

48 KM/H (30

MPH)

Depressed

(G)

(I)

Not

Depressed

0.1/LOW 0.1/LOW DCV/HIGH- LOW

89 KM/H (55

MPH)

Not

Depressed

Units

Measured/PID KOEO Hot Idle

Depressed/ Not

Depressed

PATS IN B42 VBAT VBAT VBAT VBAT DCV

FEPS B44 0.5-0.6 0.5-0.6 0.5-0.6 0.5-0.6 DCV

GENMN (GFS) E5 0 30-60 21-30 21-30 %

ECT E18 0.4-1/200-

160

FRT E19 0.5-3/210-

110 (K)

DPFEGR E21 0.25-1.3 0.25-1.3 0.25-4.65 0.25-4.65 DCV

IAT E22 1.7-3.5/120-

50 (K)

MAF V (A/T) E25 0 0.8-1.23 0.8-1.6 1.1-2.3 DCV

MAF V (M/T) E25 0 0.6-0.9 0.8-1.6 1.1-2.3 DCV

HO2S11 E28 (L) switching (C) switching (C) switching (C) DCV

HO2S21 E29 0 switching (C) switching (C) switching (C) DCV

FRP V/FRP E32 3.35/53 2.8/48 2.8/39 2.8/39 DCV/PST

CMP E45 0 5-7 9-11 10-15 Hz

CKP E47 0 390-450 650-700 875-1000 Hz

KS E49 32.7 k 241 273 361 DCV

TP2 PS E60 1.2 0.8 1.5 1.3 DCV

TP1 NS E61 4.1 4.3 4.2 4.0 DCV

MAP E62 4/99 (W) 1.0-1.4/30

0.4-1/200­160

0.5-3/210-

110 (K)

1.7-3.5/120­50 (K)

(W)

0.4-1/200­160

0.5-3/210-

110 (K)

1.7-3.5/120­50 (K)

1.4-2.1/25
(W)

0.4-1/200­160

0.5-3/210-

110 (K)

1.7-3.5/120­50 (K)

1.8-2.3/25
(W)

DCV/DEG

DCV/DEG

DCV/DEG

DCV/kPa

OSS T3 0 0 460-500/

1150-1300

ISS (A/T) T4 0 365-380/

630-720

TSS (A/T) T15 0 365-380/

680-720

TR 1 (A/T) T16 0 0 11.5 11.5 DCV

TR 2 (A/T) T17 0 0 11.5 11.5 DCV

HO2S12 T24 (L) (D) (D) (D) DCV

HO2S22 T25 0.1 (D) (D) (D) DCV

TR 3 (A/T) T27 0/PARK 0/PARK 1.7/OD 1.7/OD DCV/MODE

TR 4 (A/T) T28 0 0 11.5 11.5 DCV

TFT (A/T) T29 0.5-2.1/210- 0.5-2.1/210- 0.5-2/210- 0.5-2/210- DCV/DEG

595/1080 1070/1640-

595/1080 1070/2060 Hz/RPM

960/2400 Hz/RPM

Hz/RPM

2060

110 (K) 110 (K) 110 (K) 110 (K)

Actuators/Outputs

VBAT/OFF

VBAT/OFF

VBAT/OFF

CPP/PNP PID NEUTRAL NEUTRAL DRIVE DRIVE NEUTRAL/

FLI PID 50 (H) 50 (H) 50 (H) 50 (H) %

FRT PID 50-120 (K) 50-120 (K) 50-120 (K) 50-120 (K) DEG

GEAR PID 1 1 5 5 GEAR

LOAD PID (L) 10-20 16-36 25-35 %

MISF PID OFF OFF OFF OFF OFF-ON

RPM PID 0 630-730 1000-1300 1500-1700 RPM

VSS PID 0 0 30 55 MPH

PCM

Pin/PID

only

PATSTRT/SMR B2 0 0 0 0 DCV

FP B12 3.7/75 1.2/26 1.2/26 1.2/26 DCV/%

CANV B13 VBAT/0 VBAT/0 VBAT/0 (R) VBAT/0 (R) DCV/%

Measured/PID Values

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Measured/PID KOEO Hot Idle

DRIVE

Units

CDB (CYL 3 and 4) E12 VBAT VBAT VBAT VBAT DCV

CDC (CYL 2 and 6) E16 VBAT VBAT VBAT VBAT DCV

CDA (CYL 1 and 5) E17 VBAT VBAT VBAT VBAT DCV

ACCR (WAC) B14

PATS OUT B31 10.5 VBAT (A) VBAT VBAT DCV

GENRC B32 0/0 0-130/0-100

PCVHC E3 0.1/ON 0.1/ON VBAT/OFF 0.1/ON DCV/OFF-ON

HFC E4

EVMV E6 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%

LFC E7

EVAPPDC E8 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%

TACM (+) E34 3.7 VBAT VBAT VBAT DCV

INJ2 E35 0 3.8-4.9 5.3-10.1 6.5-12 mS

0.1/ON (A) VBAT/OFF VBAT/OFF DCV/OFF-ON

0/0 0/0 Hz/%

(Q)

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

INJ4 E36 0 3.8-4.9 5.3-10.1 6.5-12 mS

VBAT/OFF

VBAT/OFF

INJ6 E37 0 3.8-4.9 5.3-10.1 6.5-12 mS

TACM (-) E51 3.7 VBAT VBAT VBAT DCV

INJ1 E52 0 3.8-4.9 5.3-10.1 6.5-12 mS

INJ3 E53 0 3.8-4.9 5.3-10.1 6.5-12 mS

INJ5 E54 0 3.8-4.9 5.3-10.1 6.5-12 mS

EGRVR E63 VBAT/0 VBAT/0 (T) (T) DCV/%

HTR11 E69 0.1/ON

(O)

HTR21 E70 0.1/ON

(O)

PC1 (A/T) T11 7/8 9/8 9-9.8/12-22 9-10.7/18-22 DCV/PSI

PC2 (A/T) T23 8.6 10.7 10.4 10.5 DCV

PC3 (A/T) T34 5.8 8.1 VBAT VBAT DCV

SSA (SS1) (A/T) T42 0.1/ON 0.1/ON VBAT/OFF VBAT/OFF DCV/OFF-ON

SSB (SS2) (A/T) T43

SSC (SS3) (A/T) T44

SSD (SS4) (A/T) T45 0.1/ON 0.1/ON 0.35/ON 0.1/ON DCV/OFF-ON

TCC (A/T) T46 0.2/100 VBAT/0 11.1-VBAT/

HTR12 T47 0.2/ON

(O)

HTR22 T48 0.2/ON

(O)

LONGFT1 PID (L) (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %

LONGFT2 PID (L) (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

VBAT/OFF VBAT/OFF VBAT/OFF DCV/OFF-ON

VBAT/OFF 0.35/ON 0.1/ON DCV/OFF-ON

0.2/95-100 DCV/%

0-45

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

MIL PID OFF OFF OFF OFF OFF-ON

SHRTFT1 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SHRTFT2 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SPARKADV PID 0-10 17-23 30-40 31-40 DEG

TCIL PID OFF OFF OFF OFF OFF-ON

Measured/PID Values

KOEO

KAPWR

PCM Pin/PID

Other

VPWR B35/36 VBAT VBAT VBAT VBAT DCV

VREF B40/E57 5 5 5 5 DCV

only

B45 VBAT VBAT VBAT VBAT DCV

Hot
Idle

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Units

Measured/PID

206-03-1 206-03-1Front Disc Brake

REMOVAL AND INSTALLATION

Disc Brake System — Exploded View

4.0L SOHC and 4.6L (3V)
NOTE:

LH shown, RH similar.

Item Part Number Description Item Part Number Description

1 — Brake caliper guide pin bolts

(2 required) (part of 2B134,
also part of 2001)

2 2C357 RH/ Brake caliper

2C358 LH

(Continued)

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

3 2001 Brake pads kit
4 — Spring clips (4 required) (part

of 2001)

5 W710233 Brake caliper anchor plate

bolts (2 required)

(Continued)

2007 Mustang, Mustang GT 8/2006

206-03-2 206-03-2Front Disc Brake

REMOVAL AND INSTALLATION (Continued)

Item Part Number Description Item Part Number Description

6 2B134 Brake caliper anchor plate 13 — Brake tube fittings
7 — Guide pins (part of 2B134) 14 N802191 Brake flexible hose bracket
8 1125 Brake disc
9 W500020 Brake disc shield bolts (3

required)
10 2K004 Brake disc shield
11 W712275 Brake caliper flow bolt
12 W712362 Copper washers (2 required)

(Continued)

15 2078 RH/ Brake flexible hose

2B557 LH

16 — Bleeder screw cap (part of

17 2208 Bleeder screw

bolts

2208)

2007 Mustang, Mustang GT 8/2006

206-03-3 206-03-3Front Disc Brake

REMOVAL AND INSTALLATION (Continued)

5.4L
NOTE:

RH shown, LH similar

Item Part Number Description Item Part Number Description

1 383609 Retaining nut
2 1125 Brake disc
3 2B220 RH/ Brake caliper

2B221 LH

4 W500020 Brake disc shield bolt (3

required)

5 2K004 Brake disc shield
6 2001 Brake pad (2 required)

(Continued)

7 — Brake pad mounting pin (2

required) (part of 2B164)

8 — Spring retainer clip (part of

2K583)

9 N802191 Brake hose-to-strut bolt

10 W710233 Brake caliper bolt (2

required)

11 — Brake tube fitting

(Continued)

2007 Mustang, Mustang GT 8/2006

206-03-4 206-03-4Front Disc Brake

REMOVAL AND INSTALLATION (Continued)

Item Part Number Description

12 N802191 Brake hose bracket-to-body

bolt
13 2078 RH/ Brake flexible hose

2B557 LH
14 W712362 Copper washer (2 required)
15 W712275 Brake caliper flow bolt

1. NOTE: A revised part, with the same base part

number, has been released for the RH brake
hose. When installing a new RH brake hose,
position the anti-rotation tab on the mounting
bracket toward the front of the vehicle and
install the bolt with the head toward the rear of
the vehicle.

For additional information, refer to the
procedures in this section.

2007 Mustang, Mustang GT 8/2006

2007 PCED On Board Diagnostics SECTION 6: Reference Values

Procedure revision date: 03/29/2006

Sensors/Inputs

4.6L 3V Mustang

Typical Diagnostic Reference Values

PCM

Pin/PID

only

FTP V/FTP B3 2.6/0.5-1.4 2.6/0.5-1.4 2.6/0.5-1.4 2.6/0.5-1.4 DCV/IN-H20

APP1 B5 4.0 4.0 3.7 3.7 DCV

SMR B7 VBAT (V) 0 0 0 DCV

BPP B8 OFF ON (E) OFF OFF OFF-ON

BPS B9 0.1/OFF VBAT/ON

ACCS B15 OFF ON (A) OFF OFF OFF-ON

APP2 B17 1.5 1.5 1.7 1.7 DCV

FPM B21 3.5/100 3.5/100 3.5/100 3.5/100 DCV/%

ACP B26 1.3/80 1.4/75 1.3/80 1.3/80 DCV/PSI

APP3 B28 1.0 1.1 1.3 1.5 DCV

TCS (A/T) B29 0.1/OFF VBAT/ON

PATS IN B42 VBAT VBAT VBAT VBAT DCV

FEPS B44 0.1 0.1 0.1 0.1 DCV

Measured/PID Values

48 KM/H (30

MPH)

0.1/OFF 0.1/OFF DCV/OFF-ON

(E)

0.1/OFF 0.1/OFF DCV/OFF-ON

(G)

89 KM/H (55

MPH)

Units

Measured/PID KOEO Hot Idle

GENMN (GFS) E5 0 20-38 20-37 20-36 %

FRT E19 0.5-3/210-

switching (C)

switching (C)

110 (K)

0.5-3/210­110 (K)

0.5-3/210­110 (K)

0.5-3/210-110
(K)

DCV/DEG

IAT E22 1.7-3.5/120-

50 (K)

MAF V (A/T) E25 0 0.88-0.97 0.8-1.2 1.4-1.9 DCV

MAF V (M/T) E25 0 0.88-0.94 0.8-1.5 1.3-1.9 DCV

EOT E27 0.4-1/200-

160

HO2S11 E28 (L) switching

HO2S21 E29 0 switching

KS2 E31 0 288 218 292 DCV

FRP V/FRP E32 3.35/56 3/39 2.8/40 2.8/39 DCV/PSI

CHT E41 3.6/199 3.6/199 3.58/201 3.45/208 DCV/DEG

CMP2 E44 0 5-7 10-12 12-16 Hz

CMP1 E45 0 5-7 10-12 12-16 Hz

CKP E47 0 390-450 650-760 980-1020 Hz

KS1 E49 0 235 266 357 DCV

TP2 PS E60 1.2 0.7 0.9 1.2 DCV

TP1 NS E61 4.1 4.3 4.2 4.1 DCV

1.7-3.5/120­50 (K)

