31S13T0

1999-2002 Ford Bi-Fuel Vehicles
student guide
FCS-13395-REF
Course Code 31S13T0
IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, as well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following these directions will help assure reliability. There are numerous variations in procedures, techniques, tools, and parts for servicing vehicles, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from instructions provided in this manual must first establish that he/she compromises neither his/her personal safety nor the vehicle integrity by his/her choice of methods, tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on a vehicle. Always wear safety glasses for eye protection. Use safety stands whenever a procedure requires you to be under the vehicle. Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. Set the parking brake when working on the vehicle. If you have an automatic transmission, set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission, it should be in NEUTRAL (engine OFF) or NEUTRAL (engine ON) WITH THE PARKING BRAKE ON unless instructed otherwise for a specific operation. Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide. Keep yourself and your clothing away from moving parts, such as the fan and belts, when the engine is running. To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler. Do not smoke while working on the vehicle. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle. Tie long hair securely behind your head. Keep hands and other objects clear of the radiator fan blades. Electric cooling fans can start to operate at any time by an increase in underhood temperatures, even though the ignition is in the OFF position. Therefore, care should be taken to ensure that the electric cooling fan is completely disconnected when working under the hood. The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual or the Workshop Manual.
In any cases where there may be a conflict, the provisions of the Warranty and Policy Manual or the Workshop Manual shall govern. The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc., recommended for use. Equivalents, if available, may be used. The right is reserved to make changes at any time without notice. Produced and Coordinated by Technical Support Operations, Ford Customer Service Division March, 2002
CONTENTS
INTRODUCTION AND PREREQUISITE REVIEW
ALTERNATIVE FUEL VEHICLE (AFV) CURRICULUM ............................................................................. Intro-2 SERVICE STANDARDS ........................................................................................................................... Intro-5 PREREQUISITE REVIEW ........................................................................................................................ Intro-6
LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

INTRODUCTION TO BI-FUEL VEHICLES ................................................................................................... 1 - 2 Advantages of Bi-Fuel Vehicles .................................................................................................................... 1 - 3 Alternative Fuel Comparison Table ............................................................................................................... 1 - 4 Identification of Ford Bi-Fuel Vehicles ........................................................................................................... 1 - 5 Changes to Base Vehicle Components on LPG/CNG Bi-Fuel Vehicles ......................................................... 1 - 6 Changes to Base Vehicle Operating Strategies ............................................................................................ 1 - 7 Supplemental Information On Alternative Fuel Vehicles ................................................................................ 1 - 8
LESSON 2A: INTRODUCTION TO LPG BI-FUEL VEHICLES

BI-FUEL LPG FUEL SYSTEM THEORY OF OPERATION ........................................................................ 2A - 2 ACTIVITY 2A - WORKSHEET A (Hands-On) ............................................................................................ 2A - 8 ACTIVITY 2A - WORKSHEET B (Written) ................................................................................................. 2A - 9 ACTIVITY 2A - LPG SAFETY QUIZ (Written) .......................................................................................... 2A - 11
LESSON 2B: INTRODUCTION TO CNG BI-FUEL VEHICLES

BI-FUEL CNG FUEL SYSTEM THEORY OF OPERATION ....................................................................... 2B - 2 CNG FUEL SYSTEM PRESSURES .......................................................................................................... 2B - 5 ACTIVITY 2B - WORKSHEET C (Hands-On) ............................................................................................ 2B - 8 ACTIVITY 2B - WORKSHEET D (Written) ................................................................................................. 2B - 9 ACTIVITY 2B - CNG SAFETY QUIZ (Written) ......................................................................................... 2B - 11
LESSON 3A: LPG FUEL SYSTEM COMPONENTS

LPG FUEL SYSTEM COMPONENTS ........................................................................................................ 3A -2 LPG Fuel Fill Valve ..................................................................................................................................... 3A -3 LPG Fuel Tanks .......................................................................................................................................... 3A -4 Fuel Tank Testing and Inspection ................................................................................................................ 3A -7 LPG Fuel Level Float .................................................................................................................................. 3A -8 Fuel Lines ................................................................................................................................................... 3A -9 Vaporizer .................................................................................................................................................. 3A -10 Electric Fuel Lockoff Solenoid ................................................................................................................... 3A -12 Compuvalve (Fuel Metering Operation) .................................................................................................... 3A -13 Fuel Rails and Injector Sleeves ................................................................................................................. 3A -16 LPG FUEL SYSTEM CONTROL MODULES AND INPUT/OUTPUT DEVICES ....................................... 3A -18 Vehicle Communication Link (VCL) -1999 Bi-Fuel Vehicles ...................................................................... 3A -19 Compuvalve (as Control Module) ............................................................................................................. 3A -20 Description and Operation of Inputs ......................................................................................................... 3A -23 LPG Driver Selector Switch ...................................................................................................................... 3A -26 Description and Operation of Outputs ....................................................................................................... 3A -28 Bi-Fuel Relay Module ............................................................................................................................... 3A -31 LPG Wiring Connectors ............................................................................................................................ 3A -32
CONTENTS
ACTIVITY 3A - WORKSHEET E (Hands-on) ............................................................................................ ACTIVITY 3A - WORKSHEET F (Hands-on) ............................................................................................ ACTIVITY 3A - WORKSHEET G (Written) ................................................................................................ ACTIVITY 3A - WORKSHEET H (Written) ................................................................................................ 3A -36 3A -37 3A -38 3A -40
LESSON 3B: CNG FUEL SYSTEM COMPONENTS

CNG FUEL SYSTEM COMPONENTS ....................................................................................................... 3B -2 CNG Fuel Fill Valve ..................................................................................................................................... 3B -3 Fuel Tanks .................................................................................................................................................. 3B -4 Solenoid Tank Valve E & F-Series ............................................................................................................. 3B -5 Solenoid Tank Valve - Contour .................................................................................................................... 3B -7 Fuel Lines - E & F Series .......................................................................................................................... 3B -10 Fuel Lines - Contour ................................................................................................................................. 3B -12 Fuel Line Check Valve .............................................................................................................................. 3B -13 Quarter Turn Valve - Contour .................................................................................................................... 3B -14 Fuel Filters ................................................................................................................................................ 3B -15 High Pressure Regulator .......................................................................................................................... 3B -17 Compuvalve (as metering valve) ............................................................................................................... 3B -19 Fuel Rails and Injector Sleeves ................................................................................................................. 3B -22 Multipoint Manifold Assembly - Contour .................................................................................................... 3B -24 CNG FUEL SYSTEM CONTROL MODULES AND INPUT/OUTPUT DEVICES ...................................... Vehicle Communication Link (VCL) - 1999 Bi-Fuel Vehicles ..................................................................... Compuvalve (as Control Module) ............................................................................................................. Description and Operation of Inputs ......................................................................................................... CNG Driver Selector Switch ..................................................................................................................... Description and Operation of Outputs ....................................................................................................... Bi-Fuel Relay Module ............................................................................................................................... CNG Wiring Connectors ........................................................................................................................... ACTIVITY 3B - WORKSHEET I (Hands-on) ............................................................................................. ACTIVITY 3B - WORKSHEET J (Hands-on) ............................................................................................. ACTIVITY 3B - WORKSHEET K (Written) ................................................................................................ ACTIVITY 3B - WORKSHEET L (Written) ................................................................................................. 3B -25 3B -26 3B -27 3B -30 3B -33 3B -35 3B -36 3B -37 3B -42 3B -43 3B -44 3B -46
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES

LPG/CNG BI-FUEL SYSTEM DIAGNOSTIC PROCEDURES ...................................................................... 4 - 2 SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY .................... 4 - 3 SERVICE AREA PRECAUTIONS ................................................................................................................. 4 - 5 INTRODUCTION TO BI-FUEL VEHICLE SERVICE PROCEDURES ........................................................... 4 - 6 PRELIMINARY DIAGNOSTIC STEPS .......................................................................................................... 4 - 7 Bi-Fuel System DTC Indications ................................................................................................................... 4 - 8 SERVICE PUBLICATION NAVIGATION ..................................................................................................... 4 - 10 OBDII Bi-Fuel LPG/CNG Powertrain Control/Emissions Diagnosis (PC/ED) Manual .................................. 4 - 10 Workshop Manual ....................................................................................................................................... 4 - 12 Wiring Diagrams (EVTMs) .......................................................................................................................... 4 - 12 COMPONENT AND SYSTEM TESTING .................................................................................................... 4 - 13 Closed Loop Correction Factor (CL_COR) ................................................................................................. 4 - 14 FUEL RAIL TUNING ADJUSTMENT .......................................................................................................... 4 - 16 Fuel Absolute Pressure Test Interpretation ................................................................................................. 4 - 20 Resetting Compuvalve Adaptive Strategy ................................................................................................... 4 - 21 Fuel System Leak Testing ........................................................................................................................... 4 - 22
ii
CONTENTS
ACTIVITY 4 - WORKSHEET M (Hands-on) ................................................................................................ 4 - 24 ACTIVITY 4 - WORKSHEET N (Hands-On) ............................................................................................... 4 - 26 ACTIVITY 4 - WORKSHEET O (Written) .................................................................................................... 4 - 28 ACTIVITY 4 - WORKSHEET P (Written) ..................................................................................................... 4 - 30
LESSON 5A: UNIQUE LPG BI-FUEL DIAGNOSIS AND SERVICE

LPG CONTAMINATION ............................................................................................................................. FUEL SYSTEM BLEEDING PROCEDURES ............................................................................................. CHARGING THE FUEL LINES .................................................................................................................. FUEL LINE REPLACEMENT ..................................................................................................................... Coolant System Leak Testing .................................................................................................................... OFFLOADING PROPANE ......................................................................................................................... 5A - 2 5A - 3 5A - 4 5A - 5 5A - 6 5A - 7
ACTIVITY 5A - WORKSHEET Q (Hands-on) ........................................................................................... 5A - 10 ACTIVITY 5A - WORKSHEET R (Written) ............................................................................................... 5A - 12 ACTIVITY 5A - WORKSHEET S (Written) ............................................................................................... 5A - 14
LESSON 5B: UNIQUE CNG BI-FUEL DIAGNOSIS AND SERVICE

