The 3.0L Duratec engine has Sequential Multiport Fuel Injection (SFI), and an upper and lower intake manifold with electronically controlled Intake Manifold Runner Control (IMRC) that varies intake air velocity for improved low-end torque, and a single coil distributorless ignition system (DIS) that fires two spark plugs simultaneously (wasted spark). The dual overhead cams on the Duratec engine are chain driven, so there’s no timing belt to replace. In 1999, Ford changed to a slightly different casting (XW4E) which has different coolant passages on the right side that require a different head gasket. The following year, Ford revised the block casting slightly and reduced the size of the knock sensor threads from 12 mm to 8 mm.
The cast iron liners in the aluminum block can be bored to oversize if the cylinders are worn or tapered. Flat-top pistons with a slight dome are used without valve reliefs in the older 3.0L Duratec engines that do not have variable valve timing, but pistons with four valve reliefs are required for additional valve clearance in the newer versions with VVT. The compression ratio is the same, so the newer pistons can be used in the older applications. All the Duratec engines use powder metal connecting rods with cracked (fracture-split) caps. If the big end of the rod is worn or stretched, though, the rod has to be replaced because cracked caps cannot be ground to resize the bearing opening. The heads on the early 1996-’98 engines have six round intake ports and have a casting number F5DE. The 1999 model year heads (F7DE) also have six round intake ports, but the right head has a protrusion to cover an oiling port in the block (which is used in later engines to pressurize the variable valve timing system).
In 2001, the heads changed again when Ford moved the water pump from the right front side of the engine (as viewed from the front) to the left side. This also required a change in the location of the serpentine belt tensioner from the left side of the timing cover to the right side (as viewed from the front). The front timing cover on the 3.0L Duratec has undergone various changes to accommodate changes in the valvetrain. If you have a noisy serpentine belt on one of these engines, be sure to check the serpentine belt tensioner as a weak spring may be allowing the belt to slip. And, if you replace the belt on high-mileage engines, it’s a good idea to replace the tensioner, too. You have to use a dial indicator to find the TDC position of the number one cylinder to make sure the crank and camshafts are all properly aligned. Ford says that when the crankshaft keyway is positioned at roughly the 11 o’clock position, the number one cylinder should be at TDC. Rotating the crank until the keyway is at the 3 o’clock position will move the right cylinder head camshafts to the neutral position. The timing mark on the intake cam should be pointing to the right when viewed from the front, and the timing mark on the exhaust cam should be pointing straight up if both cams are in the correct position.
Before you can reinstall the timing chains, you need to compress the left and right chain tensioners in a vice.
If the replacement timing chain does not have timing marks for aligning with the cam gears, you’ll have to mark the left and right side chains. Once both chains are in place, remove the locking pin or paper clip from the left and right chain tensioners.
There should be 12 chain links between the right and left intake and exhaust cam sprocket marks, 27 chain links between the cam gears and crank on the non-tensioned side of each chain, and 30 links between the cam gears and crank on the tensioned side of each chain. Driveability Issues If the check engine light is on and you find a code P1518, it means the intake manifold runner control (IMRC) system has a problem.