0.4-1/200­160

(C)

(C)

1.7-4.1/120­32 (K)

0.4-1/200­160

1.7-4.1/120­32 (K)

0.4-1/200-160 DCV/DEG

switching (C) DCV

switching (C) DCV

DCV/DEG

OSS (A/T) T3 0 0 540-564/

1385-1420

OSS (M/T) T3 0 0 540-564/

1275-1420

ISS (A/T) T4 0 365-390/

680-720

TSS (A/T) T15 0 365-390/

680-720

TR 1 (A/T) T16 0 0 11.5 11.5 DCV

TR 2 (A/T) T17 0 0 11.5 11.5 DCV

HO2S12 T24 (L) (D) (D) (D) DCV

HO2S22 T25 0.1 (D) (D) (D) DCV

TR V/TR (A/T) T27 0/PARK 0/PARK 1.7/OD 1.7/OD DCV/MODE

TR 4 (A/T) T28 0 0 11.5 11.5 DCV

595/1080 1070/2060 Hz/RPM

595/1080 1070/2060 Hz/RPM

960-1020/

2400-2500

960-1020/

2200-2500

Hz/RPM

Hz/RPM

TFT (A/T) T29 0.5-2/210-

Actuators/Outputs

VBAT/OFF

VBAT/OFF

110 (K)

CPP-BT (M/T) T33 NO YES (J) NO NO YES-NO

CPP/PNP PID NEUTRAL DRIVE DRIVE DRIVE NEUTRAL/

FLI PID 50 (H) 50 (H) 50 (H) 50 (H) %

FRT PID 120-50 (K) 120-50 (K) 120-50 (K) 120-50 (K) DEG

GEAR (A/T) PID 1 1 4 4 GEAR

LOAD PID (L) 10-20 16-30 17-30 %

MISFIRE PID NO NO NO NO YES-NO

RPM PID 0 660-780 1200-1300 1450-1740 RPM

VSS PID 0 0 30 55 MPH

0.5-2/210­110 (K)

0.5-2/210­110 (K)

0.5-2/210-110
(K)

DCV/DEG

DRIVE

PCM

Pin/PID

only

PATSTRT B2 0 0 0 0 DCV

Measured/PID Values

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Units

Measured/PID KOEO Hot Idle

FP B12 3.7/75 1.3/28 1.3/28 1.3/28 DCV/%

CANV B13 VBAT/0 VBAT/0 VBAT/0 (R) VBAT/0 (R) DCV/%

ACCR (WAC) B14 0.1/ON VBAT/OFF

(A)

PATS OUT B31 10.5 VBAT (A) VBAT VBAT DCV

GENRC B32 0/0 0-130/0-100

(Q)

HFC E4

EVMV E6 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%

LFC E7

CDH (CYL 8) E9 VBAT VBAT VBAT 1.3/28 DCV

CDF (CYL 5) E10 VBAT VBAT VBAT VBAT DCV

CDD (CYL 2) E11 VBAT VBAT VBAT VBAT DCV

CDB (CYL 3) E12 VBAT VBAT VBAT VBAT DCV

CDG (CYL 4) E14 VBAT VBAT VBAT VBAT DCV

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

0.1/ON 0.1/ON DCV/OFF-ON

0/0 0/0 Hz/%

CDE (CYL 6) E15 VBAT VBAT VBAT VBAT DCV

VBAT/OFF

VBAT/OFF

CDC (CYL 7) E16 VBAT VBAT VBAT VBAT DCV

CDA (CYL 1) E17 VBAT VBAT VBAT VBAT DCV

TACM (+) E34 3.7 VBAT VBAT VBAT DCV

INJ2 E35 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ4 E36 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ6 E37 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ8 E38 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

IMRC E50 5/2.5 5/2.5 5/2.5 5/2.5 DCV

TACM (-) E51 3.7 VBAT VBAT VBAT DCV

INJ1 E52 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ3 E53 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ5 E54 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ7 E55 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

VCT1 E67 VBAT VBAT 8.5-VBAT 8.5-VBAT DCV

VCT2 E68 VBAT VBAT 8.5-VBAT 8.5-VBAT DCV

HTR11 E69 0.1/ON

(O)

HTR21 E70 0.1/ON

(O)

PC1 (A/T) T11 7.6/20 9-9.5/15-20 9-9.8/40 9-9.8/40 DCV/PSI

PC2 (A/T) T23 8.6 10.7 10.4 10.5 DCV

PC3 (A/T) T34 5.8 8.1 VBAT VBAT DCV

SSA (SS1) (A/T) T42 0.1/ON 0.1/ON VBAT/OFF VBAT/OFF DCV/OFF-ON

SSB (SS2) (A/T) T43

SSC (SS3) (A/T) T44

SSD (SS4) (A/T) T45 0.1/ON 0.1/ON 0.35/ON 0.1/ON DCV/OFF-ON

TCC (A/T) T46 0.1/100 VBAT/0 VBAT/0 0.2/95-100 DCV/%

HTR12 T47 0.2/ON

(O)

HTR22 T48 0.2/ON

(O)

LONGFT1 PID (L) (L) (-)20-(+)20 (-)20-(+)20 %

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

VBAT/OFF VBAT/OFF VBAT/OFF DCV/OFF-ON

VBAT/OFF 0.35/ON 0.1/ON DCV/OFF-ON

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

LONGFT2 PID (L) (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %

KOEO

KAPWR

MIL PID OFF OFF OFF OFF OFF-ON

SHRTFT1 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SHRTFT2 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SPARKADV PID -10-0 15-20 29-38 34-41 DEG

TCIL PID OFF OFF OFF OFF OFF-ON

Measured/PID Values

PCM Pin/PID

Other

VPWR B35/36 VBAT VBAT VBAT VBAT DCV

VREF B40/E57 5 5 5 5 DCV

only

B45 VBAT VBAT VBAT VBAT DCV

Hot
Idle

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Units

Measured/PID

CALIBRATION: 5-ZF1-B60-508 (DUR2)

MUSTANG 4.0L SOHC

MBC (50 States)

MBC (50 States)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Cylinder Head Temperature) 3L7U 6G004-BA 3L7Z 6G004-BA

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AB 1W7Z 6B288-AB

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-HA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 3W7E 9Y456-B3C 3W7Z 9D475-BA

TUBE ASSY., (Fuel Injector) 4R3E 9F792-BD 4R3Z 9F792-BA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (EGR Valve to Exhaust Manifold) 5R3E 9A469-FA 5R3Z 9E469-FA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) 3L8A 12A648-BA 3L8Z 12A648-BA

SENSOR ASSY., (Knock) XL3F 12A699-AA XL3Z 12A699-AA

5R3A 12A650-ADC 5R3Z 12A650-ADC

CALIBRATION: 5-ZF1-B60-510 (DUR3)

MUSTANG 4.0L SOHC

MAJ (50 States)

MAJ (50 States)

MBC (50 States)

Calibration Parts List

Instruction Vacuum

MBC (50 States)

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Cylinder Head Temperature) 3L7U 6G004-BA 3L7Z 6G004-BA

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AB 1W7Z 6B288-AB

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-HA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 3W7E 9Y456-B3C 3W7Z 9D475-BA

TUBE ASSY., (Fuel Injector) 4R3E 9F792-BD 4R3Z 9F792-BA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (EGR Valve to Exhaust Manifold) 5R3E 9A469-FA 5R3Z 9E469-FA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) 3L8A 12A648-BA 3L8Z 12A648-BA

SENSOR ASSY., (Knock) XL3F 12A699-AA XL3Z 12A699-AA

5R3A 12A650-ADD 5R3Z 12A650-ADD

CALIBRATION: 5-ZF1-G80-508 (BKT2)

MUSTANG 4.6L SOHC

MPL (50 States, EFF: 2-14-05)

MPL (50 States, EFF: 2-14-05)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Camshaft Position) 1L2E 6B288-AA 1L2Z 6B288-AA

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-AA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 5R3E 9Y456-AA 5R3Z 9D475-AA

TUBE ASSY., (EGR to Exhaust Manifold) 5R3E 9E469-FA 5R3Z 9E469-FA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

SENSOR ASSY., (Knock) 1S7A 12A699-BA 1L2Z 12A699-AA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

SENSOR ASSY., (Engine Coolant Temperature) F5AF 12A648-AB F5AZ 12A648-AB

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

5R3A 12A650-ABC 5R3Z 12A650-ABC

CALIBRATION: 5-ZF1-G80-510 (BKT3)

MUSTANG 4.6L SOHC

MPL (50 States, Prior: 2-14-05)
List

MPL (50 States, Prior: 2-14-05)

MDH (50 States, Prior: 2-14-05)

Calibration Parts

Instruction Vacuum

MDH (50 States, Prior: 2-14-05)

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Camshaft Position) 1L2E 6B288-AA 1L2Z 6B288-AA

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-AA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 5R3E 9Y456-AA 5R3Z 9D475-AA

TUBE ASSY., (EGR to Exhaust Manifold) 5R3E 9E469-FA 5R3Z 9E469-FA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

SENSOR ASSY., (Knock) 1S7A 12A699-BA 1L2Z 12A699-AA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

SENSOR ASSY., (Engine Coolant Temperature) F5AF 12A648-AB F5AZ 12A648-AB

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

5R3A 12A650-ABD 5R3Z 12A650-ABD

CALIBRATION: 5-ZF2-B60-506 (FJY1)

MUSTANG 4.0L SOHC

MAJ (50 States)

MAJ (50 States)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Cylinder Head Temperature) 3L7U 6G004-BA 3L7Z 6G004-BA

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AB 1W7Z 6B288-AB

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-HA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 3W7E 9Y456-B3C 3W7Z 9D475-BA

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (EGR Valve to Exhaust Manifold) 5R3E 9A469-FA 5R3Z 9E469-FA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) 3L8A 12A648-BA 3L8Z 12A648-BA

SENSOR ASSY., (Knock) XL3F 12A699-AA XL3Z 12A699-AA

5R3A 12A650-AFB 5R3Z 12A650-AFB

CALIBRATION: 5-ZF2-B60-508 (FJY0)

MUSTANG 4.0L SOHC

MBC (50 States)

MBC (50 States)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Cylinder Head Temperature) 3L7U 6G004-BA 3L7Z 6G004-BA

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AB 1W7Z 6B288-AB

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-HA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 3W7E 9Y456-B3C 3W7Z 9D475-BA

TUBE ASSY., (Fuel Injector) 4R3E 9F792-BD 4R3Z 9F792-BA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (EGR Valve to Exhaust Manifold) 5R3E 9A469-FA 5R3Z 9E469-FA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) 3L8A 12A648-BA 3L8Z 12A648-BA

SENSOR ASSY., (Knock) XL3F 12A699-AA XL3Z 12A699-AA

5R3A 12A650-AFA 5R3Z 12A650-AFA

CALIBRATION: 5-ZF2-B60-510 (FJY1)

MUSTANG 4.0L SOHC

MBC (50 States)

MBC (50 States)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Cylinder Head Temperature) 3L7U 6G004-BA 3L7Z 6G004-BA

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AB 1W7Z 6B288-AB

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-HA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

VALVE ASSY., (EGR) 3W7E 9Y456-B3C 3W7Z 9D475-BA

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (EGR Valve to Exhaust Manifold) 5R3E 9A469-FA 5R3Z 9E469-FA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) 3L8A 12A648-BA 3L8Z 12A648-BA

SENSOR ASSY., (Knock) XL3F 12A699-AA XL3Z 12A699-AA

5R3A 12A650-AFB 5R3Z 12A650-AFB

CALIBRATION: 5-ZF2-G80-508 (CDC2)

MUSTANG 4.6L SOHC

MPL (50 States, Prior: 2-14-05)

MPL (50 States, Prior: 2-14-05)

Calibration Parts List

Instruction Vacuum

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AA 1W7Z 6B288-AA

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-AA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

SENSOR ASSY., (Engine Coolant Temperature) F5AF 12A648-AB F5AZ 12A648-AB

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module — EEC-V TYPE: MPC­14D — REPROGRAMMABLE)

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

SENSOR ASSY., (Knock) 1S7A 12A699-BA 1L2Z 12A699-AA

5R3A 12A650-ACC 5R3Z 12A650-ACC

CALIBRATION: 5-ZF2-G80-510 (CDC3)

MUSTANG 4.6L SOHC

MDH (50 States, EFF: 2-14-05)

MDH (50 States, EFF: 2-14-05)

MPL (50 States)

Calibration Parts List

Instruction Vacuum

MPL (50 States)

CALIBRATION PARTS LIST

NAME/DESCRIPTION ENGINEERING NO. SERVICE NO.