CNG CONTAMINATION ............................................................................................................................. 5B -2 FUELING CNG BI-FUEL VEHICLES .......................................................................................................... 5B -3 Fuel System Bleeding Procedures .............................................................................................................. 5B -5 SOLENOID TANK VALVE DIAGNOSTICS .................................................................................................. 5B -6 FUEL SYSTEM VENTING .......................................................................................................................... 5B -7 FUEL LINE SERVICE ................................................................................................................................. 5B -9 Solenoid Tank Valve Manual Bypass Contour ........................................................................................ 5B -13 Solenoid Tank Valve Repair - Contour ....................................................................................................... 5B -15 COALESCENT FILTER SERVICE ............................................................................................................ 5B -17 FUEL INJECTOR CLEANING .................................................................................................................. 5B -18 PRESSURE REGULATOR FILTER SERVICE .......................................................................................... 5B -19 FUEL FILL VALVE FILTER ........................................................................................................................ 5B -20 ACTIVITY 5B - WORKSHEET S (Written) ................................................................................................ 5B -22 ACTIVITY 5B - WORKSHEET T (Written)................................................................................................. 5B -25 ACTIVITY 5B - WORKSHEET U (Hands-on) ............................................................................................ 5B -26
APPENDIX 1: LPG SAFETY APPENDIX APPENDIX 2: CNG SAFETY APPENDIX APPENDIX 3: AFV PARMETER IDENTIFICATION (PID) APPENDIX 4: NGS SUPPLEMENT GLOSSARY 1996-1998 BI-FUEL VEHICLE SUPPLEMENT TOOL LIST ROTUNDA ORDER FORM
iii
CONTENTS
iv
DAY ONE

OBJECTIVES
Introduce the Ford Alternative Fuel Curriculum Administer the prerequisite review
CONTENTS
Introduction to Alternative Fuel Curriculum Prerequisite Review
1999 - 2002 Ford Bi-Fuel Vehicles
March, 2002
Intro - 1
INTRODUCTION AND PREREQUISITE REVIEW ALTERNATIVE FUEL VEHICLE (AFV) CURRICULUM

ALTERNATIVE FUEL VEHICLE CURRICULUM MAP
DAY ONE
Alternative Fuel Vehicle New Generation STAR Web-Based Training - Course CodeWB 31S09W0 (Optional for Ford Dealership Technicians, Mandatory for Fleet Technicians,) Alternative Fuel Handling Safety Web-Based Training - Course CodeWB 31S10W0
(Mandatory for all Technicians)
Flexible Fuel Vehicle Web-Based Training - Course CodeWB 31S11W0

(Mandatory for Ford Dealership Technicians, Optional for Fleet Technicians)
Ford Bi-Fuel CNG/LPG Vehicle (3-Day) Instructor-Led Training - Course Code 31S13T0 (Mandatory for Ford Dealership Technicians, Optional for Fleet Technicians)
Ford Bi-Fuel CNG Vehicle (2-Day) Instructor-Led Training - Course Code 31F16T0 (Fleet Technicians Only) Ford Bi-Fuel LPG Vehicle (2-Day) Instructor-Led Training - Course Code 31F17T0 (Fleet Technicians Only)
Ford Dedicated CNG Vehicle (2-Day) Instructor-Led Training- Course Code 31S14T0 (Mandatory for Ford Dealership Technicians, Optional for Fleet Technicians) Ford Electric Ranger Instructor-Led Training- Course Code 34N07T0
(Optional for all Technicians)
Courses of the Alternative Fuel Vehicle (AFV) Curriculum The Alternative Fuel Vehicle Curriculum consists of six courses related to Alternative Fuel Vehicle (AFV) diagnosis and service. With the exception of the Ford Electric Ranger Course, each course in the curriculum is a building block for the next course in the curriculum. This curriculum is designed for technicians who want to learn the methods and techniques to properly diagnose and service AFV systems and components.
Curriculum Goals
The goals of this curriculum are as follows: Provide the necessary training to enable technicians to FIX IT RIGHT THE FIRST TIME, ON TIME. Increase technician productivity with respect to AFV diagnosis and service. Increased customer satisfaction.
Intro - 2
March, 2002
DAY ONE
Ford Bi-Fuel Vehicle Instructor-Led Course Description

This is the first instructor-led course in the Alternative Fuel Vehicle Curriculum. It is a three-day course facilitated by an instructor. This course is designed to provide hands-on opportunities for technicians to learn and improve their skills with respect to utilizing tools and equipment; and to apply knowledge learned in previous curriculum courses.
Course Terminal Objectives

Using the information and activities provided by this course the technician will: accurately diagnose and repair Alternative Fuel Vehicle concerns using the appropriate tools and equipment. employ appropriate methods and techniques when servicing Alternative Fuel Vehicle systems and components.
Audience
This course is designed and intended for Ford Motor Company dealership technicians who are enrolled in the STST Alternative Fuel Vehicle Curriculum. Additionally, this course is also designed for training service technicians of Ford Designated Fleets
Course Prerequisites
A technician taking this course should have the following prerequisite skills, knowledge and/or experience: Automotive Electrical 34S14T0 Automotive Electronics 34S19T0 Engine Performance Theory and Operation 31S07T0 Engine Performance Diagnosis and Testing 31S10T0 Additionally, technicians attending this course must have completed the following: Alternative Fuel Vehicle New Generation STAR Web-Based Training (Mandatory for Fleet Technicians, optional for Ford Dealership Technicians). Alternative Fuel Safety Web-Based Training (Mandatory for all Technicians) Flexible Fuel Vehicle Web-Based Training (Mandatory for Ford Dealership Technicians).
March, 2002
Intro - 3

Evaluation
Hands-on skills and course related knowledge is evaluated on the afternoon of the third day. Hands-on evaluations will be conducted with exercises in: alternative fuel vehicle system diagnosis. alternative fuel vehicle system service. service publication CD-ROM/DVD navigation. special tool usage.
DAY ONE
In order to pass the course, you must demonstrate acceptable skills at the evaluated hands-on exercises AND you must answer at least 80% of the written post test questions correctly.
Student Guide
The Student Guide contains the worksheets used at the workstations for each of the three days. You must complete each worksheet. IMPORTANT: Actively participate in exercise reviews. This is your opportunity to ask questions and clear up any areas that you may not fully understand.
Intro - 4
March, 2002
DAY ONE
SERVICE STANDARDS
Mission Statement All dealership personnel will treat every customer as a potential lifetime purchaser, communicating a professional image that embraces honesty and concern for customer wants and needs. Dealer-to-Customer Service Standards Appointment available within one day of the customers requested service day. Write-up begins within four minutes of arrival. Service needs courteously identified, accurately recorded on Repair Order, and verified with customer. Standard 4 Vehicles Serviced Right on the First Visit: Service status provided within one minute of inquiry. Vehicle ready at agreed upon time. Thorough explanation of work done, coverages and charges. The technician is the most important player when it comes to Standard 4. Fix It Right the First Time, on Time Why: Customers tell us Fixing It Right the First Time, On Time is one of the top reasons they would decide to return to a dealer to buy a vehicle and get their vehicles serviced. Technician Training It is our goal to help the technician acquire all of the skills and knowledge necessary to Fix It Right the First Time, On Time. We refer to this as competency. Technicians Role The technicians role is to acquire the skills and knowledge for competency in your specialty via: FMT (self-study) FORDSTAR Network (new model and curriculum) New Model (self-study and instructor-led) STST (instructor-led) Web-Based Training (self-study) Benefits The successful implementation of standards means: Satisfied customers Repeat vehicle sales Increased service department utilization Recognition that Ford and Lincoln/Mercury technicians are the Best in the Business
1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 Intro - 5

PREREQUISITE REVIEW Introduction
DAY ONE
This course begins with a review of the content covered in the prerequisite web-based courses. The review is designed to help you recall the key points and basic concepts of these courses. Comprehension of these key points and concepts is essential to being successful in this course. Directions: Select the best answer for the questions listed on the following pages.
1. The vehicle and engine selection screen is necessary when using which of the following? A. Digital measurement systems. B. Diagnostic data link. C. New Generation STAR Setup. D. Internal systems tests. 2. If there is an arrow at the right bottom of the menu screen it indicates which of the following? A. There are more menu selections below. B. There are more menu selections above. C. The NGS is in digital measurement mode. D. The NGS is in active command mode. 3. A list of available control modules can be viewed by entering: A. diagnostic data link. B. generic OBDII functions C. internal system tests D. special functions 4. To retrieve DTCs you should select which of the following? A. Diag test modes. B. Data link diagnostics. C. View rec areas. D. Internal systems tests. 5. A DTC received during a KOEO/KOER on-demand self-test is: A. caused by a communication error. B. caused by a network error. C. a fault that has occurred, but may not be occurring now. D. a fault that is occurring now.
Intro - 6
March, 2002
DAY ONE
PREREQUISITE REVIEW (continued)

6. What connector is the NGS connected to on an AFV when retrieving DTCs? A. Powertrain control module (PCM) connector. B. Data link connector (DLC). C. Alternative fuel vehicle (AFV) module. D. At the C4008 connector. 7. Continuous DTCs (memory codes) can be caused by: A. a fault that has occurred, but may not be occurring now. B. a fault that is occurring now. C. both a and b. D. neither a nor b. 8. _______ enables you to view input signals and output commands. A. Diag test modes B. PID data monitor & record C. Active command mode D. DTC library 9. The sampling rate at which the NGS can operate is directly affected by _______ A. the PID priority. B. the number of PIDs selected. C. the number of DTCs. D. the type of DTCs. 10. PIDs can be selected by using which of the following methods? A. Individual. B. Groups. C. Individual and groups. D. Individual and blocks. 11. Once the NGS begins capturing data, the data will continue to be captured until: A. CANCEL is pressed. B. button-7 on the numeric keypad is pressed. C. the TRIGGER is pressed. D. button-3 on the numeric keypad is pressed.
March, 2002
Intro - 7

12. The A. B. C. D. Active command mode: prioritizes PIDs. allows you to link with vehicle control modules. tests the operation of the module communication networks. tests the modules ability to control selected ouputs.
DAY ONE
13. When servicing a bi-fuel AFV always retrieve _______ first. A. base vehicle DTCs B. AFV DTCs C. fuel system DTCs D. electrical system DTCs 14. A vehicle with a 3000 psi fuel storage system can be refilled with which of the following? A. A 3000 psi pump. B. A 3600 psi pump. C. Either A or B. D. Neither A nor B. 15. Incorrect use of the Contour manual lockout/manual bypass may cause which of the following? A. A fuel leak. B. Excess pressure. C. Poor operating conditions. D. None of the above. 16. You should never service a component on a bi-fuel CNG vehicle: A. when there is gasoline in the tank. B. when there is pressure in the CNG fuel lines. C. when the vehicle is in gasoline mode. D. when the compuvalve is open. 17. If a CNG vehicle is parked in the shop and natural gas is accidentally released it would accumulate in which of the following areas? A. In the vehicle. B. Near the floor. C. Near the ceiling. D. None of the above. 18. What must be done prior to servicing the CNG fuel tank on a bi-fuel vehicle ? A. The vehicle must be switched to CNG mode. B. The vehicle must be emptied of all gasoline. C. The tank must be vented. D. All of the above.
Intro - 8
March, 2002
DAY ONE