Ford also offers a PCM reprogramming fix in TSB 02-15-3 that causes the IMRC to cycle at speeds over 40 mph so sludge doesn’t build up on the runner plates. TSB 98-25-1 covers the installation of protective plastic tubing on the fuel pump wires to prevent chaffing on these vehicles.
Hard starting and long cranking times on 1996-’98 Taurus and Sable may be caused by bad fuel, wet spark plug wires or a sticking idle air control valve. The fix may require cleaning or replacing the MAF sensor, or using a smoke machine to find elusive vacuum leaks in the intake plumbing. If you find a 1996-2003 Taurus or Sable with a rolling idle or surge problem, poor fuel economy, or codes P1336, P1309 or P0340, the cause may be a misaligned camshaft position sensor. TSB 02-22-1 covers diagnosis of the cam sensor and aligning the cam sensor with a special installation tool. Cleaning and flushing the system can get rid of the gunk, but it won’t stop the corrosion inside the steel pipes. Electrolysis that eats through the heater core also can be caused by missing, loose or broken engine ground straps.
The email address entered is already associated to an account.Login to post Please use English characters only. Via email, text message, or notification as you wait on our site.Ask follow up questions if you need to. Ok I'll post the firing order I have and you can check this against how they are connected now. Tory Johnson, GMA Workplace Contributor, discusses work-from-home jobs, such as JustAnswer in which verified Experts answer people’s questions.
AlvinC answered a question about my Ford truck that only someone with an in-depth knowledge of his subject would have known what was going on. Because of your expertise, you armed me with enough ammunition to win the battle with the dealer. I do know, after going though this with JustAnswer, that I can somewhat trust my mechanic but I will always contact you prior to going there.
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1999 mazda b2500 truck timing belts, timing chains, Searching 1999 mazda b2500 truck timing belts, timing chains & components. 1999 mazda miata mx-5 timing belt & timing chain, Replacement timing belts and timing chains for your 1999 mazda miata mx-5 at great prices. The oil pressure sending unit relays the oil pressure in the engine to the instrument cluster.
To test the normally closed oil lamp circuit, disengage the locking connector and measure the resistance between the switch terminal (terminal for the wire to the warning lamp) and the metal housing. To test the sending unit, measure the resistance between the sending unit terminal and the metal housing.
The oil switch terminal-to-housing circuit should read an open circuit if there is oil pressure present.
The sending unit-to-housing circuit should read between 15-80 ohms, depending on the engine speed, oil temperature and oil viscosity. To test the oil pressure sender only, rev the engine and watch the ohms reading, which should fluctuate slightly (within the range of 15-80 ohms) as rpm increases. If necessary, raise and safely support the vehicle, place a drain pan under the vehicle and remove the oil filter.


You’ll find in-depth information, technical service bulletins, code definitions and step-by-step tests, and easy-to-understand wiring diagrams, along with descriptions of how the systems work.
Unlike its conventional pushrod predecessor, the 3.0L V6 has dual overhead cams, four valves per cylinder and an aluminum block with cast-iron cylinder liners.
Ford says it will continue making the 3.0L V6 for several more years with additional improvements to reduce emissions and improve fuel economy.
Rod lengths and weights are all the same, and can be interchanged from one year to the next. The right and left heads are different on all the engines, and are identified by different part numbers. In 2002, the head castings numbers changed (1X4E) on these engines, but the heads appear to be identical. In 2001, Ford changed the location of the belt tensioner from the left side of the cover to the right to facilitate the relocation of the water pump. This time, the timing mark on the intake cam should be pointing to the left when viewed from the front, and the mark on the exhaust cam should be pointing straight up. Compress the piston until it is fully bottomed, then temporarily lock it in place with a pin or paper clip. The second and third marks should align with the timing marks on the intake and exhaust cams when the chain is slipped into place. TSB 98-21-12 covers the diagnosis of this condition, and TSB 97-9-5 covers replacing the IAC valve. The lean fuel condition is often caused by a dirty mass airflow sensor, vacuum leaks in the intake manifold or vacuum connections, or a defective DPFE sensor. Remove both cables from the battery, then touch the negative test lead to the negative battery post, and the positive lead to the coolant in the radiator or coolant reservoir.
My name is XXXXX XXXXX I'll be assisting you with your question.Does the engine still crank?
Try using the second picture of the coil pack and use the location of the electrical connector as your reference. If you have a test light or digital voltmeter you can check to make sure there is power to the coil pack.
With its aluminum block and cylinder heads, it is the same basic engine used in the Jaguar S-Type, Lincoln LS, Mazda MPV, Mazda 6, Mondeo ST220 and many other Ford vehicles through 2005. So the cylinder that is labeled number 1 should connect to the coil pack terminal labeled number 1 in the diagram and so on.
The cylinder number 3 wire connects to the coil pack directly next to the electrical connector.
The sending unit for the 3.1L engine is located above the starter on the front side of engine. The 2006 Ford Fusion, Mercury Milan, and Lincoln Zephyr feature a version of the Duratec 30 using variable valve timing. The coil pack in the first picture is not oriented in the same way on the picture as it is actually mounted on the engine.
And you need access to the latest technical service bulletins so you don’t waste time and money replacing parts that may misbehave due to a manufacturer’s software glitch.



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