SENSOR ASSY., (Camshaft Position) 1W7E 6B288-AA 1W7Z 6B288-AA

SENSOR ASSY., (Crankshaft Position) 1W7E 6C315-AA 1W7Z 6C315-AB

SENSOR ASSY., (Catalyst Monitor) XR3F 9G444-AA XR3Z 9G444-HA

SENSOR ASSY., (Heated Exhaust Gas Oxygen) 5C5A 9F472-AA 5C5Z 9F472-AA

SENSOR ASSY., (Throttle Position) 3L5E 9U515-AA 3L5Z 9B989-AA

INJECTOR ASSY., (Fuel) 4L8E 9F593-A4A 4L8Z 9F593-AA

TUBE ASSY., (Fuel Injection) 4R3E 9F792-BD 4R3Z 9F792-BA

SENSOR ASSY., (Knock) 1S7A 12A699-BA 1L2Z 12A699-AA

SENSOR ASSY., (Fuel Pressure) 3F2E 9G756-AC 3F2Z 9G756-AC

SENSOR ASSY., (Engine Coolant Temperature) F5AF 12A648-AB F5AZ 12A648-AB

PROCESSOR AND CALIBRATOR ASSY.,
(Powertrain Control Module)

SENSOR ASSY., (Mass Air Flow) 3L3A 12B579-BA 3L3Z 12B579-BA

5R3A 12A650-ACD 5R3Z 12A650-ACD

2007 PCED On Board Diagnostics SECTION 6: Reference Values

Procedure revision date: 03/29/2006

Sensors/Inputs

110

5.4L 4V Mustang

Typical Diagnostic Reference Values

PCM

Pin/PID

only

FTP V/FTP B3 2.6/0.5-1.4 2.6/0.5-1.4 2.6/0.5-1.4 2.6/0.5-1.4 DCV/IN-H20

APP1 B5 4.0 4.0 3.8 3.6 DCV

SMR B7 VBAT (V) 0 0 0 DCV

BPP B8 OFF ON (E) OFF OFF ON-OFF

BPS B9 0.1/OFF VBAT/ON

APP2 B17 1.5 1.5 1.7 1.7 DCV

ACP B26 1.3/80 1.4/75 1.3/80 1.3/80 DCV/PSI

APP3 B28 1.0 1.1 1.3 1.5 DCV

CPP-BT B33 OFF OFF ON ON ON-OFF

PATS IN B42 VBAT VBAT VBAT VBAT DCV

FEPS B44 0.1 0.1 0.1 0.1 DCV

GENMN (GFS) E5 0 20-38 20-37 20-36 %

ACCS E15 OFF ON (A) OFF OFF OFF-ON

ECT E18 0.5-

2.7/220-

Measured/PID Values

48 KM/H (30

MPH)

0.1/OFF 0.1/OFF DCV/OFF-ON

(E)

0.5-2.7/220­110

0.5-2.7/210­110

89 KM/H (55

MPH)

0.5-2.7/210­110

Units

Measured/PID KOEO Hot Idle

DCV/DEG F

FRT E19 0.5-3/210-

switching (C)

switching (C)

110 (K)

DPFE E21 0.25-1.3 0.25-1.3 0.25-4.65 0.25-4.65 DCV/DEG

0.5-3/210­110 (K)

0.5-3/210­110 (K)

0.5-3/210­110 (K)

DCV/DEG

IAT E22 1.7-

3.5/170-50
(K)

MAF V E25 0 0.42-0.50 1.01-1.2 .81-1.9 DCV

IAT2 E27 1.7-

3.5/120-50
(K)

HO2S11 E28 (L)

HO2S21 E29 0

FRP V/FRP E32 2.6/36 3/44 3/44 3/44 DCV/PSI

CHT E41 3.6/199 3.6/199 3.58/201 3.45/208 DCV/DEG

CMP E45 0 5-7 10-12 12-16 Hz

CKP E47 0 390-450 650-760 980-1020 Hz

TP2 PS E60 1.3 0.80 0.90-1.10 1.10-1.49 DCV

TP1 NS E61 4.1 4.3 4.2 4.1 DCV

MAP E62 4/99 (W) 1-1.4/30 (W) 1.8-2.1/25

EGRVR E63 VBAT/0 VBAT/0 (T) (T) DCV/%

OSS T3 0 0 540-564/

1.7-3.5/145­50 (K)

1.7-3.5/120­50 (K)

1.7-4.1/120­32 (K)

1.7-4.1/120­32 (K)

switching (C) switching (C) DCV

switching (C) switching (C) DCV

(W)

1275-1420

1.7-4.1/120­32 (K)

1.7-4.1/120­32 (K)

1.9-2.3/25
(W)

960-1020/

2200-2500

DCV/DEG

DCV/DEG

DCV/kPa

Hz/RPM

HO2S12 T24 (L) (D) (D) (D) DCV

HO2S22 T25 0.1 (D) (D) (D) DCV

CPP/PNP PID OFF OFF ON ON ON/OFF

FLI PID 50 (H) 50 (H) 50 (H) 50 (H) %

FRT PID 120-50 (K) 120-50 (K) 120-50 (K) 120-50 (K) DEG

GEAR PID 0 0 4 6 GEAR

LOAD PID (L) 10-20 19-60 31-50 %

MISFIRE PID OFF OFF OFF OFF ON-OFF

RPM PID 0 660-780 1200-1300 1450-1740 RPM

VSS PID 0 0 30 55 MPH

Actuators/Outputs

VBAT/OFF

VBAT/OFF

PCM

Pin/PID

only

PATSTRT B2 0 0 0 0 DCV

FP B12 3.7/75 1.3/21 1.3/19 1.3/21 DCV/%

CANV B13 VBAT/0 VBAT/0 VBAT/0 (R) VBAT/0 (R) DCV/%

Measured/PID Values

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Units

Measured/PID KOEO Hot Idle

ACCR (WAC) B14 0.1/ON VBAT/OFF

(A)

FPM1 B21 50 50 50 50 %

PATS OUT B31 10.5 VBAT (A) VBAT VBAT DCV

GENRC B32 0/0 0-130/0-100

(Q)

HFC E4

EVMV E6 0 0-10/0-100 0-10/0-100 0-10/0-100 Hz/%

LFC E7

CDH (CYL 8) E9 VBAT VBAT VBAT 1.3/28 DCV

CDF (CYL 5) E10 VBAT VBAT VBAT VBAT DCV

CDD (CYL 2) E11 VBAT VBAT VBAT VBAT DCV

CDB (CYL 3) E12 VBAT VBAT VBAT VBAT DCV

CDG (CYL 4) E14 VBAT VBAT VBAT VBAT DCV

CDE (CYL 6) E15 VBAT VBAT VBAT VBAT DCV

CDC (CYL 7) E16 VBAT VBAT VBAT VBAT DCV

CDA (CYL 1) E17 VBAT VBAT VBAT VBAT DCV

TACM (+) E34 3.7 VBAT VBAT VBAT DCV

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

0.1/ON (B) VBAT/OFF VBAT/OFF DCV/OFF-ON

0.1/ON 0.1/ON DCV/OFF-ON

0/0 0/0 Hz/%

INJ2 E35 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ4 E36 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ6 E37 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ8 E38 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

TACM (-) E51 3.7 VBAT VBAT VBAT DCV

INJ1 E52 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ3 E53 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

INJ5 E54 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

KOEO

KAPWR

INJ7 E55 0 3.5-3.7 3.8-5.5 4.9-9.6 mS

PCVHC E67 0.1/ON 0.1/ON VBAT/OFF 0.1/ON DCV/OFF-ON

HTR11 E69 0.1/ON

(O)

HTR21 E70 0.1/ON

(O)

FPM2 T18 50 50 50 50 %

HTR12 T47 0.2/ON

(O)

HTR22 T48 0.2/ON

(O)

LONGFT1 PID (L) (L) (-)20-(+)20 (-)20-(+)20 %

LONGFT2 PID (L) (-)20-(+)20 (-)20-(+)20 (-)20-(+)20 %

MIL PID OFF OFF OFF OFF OFF-ON

SHRTFT1 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SHRTFT2 PID (L) (-)10-(+)10 (-)10-(+)10 (-)10-(+)10 %

SPARKADV PID 10 15-20 29-39 34-41 DEG

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

0.1/ON 0.1/ON 0.1/ON DCV/OFF-ON

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

0.2/ON 0.2/ON 0.2/ON DCV/OFF-ON

Measured/PID Values

PCM Pin/PID

Other

VPWR B35/36 VBAT VBAT VBAT VBAT DCV

VREF B40/E57 5 5 5 5 DCV

only

B45 VBAT VBAT VBAT VBAT DCV

Hot
Idle

48 KM/H (30

MPH)

89 KM/H (55

MPH)

Units

Measured/PID

501-05-1 501-05-1Interior Trim and Ornamentation

REMOVAL AND INSTALLATION

A-Pillar Trim Panel

Item Part Number Description Item Part Number Description

1 N806664 Sun visor screws/sun visor

arm clip screws (6 required)

2 04132 Sun visor arm clips (2

required)

3 4104/4105 Sun visors (2 required)

(RH/LH)

(Continued)

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

4 519A58 Overhead console
5 — Overhead console electrical

connector (part of 14A464)

6 030A64 A-pillar trim panel (2

required) (RH/LH)

7 51916 Header trim panel

2007 Mustang, Mustang GT 8/2006

501-05-2 501-05-2Interior Trim and Ornamentation

REMOVAL AND INSTALLATION (Continued)

Removal and Installation

NOTE: If removing the header trim panel, remove
the 2 A-pillar trim panels.

1. Remove the 2 sun visor srews and the sun
visor.

2. Remove the A-pillar trim panel.

3. If necessary, remove the overhead console.

• Disconnect the electrical connector.

4. If necessary, remove the 2 screws and the 2 sun
visor arm clips.

5. If necessary, remove the header trim panel.

6. To install, reverse the removal procedure.

2007 Mustang, Mustang GT 8/2006

310-02-1 310-02-1Acceleration Control

DIAGNOSIS AND TESTING

Acceleration Control

Refer to the Powertrain Control/Emissions Diagnosis

(PC/ED) manual.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

310-02-1 310-02-1Acceleration Control

DESCRIPTION AND OPERATION

Acceleration Control

The acceleration control consists of an accelerator
pedal and sensor assembly.

The engine management system electronically
operates the throttle of the engine in response to
throttle pedal movements initiated by the driver. In
the event of a system failure, the engine
management system provides a ‘‘limp home’’ mode
which allows the car to be driven with limited
performance.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

2007 PCED On Board Diagnostics SECTION 5: Pinpoint Tests

Procedure revision date: 03/29/2006

DK: Introduction

DK: Accelerator Pedal Position (APP) Sensor

DK1 CHECK FOR DIAGNOSTIC TROUBLE CODES (DTCS)

Are DTCs P2104, P2121, P2122, P2123, P2126, P2127, P2128, P2131, P2132, or P2133 present?

Yes No

For a lack/loss of power, GO to DK2 .

GO to DK2 .

DK2 CHECK THE ACCELERATOR PEDAL FOR OBSTRUCTION

Key ON, engine OFF.

!

Press the accelerator pedal fully to the floor and release.

!

For all others, GO to Section 4, Diagnostic

Trouble Code (DTC) Charts and Descriptions .

Does the pedal move freely to the floor and back?

GO to DK3 .

DK3 CHECK THE APP SENSOR SIGNAL VOLTAGE RANGES FOR THE
ACCELERATOR PEDAL FULLY APPLIED AND RELEASED POSITIONS

Access the PCM and monitor the APP1, APP2 and APP3 PIDs.

!

Press the accelerator pedal fully to the floor and release.

!

Accelerator Pedal Fully Applied Voltage Values

Yes No

ISOLATE and REPAIR the obstruction.

CLEAR the DTCs. REPEAT the self-test.