19. If a LPG vehicle is parked in the shop and propane is accidentally released, it would accumulate in which of the following areas? A. In the vehicle. B. Near the floor. C. Near the ceiling. D. None of the above 20. If a LPG bi-fuel vehicle requires painting, and the vehicle will be placed in a paint oven, what must be done to the LPG tank? A. It must be covered. B. It must be vented. C. It must be removed. D. The vehicle cannot be placed in a paint oven. 21. When performing a liquid leak detection test, dishwashing soap may be used to identify leaks? A. Yes. B. No. C. On CNG vehicles only. D. On LPG vehicles only. 22. Which of the following must be performed prior to servicing a propane fueled vehicle? A. The manual shut-off valve must be opened. B. The manual shut-off valve must be closed. C. The pressure relief tank valve must be opened. D. The pressure relief tank valve must be closed. 23. Which of the following is a major difference between ethanol and gasoline? A. Gasoline is flammable. B. Ethanol is more chemically reactive. C. Ethanol is combustible. D. All of the above. 24. Which of the following must never occur when working on a FF vehicle? A. Take medication for the treatment of alcohol abuse. B. Drink ethanol. C. Inhale large quantities of ethanol. D. All of the above. 25. If fuel ethanol gets on your skin, you should: A. seek immediate medical attention. B. immediately put gloves on. C. move to fresh air. D. wash with soap and water.
March, 2002
Intro - 9

NOTES
DAY ONE
Intro - 10
March, 2002
DAY ONE

OBJECTIVES
Upon completion of this lesson the student will be able to:
CONTENTS
Introduction to Bi-Fuel Vehicles Advantages of Bi-Fuel Vehicles Alternative Fuels Comparison Identification of Ford Bi-Fuel Vehicles
Identify advantages of bi-fuel LPG/CNG/ gasoline vehicles. Explain the differences of various types of alternative fuels. Describe changes to base vehicle components on bi-fuel vehicles. Explain changes to bi-fuel vehicle operating strategies.
Changes to Base Vehicle Components on LPG/ CNG Bi-Fuel Vehicles Changes to Base Vehicle Operating Strategies Supplemental Information on AFVs
March, 2002
1-1
DAY ONE
INTRODUCTION TO BI-FUEL VEHICLES
Art 1-1
Ford Clean-Earth Logo According to the U.S. Environmental Protection Agency, more than 80 million Americans live in counties that have unhealthy ground-level ozone levels. In an effort to reduce these pollutant levels, many steps are being taken. One of these steps is to effectively use alternative energy for vehicle fuels. Ford Motor Company is a leader in the development and introduction of alternative fueled vehicles. For more than two decades Ford has developed cutting edge technology to enable the effective use of alternative fuels. The Ford commitment to maintaining a clean environment has led to the cleanest running, most efficient, and technologically advanced alternative fueled vehicles in the world. A bi-fuel vehicle is one that can run on two types of fuel. Ford produces bi-fuel vehicles that can run on either liquefied petroleum gas (LPG) or gasoline, and compressed natural gas (CNG) or gasoline. This three-day training class will cover theory, operation, components, diagnosis, and service of bi-fuel vehicles. The vehicles covered in this course include: 1999 - 2002 F-series and E-series LPG/gasoline bi-fuel light trucks. 2000 - 2001 Super Duty LPG/gasoline bi-fuel trucks. 1999 Contour CNG/gasoline bi-fuel vehicle. 1999 - 2002 F-series and E-series CNG/gasoline bi-fuel light trucks.
1-2
March, 2002
DAY ONE Advantages of Bi-Fuel Vehicles
Liquefied Petroleum Gas (LPG) and Compressed Natural Gas (CNG) Logos The reason bi-fuel vehicles were selected over a pure propane or natural gas vehicle is simple; convenience and flexibility. While liquefied petroleum gas (LPG) (the commercial designation for propane) and natural gas is available in most areas of the country, there are situations and circumstances where its availability is limited. Ford, in an effort to provide its customers with maximum flexibility while reducing exhaust emissions, provides vehicles that can operate on either conventional gasoline or LPG, or conventional gasoline or CNG. During gasoline operation, vehicle systems operate conventionally. Components and their operation are the same as would be found on normal gasoline-powered vehicles. The unique aspect of Ford bi-fueled vehicles is the method in which the alternative fuel system is integrated into the conventional systems to provide optimum performance for all vehicle operations. A bi-fuel vehicle provides customers the convenience of being able to use either alternative fuel or gasoline for vehicle fuel. This flexibility is essential for customers that operate their vehicles in areas where LPG or CNG equipped fueling stations are not readily available.
March, 2002
1-3
LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES Alternative Fuel Comparison Table
DAY ONE
The following table compares the characteristics of Propane, Compressed Natural Gas (CNG), Methanol, and Ethanol to Gasoline.
Characteristic Propane CNG Methanol Ethanol Regular Unleaded Gas (87 Octane) 87-93 114,000-125,000
Octane BTU per gallon
104 91,000
130 N.A.
100 70,000
100 83,000
Gallon Equivalent On-board fuel storage Miles/gallon as compared to g as. Relative tank siz e required to yield driving range equivalent to g as Temp/Pressure
1.15
122 cubic feet = 1gallon of gasoline Gas
1.8
1.5
Liquid
Liquid
Liquid
Liquid
85%
N.A.
55%
70%
Tank is 1.25 times larger
atm T / 200 psi
atm T / 3000-3600 psi
atm T / atm P
atm T / atm P
atm T / atm P
Ignition Point (F)/ % Fuel in air Specific Gravity(air = 1.0) Cold Weather Capability Vehicle Pow er
920-1,120F/ 2-10% 1.52
1,200F/ 5-15% 0.55
800F/ 7-36% 1.4
850F/ 3-19% 1.59
450-900F/ 8% 4.4
Good
Good
P oor
P oor
Good
5-10% power loss
10-20% power loss
4% power increase
5% power increase Toxic
Standard
Toxicity
Nontoxic
Nontoxic
Highly toxic
Toxic
Corrosivity
Non-corrosive
Non-corrosive
Corrosive
Corrosive
Minimally corrosive
Vehicle Emissions
Source/ Feedstock
Clean burning, second only to natural gas. In EPA tests, a light duty propane vehicle emitted 93% less carbon monoxide, 57% less nitrogen oxide and 73% less hydrocarbons (there were no alcohol or evaporative emissions) than gasoline. Natural gas/ Petroleum refining
Overall cleanest burning fossil fuel. In EPA tests, a light duty natural gas vehicle emitted 98% less carbon monoxide, 65% less nitrogen oxide and 85% less non-methane hydrocarbons (there were no alcohol or evaporative emissions) than gasoline. Natural gas/ Crude oil
In EPA tests, a light duty methanol vehicle emitted 28.5% less carbon monoxide, 32% less nitrogen oxide and 28.5% less reactive organic gases (non-methane hydrocarbons, alcohol and aldehydes) than gasoline.
15-20% less carbon monoxide.Increased nitrogen oxide relative to gasoline.
Standard against which others are measured.
Natural gas/ C oal
Sugar and starch crops/ Biomass
Crude oil
1-4
March, 2002
DAY ONE
Identification of Ford Bi-Fuel Vehicles
1FTEF25Z5VLA00001
Eighth letter Z in VIN indicates factory-installed bi-fuel prep vehicle.
Art 1-5
Typical Bi-Fuel Prep Vehicle Identification Number (VIN) Identification of a factory-manufactured Ford bi-fuel vehicle can be made using the vehicle identification number (VIN). The eighth digit/letter (reading left to right) of the VIN will be a Z for all factory-manufactured Ford bifuel vehicles. Additionally, a variety of Warning, Caution and Instruction labels are provided on the vehicle in critical areas of the propane and driver control systems.
March, 2002
1-5
LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES Changes to Base Vehicle Components on LPG/CNG Bi-Fuel Vehicles
DAY ONE
LPG and CNG have different combustion characteristics than gasoline. Since both have higher octane ratings than gasoline (see chart in this lesson) they burn more slowly than gasoline. For this reason, engine timing must be advanced over base vehicle timing to allow for complete combustion of the fuel. Additionally, both LPG and CNG are dry fuels. They contain few of the lubricating qualities of gasoline. This can cause more wear on an engine. In order to ensure that vehicles that operate on LPG and CNG have the same service life and handling characteristics of a conventional vehicle, certain changes have been made to other vehicle components. Changes to the engine include: Intake and exhaust valve seat inserts. Revised and hardened intake valve seats. Stress-relieved (flame hardened) valves. Corrosion resistant intake valves. Positive valve rotation during operation. Different pistons are used in the 4.6L engine (Crown Victoria only) to increase the compression ratio. Changes to the chassis include: Upgraded suspension system to accommodate the weight of the additional fuel tanks. Depending upon the model:
Filler door may be widened to accommodate the extra fuel-fill port. An additional fuel door may be installed to accommodate the extra fuel-fill port.
It is important to be aware of these changes, in the event that any of these components require replacement during vehicle service.
1-6
March, 2002
DAY ONE
Changes to Base Vehicle Operating Strategies

OBD II operating strategies have been relaxed for bi-fuel vehicles. This is due to the unique operating characteristics of bi-fuel vehicles. The following table provides information on specific changes to bi-fuel operating strategies.
OBD II Diagnostic Monitor Catalyst Monitor Misfire Monitor HO2S Monitor Lack of Switching (US & DS) Amplitude Response Test (US) Heater Current Monitor (US & DS) Downstream Activity Test EGR Monitor Fuel System Monitor Secondary Air Monitor Evaporative Monitor Component Monitor 2-Volt Test (TP/MAF) Fuel Pump Test Idle Speed Control Test Purge Flow Checks All Others
Base Gasoline Vehicle Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled Enabled
Bi-Fuel Vehicle On Gasoline Enabled Enabled ----------Enabled Enabled (relaxed criteria)* Enabled Enabled (relaxed criteria)* Enabled (relaxed criteria)* Enabled (relaxed criteria)* --------------Enabled Enabled Enabled Enabled Enabled Enabled Enabled
Bi-Fuel Vehicle On Alt. Fuel Disabled Disabled Disabled Disabled Disabled Disabled Disabled Disabled Disabled Disabled Disabled Partially Enabled Disabled Disabled Disabled Disabled Enabled
* Relaxed criteria has been deleted beginning 2001 MY. US = Upstream, DS = Downstream, TP = Throttle Position, MAF = Mass Air Flow
March, 2002
1-7
LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES Supplemental Information On Alternative Fuel Vehicles
DAY ONE
There are many places where supplemental information can be obtained on AFVs. The following list provides various organizations, phone numbers, and websites where information is available for AFVs.
ORGANIZATION PHONE WEBSITE
Ford Motor Company
877-ALT FUEL
WWW.Car.Ford.com/AFV/Scroll down to left frame to "communications\THINK Group Safety" www.afdc.nrel.gov/altfuel/lpg_train.html www.afdc.doe.gov www.fleets.doe.gov www.cities.doe.gov www.eia.doe.gov www.ngvc.org www.aga.com www.Ingexpress.com
Alternative Fuels Data Center National Alternative Fuels Hotline Clean Cities Hotline Energy Information Administration Natural Gas Coalition American Gas Association LNG Express National Ethanol Vehicle Association Renewable Fuels Association Propane Vehicle Council National Propane Gas Association American Methanol Institute California Energy Commission The Electric Vehicle Association of the Americas Electric Transportation Coalition National Alternative Fuels Training Consortium Arizona Dept. of Commerce Certified Compressed Natural Gas Cylinder Inspectors 800-385-8895 202-289-3835 202-371-6262 708-515-0600 202-467-5050 916-653-8634 800-438-3228 202-508-5995 800-423-1363 800-224-8437 202-586-8800 703-527-3022 703-841-8000
www.ethanolRFA.org www.propanegas.com/vehicle www.propanegas.com www.methanol.org www.energy.ca.gov www.evaa.org
www.naftp.nrcle.wva.edu www.state.az.us www.csa.international.org

Art 1-7
1-8
March, 2002
DAY ONE

OBJECTIVES
CONTENTS
Bi-Fuel LPG Fuel System Theory of Operation
Identify Bi-Fuel LPG Theory of Operation. Explain the fuel pressure of the LPG BiFuel System. Describe the basic function of the components of the LPG Bi-Fuel System.
2A - 1 1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 2A - 1
DAY ONE
BI-FUEL LPG FUEL SYSTEM THEORY OF OPERATION

2 5 3 4 6 7
11
10 9
8
Art 2A-1
Typical LPG Fuel System
Item 1 2 3 4 5 6
Description Fuse and Relay Module Coolant Tap Compuvalve
Item 7 8 9 10 11 Tank Valve
Description
LPG Fuel Fill Valve Fuel Selector Switch and Light Dash Reset Relay (1998/1999 FSeries) (2000 & Later F350-550) Vaporizer
Cold Start Relay

Vehicle Communication Link (VCL) (1999 MY Only) Single Inbed LPG Fuel Tank
The unique feature of LPG/gasoline bi-fuel vehicles is the LPG fuel system. The LPG fuel system major components include: A vaporizer A combined metering valve and computer (compuvalve). Incorporated into the compuvalve are absolute pressure sensors (fuel and intake manifold) and a fuel temperature sensor. A fuel selector switch. LPG fuel tank and lines.
2A - 2 March, 2002 1999 - 2002 Ford Bi-Fuel Vehicles
DAY ONE
BI-FUEL LPG FUEL SYSTEM THEORY OF OPERATION

To facilitate communication, a Vehicle Communications Link (VCL) is provided to exchange data with the Powertrain Control Module (PCM). On 1999 MY (and earlier) the VCL is a separate module. On 2000-2002 the VCL is integrated into the compuvalve.
March, 2002
2A - 3
DAY ONE
BI-FUEL LPG FUEL SYSTEM THEORY OF OPERATION (continued)
1 14 4 5 13 3
xxxxxxx
6
xxxxxxxxxxxxxxxxx
12
xxxxxxxxxxx
11 9
10
LPG Fuel System Schematic
Item 1 2 3 4 5 Description PCM (1999 MY) J1850 Network Circuits 914 and 915 (1999 MY) Vehicle Communication Link (VCL 1999 MY) Compuvalve (1999 MY) Communication Circuit G054 and G055 (1999 MY) Item 6 7 8 9 10 Description PCM (2000 MY and later) J1850 Network Circuits 914 and 915 (2000 and later MY) Fuel Rails Gasoline Fuel Injectors Injector Sleeves Item 11 12 13 14 Description
Art 2A-2
Compuvalve (2000 MY and later) Vaporizer LPG Fuel Filter LPG Fuel Tank
2A - 4
March, 2002
DAY ONE
BI-FUEL LPG FUEL SYSTEM THEORY OF OPERATION (continued)

The LPG fuel system on the bi-fuel vehicle operates as follows: Liquid propane from the fuel storage tank (at pressure up to 312 psi @ 650F) flows through the manual valve and a special fuel filter to the fuel lock-off solenoid located on the vaporizer (F150/ 250). On Super Duty Vehicles only (F350/550) liquid propane from the fuel storage tank (at pressure up to 300 psi) flows through the electric fuel tank shut-off valve (located on the fuel tank) to the fuel selector solenoid, which is connected to both vehicle fuel tanks (on Super Duty vehicles that have multiple fuel tanks). Fuel from the selected tank then flows to the fuel lock-off solenoid (located in the fuel line just before the vaporizer). Note: LPG fuel tank shut-off valves on Super Duty are electrically controlled, however, they also have a manual shut-off feature integrated into the valve. When the fuel lock-off solenoid is open, liquid propane flows into the vaporizer. The two-stage regulator mechanism (internal to the vaporizer) reduces pressure (from tank pressure to approximately 45 psi) causing the LPG to change into a gaseous state. It also provides the gaseous propane at a consistent operating pressure to the computerized metering valve (compuvalve). Additionally, a heat exchanger inside the vaporizer uses heat from the engine coolant to help with converting the LPG from a liquid into a gaseous state. The compuvalve electronically meters fuel according to demand and sends signals to the PCM, which in turn controls spark timing advance for optimum driveability and emissions. A combination of sensors and inputs from the PCM are used to dynamically monitor the engine operating environment to optimize fueling and ignition and provide closed loop control of fueling. From the compuvalve, fuel flows through a low-pressure fuel line and is introduced into the intake system through the fuel injector sleeves. When propane is selected, the compuvalve intercepts the base vehicle fuel gauge signal and substitutes a signal from a float style sensor in the propane fuel tank. The compuvalve then sends fuel level signals through the J1850 network (circuits 914 and 915) to the Hybrid Electronic Control (HEC) module, which in turn sends fuel level information to the fuel gauge. In the gasoline mode, the normal fuel level sensor signal is sent to the gauge. LPG operation requires engine coolant temperature (ECT) or cylinder head temperature (CHT) above 13
F (-11 C) for starting.

LPG operation requires a minimum fuel rail temperature (FRT) of (minus) -13 F (-25 C) for
vehicle operation.
March, 2002
2A - 5
LESSON 2A: INTRODUCTION TO LPG BI-FUEL VEHICLES NOTES
DAY ONE
2A - 6
March, 2002
DAY ONE
ACTIVITY 2A
ACTIVITY 2A
OBJECTIVES
The purpose of this activity is to:
CONTENTS
Activity 2A - Worksheet A (Hands-On) Activity 2A - Worksheet B (Written) Activity 2A - LPG Safety Quiz (Written)
Reinforce the knowledge that the student has acquired from Lessons 1 and 2A. Allow the student to review detailed information found in Lessons 1 and 2A. Allow the student to locate and identify LPG fuel system components. Review LPG fuel system safety prior to beginning hands-on diagnostic and service procedures.
March, 2002
2A - 7
ACTIVITY 2A
DAY ONE
ACTIVITY 2A - WORKSHEET A (Hands-On)

LPG SYSTEM COMPONENT LOCATION STUDENT ANSWER SHEET
Directions: Using the information in your Student Reference Guide, go to the classroom vehicle and write the letter/number of the component next to its name on the list below.
_________ _________ _________ _________ _________ _________ _________ _________ _________ _________ _________ _________ _________
Vaporizer Fuse and Relay Module Vaporizer Coolant Line Vaporizer Vent Hose Compuvalve and VCL Module Cold Start Relay Fuel Tank Manual Shut-Off Valve Fuel Fill Valve Selector Switch and Light Fuel Filter High Pressure Fuel Line Low Pressure Fuel Line
END OF WORKSHEET
DAY ONE
ACTIVITY 2A
ACTIVITY 2A - WORKSHEET B (Written)

LPG SYSTEM OPERATION STUDENT ANSWER SHEET
Directions: Using the information you have learned and your Student Reference Guide, answer the following questions. 1. What is a bi-fuel vehicle? PAGE #______ 2. What year and model LPG bi-fuel vehicles will be covered in this training course? PAGE #______ 3. Why did Ford decide to market bi-fuel vehicles rather than pure propane vehicles? PAGE #______ 4. What is the specific gravity of propane? PAGE #______ 5. How can you identify a factory-manufactured Ford bi-fuel vehicle? PAGE #______ 6. What is the phone number of the National Alternative Fuels Hotline? PAGE #______ 7. When operating on alternative fuel, the catalyst monitor of a bi-fuel vehicle is (circle one) ENABLED or ENABLED (RELAXED CRITERIA) or DISABLED PAGE # ______ 8. What are the major components of the LPG bi-fuel system?
PAGE # ______
WORKSHEET CONTINUED ON NEXT PAGE

1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 2A - 9
ACTIVITY 2A
DAY ONE
ACTIVITY 2A - WORKSHEET B (continued)

LPG SYSTEM OPERATION STUDENT ANSWER SHEET
9. What solenoid must be open for liquid propane to flow into the vaporizer? PAGE # ______ 10. What is the source of the heat that is used to convert liquid propane into gas? PAGE # ______ 11. What component electronically meters fuel according to demand and sends signals to the PCM for the control of spark timing advance? PAGE # ______ 12. How is the vehicle fuel gauge used to indicate LPG fuel level when operating in the LPG mode?
PAGE # ______
END OF WORKSHEET
2A - 10
March, 2002
DAY ONE
ACTIVITY 2A
ACTIVITY 2A - LPG SAFETY QUIZ (Written)