Vehicle APP1 APP2 APP3

Fusion, Milan, Zephyr 1.20 -

2.50

3.94

3.33

Explorer, Explorer Sport Trac, Mountaineer

4.50

3.89

2.09

4.33

3.73

1.57

4.50

3.89

1.28

4.55

3.89

0.97

4.71

4.10

1.76

4.62

4.02

All vehicles

4.69

1.88

1.28

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

2.50 -

2.00 -

0.60 -1.57 3.07 -

Expedition, Navigator 0.79 -

F-150, Mark LT 0.60 -

E-Series 0.73 -

F-Super Duty 0.39 -

All others 0.48 -

2.75 -

3.07 -

3.03 -

3.45 -

2.95 -

2.57 -

2.26 -

2.57 -

2.59 -

2.95 -

2.43 -

Accelerator Pedal Fully Released Voltage
Values

Vehicle APP1 APP2 APP3

3.43 -

1.13 -

0.64 -

Are all 3 APPS signals out of range for the pedal fully applied and released positions?

Yes No

For DTCs P2104, P2121, P2122, P2123,
P2126, P2127, P2128, P2131, P2132 or P2133
alone, GO to DK6 .

For any combination of ETC related DTCs, GO

GO to DK4 .

to DK4 .

For continuous memory DTCs P2121 and
P2126 with P2131, GO to DK22 .

For a lack/loss of power, GO to DK6 .

DK4 CHECK THE VREF VOLTAGE TO APP SENSOR

Key in OFF position.

!

APP Sensor connector disconnected.

!

Key ON, engine OFF.

!

Measure the voltage between:

!

( -

ETCREF ETCRTN

Resistance (ohms)

Is the voltage between 4 - 6 V?

Yes No

GO to DK5 . GO to Pinpoint Test C .

DK5 CHECK THE FUNCTIONALITY OF THE APP CIRCUITS

Use the voltage measurements from DK3.

Note:

Is APP1, APP2, or APP3 out of range?

Yes No

For E-Series, Explorer, Explorer Sport Trac, F­150, F-Super Duty, Mark LT, and Mountaineer,
GO to DK6 .

For Fusion, Milan, and Zephyr, GO to DK7 .

For all others, GO to DK8 .

GO to DK22 .

DK6 CHECK THE FUNCTIONALITY OF THE APP SENSOR

!

!

!

Key in OFF position.
APP Sensor connector disconnected.
Measure the resistance between:

(+) APP Sensor

Connector, Component

(-) APP Sensor

Connector, Component

Side

APPS1 ETCREF 400 1,300

APPS1 ETCRTN 900 2,300

APPS1 APPS2 2,000 4,800

APPS1 APPS3 2,000 4,800

APPS2 ETCREF 1,700 4,100

Side

Minimum

Maximum

Resistance (ohms)

APPS2 ETCRTN 1,400 3,500

Resistance (ohms)

APPS2 APPS3 2,700 6,500

APPS3 ETCREF 1,700 4,100

APPS3 ETCRTN 1,300 3,200

ETCREF ETCRTN 700 1,700

Are all the resistances within specifications?

Yes No

For DTCs P2121, P2122 or P2123 alone or in
combination, GO to DK10 .

For DTCs P2126, P2127 or P2128 alone or in
combination, GO to DK14 .

For DTCs P2131, P2132 or P2133 alone or in
combination, GO to DK18 .

For DTC P2104 alone, GO to DK26 .

For a lack/loss of power, the concern is
elsewhere. RETURN to Section 3 , Symptom
Charts for further direction.

For all others, GO to DK22 .

INSTALL a new APP sensor. REFER to the
Workshop Manual Section 310-02, Acceleration
Control.

CLEAR the DTCs.

PRESS the accelerator pedal several times and
REPEAT the self-test. If DTCs are present:

GO to DK9 .

DK7 CHECK THE RESISTANCE OF THE APP SENSOR

!

!

!

Key in OFF position.
APP Sensor connector disconnected.
Measure the resistance between:

(+) APP Sensor

Connector, Component

(-) APP Sensor

Connector, Component

Side

APPS1 ETCREF 650 1,340

APPS1 ETCRTN 1,210 2,470

APPS1 APPS2 2,430 4,960

APPS1 APPS3 2,390 4,880

Side

Minimum

Maximum

Resistance (ohms)

APPS2 ETCREF 2,020 4,120

Resistance (ohms)

APPS2 ETCRTN 1,650 3,380

APPS2 APPS3 3,000 6,130

APPS3 ETCREF 2,010 4,110

APPS3 ETCRTN 1,450 2,970

ETCREF ETCRTN 900 1,840

Are all the resistances within specifications?

Yes No

For DTCs P2121, P2122 or P2123 alone or in
combination, GO to DK10 .

For DTCs P2126, P2127 or P2128 alone or in
combination, GO to DK14 .

For DTCs P2131, P2132 or P2133 alone or in
combination, GO to DK18 .

For DTC P2104 alone, GO to DK26 .

For a lack/loss of power, the concern is
elsewhere. RETURN to Section 3 , Symptom
Charts for further direction.

For all others, GO to DK22 .

INSTALL a new APP sensor. REFER to the
Workshop Manual Section 310-02, Acceleration
Control.

CLEAR the DTCs.

PRESS the accelerator pedal several times and
REPEAT the self-test. If DTCs are present:

GO to DK9 .

DK8 CHECK THE APP SENSOR FOR CORRECT RESISTANCE

!

!

!

!

Key in OFF position.
APP Sensor connector disconnected.
Measure the resistance between:
For vehicles with a 7-pin APP sensor connector:

(+) APP Sensor

Connector, Component

Side

(-) APP Sensor

Connector, Component

Side

APPS1 ETCREF 600 1,370

APPS1 ETCRTN 720 1,660

Minimum

Maximum

Resistance (ohms)

APPS1 APPS2 1,300 2,960

Resistance (ohms)

APPS1 APPS3 1,250 2,860

APPS2 ETCREF 750 1,720

APPS2 ETCRTN 660 1,520

APPS2 APPS3 1,230 2,810

APPS3 ETCREF 710 1,640

APPS3 ETCRTN 580 1,340

ETCREF ETCRTN 200 470

For vehicles with an 8-pin APP sensor connector:

!

(+) APP Sensor

Connector, Component

Side

(-) APP Sensor

Connector, Component

Side

APPS1 ETCREF 150 350

APPS1 ETCRTN 290 650

APPS1 APPS2 900 2,010

APPS1 APPS3 820 1,840

APPS2 ETCREF 800 1,790

Minimum

Maximum

Resistance (ohms)

Are all the resistances within specifications?

For DTCs P2121, P2122 or P2123 alone or in
combination, GO to DK10 .

For DTCs P2126, P2127 or P2128 alone or in
combination, GO to DK14 .

For DTCs P2131, P2132 or P2133 alone or in
combination, GO to DK18 .

APPS2 ETCRTN 700 1,580

APPS2 APPS3 1,270 2,860

APPS3 ETCREF 720 1,630

APPS3 ETCRTN 580 1,330

ETCREF ETCRTN 210 470

Yes No

INSTALL a new APP sensor. REFER to the
Workshop Manual Section 310-02, Acceleration
Control.

CLEAR the DTCs.

For DTC P2104 alone, GO to DK26 .

( + ) APP Sensor Connector, Component Side

) APP Sensor Connector, Component Side

For a lack/loss of power, the concern is
elsewhere. RETURN to Section 3 , Symptom

PRESS the accelerator pedal several times and
REPEAT the self-test. If DTCs are present:

GO to DK9 .

Charts for further direction.

For all others, GO to DK22 .

DK9 CHECK THE APP SENSOR CIRCUIT INTEGRITY

Key in OFF position.

!

APP Sensor connector disconnected.

!

Measure the resistance between:

!

( -

ETCREF ETCRTN

Is the resistance between 700 ohms - 1,700 ohms (E-Series, Explorer, Explorer Sport Trac, F-150, F­Super Duty, Mark LT, Mountaineer), 900 ohms - 1,840 ohms (Fusion, Milan, Zephyr), 200 ohms - 470
ohms (vehicles with a 7-pin APP sensor), or 210 ohms - 470 ohms (vehicles with an 8-pin APP
sensor)?

Yes No

For continuous memory DTCs P2121 with
P2122 or P2123, or with P2126 and P2131, GO
to DK10 .

For continuous memory DTCs P2126 with
P2127 or P2128, or with P2121 and P2131, GO
to DK14 .

For continuous memory DTCs P2121 and
P2122 or P2131 and P2133, GO to DK18 .

DK10 CHECK THE APPS1 CIRCUIT FOR AN OPEN IN THE HARNESS

PCM connector disconnected.

!

Measure the resistance between:

!

INSTALL a new APP sensor. REFER to the
Workshop Manual Section 310-02, Acceleration
Control.

CLEAR the DTCs.

PRESS the accelerator pedal several times and
REPEAT the self-test. If DTCs are present:

GO to DK10 .

( + ) APP Sensor Connector, Harness Side

( -

) PCM Connector, Harness Side

( + ) APP Sensor Connector, Harness Side

) Vehicle Battery

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

APPS1 APPS1

Is the resistance less than 5 ohms?

Yes No

GO to DK11 .

REPAIR the open circuit. CLEAR the DTCs.
REPEAT the self-test.

DK11 CHECK THE APPS1 CIRCUIT FOR A SHORT TO GROUND IN THE HARNESS

Measure the resistance between:

!

( -

APPS1 Negative terminal

Is the resistance greater than 10K ohms?

Yes No

GO to DK12 .

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK12 CHECK THE APPS1 CIRCUIT FOR A SHORT IN THE HARNESS

Measure the resistance between:

!

APPS1 ETCRTN

APPS1 ETCREF

Are the resistances greater than 10K ohms?

Yes No

GO to DK13 .

( -

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK13 CHECK THE APPS1 CIRCUIT FOR A SHORT TO VOLTAGE IN THE HARNESS

( + ) APP Sensor Connector, Harness Side

) Vehicle Battery

( + ) APP Sensor Connector, Harness Side

) PCM Connector, Harness Side

( + ) PCM Connector, Harness Side

) Vehicle Battery

Key ON, engine OFF.

!

Measure the voltage between:

!

( -

APPS1 Negative terminal

Is any voltage present?

Yes No

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

GO to DK22 .

DK14 CHECK THE APPS2 CIRCUIT FOR AN OPEN IN THE HARNESS

PCM connector disconnected.

!

Measure the resistance between:

!

( -

APPS2 APPS2

Is the resistance less than 5 ohms?

Yes No

GO to DK15 .

DK15 CHECK THE APPS2 CIRCUIT FOR A SHORT TO GROUND IN THE HARNESS

Measure the resistance between:

!

APPS2 Negative terminal

REPAIR the open circuit. CLEAR the DTCs.
REPEAT the self-test.

( -

Is the resistance greater than 10K ohms?

DK18 CHECK THE APPS3 CIRCUIT FOR AN OPEN IN THE HARNESS

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

( + ) PCM Connector, Harness Side

) Vehicle Battery

Yes No

GO to DK16 .

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK16 CHECK THE APPS2 CIRCUIT FOR A SHORT IN THE HARNESS

Measure the resistance between:

!

( -

APPS2 ETCRTN

APPS2 ETCREF

Are the resistances greater than 10K ohms?

Yes No

GO to DK17 .

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK17 CHECK THE APPS2 CIRCUIT FOR A SHORT TO VOLTAGE IN THE HARNESS

Key ON, engine OFF.

!

Measure the voltage between:

!

( -

APPS2 Negative terminal

Is any voltage present?

Yes No

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

GO to DK23 .

PCM connector disconnected.

( + ) APP Sensor Connector, Harness Side

) PCM Connector, Harness Side

( + ) PCM Connector, Harness Side

) Vehicle Battery

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

!

Measure the resistance between:

!

( -

APPS3 APPS3

Is the resistance less than 5 ohms?

Yes No

GO to DK19 .

REPAIR the open circuit. CLEAR the DTCs.
REPEAT the self-test.

DK19 CHECK THE APPS3 CIRCUIT FOR A SHORT TO GROUND IN THE HARNESS

Measure the resistance between:

!

( -

APPS3 Negative terminal

Is the resistance greater than 10K ohms?

Yes No

GO to DK20 .

DK20 CHECK THE APPS3 CIRCUIT FOR A SHORT IN THE HARNESS

Measure the resistance between:

!

APPS3 ETCRTN

APPS3 ETCREF

Are the resistances greater than 10K ohms?

Yes No

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

( -

GO to DK21 .

( + ) PCM Connector, Harness Side

) Vehicle Battery

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK21 CHECK THE APPS3 CIRCUIT FOR A SHORT TO VOLTAGE IN THE HARNESS

Key ON, engine OFF.

!

Measure the voltage between:

!

( -

APPS3 Negative terminal

Is any voltage present?

Yes No

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

GO to DK24 .

DK22 CHECK THE APPS1 CIRCUIT FOR A SHORT TOGETHER

Key in OFF position.

!

PCM connector disconnected.

!

APP Sensor connector disconnected.

!

Measure the resistance between:

!