STUDENT ANSWER SHEET
Directions: Using the information you have learned from the Alternative Fuel Vehicle Fuel Handling and Safety Web-Based Course, answer the following questions. NOTE: There is a Safety Appendix at the rear of this Student Reference Guide that also can be used for reference. 1. What organization sets standards for the design and building of propane fuel systems in the U.S.? PAGE # ______ 2. What standard do many states and provinces regard as law? PAGE # ______ 3. List three sources of ignition that may be encountered in your service area that must be avoided when working on LPG powered vehicles?
PAGE # ______ 4. When servicing an LPG fuel system in a building, what must be done?
PAGE # ______ 5. What may happen if a propane tank is exposed to high ambient temperatures? PAGE # ______ 6. What should be done if you detect the odor of propane or a quantity of propane gas is present in an area? What steps should you take?
PAGE # ______
CONTINUED ON NEXT PAGE
March, 2002
2A - 11
ACTIVITY 2A
DAY ONE
ACTIVITY 2A - LPG SAFETY QUIZ (Written)

STUDENT ANSWER SHEET (continued)
7. When can shop air be used to force propane fuel from the LPG fuel system? PAGE # ______ 8. What type of paint drying methods should be used on LPG bi-fuel vehicles? PAGE # ______ 9. What valve must always be closed before performing any LPG fuel system service? PAGE # ______ 10. If the manual shut-off valve is opened too quickly, what may occur?
PAGE # ______ 11. Bi-fuel vehicle LPG fuel systems can only be modified under what circumstances?
PAGE # ______ 12. What type of replacement parts must be utilized on LPG fuel systems? PAGE #______ 13. In the event a person becomes ill from inhaling propane, what action should immediately be taken?
PAGE # ______
END OF WORKSHEET
2A - 12
March, 2002
DAY ONE

OBJECTIVES
CONTENTS
Bi-Fuel CNG Fuel System Theory of Operation
Identify Bi-Fuel CNG Theory of Operation. Explain the fuel pressure of the CNG BiFuel System. Describe the basic function of the components of the CNG Bi-Fuel System.
March, 2002
2B - 1
DAY ONE
BI-FUEL CNG FUEL SYSTEM THEORY OF OPERATION

2 4 3 5
11
10 9 8 7
Typical CNG Bi-Fuel Component Location

Item 1 2 3 4 Description Fuse and Relay Module Coolant Tap Compuvalve Vehicle Communications Link (1999 MY and earlier) Single Inbed CNG Fuel Tank (fuel tank configuration vary based upon vehicle and MY) Item 6 7 8 9 CNG Fuel Fill Solenoid Tank Valve Coalescent Filter Driver Selector Switch and Light Description
10
Pressure Regulator
The CNG fuel system major components include: A regulator. A combined metering valve and computer (compuvalve). Incorporated into the compuvalve are absolute pressure sensors (fuel and intake manifold) and a fuel temperature sensor. A fuel selector switch. CNG fuel tank and lines. To facilitate communication, a vehicle communications link (VCL) is provided to exchange data with the powertrain control module (PCM). On 1999 MY (and earlier) the VCL is a separate module. On 2000-2002 the VCL is integrated into the compuvalve.
2B - 2 March, 2002 1999 - 2002 Ford Bi-Fuel Vehicles
DAY ONE
BI-FUEL CNG SYSTEM THEORY OF OPERATION (continued)

1 16 15 4
xxxxxxx
3 13 14
xxxxxxxxxxxxxxxxx
6 7
12
xxxxxxxxxxx
11 9
10
CNG Fuel System Schematic
Item 1 2 3 4 5 6 Description PCM (1999 MY) J1850 Network Circuits 914 and 915 (1999 MY) VCL (1999 MY) Compuvalve (1999 MY) Communication Circuits G054 and G056 (1999 MY) PCM (2000 MY and later) Item 7 8 9 10 11 12 Description J1850 Network Circuits 914 and 915 (2000 and later MY) Fuel Rails Gasoline Fuel Injectors Injector Sleeves Compuvalve (2000 MY and Later) Pressure Regulator Item 13 14 15 16
Art 2B-2
Description Coalescent Filter Quarter-Turn Valve Fuel Fill Valve CNG Fuel Tank
March, 2002
2B - 3
DAY ONE
BI-FUEL CNG SYSTEM THEORY OF OPERATION (continued)

The CNG fuel system on bi-fuel vehicles operate as follows: When the ignition switch is turned to the run or start position, the PCM energizes the fuel shut-off relay. The fuel shut-off relay in turn sends voltage to the solenoid tank valves, causing them to open. The solenoid tank valves will initially only be activated for one second and then will be turned off unless the PCM receives a PIP signal indicating that the engine is turning. This allows high pressure natural gas to enter the fuel lines. The high pressure natural gas passes through the high pressure fuel lines, past the quarter-turn valve and into the high-pressure (coalescent) filter. In the high pressure filter, water and particulate contaminates are removed from the natural gas. After leaving the filter the natural gas flows into the high pressure regulator. The regulator provides a consistent operating fuel pressure (100 psi) for the system. From the regulator CNG passes to the computerized metering valve (compuvalve). The compuvalve electronically meters fuel according to demand and sends signals to the PCM, which in turn controls spark timing advance for optimum driveability and emissions. A combination of sensors and inputs from the PCM are used to dynamically monitor the engine operating environment to optimize fueling and ignition and provide closed loop control of fueling. The compuvalve uses speed density calculations for both fuel flow and air flow while adjusting the air/ fuel mixture. Adjustments occur for each spark event. From the compuvalve, fuel flows through fuel rails and is introduced into the intake system through the fuel injector sleeves. The fuel tank pressure (FTP) sensor provides the compuvalve with CNG pressure information. This information allows the compuvalve to drive the base vehicle fuel gauge during CNG operation.
2B - 4
March, 2002
DAY ONE
CNG FUEL SYSTEM PRESSURES
; y ;;;; yyyy ; y
yyyyyy ;;;;;; ;;;;;; yyyyyy
; Q ;
;;;; yyyy ; y ; y y ; ; y ; y y ; ;; yy ; y ;;y yy ; ; y yy ;; ; y ;;; yyy ;;; yyy ; y yyy ;;;
Item 6 7 8 9
3000/3600 psi
yyyy ;;;;
4 5
Art 2B-3
CNG Fuel System Pressure Schematic

Item 1 2 3 4 5 Description CNG Fuel Tank (3000/3600 psi ) Coalescent Filter (3000/3600 psi ) Fuel Rails and Injector Sleeves (pressure varies based upon temperature and engine demands) High Pressure (3000/3600 psi) Low Pressure (pressure varies based upon temperature and engine demands) Fuel Fill Valve (3000/3600 psi) Description Low Pressure (100 psi nominal ) Compuvalve (enter 100 psi exit pressure varies based upon engine requirements) Pressure Regulator (enter at 3000/3600 psi, exit at 100 psi nominal)
CNG bi-fuel systems operate at very high pressures. However, these pressures will change as the fuel passes along the fuel delivery system. The following is a description of the fuel pressures and how they change at different points in the fuel system. The CNG is introduced into the fuel system at the fuel fill valve. The pressure at the fill valve during fueling will be either 3000 psi or 3600 psi (vehicle and model year dependent). The fuel stored in the fuel tank is stored at a maximum of 3000 or 3600 psi. As the fuel moves out of the tank it remains at tank pressure as it passes through the solenoid tank valves and into the high-pressure fuel lines.
1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 2B - 5
DAY ONE
CNG FUEL SYSTEM PRESSURES (continued)

The high pressure fuel lines carry the CNG throughout their length to the coalescent filter. Fuel in the coalescent filter will be at tank pressure (vehicle and MY dependent). After leaving the coalescent filter, the fuel enters the pressure regulator. The pressure regulator lowers the fuel pressure from tank pressure. When the fuel leaves the pressure regulator its pressure will be at a nominal 100 psi. It passes from the pressure regulator to the compuvalve through low-pressure fuel lines. At the compuvalve, the fuel is metered to meet the engine requirements for the vehicle operating conditions. For this reason, pressure of the fuel leaving the compuvalve will vary. However, it will be significantly lower than the 100 psi of pressure that entered the compuvalve. This lower pressure fuel moves from the compuvalve to the fuel rails, injector sleeves, and then into the engine intake.
2B - 6
March, 2002
DAY ONE
ACTIVITY 2B
ACTIVITY 2B
OBJECTIVES
The purpose of this activity is to:
CONTENTS
Activity 2B - Worksheet C (Hands-On) Activity 2B - Worksheet D (Written) Activity 2B - CNG Safety Quiz (Written)
Reinforce the knowledge that the student has acquired from Lessons 1 and 2B. Allow the student to review detailed information found in Lessons 1 and 2B. Allow the student to locate and identify CNG fuel system components. Review CNG fuel system safety prior to beginning hands-on diagnostic and service procedures.
March, 2002
2B - 7
ACTIVITY 2B
DAY ONE
ACTIVITY 2B - WORKSHEET C (Hands-On)

CNG SYSTEM COMPONENT LOCATION STUDENT ANSWER SHEET
Directions: Using the information in your Student Reference Guide, go to the classroom vehicle and write the letter/number of the component next to its name on the list below.
__________ High-Pressure Regulator __________ Fuse and Relay Module __________ Regulator Coolant Line __________ Compuvalve and VCL Module __________ Coalescent Filter __________ Tank Valve __________ Fuel Fill Valve __________ Selector Switch __________ Fuel Tank Temperature Sensor __________ High-Pressure Fuel Line __________ Low-Pressure Fuel Line __________ Quarter-Turn Valve __________ Fuel Tank Pressure Sensor
END OF WORKSHEET
2B - 8
March, 2002
DAY ONE
ACTIVITY 2B
ACTIVITY 2B - WORKSHEET D (Written)