APPS1 APPS2

APPS1 APPS3

APPS1 ETCREF

APPS1 ETCRTN

Are the resistances greater than 10K ohms?

Yes No

GO to DK25 .

( -

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK23 CHECK FOR THE APPS2 CIRCUIT SHORTED TO SIGNALS IN THE SAME

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

( + ) APP Sensor Connector, Harness Side

) APP Sensor Connector, Harness Side

HARNESS

Key in OFF position.

!

Measure the resistance between:

!

( -

APPS2 APPS1

APPS2 APPS3

APPS2 ETCREF

APPS2 ETCRTN

Are the resistances greater than 10K ohms?

Yes No

GO to DK25 .

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK24 CHECK FOR THE APPS3 CIRCUIT SHORTED TO SIGNALS IN THE SAME
HARNESS

Key in OFF position.

!

Measure the resistance between:

!

APPS3 APPS1

APPS3 APPS2

APPS3 ETCREF

APPS3 ETCRTN

Are the resistances greater than 10K ohms?

Yes No

GO to DK25 .

( -

REPAIR the short circuit. CLEAR the DTCs.
REPEAT the self-test.

DK25 CHECK THE APP SENSOR CIRCUITS FOR AN INTERMITTENT CONCERN

( + ) APP Sensor Connector, Harness Side

) PCM Connector, Harness Side

Wiggle, shake, and bend small sections of the wiring harness while working from the sensor to the

!

PCM.
Measure the resistance between:

!

( -

APPS1 APPS1

APPS2 APPS2

APPS3 APPS3

Are the resistances less than 5 ohms?

Yes No

ISOLATE the concern and REPAIR as

GO to DK26 .

necessary.

CLEAR the DTCs. REPEAT the self-test.

DK26 CHECK FOR CORRECT PCM OPERATION

Disconnect all the PCM connectors.

!

Visually inspect for:

!

pushed out pins

"

corrosion

"

Connect all the PCM connectors and make sure they seat correctly.

!

Carry out the PCM self-test and verify the concern is still present.

!

Is the concern still present?

Yes No

INSTALL a new PCM. REFER to Section 2,

Flash Electrically Erasable Programmable Read
Only Memory (EEPROM) .

The system is operating correctly at this time.
The concern may have been caused by a loose
or corroded connector.

310-02-1 310-02-1Acceleration Control

REMOVAL AND INSTALLATION

Accelerator Pedal

Item Part Number Description

1 14A464 Accelerator pedal sensor

electrical connector

2 W711330 Accelerator pedal sensor

retaining nuts (3 required)

3 9F836 Accelerator pedal and sensor

assembly

2. Disconnect the accelerator pedal sensor
electrical connector.

• Upon installation, make sure that the red

lock tab on the electrical connector is fully
engaged to make sure of a complete
connection.

3. Remove the 3 accelerator pedal and sensor

Removal and Installation retaining nuts.

• To install, tighten to 9 Nm (80 lb-in).

1. Disconnect the battery ground cable. For
additional information, refer to Section 414-01. 4. Remove the accelerator pedal and sensor

assembly.

5. To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

DESCRIPTION AND OPERATION

Accessory Drive

Accessory Drive Belt Routing — 4.0L SOHC

Item Part Number Description

1 10300 Generator pulley
2 3A733 Power steering pump pulley
3 19D784 A/C compressor pulley
4 8509 Coolant pump pulley
5 6B321 Crankshaft pulley
6 6B209 Accessory drive belt tensioner

pulley

7 6C348 Accessory drive belt idler

pulley

8 8620 Accessory drive belt

Accessory Drive Belt Routing — 4.6L (3V)

Item Part Number Description

6 6C348 Accessory drive belt idler

pulley
7 8A528 Coolant pump pulley
8 6316 Crankshaft pulley
9 6B209 Accessory drive belt tensioner

pulley

10 19D784 A/C compressor pulley

Accessory Drive Belt Routing — 5.4L (4V)

Item Part Number Description

1 19A216 Accessory drive belt idler

pulley
2 10300 Generator pulley
3 6316 Crankshaft pulley
4 6B209 Accessory drive belt tensioner

pulley
5 8A528 Coolant pump pulley
6 19A216 Accessory drive belt idler

pulley
7 8620 Accessory drive belt
8 3D673 Power steering pump pulley

Item Part Number Description

1 19A216 Accessory drive belt idler

pulley
2 10300 Generator pulley
3 8620 Accessory drive belt
4 19A216 Accessory drive belt idler

pulley
5 3A696 Power steering pump pulley

(Continued)

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-2 303-05-2Accessory Drive

DESCRIPTION AND OPERATION (Continued)

Supercharger Belt Routing — 5.4L (4V)

Item Part Number Description

1 6F066 Supercharger pulley
2 19A216 Supercharger belt heavy load

idler pulley

(Continued)

Item Part Number Description

3 6316 Crankshaft pulley
4 6B209 Supercharger belt tensioner

pulley
5 19D784 A/C compressor pulley
6 6C348 Supercharger belt grooved

idler pulley
7 19A216 Supercharger belt smooth

idler pulley
8 8620 Supercharger belt

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt — 4.0L SOHC

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
counterclockwise and remove the accessory
drive belt.

2. NOTE: Refer to the illustration for correct
drive belt routing.

To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt — 4.6L (3V)

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt.

2. NOTE: Refer to the illustration for correct
drive belt routing.

To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt — 5.4L (4V)

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt.

2. NOTE: Refer to the illustration for correct
drive belt routing.

To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Idler Pulley —

4.0L SOHC

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
counterclockwise and remove the accessory
drive belt from the accessory drive belt idler
pulley.

2. Remove the bolt and the accessory drive belt
idler pulley.

• To install, tighten to 47 Nm (35 lb-ft).

3. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Idler Pulley —

4.6L (3V)

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt
from the accessory drive belt idler pulley.

2. Remove the bolt and the accessory drive belt
idler pulley.

• To install, tighten to 25 Nm (18 lb-ft).

3. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Idler Pulley —

5.4L (4V)

Removal and Installation

All vehicles

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt
from the coolant pump pulley.

Grooved idler pulley

2. Remove the bolt and the grooved idler pulley.

• To install, tighten to 25 Nm (18 lb-ft).

Smooth idler pulley

3. Remove the coolant tube bracket nut and
position the coolant tube aside.

4. Remove the stud bolt and smooth idler pulley.

• To install, tighten to 25 Nm (18 lb-ft).

All vehicles

5. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Tensioner —

4.0L SOHC

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
counterclockwise and remove the accessory
drive belt from the accessory drive belt
tensioner.

2. Remove the bolt and the accessory drive belt
tensioner.

• To install, tighten to 47 Nm (35 lb-ft).

3. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Tensioner —

4.6L (3V)

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt
from the accessory drive belt tensioner.

2. Remove the 3 bolts and the accessory drive belt
tensioner.

• To install, tighten to 25 Nm (18 lb-ft).

3. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

REMOVAL AND INSTALLATION

Accessory Drive Belt Tensioner —

5.4L (4V)

Removal and Installation

1. Using a suitable belt tensioner release tool,
rotate the accessory drive belt tensioner
clockwise and remove the accessory drive belt
from the accessory drive belt tensioner.

2. Remove the bolt and the accessory drive belt
tensioner.

• To install, tighten to 25 Nm (18 lb-ft).

3. NOTE: Refer to the illustration for correct

drive belt routing.
To install, reverse the removal procedure.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-1 303-05-1Accessory Drive

DIAGNOSIS AND TESTING

Accessory Drive

Inspection and Verification

CAUTION: Under no circumstances should
the accessory drive belt, tensioner or pulleys be
lubricated as potential damage to the belt
material and tensioner damping mechanism will
occur. Do not apply any fluids or belt dressing to
the accessory drive belt or pulleys.

1. Verify the customer concern by operating the

system.

2. Visually inspect for obvious signs of

mechanical damage.

Visual Inspection Chart

Mechanical

• Drive belt cracking/chunking/wear

• Belt/pulley contamination

• Incorrectly routed belt

• Pulley misalignment or excessive pulley runout

• Loose or mislocated hardware

• Incorrectly routed power steering tubes (rubbing)

3. Eliminate all other non-belt related noises that

could cause belt misdiagnosis, such as A/C
compressor engagement chirp, power steering
cavitations at low temperatures, variable
camshaft timing (VCT) tick or generator whine.

4. If a concern is found, correct the condition

before proceeding to the next step.

5. NOTE: Up to 15 cracks in a rib over a

distance of 100 mm (4.0 in) can be considered
acceptable. If damage exceeds the acceptable
limit or any chunks are found to be missing
from the ribs, a new belt must be installed.

Check the belt for cracks. Up to 15 cracks in a
rib over a distance of 100 mm (4.0 in) can be
considered acceptable. If cracks exceed this
standard, install a new belt.

6. The condition of the V-ribbed drive belt should
be compared against the illustration and
appropriate action taken.

1 Small scattered deposits of rubber material.

This is not a concern, therefore, installation
of a new belt is not required.

2 Longer deposit areas building up to 50% of

the rib height. This is not considered a
concern but it can result in excessive noise.
If noise is apparent, install a new belt.

3 Heavy deposits building up along the

grooves resulting in a possible noise and
belt stability concern. If heavy deposits are
apparent, install a new belt.

V-Ribbed Serpentine Drive Belt With Cracks Across
Ribs

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

303-05-2 303-05-2Accessory Drive

DIAGNOSIS AND TESTING (Continued)

V-Ribbed Serpentine Belt With Piling
NOTE:

Piling is an excessive buildup in the

V-grooves of the belt.

7. There should be no chunks missing from the
belt ribs. If the belt shows any evidence of this,
install a new accessory drive belt.

V-Ribbed Serpentine Belt With Chunks of Rib
Missing

8. If the concern is not visually evident, verify the
symptom and GO to Symptom Chart.

Symptom Chart

Symptom Chart

Condition Possible Sources Action

• Accessory drive belt cracking • Accessory drive belt • INSPECT the accessory drive

(over 15 cracks in a rib over belt. REFER to Inspection
a distance of 100 mm [4.0 and Verification in this
in]) section. INSTALL a new

accessory drive belt as
necessary.

• Accessory drive belt chunking • Accessory drive belt • INSPECT the accessory drive

belt. REFER to Inspection
and Verification in this
section. INSTALL a new
accessory drive belt as
necessary.

2007 Mustang, Mustang GT 8/2006

303-05-3 303-05-3Accessory Drive

DIAGNOSIS AND TESTING (Continued)

Symptom Chart (Continued)

Condition Possible Sources Action

• Accessory drive belt noise, • Defective/worn or incorrect • REFER to Component Tests,

squeal, chirping or flutter accessory drive belt Drive Belt, Noise/Flutter in

• Misaligned pulley(s) this section. REPAIR or

• Pulley runout INSTALL new parts as

• Damaged or worn accessories necessary.

• Fluid contamination of

accessory drive belt or
pulleys

• Damaged or worn accessory • REFER to Component Tests,

drive belt tensioner Belt Tensioner — Mechanical

and Belt Tensioner —
Dynamics in this section.
INSTALL a new accessory
drive belt tensioner as
necessary.

• Premature accessory drive • Defective accessory drive belt • REFER to Component Tests,
belt wear • Misaligned pulley(s) Drive Belt Noise/Flutter and

• Pulley runout Incorrect Drive Belt

• Damaged accessories Installation in this section.

• Incorrectly installed drive belt REPAIR or INSTALL new

• Fluid contamination parts as necessary.

• Accessory drive belt does not • Accessory drive belt has • INSPECT the drive belt.

hold correct tension excessive cracking, damage or REFER to Inspection and

is worn Verification in this section.

INSTALL a new drive belt as
necessary.

• Drive belt tensioner worn or • CHECK the drive belt

damaged tensioner for damage and

correct operation. REFER to
the Component Tests, Belt
Tensioner — Mechanical and
Belt Tensioner — Dynamics
in this section. INSTALL a
new drive belt tensioner as
necessary.

• Incorrect accessory drive belt • VERIFY the correct

accessory drive belt is
installed.

• Accessory drive component • CHECK the accessory drive

failure components. INSTALL new

components as necessary.

• Accessory drive belt idler • INSPECT the accessory drive

pulley bearing failure belt idler pulley for freedom

of rotation and damage.
INSTALL a new accessory
drive belt idler pulley as
necessary.

Component Tests

Drive Belt — Noise/Flutter

Drive belt chirp occurs due to pulley misalignment
or excessive pulley runout. It can be the result of a
damaged or incorrectly aligned grooved pulley.