CNG SYSTEM OPERATION STUDENT ANSWER SHEET
Directions: Using the information you have learned and your Student Reference Guide, answer the following questions.
1. Why does Ford offer customers the flexibility of bi-fuel vehicles?
PAGE# ________ 2. What year and model CNG bi-fuel vehicles will be covered in this training course?
PAGE #______ 3. What is the specific gravity of natural gas? PAGE #______ 4. How can you identify a factory-manufactured Ford bi-fuel vehicle? PAGE #______ 5. What changes have been made to the engine valves on a CNG bi-fuel vehicle? PAGE #______ 6. When operating on CNG, the misfire monitor of a bi-fuel vehicle is (circle one) ENABLED or ENABLED (RELAXED CRITERIA) or DISABLED? PAGE#________ 7. What is the website for the Certified Compressed Natural Gas Cylinder Inspectors? PAGE #______ 8. What are the major components of the CNG fuel system on a bi-fuel vehicle?
PAGE# ________
March, 2002
2B - 9
ACTIVITY 2B
DAY ONE
ACTIVITY 2B - WORKSHEET D (continued)

CNG SYSTEM OPERATION STUDENT ANSWER SHEET
9. If the PCM does not receive a PIP signal within 1 second of the ignition being turned on, what devices will be automatically closed? PAGE#________ 10. What relay is energized when the ignition is turned on and sends voltage to the solenoid tank valves? PAGE#________ 11. The FTP sensor provides the compuvalve with pressure information. What does the compuvalve use this information for? PAGE#________ 12. What are the pressures of the CNG as it moves from the fuel tank to the pressure regulator?
PAGE#________
END OF WORKSHEET
2B - 10
March, 2002
DAY ONE
ACTIVITY 2B
ACTIVITY 2B - CNG SAFETY QUIZ (Written)

STUDENT ANSWER SHEET
Directions: Using the information you have learned from the Alternative Fuel Vehicle Fuel Handling and Safety Web-Based Course, answer the following questions. NOTE: There is a Safety Appendix at the rear of this Student Reference Guide that also can be used for reference. 1. What organization sets the safety standards for natural gas? PAGE#_______ 2. What standards do many states and provinces regard as law for the design and building of CNG fuel systems? PAGE#________ 3. List three sources of ignition that may be encountered in your service area that must be avoided when working on CNG fueled vehicles?
PAGE#________ 4. Why must a vehicle be grounded when venting natural gas from its fuel tank?
PAGE#________ 5. Ford Bi-Fuel CNG vehicles receive fuel at what pressures? PAGE#________ 6. What should be done if you detect the odor of natural gas?
PAGE#________ 7. Since natural gas is lighter than air, where in a building is it more likely to become trapped? PAGE#________
March, 2002
2B - 11
ACTIVITY 2B
DAY ONE
ACTIVITY 2B - CNG SAFETY QUIZ (Written)

STUDENT ANSWER SHEET (continued)
8. What must be done before a CNG fueled vehicle can be dried in a paint oven? PAGE#________ 9. If a CNG fuel tank has been subjected to fire, what service must be performed? PAGE#________ 10. At what temperature will the tank insert melt if a tank is exposed to a fire? PAGE#________ 11. On an internal pressure relief device (PRD) type solenoid tank valve, the PRD can only be replaced as part of the valve? (circle one) TRUE or FALSE PAGE#________ 12. Bi-fuel CNG fuel systems can only be modified under what circumstances? PAGE#________ 13. Can you refuel a 3600 psi bi-fuel vehicle at a pump that dispenses CNG at 3000 psi? (Circle one) YES or NO PAGE#________ 14. Can you refuel a 3000 psi bi-fuel vehicle at a pump that dispenses CNG at 3600 psi? (Circle one) YES or NO PAGE#________ 15. What type of hazard can be caused by incorrect operation of the solenoid tank valve with an external pressure relief device? PAGE#________ 16. What type of replacement parts must be utilized on CNG fuel systems? PAGE#________ 17. In the event a person becomes ill from inhaling natural gas, what action should immediately be taken?
PAGE#________
END OF WORKSHEET
2B - 12
March, 2002
DAY ONE
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS

OBJECTIVES
CONTENTS
LPG Fuel System Components LPG Control Modules and Input/Output Devices
Describe LPG bi-fuel vehicle component function. Identify LPG bi-fuel vehicle component location. Explain LPG bi-fuel vehicle component operation. Describe possible symptoms of LPG bifuel vehicle component concerns. Identify LPG bi-fuel vehicle inputs and outputs. Explain LPG bi-fuel vehicle control modules. Describe LPG bi-fuel vehicle operating strategies.
March, 2002
3A - 1
DAY ONE
LPG FUEL SYSTEM COMPONENTS

The LPG fuel system components on 1999 - 2002 Model Year (MY) LPG Bi-fuel vehicles are very similar. However, as with most vehicle systems, changes have been made to improve performance and serviceability. This lesson will describe the LPG fuel system components, their location, and operation. It will also describe changes to these components and unique characteristics for specific vehicles and model years. The lesson will also contain a description of how these components operate within the vehicle LPG fuel system, and the control system that enables the system to operate efficiently.
3A - 2
March, 2002
DAY ONE LPG Fuel Fill Valve
4 1 2
Art 3A-1
Typical LPG Fuel Fill Valve

Item 1 2 Description Overflow Vent Hose Outlet LPG Fill Valve Item 3 4 Description Warning Labels LPG Fuel Filler Door
COMPONENT FUNCTION Enables vehicle to receive LPG fuel. COMPONENT LOCATION The LPG fill valve is located on the drivers side of the vehicle (in front fuel fill opening of the pickup box on F-Series). DESCRIPTION AND OPERATION The fill valve allows the bi-fuel vehicle to receive LPG fuel. It is designed to fit standard LPG vehicle refueling nozzles. The valve contains two back-check valves, one in the valve itself, and the other in the fuel tank. These backcheck valves prevent outward flow of fuel if damage occurs to the outer portion of the fill valve or to the fuel line that connects the fill valve to the tank. The valve contains a replaceable o-ring that must be serviced periodically. POSSIBLE SYMPTOMS Valve fails to completely close after refueling causing leakage.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Fuel Tanks (E Series and F150/250)
DAY ONE
2 3 1 4
Art 3A-2
In-Bed LPG Fuel Tank (F-Series)

Item 1 2 3 Fill Valve 312 psi Pressure Relief Valve Overflow (Spitter) Valve Description Item 4 5 6 Description Shut-Off Valve (with excess flow valve) LPG Fuel Level Sender LPG Fuel Filter
COMPONENT FUNCTION To store pressurized LPG fuel. COMPONENT LOCATION At front of truck bed near passenger compartment. DESCRIPTION AND OPERATION The LPG fuel tank is constructed of welded steel and is protected by a removable cover. A detachable door on the tank cover allows access to the manual shut-off valve. The shut-off valve can be closed to stop LPG fuel flow for service or during an emergency. An internal excess flow valve prevents a fuel surge if a fuel line breaks. It will also activate if the manual shutoff valve is opened too quickly. The fuel tank is also equipped with a pressure relief valve to prevent over-pressurization due to high ambient temperatures.
DAY ONE
LPG Fuel Tanks (Super-Duty F350/550)
2 1
Art 3A-3
Super Duty Multiple Fuel Tank Configuration

Item 1 2 Description Aft LPG Fuel Tanks Side LPG Fuel Tanks
COMPONENT FUNCTION To store pressurized LPG fuel. COMPONENT LOCATION Left side of vehicle behind drivers door and aft tank is located beneath the rear of vehicle behind the differential. DESCRIPTION AND OPERATION Tanks are constructed of welded steel. Fuel flow from the tanks is controlled with an electric fuel tank shut-off valve. The shut-off valve allows fuel to flow from the tank to a fuel selector solenoid (on multiple tank configurations). The fuel selector solenoid is controlled by the three position Driver Selector Switch (via a relay). The solenoid allows fuel to flow from the selected tank to the rest of the fuel system. The fuel tank(s) are also equipped with a pressure relief valve to prevent over-pressurization due to high ambient temperatures.
March, 2002
3A - 5
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Fuel Tanks (continued)
DAY ONE
Fuel Tank Capacities F-150/250 E-250. 350 (80% fill) Super Duty Chassis (80% fill)
Standard Tank
Low-ProfileTanks (joined by a manifold) 28.4 gallons
Side Mount Tank
Aft Axle Tank
36.1 gallons
*20 gallons **26 gallons
26 gallons
* 141 and 176 inch wheelbase vehicles ** 102 and 165 inch wheelbase vehicles
Art 3A-4
LPG Fuel Tank Capacities LPG is stored in the tank as a liquid. If the tank is exposed to high ambient temperatures, the liquid will vaporize and expand, causing internal tank pressure to increase. The tank relief valve opens when tank pressure exceeds 45 kPa (312 psi). LPG fuel tanks are designed to only be filled to 80 percent of maximum capacity to allow for expansion caused by ambient temperatures. To prevent overfilling of the tank a stop-fill valve is used to shut off LPG flow into the tank once maximum capacity has been reached. The overflow (spitter) valve should be opened during refueling. This ensures that tank overfilling does not occur in the event of a stop-fill valve failure. Refer to local fueling regulations. POSSIBLE SYMPTOMS Pressure relief valve opens venting fuel due to high ambient temperatures. If the shut off valve is open too quickly after its been closed, the excess flow valve may cut off fuel flow to fuel system. To correct this, close the shut off valve, listen for a slight click, then reopen it more slowly. WARNING: A FAILURE OF THE STOP FILL VALVE WILL ALLOW OVERFILLING OF THE FUEL TANK. THIS CAN CAUSE A DANGEROUS CONDITION OF FUEL OVERPRESSURIZATION. ALWAYS OPEN THE SPITTER VALVE DURING REFUELING TO PREVENT THIS CONDITION.
3A - 6
March, 2002
DAY ONE
Fuel Tank Testing and Inspection

Fuel tank testing and inspections are specified and controlled by the AUTHORITY HAVING JURISDICTION (the governmental body responsible for the enforcement of codes or the official or agency designated by that body to exercise such a function). This includes the qualification of personnel and facilities used for these purposes. The propane fuel system must be visually inspected at 5 year intervals, starting with date of installation. The recorded visual examination requalifies it for five years before the next qualification. Certain types of damage to a tank may be repaired, provided that the tank is retested and recertified before the tank is returned to service. Inspections and repairs shall be made ONLY by qualified persons acceptable to the AUTHORITY HAVING JURISDICTION.
WARNING: TANKS THAT DO NOT PASS THE INSPECTION CRITERIA MUST BE REPAIRED AND RETESTED OR REPLACED BEFORE THE VEHICLE IS RETURNED TO SERVICE USING PROPANE.
If damage to the tank is observed during maintenance or repair, the tank must be inspected, repaired, and approved by qualified personnel. If the tank is rejected, the tank must be replaced before being returned to service. Different jurisdictions have inspection requirements and specific labeling to record these inspection practices. Failure to comply can cause the vehicle to be in violation of the established regulations. BEFORE BEGINNING ANY INSPECTION OR REPAIR, CHECK WITH THE LOCAL AUTHORITY HAVING JURISDICTION CONCERNING THE REQUIREMENTS FOR PERSONNEL, FACILITIES AND PROCEDURES REQUIRED FOR THE AREA OF OPERATION.
March, 2002
3A - 7
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Fuel Level Float
DAY ONE
Art 3A-5
LPG Fuel Level Float COMPONENT FUNCTION Sends fuel level information to the fuel gauge. COMPONENT LOCATION Mounted inside the fuel tank. DESCRIPTION AND OPERATION The LPG fuel tank sending unit consists of a fuel level float and a fuel level sensor. The float is attached to a counterbalanced pivot arm that pivots on a pin. A gear on the pivot pin drives a pinion gear on a drive shaft. Float arc is then converted to drive shaft rotation. A drive magnet on the opposite end of the drive shaft is magnetically coupled to the external fuel level sensor. The compuvalve monitors the voltage drop across the variable resistor of the fuel level float. It then uses this information for fuel level calculations.
WARNING: LPG FUEL LEVEL FLOAT IS NOT SERVICEABLE. REMOVAL OF THE FUEL LEVEL FLOAT MAY RESULT IN SEVER PERSONAL INJURY.
POSSIBLE SYMPTOMS There have been some cases where the float will stick if the LPG tank is run completely out of fuel. This results in false gauge readings (always shows empty). In many cases, floats can be shaken loose by driving on a rough road.
3A - 8
March, 2002
DAY ONE Fuel Lines
3 2
Art 3A-6
Typical LPG Fuel Line
Item 1 2 3
COMPONENT LOCATION
Description Copper Washer Fuel Line Copper Washer
Fuel lines run from the fuel tanks to the various components of the LPG fuel system. COMPONENT FUNCTION Carries pressurized fuel from the fuel tank to the various components of the fuel system. DESCRIPTION AND OPERATION Fuel lines transport pressurized fuel from the fuel tank to the fuel vaporization and metering components. The fuel lines are seamless stainless steel and cloth reinforced rubber with crimped fittings. They are designed specifically to handle LPG. The fuel lines meet all United States and Canadian safety specifications. Whenever connecting fuel line fittings, always use new copper washers, never reuse copper washers.
WARNING: NEVER USE AFTERMARKET REPLACEMENT FUEL LINES. USE ONLY FORD REPLACEMENT LINE ASSEMBLIES. FORD FUEL LINES ARE DESIGNED TO MEET VEHICLE SAFETY REQUIREMENTS. AFTERMARKET FUEL LINES AND HOSES MAY NOT COMPLY WITH THIS DESIGN. FAILURE TO COMPLY COULD RESULT IN FIRE OR EXPLOSION.
POSSIBLE SYMPTOMS Leakage due to damage or incorrect installation.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Vaporizer
DAY ONE
2 6 3
5
Typical Vaporizer
Item
1 2 3 4 Vaporizer Cold Start Heater Connector Vent Fuel Out
4
Art 3A-7
Description
Item
5 6 7 Coolant Passages Lockoff Solenoid Fuel Inlet
COMPONENT FUNCTION Vaporizes LPG fuel going into the engine. COMPONENT LOCATION RH front top of engine. DESCRIPTION AND OPERATION The vaporizer converts liquid propane received from the fuel delivery system into a gaseous state for use by the compuvalve. Fuel enters the vaporizer as a liquid.
DAY ONE Vaporizer (continued)
Pressure is lower inside the vaporizer than in the fuel delivery system, which lowers the LPGs boiling point. This reduction in pressure lowers the boiling point of the LPG causing it to begin vaporization. The vaporizer is also connected to the engine cooling system via hoses. This allows engine coolant to flow through a heat exchanger within the vaporizer. As the LPG passes through the heat exchanger, the heat from the engine coolant is transferred to the LPG, completing the boiling process and completely vaporizing the fuel. The vaporized fuel is then delivered to the compuvalve for injection into the engine. When engine coolant is below 0C (32F), an electrical cold start heater is used in the vaporizer heat exchanger to help vaporize the LPG. The electrical cold start heater turns off when engine coolant is above 10C (50F). The heater uses battery voltage and is activated by a signal sent from the compuvalve. POSSIBLE SYMPTOMS Incomplete vaporization of fuel causing rough running and hard starting. Engine coolant leakage.
March, 2002
3A - 11
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Electric Fuel Lock-off Solenoid
DAY ONE
Art 3A-8
Electric Fuel Lock-off Solenoids
Item
1 2 3 Vaporizer
Description
Fuel Lockoff Solenoid (Remote Location, Super-Duty) Fuel Lockoff Solenoid (Vaporizer Mounted, E & F Series)
COMPONENT FUNCTION Prevents or allows fuel flow into the vaporizer. COMPONENT LOCATION F-Series vehicles - attached to the vaporizer at the inlet line. Super Duty vehicles - remotely located on top of the engine connected to the vaporizer inlet line. DESCRIPTION AND OPERATION The lock-off solenoid is an on/off solenoid that is closed when no voltage is being received (engine off/gasoline operation). When closed, it prevents LPG from reaching the vaporizer. During LPG operation, the solenoid receives a voltage signal from the fuel pump relay when the compuvalve sends a signal to switch to LPG allowing fuel to flow into the vaporizer. The inertia switch is still active. Note: The lock-off solenoid is directional, and must be connected to the fuel system correctly or it will not allow fuel flow. Refer to service publications for details. POSSIBLE SYMPTOMS Solenoid failing to open will prevent the vehicle from operating on LPG. Incorrect installation of the solenoid will prevent the vehicle from operating on LPG.
DAY ONE
Compuvalve (Fuel Metering Operation)
3
Art 3A-9
Compuvalve (1999 MY)

Item 1 2 3 Description High Flow Injectors (6 injectors on LPG) Compuvalve Low Flow Injectors
COMPONENT FUNCTION (AS FUEL METERING DEVICE) Uses preprogrammed strategies to control operation of LPG fuel system, then meters fuel flow going into the engine. COMPONENT LOCATION Top RH side of engine. DESCRIPTION AND OPERATION The compuvalve utilizes two types of injectors to accurately meter fuel being sent to the injectors. The metal-cased high flow injectors are on/off devices that provide high volumes of fuel when required during cruise and acceleration. The plastic-cased low flow injectors are pulse width modulated (PWM) and provide idle and trimming fuel flow. The high flow fuel injector orifice sizes and cubic foot per hour (CFH) flow rates are: #1 - .030 / 105 CFH #2 - .042 / 210 CFH #3 - .059 / 420 CFH #4 - .082 / 840 CFH #5 - .120 / 1360 CFH #6 - .176 / 3360 CFH
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Compuvalve (Fuel Metering Operation) (continued) 1 4 5
DAY ONE
10 9 8
7
Art 3A-10
Example of Compuvalve Operation

Item 1 D escription Hi gh Flow Injector # 1 (provi di ng 105 C FH of LPG) Hi gh Flow Injector # 2 (provi di ng 210 C FH of LPG) Hi gh Flow Injector # 3 (provi di ng420 C FG of LPG) Hi gh Flow Injector # 4 (provi di ng 840 C FH of LPG) Item 5 D escription Hi gh Flow Injector # 5 (provi di ng 1360 C FH of LPG) Hi gh Flow Injector # 6 (provi di ng 3360 C FH of LPG) Fuel Inlet Low Flow Injector # 2 (provi di ng 32.5 C FH of LPG) Item 9 D escription Low Flow Injector # 2 (provi di ng 32.5 C FH of LPG) Fuel Outlet of Injector Sleeves
10
The following is an example of how the injectors in the compuvalve combine to meter the correct amount of fuel during vehicle operation. The injectors in the art above are numbered based on PID identification (called out as the VLVE PIDs). Assume that the vehicle is operating in a situation that requires 6360 CFH of LPG. The compuvalve may turn on a combination of the following high flow injectors (see above art): #6 providing 3360 CFH #5 providing 1360 CFH #4 providing 840 CFH #3 providing 420 CFH #2 providing 210 CFH #1 providing 105 CFH
This combination of high flow injectors would provide 6295 CFH of LPG.
3A - 14
March, 2002
DAY ONE
Compuvalve (Fuel Metering Operation) (continued)

The low flow injectors (which are PWM controlled) would each provide 32.5 CFH of LPG (the other 65 CFH) by pulsing on and off to allow the addition of fuel into the injector sleeves. The combination of this injector operation provides the 6360 CFH of LPG required. To ensure full vaporization, engine coolant is sent through the compuvalve to warm the fuel. POSSIBLE SYMPTOMS (Fuel Metering Operation Only) Rough running caused by the use of contaminated fuel which can result in blocked or clogged injectors. Incorrect fuel metering which can result in rich or lean fuel mixture. Engine coolant leak.
March, 2002
3A - 15
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Fuel Rails and Injector Sleeves
DAY ONE
Fuel Rails and Injector Sleeves
Item
1 2 3
Description
Fuel Rails (vapor deli very) Intake Manifold Gasoline Injector
Item
4 5 O-rings
Description
Injector Sleeve
COMPONENT FUNCTION Introduces fuel into combustion chamber. COMPONENT LOCATION Fuel rails - top left and right side of engine next to intake manifold. Injector sleeves - top of engine beneath gasoline fuel injectors. DESCRIPTION AND OPERATION The intake manifold is connected to the compuvalve through the fuel rails and injector sleeves. The compuvalve distributes pressurized LPG gas to the engine cylinders by sending metered fuel through the fuel rails to the injector sleeves. This fuel is delivered to the intake manifold and when the intake valve opens is drawn into the combustion chamber during the engine intake stroke. The injector sleeve can be made out of either plastic or brass depending on vehicle model and MY.
3A - 16
March, 2002
DAY ONE
Fuel Rails and Injector Sleeves (continued)

POSSIBLE SYMPTOMS Fuel leakage caused by damaged o-rings. Fuel leakage caused by installation of incorrect replacement injector sleeves (there are 2 different size brass and 1 size plastic injector sleeves). The vehicle should be operated on gasoline for at least 1 tank every 60 days. Failure to do so may cause the gasoline fuel injectors to clog. Injector sleeve o-ring deterioration on high-mileage vehicles has been known to cause vacuum leaks and rough engine operation.
March, 2002
3A - 17
DAY ONE
LPG FUEL SYSTEM CONTROL MODULES AND INPUT/OUTPUT DEVICES