To correct, determine the area where the noise
comes from. Check each of the pulleys in that area
with a straightedge to the crankshaft pulley. Look
for accessory pulleys out of position in the fore/aft
direction or at an angle to the straightedge.

2007 Mustang, Mustang GT 8/2006

303-05-4 303-05-4Accessory Drive

DIAGNOSIS AND TESTING (Continued)

CAUTION: Do not apply any fluids or belt

dressing to the accessory drive belt or pulleys.

Drive belt squeal may be an intermittent or constant
noise that occurs when the drive belt slips on an
accessory pulley under certain conditions.

A short intermittent squeal may occur during engine
start-up and shut down or during very rapid engine
acceleration and decelerations, such as:

• wide open throttle 1-2 and 2-3 shifts or 2-3 and

3-4 back out shifts on automatic transmissions.

• wide open throttle 1-2 and 2-3 shifts and any

combination of rapid downshifting on manual
transmissions.

These special short-term transient events are
expected, and are due to the higher system inertias
required to meet the electrical and cooling demands
on today’s vehicle systems. Constant or reoccurring
drive belt squeal can occur:

• if the A/C discharge pressure goes above

specifications:
— the A/C system is overcharged.
— the A/C condenser core airflow is blocked.

• if the A/C off equalized pressure (the common

discharged and suction pressure that occurs after
several minutes) exceeds specifications.

• if any of the accessories are damaged or have a

worn or damaged bearing. All accessories should
be rotatable by hand in the unloaded condition. If
not, inspect the accessory.

• if there is evidence of fluid contamination on the

accessory drive belt. When the drive belt has been
exposed to fluid contamination during vehicle
operation, such as leaks from the power steering
system, A/C system or cooling system, clean all
pulleys with soap and water, rinse with clean
water and install a new accessory drive belt. If the
drive belt has been exposed to fluids in a
localized area during routine vehicle service, such
as replacement of hoses or fluids, the drive belt
and pulleys should be washed with soap and
water immediately (prior to starting the engine),
and rinsed with clean water.

• if the accessory drive belt is too long. A drive

belt that is too long will allow the accessory drive
belt tensioner arm to go all the way to the arm
travel stop under certain load conditions, which
will release tension to the drive belt. If the
accessory drive belt tensioner indicator is outside
the normal installation wear range window, install
a new accessory drive belt.

• NOTE: The accessory drive belt tensioner arm

should rotate freely without binding.
Install a new accessory drive belt tensioner if the

drive belt tensioner is worn or damaged.

Drive Belt — Incorrect Installation

CAUTION: Incorrect accessory drive belt
installation will cause excessive drive belt wear
and can cause the drive belt to come off the
pulleys.

Non-standard accessory drive belts can track
differently or incorrectly. If an accessory drive belt
tracks incorrectly, install a new accessory drive belt
to avoid performance failure or loss of the drive
belt.

Incorrect Installation

Correct Installation

2007 Mustang, Mustang GT 8/2006

303-05-5 303-05-5Accessory Drive

DIAGNOSIS AND TESTING (Continued)

With the engine running, check accessory drive belt 3. Using a suitable, commercially available
tracking on all pulleys. If the edge of the accessory serpentine belt tensioner release tool, move the
drive belt rides beyond the edge of the pulleys, tensioner from its relaxed position, through its
noise and premature wear will occur. Make sure the full stroke and back to the relaxed position to
accessory drive belt rides correctly on the pulley. If make sure there is no stick, grab or bind, and to
an accessory drive belt tracking condition exists, make sure that there is tension on the tensioner
proceed with the following: spring.

• Visually check the accessory drive belt tensioner

for damage, especially the mounting pad surface.
If the accessory drive belt tensioner is not
installed correctly, the mounting surface pad will
be out of position. This will result in chirp and
squeal noises.

• With the engine running, visually observe the

grooves in the pulleys (not the pulley flanges or
the pulley forward faces) for excessive wobble.
Install new components as necessary.

• Check all accessories, mounting brackets and the

accessory drive belt tensioner for any interference
that would prevent the component from mounting
correctly. Correct any interference condition and
recheck the accessory drive belt tracking.

• Tighten all accessories, mounting brackets and

accessory drive belt tensioner retaining hardware
to specification. Recheck the accessory drive belt
tracking.

Belt Tensioner — Mechanical

The only mechanical check that needs to be made is
a check for tensioner stick, grab or bind.

1. With the engine off, check routing of the
accessory drive belt. Refer to the illustrations
under Description and Operation in this section.

2. NOTE: The accessory drive belt tensioner
spring is very strong and requires substantial
force to release.

Using a suitable, commercially available
serpentine belt tensioner release tool, release the
tension on the belt and detach the accessory
drive belt in the area of the tensioner.

4. Rotate the tensioner pulley by hand and check
for a binding, contaminated or seized condition.
Install a new accessory drive belt tensioner if
necessary.

5. Inspect the area surrounding the accessory drive
belt tensioner for oil leaks or contamination and
repair any leaks. Install a new accessory drive
belt tensioner as necessary.

6. If the accessory drive belt tensioner meets the
above criteria, proceed to testing the tensioner
dynamically. If the accessory drive belt
tensioner does not meet the above criteria,
install a new tensioner.

Belt Tensioner — Dynamics

The accessory drive belt tensioner can be checked
dynamically as follows:

1. With the engine running, observe the accessory
drive belt tensioner movement. The accessory
drive tensioner should move (respond) when the
air conditioning clutch cycles (if equipped), or
when the engine is accelerated rapidly. If the
accessory drive belt tensioner movement is
excessive without air conditioning clutch
cycling or engine acceleration, check belt
rideout. Excessive belt rideout (uneven depth of
grooves in the belt) can cause excessive
accessory drive belt tensioner movement.
Check rideout condition by installing a new
belt. If excessive accessory drive belt tensioner
movement still exists, install a new accessory
drive belt tensioner.

2007 Mustang, Mustang GT 8/2006

2007 PCED On Board Diagnostics Introduction

Procedure revision date: 03/29/2006

Acronyms and Definitions

This acronyms and definitions listing contains technical terms applicable to Ford Motor Company

Note:

products. It is not intended to be an all-inclusive dictionary of components and their functions. If a detailed
description of a particular system or component is desired, refer to the applicable section within this PC/ED
Manual or refer to the Workshop Manual for the specific vehicle being repaired.

2V: Two valves per engine cylinder
3V: Three valves per engine cylinder
4V: Four valves per engine cylinder
A/C: Air Conditioning
A/CC: Air Conditioning Clutch
A/CCR: Air Conditioning Clutch Control Relay
ACCS: Air Conditioning Cycling Switch
ACDS: Air Conditioning Diagnostic Switch (refrigerant containment switch)
ACET: Air Conditioning Evaporator Temperature
ACP: Air Conditioning Head Pressure or A/C cycling switch input state
ACPSW: Air Conditioning Pressure Switch
ACPT: Air Conditioning Pressure Transducer (Switch)
A/D: Analog-to-Digital. Analog-to-Digital signal conversion.
AFCM: Alternative Fuel Control Module
AIR: Secondary Air Injection
AIR EVAL: Air System Evaluated. Displays a YES or NO status indicating whether the AIR System

has been evaluated for On Board Diagnostic (OBD) purposes.
AIRM: Secondary Air Pump Monitor
APP: Accelerator Pedal Position
ARB: Air Resource Board
ASCII: American Standard Code Information Interchange
ATDC: After Top Dead Center. The location of the piston after it has reached the top of its stroke.

Measured in degrees of crankshaft rotation.
BARO: Barometric Pressure
BJB: Battery Junction Box
BPA: Brake Pedal Applied
BPP: Brake Pedal Position
BPS: Brake Pedal Switch/Speed Control Deactivation
BTDC: Before Top Dead Center. The location of the piston before it has reached the top of its stroke.

Measured in degrees of crankshaft rotation.
CAC: Charge Air Cooler. A device which lowers the temperature of pressurized intake air.

CAFE: Corporate Average Fuel Economy. A set of federal requirements and regulations which
govern fuel economy standards.

CAN: Controller Area Network
CCM: Comprehensive Component Monitor
CD A through J: Coil Driver 1 through 10
CGND: Case Ground. Provides a ground source for the PCM case.
CHT: Cylinder Head Temperature
CHTIL: Cylinder Head Temperature Indicator Lamp
CKP: Crankshaft Position
CL: Closed Loop. An operating condition or mode which enables operation based on sensor

feedback.
CMP, CMP1, CMP2: Camshaft Position. CMP1 and CMP2 on V engines where applicable.
CMS: Catalyst Monitor Sensor. The downstream HO2S.
CMVSS: Canadian Motor Vehicle Safety Standards
CO: Carbon Monoxide. A colorless, odorless, and toxic gas that is a component of auto exhaust

emissions.
CO 2 : Carbon Dioxide. A colorless, odorless gas that is a normal by-product of the combustion of

fuel.
CONT: Continuous Memory. The portion of keep alive memory (KAM) used to store DTCs generated

during the continuous memory self-test.
COP: Coil On Plug. Ignition coil on plug assembly.
CPP: Clutch Pedal Position
CT: Closed Throttle. A mode in which the PCM varies the pulse width of the fuel injectors to obtain

the air/fuel mixture appropriate for closed throttle operation.
CTO: Clean Tach Output. Signal used to drive the instrument panel tachometer.
CV: Canister Vent Solenoid. A solenoid which seals the evaporative emission (EVAP) system from

the atmosphere during the EVAP monitor test.
DC: 1. Direct Current. Electric current flowing in one direction. 2. Duty Cycle. The voltage

measurement of ON time versus the full cycle period, expressed in percent.
DCL: Data Communication Link. A communication path between various in-vehicle electronic

modules.
DI: Distributor Ignition. A system in which the ignition coil secondary circuit is sequenced by a

distributor.
DIS: Distributorless Ignition System. A system in which the ignition coil secondary circuit is

sequenced without a distributor.
DLC: Data Link Connector. SAE standard J1962 connector providing access to vehicle diagnostic

information.
DMM: Digital Multimeter
DOHC: Dual Overhead Cam. An engine configuration that uses 2 camshafts positioned above the

valves.
DOL: Data Output Line. A circuit that sends certain information from the PCM to the instrument

cluster.
DPFE: Differential Pressure Feedback EGR. A system that uses a pressure transducer to control the

operation of the exhaust gas recirculation (EGR) vacuum regulator solenoid.
DTM: Diagnostic Test Mode. A level of capability in an OBD system.
DTC: Diagnostic Trouble Code. An alpha/numeric identifier for a concern identified by the OBD

system.
E-85: Fuel containing 85% ethanol alcohol
ECT: Engine Coolant Temperature
ECU: Electronic Control Unit. A module that handles the control strategy and monitors system inputs

or outputs.
EEC: Electronic Engine Control
EEGR: Electric Exhaust Gas Recirculation System
EEPROM: Electrically Erasable Programmable Read-Only Memory. An electronic component in the

PCM that allows the electronic storage of information.
EGR: Exhaust Gas Recirculation. A process in which a small amount of exhaust gas is routed into the

combustion chamber.
EGRMC (1-4): Electric Exhaust Gas Recirculation Motor Control
EGRT: Exhaust Gas Recirculation Valve Temperature. A temperature sensor that is threaded into the

bottom of the intake plenum.
EI: Integrated Electronic Ignition. An electronic ignition system that has the ignition control module

(ICM) integrated into the PCM.
EI-HDR: Electronic Ignition-High Data Rate. Formerly known as Electronic Distributorless Ignition

System.
EMI: Electromagnetic Interference. Usually caused by ignition voltage spikes, solenoids, relay

operation, or noisy generator contacts.
EOL: End of Line. A system designed specifically for use at assembly plants to make sure all new

vehicles conform to design specifications.
EONV: Engine Off Natural Vacuum
EOT: Engine Oil Temperature
EPA: Environmental Protection Agency
E-Quizzer: Enhanced Quizzer
ESM: EGR System Module
ESOF: Electronic Shift-on-the-Fly
ETB: Electronic Throttle Body
ETC: Electronic Throttle Control
ETCREF: Voltage Reference (5V) for ETC (APP VREF, TP VREF).
EVAP: Evaporative Emissions. A system to prevent fuel vapor from escaping into the atmosphere.
EVAPCP: Evaporative Canister Purge Solenoid. A solenoid which controls the venting of fuel vapor

from the evaporative emissions canister into the intake manifold for combustion.
EVO: Electronic Variable Orifice
FCIL: Fuel Cap Indicator Lamp. Indicates that the fuel filler cap is not correctly installed.
FEAD: Front End Accessory Drive
FEPS: Flash EEPROM Programming Signal. An 18-volt DC signal input from the scan tool used by

the PCM to initiate programming.
FFV: Flexible Fuel Vehicle

FLI: Fuel Level Input. Provides information on the amount of liquid fuel in the fuel tank. Used by the
EVAP monitor to calculate the fuel tank vapor volume. Displayed as a percentage.

FMEM: Failure Mode Effects Management. Operating strategy that maintains limited vehicle function
in the event of a PCM or EEC component failure.

FP: 1. Fuel Pump. Indicates whether the pump has been commanded ON or OFF by the PCM. 2.
Fuel Pump (Modulated). Fuel pump duty cycle percentage.

FPDM: Fuel Pump Driver Module. A module that controls the electric fuel pump.
FRP: Fuel Rail Pressure
FRPT: Fuel Rail Pressure Temperature
FSS: Fan Speed Sensor
FTP: Fuel Tank Pressure
FUEL PR: Fuel Pressure. Measurement of the force of the fuel delivered by the fuel pump.
FUELPW: Fuel Pulse Width. Displays the commanded pulse width at the time of the last data update.
FUELPW1: Fuel Injector Pulse Width #1. Corresponds to injectors normally affected by HO2S11.
FUELPW2: Fuel Injector Pulse Width #2. Corresponds to injectors normally affected by HO2S21.
FUELSYS: Fuel System Status (OPEN/CLOSED Loop). Formerly known as LOOP.
FWD: Front Wheel Drive
GND: Ground
GPM: 1. Grams per Mile. 2. Gallons per Minute.
GVW: Gross Vehicle Weight
GVWR: Gross Vehicle Weight Rating
HC: 1. Hydrocarbon. A by-product of combustion and a component of auto exhaust emissions. 2.

High Compression.
HLOS: Hardware Limited Operating Strategy. A mode of operation where the PCM uses fixed values

in response to internal PCM concerns in place of output commands.
HO: High Output
HO2S: Heated Oxygen Sensor. Provides information on rich or lean exhaust conditions to the PCM.
HTR11, HTR12, HTR13, HTR21, HTR22: HO2S Heater. Heater element for the HO2S sensor.
Hz: Hertz. Cycles per second.
IAC: Idle Air Control. Electrical control of throttle bypass air.
IAT: Intake Air Temperature
IAT2: Intake Air Temperature 2. Used on supercharged vehicles.
IC: Integrated Circuit. A small semi-conductor device capable of many separate circuit functions.
IFS: Inertia Fuel Switch
IMRC: Intake Manifold Runner Control. Controls or modifies airflow in the intake air system.
IMRCM: Intake Manifold Runner Control Monitor. Monitors the IMRC circuits for concerns.
IMTV, IMTV1, IMTV2: Intake Manifold Tuning Valve. Controls airflow through runners in a split intake

manifold.
INJ1, INJ2, INJ3, INJ4, INJ5, INJ6, INJ7, INJ8, INJ9, INJ10: Injector number or its signal output from

the PCM.
IPC: Independent Plausibility Checker
ISO: International Standards Organization

KAM: Keep Alive Memory. A portion of the memory within the PCM that must have power even when
the vehicle is not operating.

KAPWR: Keep Alive Power. A dedicated and unswitched power circuit that maintains KAM.
KOEO Self-Test: Key On Engine Off self-test. A test of the EEC system conducted by the PCM with

power applied and the engine at rest.
KOER Self-Test: Key On Engine Running self-test. A test of the EEC system conducted by the PCM

with the engine running and the vehicle at rest.
Km/h: Kilometers per Hour
kPa: Kilopascal. Unit of pressure. 3.386 kPa equals 1 (in-Hg).
L: Liters. The unit of volume in the metric measuring system. One liter equals 1.06 quarts.
LEV: Low Emissions Vehicle
LONGFT: Long-Term Fuel Trim. Fuel flow adjustment determined by the PCM.
M-85: Fuel containing 85% methanol alcohol
MAF: Mass Air Flow
MAP: Manifold Absolute Pressure. The internal pressure of the intake manifold.
MFI: Multiport Fuel Injection. A fuel-delivery system in which each cylinder is individually fueled.
MIL: Malfunction Indicator Lamp. An indicator lamp alerting the driver of an emission related concern.
MISF: Misfire. Any event in the cylinder that causes a sudden change in acceleration of the

crankshaft.
MON: Motor Octane Number
MSOF: Manual Shift-on-the-Fly
MY: Model Year
NA: Naturally Aspirated. An engine that is not supercharged or turbocharged.
NC: Normally Closed
NGS: New Generation Self-Test Automatic Readout (STAR) tester
NO: Normally Open

NO X : Oxides of Nitrogen. Gasses formed at high combustion temperatures.

OASIS: On-line Automotive Service Information System
OBD, OBD-II: On Board Diagnostics, On Board Diagnostics Second Generation. A system that

monitors the PCM input and output control signals.
OCT ADJ: Octane Adjust. Compensating strategy that adjusts for changes in fuel octane.
OEM: Original Equipment Manufacturer
OHC: Overhead Cam. An engine configuration that uses a single camshaft positioned above the

valves.
OL: Open Loop. An operating condition based on instructions not modified by PCM feedback.
ORVR: On-Board Refueling Vapor Recovery
OSC: Output State Control
OSS: Output Shaft Speed
OTM: Output Test Mode
PATS: Passive Anti-Theft System
PCM: Powertrain Control Module. Formerly known as the electronic engine control (EEC) processor.
PCV: Positive Crankcase Ventilation. A system which allows the controlled flow of crankcase vapors

into the combustion chamber.
PID: Parameter Identifier. Identifies an address in the PCM memory which contains operating

information.
PIP: Profile Ignition Pickup. Provides crankshaft position information for ignition synchronization.
PPM: Parts per Million. A measure used in emission analysis.
PROM: Programmable Read-Only Memory. Similar to ROM, except without program instructions.
PSP: Power Steering Pressure. Indicates the pressure in the power steering system.
PSPT: Power Steering Pressure Transducer
PTO: Power Take-Off
PW: Pulse Width. The length of time an actuator, such as a fuel injector, remains energized.
PWM: Pulse Width Modulation. Controls the intensity of an output by varying the signal duty cycle.
PWR GND: Power Ground. The main ground circuit in the EEC system.
RAM: Random Access Memory. Memory into which information can be written as well as read.
RF: Radio Frequency
RFI: Radio Frequency Interference
RFS: Returnless Fuel System
ROM: Read-Only Memory. Computer memory that can be accessed and used, but not altered.
RPM: Revolutions Per Minute
RTN: Return. A dedicated sensor ground circuit.
RWD: Rear Wheel Drive
SAE: Society of Automotive Engineers
SCB: Supercharger Bypass
SCBC: Supercharger Bypass Control. A system that allows manifold vacuum to be bled away from

the supercharger wastegate actuator to allow for maximum boost.
SFI: Sequential Multiport Fuel Injection. A multiport fuel delivery system in which each injector is

individually energized and timed relative to its cylinder intake event.
SHRTFT: Short-Term Fuel Trim. Fuel flow adjustment in response to the HO2S sensor(s) input during

closed-loop operation.
SIG RTN: Signal Return. A dedicated sensor ground circuit that is common to 2 or more sensors.
SOHC: Single Overhead Cam
TA: Traction Assist
TAC: Throttle Actuator Control
TACM, TACMP, TACMN, TACP (+/-): Throttle Actuator Control Motor +/- used in the ETC system.
TB: Throttle Body. A device that controls airflow through the engine via a butterfly valve and has an

air bypass channel around the throttle plate.
TC: 1. Traction Control. Combines anti-lock braking and axle torque reduction to control wheel

slippage. 2. Turbocharger.
TDC: Top Dead Center
TP: Throttle Position sensor. A potentiometer that provides throttle angle and rate information for the

PCM.
TP1: Throttle Position 1
TP2: Throttle Position 2

TSB: Technical Service Bulletin. Notifies technician of any known vehicle concerns, procedures, or
general repair information.

VCT, VCT1, VCT2: Variable Camshaft Timing. VCT1 and VCT2 on V engines where applicable.
VECI: Vehicle Emission Control Information
VIN: Vehicle Identification Number. A unique identification number given to every vehicle produced.

Includes information about the year, model, engine, and plant origin of the vehicle.
VMV: Vapor Management Valve. Also known as EVAPCP. Refer to EVAPCP.
VBPWR: Vehicle Buffered Power. A PCM-supplied power source that supplies regulated voltage.
VPWR: Vehicle Power. A switched circuit that provides power to the EEC system. Compare to battery

voltage (B+).
VREF: Reference Voltage. A dedicated circuit that provides an approximately 5.0 volt signal used as

a reference by certain sensors.
WOT: Wide Open Throttle. A condition of maximum airflow through the throttle body.
Transmissions:

The automatic transmission naming convention is as follows:

Note:

The first character, a number, is the number of forward gears.

!

The second character, either the letter F or R, represents front (transaxle) or rear

!

(transmission) wheel drive.
The next set of characters, a grouping of numbers, represents the design torque capacity of

!

the transmission/transaxle.

! The last character, if used, is one of the following:

E for electronic shift

!

N for non-synchronous shift

!

S for synchronous shift

!

W for wide ratio

!

As an example, for the 4F27E transaxle, the number of forward gears is 4, the character F indicates
front transaxle, 27 represents 270 ft-lbs of torque capacity and the character E represents an
electronic shift.

A/T: Automatic Transmission
CCS: Coast Clutch Solenoid
EPC, EPC1, EPC2: Electronic Pressure Control
ESS: Electronic Shift Scheduling
ISS: Intermediate/Input Shaft Speed Sensor
M/T: Manual Transmission/Transaxle
OCS: Overdrive Cancel Switch
OSS: Output Shaft Speed. Indicates the rotational speed of the transmission output shaft.
PNP: Park/Neutral Position switch.
REVERSE or REV: Transmission Reverse Switch Input
SSA/SSB/SSC/SSD/SSE: Shift solenoids. Devices in an automatic transmission that control the

shifting by varying fluid flow when commanded by the PCM.

SS1/SS2/SS3: Shift solenoids. Devices in an automatic transmission that control the shifting by
varying fluid flow when commanded by the PCM.

TCC/TCCH: Torque Converter Clutch. When energized, causes a mechanical engagement and
disengagement of the torque converter clutch.

TCIL: Transmission Control Indicator Lamp. Indicates that the TCS has been activated.
TCS: Transmission Control Switch. Modifies the operation of electronically controlled transmissions.
TFT: Transmission Fluid Temperature. Indicates the temperature of transmission fluid.
TR, TR1, TR2, TR3, TR4: Transmission Range. The range in which the transmission is operating.
TSS: Turbine Shaft Speed. Indicates the rotational speed of the transmission turbine shaft.
VSS: Vehicle Speed Sensor. A magnetic pickup device that generates an AC signal that is

proportional to the vehicle speed.
VSOUT: Vehicle Speed Output. A pulse width modulated vehicle speed signal.

2007 PCED On Board Diagnostics SECTION 2: Diagnostic Methods

Procedure revision date: 03/29/2006

Adaptive Fuel DTC Diagnostic Techniques

The Adaptive Fuel Diagnostic Trouble Codes (DTC) Diagnostic Techniques help isolate the root cause of
the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present.
These diagnostic aids are meant as a supplement to the pinpoint test steps in Section 5. For a description of
fuel trim, refer to Section 1, Powertrain Control Software , Fuel Trim.

Obtain Freeze Frame Data

Freeze frame data is helpful in duplicating and diagnosing adaptive fuel concerns. The data (a snapshot of
certain parameter identification (PID) values recorded at the time the DTC is stored in Continuous Memory)
is helpful to determine how the vehicle was being driven when the concern occurred, and is especially useful
on intermittent concerns. Freeze frame data, in many cases, helps to isolate possible areas of concern as
well as rule out others. Refer to Freeze Frame Data in this section for a more detailed description of this
data.

Using the LONGFT1 and LONGFT2 (Dual Bank Engines) PIDs

The LONGFT1/2 PIDs are useful for diagnosing fuel trim concerns. A negative PID value indicates that fuel
is being reduced to compensate for a rich condition. A positive PID value indicates that fuel is being
increased to compensate for a lean condition. It is important to know that there is a separate LONGFT value
that is used for each RPM/load point of engine operation. When viewing the LONGFT1/2 PIDs, the values
may change a great deal as the engine is operating at different RPM and load points. This is because the
fuel system may have learned corrections for fuel delivery concerns that can change as a function of engine
RPM and load. The LONGFT1/2 PIDs display the fuel trim currently being used at that RPM and load point.
Observing the changes in LONGFT1/2 can help when diagnosing fuel system concerns. For example:

A contaminated mass air flow (MAF) sensor results in matching LONGFT1/2 correction values that

!

are negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads.
LONGFT1 values that differ greatly from LONGFT2 values rule out concerns that are common for

!

both banks (for example, fuel pressure concerns, MAF sensor, etc. can be ruled out).
Vacuum leaks result in large rich corrections (positive LONGFT1/2 value) at idle, but little or no

!

correction at higher RPM and loads.
A plugged fuel filter results in no correction at idle, but large rich corrections (positive LONGFT1/2

!

value) at high RPM and load.

Resetting Long Term Fuel Trims

Long term fuel trim corrections are reset by resetting the keep alive memory (KAM). Refer to Resetting The

Keep Alive Memory (KAM) in this section. After making a fuel system repair, the KAM must be reset. For

example, if dirty/plugged injectors cause the engine to run lean and generate rich long term corrections,

installing new injectors and not resetting the KAM causes the engine to run very rich. The rich correction
eventually leans out during closed loop operation, but the vehicle may have poor driveability and high CO
emissions while it is learning.

DTCs P0171/P0174 System Too Lean Diagnostic Aids

If the system is lean at certain conditions, then the LONGFT PID would be a positive value at those

Note:

conditions, indicating that increased fuel is needed.

The ability to identify the type of lean condition causing the concern is crucial to a correct diagnosis.

Air Measurement System

With this condition, the engine runs rich or lean of stoichiometry (14.7:1 air/fuel ratio) if the powertrain control
module (PCM) is not able to compensate enough to correct for the condition. One possibility is that the mass
of air entering the engine is actually greater than what the MAF sensor is indicating to the PCM. For
example, with a contaminated MAF sensor, the engine runs lean at higher RPM because the PCM delivers
fuel for less air than is actually entering the engine. Examples:

The MAF sensor measurement is inaccurate due to a corroded connector, contaminated or dirty

!

connector. A contaminated MAF sensor typically results in a rich system at low airflows (PCM
reduces fuel) and a lean system at high airflows (PCM increases fuel).

Vacuum Leaks/Unmetered Air

With this condition, the engine runs lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to
compensate enough to correct for the condition. This condition is caused by unmetered air entering the
engine, or due to a MAF concern. In this situation, the volume of air entering the engine is actually greater
than what the MAF sensor is indicating to the PCM. Vacuum leaks are normally most apparent when high
manifold vacuum is present (for example, during idle or light throttle). If freeze frame data indicates that the
concern occurred at idle, a check for vacuum leaks/unmetered air is the best starting point. Examples:

loose, leaking, or disconnected vacuum lines

!

intake manifold gaskets, or O-rings

!

throttle body gaskets

!

brake booster

!

air inlet tube

!

stuck/frozen/aftermarket positive crankcase valve (PCV)

!

unseated engine oil dipstick.

!

Insufficient Fueling

With this condition, the engine runs lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to
compensate enough to correct for the condition. This condition is caused by a fuel delivery system concern

that restricts or limits the amount of fuel being delivered to the engine. This condition is normally apparent as
the engine is under a heavy load and at high RPM, when a higher volume of fuel is required. If the freeze
frame data indicates that the concern occurs under a heavy load and at higher RPM, a check of the fuel
delivery system (checking fuel pressure with engine under a load) is the best starting point. Examples:

low fuel pressure (fuel pump, fuel filter, fuel leaks, restricted fuel supply lines)

!

fuel injector concerns

!

Exhaust System Leaks

In this type of condition, the engine runs rich of stoichiometry (14.7:1 air/fuel ratio) because the fuel control
system is adding fuel to compensate for a perceived (not actual) lean condition. This condition is caused by
oxygen (air) entering the exhaust system from an external source. The HO2S react to this exhaust leak by
increasing fuel delivery. This condition causes the exhaust gas mixture from the cylinder to be rich.
Examples:

exhaust system leaks upstream or near the HO2S

!

cracked/leaking HO2S boss

!

inoperative secondary air injection system

!

DTCs P0172/P0175 System Too Rich Diagnostic Aids

If the system is rich at certain conditions, then the LONGFT PID would be a negative value at that

Note:

airflow, indicating that decreased fuel is needed.

System rich concerns are caused by fuel system concerns, although the MAF sensor and base engine (for
example, engine oil contaminated with fuel) should also be checked.

Air Measurement System

With this condition, the engine runs rich or lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able
to compensate enough to correct for the condition. One possibility is that the mass of air entering the engine
is actually less than what the MAF sensor is indicating to the PCM. For example, with a contaminated MAF
sensor, the engine runs rich at idle because the PCM delivers fuel for more air than is actually entering the
engine. Examples:

MAF sensor measurement inaccurate due to a corroded connector, contamination/dirt. A

!

contaminated MAF sensor typically results in a rich system at low airflows (PCM reduces fuel) and a
lean system at high airflows (PCM increases fuel).

Fuel System

With this condition, the engine runs rich of stoichiometry (14.7:1 air/fuel ratio), if the PCM is not able to
compensate enough to correct for the condition. This situation causes a fuel delivery system that is

delivering excessive fuel to the engine.

Examples:

fuel pressure regulator causes excessive fuel pressure (system rich at all airflows), fuel pressure is

!

intermittent, going to pump deadhead pressure, then returning to normal after the engine is turned off
and restarted.

fuel pulse dampener diaphragm ruptured (fuel leaking into the intake manifold, system rich at lower

!

airflows).
fuel injector leaks (injector delivers extra fuel).

!

EVAP canister purge valve leak (if the canister is full of vapors, introduces extra fuel).

!

fuel rail pressure (FRP) sensor (electronic returnless fuel systems) concern causes the sensor to

!

indicate a lower pressure than actual. The PCM commands a higher duty cycle to the fuel pump
driver module (FPDM), causing high fuel pressure (system rich at all airflows).

Air Inlet System

A restriction within any of the following components may be significant enough to affect the ability of the
PCM adaptive fuel control.

air inlet tube

!

air cleaner element

!

air cleaner assembly

!

resonators

!

clean air tube

!

Base Engine

Engine oil contaminated with fuel can contribute to a rich-running engine.

501-35-1 501-35-1Body Repairs

DESCRIPTION AND OPERATION

Adhesives

Material

Item Specification

Clear Silicone Rubber ESB-M4G92-A
TA-32

Trim and Weatherstrip —
Adhesive TA-14

Plastic Bonding Adhesive —
TA-9

Metal Bonding Adhesive —
TA-1

Metal Patch Panel —
Adhesive TA-3

Motorcraft Metal Surface WSE-M5B392-A
Cleaner ZC-21

Motorcraft Metal Surface —
Prep ZC-31

Seam Sealer TA-2 —

Adhesives are used in a variety of applications.
Typical uses for adhesives include roof panels, door
skins and quarter panels. Trim applications include
body side mouldings, emblems, stationary glass and
weatherstripping. Combination sealer/adhesives are
also used. Surface preparation is critical to a high
quality repair. Following the label instructions for
the product is essential.

Work in a well-ventilated area and protect adjacent
surfaces when working with adhesives. The use of
eye protection and protective clothing is also
recommended when working with adhesives. Carry
out a trial fit, mark and align the surfaces before
bonding the materials together.

Seam sealers and corrosion protection may be
necessary once the adhesive(s) has cured, depending
on the application. The following is a list of
adhesives recommended for certain types of
applications:

• Seam Sealer — Heavy-bodied, non-sag

adhesive/sealer for use on: standing cosmetic
seams, truck bed seams, tooled door skin seams
and floor pans.

• Trim and Weatherstrip Adhesive — For use on

body side moulding, emblems, trim, bumper
impact strips and carpeting.

• Clear Silicone Rubber — Used for sealing water

leaks, noise concerns, remounting trim and
repairing torn weatherstripping.

Structural Adhesive

CAUTION: Observe the prescribed
welding procedures when carrying out sheet
metal repairs. For additional information, refer
to Weld-Bonding in this section.

NOTE: Corrosion protection needs to be restored

whenever it is necessary to sand or grind through
painted surfaces or E-coat, or when bare metal
repairs are made.

NOTE: Factory spot welds may be substituted with
either resistance spot welds or MIG plug welds.
Spot/plug welds should equal factory welds in both
location and quantity. Do not place a new spot weld
directly over an original weld location. Plug weld
hole should equal 8 mm (0.31 in) diameter.

NOTE: Remove the outer body sheet metal from
the affected area prior to carrying out any
reinforcing panel replacement. Refer to Sectioning
Guidelines in this section.

NOTE: The following illustrations identify
structural adhesive locations.

• Metal Bonding Adhesive — For bonding

cold-rolled steel, galvanized steel, aluminum and
correctly prepared E-coat. It is used for door skin
and roof panel replacement and OEM structural
adhesive replacement.

• Plastic Bonding Adhesive — For bonding a

variety of plastics to plastics and plastics to
primed, painted or E-coated metals. Also for
general purpose bonding of trim components.

Copyright © 2006, Ford Motor Company

Last updated: 6/27/2006

2007 Mustang, Mustang GT 8/2006

501-35-2 501-35-2Body Repairs

DESCRIPTION AND OPERATION (Continued)

Frame Rails

A-Pillar Reinforcement

2007 Mustang, Mustang GT 8/2006

501-35-3 501-35-3Body Repairs

DESCRIPTION AND OPERATION (Continued)

A-Pillar
NOTE:

Right side shown, left side similar.

2007 Mustang, Mustang GT 8/2006

501-35-4 501-35-4Body Repairs

DESCRIPTION AND OPERATION (Continued)

Upper A-Pillar Reinforcement

A-Pillar/Inner Fender Reinforcement

2007 Mustang, Mustang GT 8/2006

501-35-5 501-35-5Body Repairs

DESCRIPTION AND OPERATION (Continued)

Floor Side Member
NOTE:

Right side shown, left side similar.

Rocker Reinforcement — Coupe
NOTE:

Right side shown, left side similar.

2007 Mustang, Mustang GT 8/2006

501-35-6 501-35-6Body Repairs

DESCRIPTION AND OPERATION (Continued)

Rocker Reinforcement — Convertible
NOTE:

Right side shown, viewed from inner edge.

Rear Underbody Wheelhouse
NOTE:

Right side shown, left side similar.

2007 Mustang, Mustang GT 8/2006

501-35-7 501-35-7Body Repairs

DESCRIPTION AND OPERATION (Continued)

Rear Underbody Rear Flange
NOTE:

Right side shown, left side similar.

Rear Floor Pan Reinforcements

2007 Mustang, Mustang GT 8/2006

501-35-8 501-35-8Body Repairs

DESCRIPTION AND OPERATION (Continued)

Windshield Header — Convertible

2007 Mustang, Mustang GT 8/2006

501-35-9 501-35-9Body Repairs

DESCRIPTION AND OPERATION (Continued)

Windshield Header/Rear Window Frame — Coupe

2007 Mustang, Mustang GT 8/2006

501-20B-1 501-20B-1Supplemental Restraint System

DESCRIPTION AND OPERATION

Air Bag and Safety Belt Pretensioner
Supplemental Restraint System (SRS)

The air bag supplemental restraint system (SRS) is
designed to provide increased collision protection
for front seat occupants, in addition to that provided
by the 3-point safety belt system. The SRS will also
provide increased collision protection for the rear
occupants when equipped with optional safety
canopy modules. Safety belt use is necessary to
obtain the best occupant protection and to receive
the full advantage of the SRS.

This vehicle line contains dual-stage deployment
(advanced restraint system) driver and front
passenger air bag modules.

This vehicle line can also be equipped with seat
side air bag modules. Seat side air bag modules
deploy from the outboard front seat backrest upon a
side impact.

Before servicing the SRS, the system must be
depowered. Refer to Supplemental Restraint System

(SRS) Depowering and Repowering.
The air bag and safety belt pretensioner SRS

components are shown in the following illustration.

Copyright © 2006, Ford Motor Company

Last updated: 6/19/2006

2007 Mustang, Mustang GT 8/2006

501-20B-2 501-20B-2Supplemental Restraint System

DESCRIPTION AND OPERATION (Continued)

Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS) Components (Illustration 1 of 2)

Item Part Number Description Item Part Number Description

1 044A74 Passenger air bag module
2 — Belt tension sensor (BTS)

(part of 611B08)

3 611D10 Passenger seat side air bag

module (if equipped)

4 611B08 Passenger safety belt retractor

and pretensioner

(Continued)

5 042B13 Driver air bag module
6 611D11 Driver seat side air bag

module (if equipped)

7 611B09 Driver safety belt retractor

and pretensioner

8 14A664 Clockspring

2007 Mustang, Mustang GT 8/2006