The advent of the microprocessor has revolutionized automotive control systems. The average control module used on a Ford vehicle today is more powerful than the on-board computer used on the Apollo missions that successfully landed men on the moon. As with the powertrain control module (PCM), which controls base vehicle operations, bi-fuel vehicles have control module(s) that are dedicated to LPG fuel system control. All control modules use input devices to monitor vehicle operating conditions. The signals received by these devices determine the modules operating strategy. It then modifies vehicle operation by sending control signals to vehicle output devices. The following pages contain a description of these modules and input/output devices.
3A - 18
March, 2002
DAY ONE
Vehicle Communication Link (VCL) -1999 Bi-Fuel Vehicles
Art 3A-12
Vehicle Communication Link
Item 1
COMPONENT FUNCTION
Description Vehicle Communication Link (VCL)
Facilitates communication between the compuvalve and the PCM to control operation of LPG fuel system. COMPONENT LOCATION RH side of passenger compartment beneath kick panel. DESCRIPTION AND OPERATION The VCL allows communication between the compuvalve and the PCM. When the key is turned ON, the VCL tells the PCM which operating mode has been selected by the driver (gasoline or LPG). All information passed between the compuvalve and the PCM is sent via the VCL. This allows engine operating information to be shared between the VCL, the compuvalve, and the PCM in order to facilitate diagnostics. The VCL is a separate component on 1999 LPG bi-fuel vehicles. It is integrated into the compuvalve on 2000 MY and later LPG bi-fuel vehicles. POSSIBLE SYMPTOMS If a communication failure has occurred between the compuvalve and the VCL ( 1999 MY vehicles) the driver selector switch LED will flash at regular intervals.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Compuvalve (as Control Module)
DAY ONE
1 2 3
Art 3A-13
Compuvalve Control Module

Item 1 2 Description Compuvalve (end view) Compuvalve Control Module Item 3 Description Electrical Connector Receptacle
COMPONENT FUNCTION (AS CONTROL MODULE) Uses preprogrammed strategies to control operation of LPG fuel system. Then meters fuel flow going into the engine. Beginning in the 2000 MY the VCL is incorporated into the compuvalve. COMPONENT LOCATION Top RH side of engine. DESCRIPTION AND OPERATION The compuvalve is a unique combination of a metering valve and control module. The compuvalve monitors vehicle input sensor information provided to it from the PCM via the VCL. The compuvalve then uses this information to meter LPG fuel and suggest spark advance to the PCM. The PCM looks at the compuvalve recommendation, as well as data from other inputs, then advances the engine spark timing as needed for best operation on LPG. By optimizing fuel requirements and fuel ignition, the compuvalve provides the best operation during closed loop LPG operation. Beginning in the 2000 MY the compuvalve has an integrated VCL. This eliminates the need for a separate control module to interpret data between the PCM and compuvalve.
3A - 20
March, 2002
DAY ONE
Compuvalve (as Control Module) (continued)

POSSIBLE SYMPTOMS Failure to run on either or both LPG or Gasoline. Rough running or hard starting on LPG. Numerous other symptoms may occur due to incorrect compuvalve operation as a control module. Refer to vehicle service publications for diagnosis and testing.
March, 2002
3A - 21
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Inputs and Outputs - Bi-Fuel Vehicles (Propane Operation Only)
DAY ONE
INPUTS
ECT/CHT VSS IAT EGR Compuvalve
xxxxxxx
xxxxxxxxxxxxxxxxxxxxxxxxxxxxx
OUTPUTS
Spark Advance
Powertrain Control Module (PCM)
MIL
Gasoline Injectors Signals Sent via J1850 Network Data Bus
Signals Sent via J1850 Network Data Bus
Vehicle Communication Link (VCL)

1999 MY
Circuits G054 and G056 transmit and receive wires (1999 MY) Fuel Selector Light Fuel Lock-Off Solenoid
RPM TPS HO2S11 HO2S21 Dash Switch FRPREAB FRTMPAB MAP B+ SW B+ Gasoline Fuel Gauge Sender BARO LPG Fuel Level Sender
Art 3A-14
Compuvalve (2000 MY and Later LPG vehicles have VCL internal to the compuvalve)
LPG Injectors Cold Start Heater Relay Fuel Gauge Gasoline Fuel Pump HEC Module (1999 MY and Later) Electric Fuel Tank Shut-Off Valve (Super Duty) Fuel Tank Selector Solenoid (Super-Duty)
3A - 22
March, 2002
DAY ONE
Description and Operation of Inputs

RPM: Engine RPM signals are sent directly to the compuvalve (F-150 for 1999 MY only had RPM signals sent from the crankshaft position (CKP) to the clean tach output (CTO) module. 2000 and later F-150s have RPM signals sent from the CKP to the compuvalve (with integrated CTO module). The compuvalve then uses the RPM signal to determine the best vehicle operating strategy. Throttle Position Sensor (TPS): The TPS is hardwired to the compuvalve. The compuvalve uses the TPS signals to help determine engine load and correct air/fuel mixture. Heated Oxygen Sensors (HO2S11 and HO2S21): Both HO2S are wired to the compuvalve. The compuvalve uses these signals to determine the best fuel mixture for vehicle operating conditions. Fuel Selector Switch: On F and E - Series light trucks this is a single pole double throw switch mounted on the upper left side of the instrument panel. Positions are GAS and ALT. On Super Duty 350/450/550 vehicles this is a single pole triple throw switch mounted on the upper left side of the instrument panel. Positions are GAS, LPG 1, and LPG 2. It receives battery voltage from the compuvalve. If this voltage is not returned to the compuvalve, the vehicle defaults to gasoline operation. Fuel Rail Pressure Sensor (FRPREAB): Located inside the compuvalve, this is a piezo-resistive pressure transducer that converts pressure into a voltage signal. The compuvalve then uses this signal to adjust the injector combination according to supply pressure. The FAP can be seen using the fuel pressure sensor (FRPREAB) PID of the NGS. Engine Fuel Temperature Bank 1 (FRTMPAB): Located inside the compuvalve, this is a thermistor that modifies a reference voltage signal (5 volts). This signal provides the compuvalve with fuel density information. Fuel Tank Sender Signal: This signal is received from the fuel level float in the LPG fuel tank. It provides the compuvalve with LPG fuel level information. The compuvalve then sends LPG fuel level information to the gasoline fuel gauge when the vehicle is operating on LPG (99 MY E-Series via the dash reset relay) (99 MY and later F-Series via the J1850 network on circuits 914 and 915 to the HEC module). Barometric (BARO) Sensor The BARO sensor provides the compuvalve density altitude data. It also provides a rationality check for the other vehicle sensors.
March, 2002
3A - 23
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Description and Operation of Inputs (continued)
DAY ONE
1 2
Art 3A-15
MAP Dampening Tube
Item 1 2 3
Manifold Absolute Pressure (MAP):
Description Throttle Body Base Flange Port MAP Dampening Tube Compuvalve
The MAP sensor is a piezo-resistive sensor located inside the compuvalve. It converts pressure to a voltage signal that can be used by the compuvalve. MAP is used to monitor engine operating state. The MAP dampening tube is critical for correct vehicle operation in LPG. It dampens the vacuum being received by the MAP, preventing the extreme sensitivity of the MAP from causing driveability concerns. The inner diameter and length of the MAP tube is precisely calibrated for the vehicle. Use only the correct service part for MAP tube replacement. Battery Voltage (B+): Unswitched battery voltage is supplied to the LPG fuel system. A minimum of 9 volts is required for the LPG system to function. Ignition Switched Battery Power (SW B+): This is the voltage supplied to the compuvalve through an ignition power tap. This line must remain hot during vehicle cranking. Gasoline Fuel Gauge Sender: The gasoline fuel gauge sender signal is sent to the compuvalve. This signal is then sent to the fuel gauge/HEC module when the vehicle is operated in the gasoline mode.
DAY ONE
Description and Operation of Inputs (continued)

Powertrain Control Module (PCM): The compuvalve communicates with the PCM via the VCL (1999 MY vehicles) on the J1850 network (VCL is incorporated into the compuvalve on 2000 MY and later bi-fuel vehicles). This allows engine sensor information (IAT, ECT/CHT, VSS, and EGR) to be shared between the modules. The sensors provide the same information (engine temperature, fuel trim, etc.) to the compuvalve as they do for the PCM. The compuvalve uses this information to determine the best operating strategy for the vehicle. At the same time, the PCM also uses this information for control of other powertrain components (transmission, EGR, etc.). Heated Oxygen Sensors (HO2S11 and HO2S21): The HO2 sensors on bi-fuel vehicles work the same way as they do on conventional gasoline vehicles: A voltage swing is output when the sensor is exposed to near stoichiometric air/fuel mixture. If no oxygen is present (system rich), the output is 0.8 to 0.9 volts. If free oxygen is present (system lean) the output is approximately 0.2 volts. The compuvalve monitors this signal to correct for small fueling errors. The Closed Loop Correction Factor (CL_COR ) value is comparable to Short-Term Fuel Trim (STFT). A bad sensor may go undetected, as it may produce voltage high enough to trigger the compuvalve or the standard gasoline system. It is recommended that the HO2S be inspected according to the Ford service maintenance schedule. The sensor may be tested by verifying that the output voltage swings from 0.2 volts to 0.9 volts at least once per second, with the engine warm at 2000 rpm.
March, 2002
3A - 25
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Driver Selector Switch
DAY ONE
1
Art 3A-16
Typical LPG Driver Selector Switch
Item
1 2 LPG Driver Selector Switch
Description
Control Switch LED (Illuninates when vehicle is operating in LPG Mode)
All bi-fuel vehicles have a driver selector switch mounted on the instrument panel that allows the driver to select whether the vehicle runs on LPG or gasoline.
Note:
1999 - 2002 LPG bi-fuel vehicles default to gasoline operating mode at or below -11 C (13 F). Temperature readings are based on engine coolant temperature (ECT) or cylinder head temperature (CHT) sensor signals received by the compuvalve. When operating on LPG, the vehicle will autoswitch to gasoline if the FRTMPAB signals indicate fuel temperature below -25 C (-13 F). COMPONENT FUNCTION The selector switch allows the driver to choose either LPG or gasoline operating mode. The dash light indicates if the vehicle is operating in the propane or gasoline mode. The selector switch notifies the driver if a communication or emissions critical fault has occurred. These functions make the switch and light both an input and output. COMPONENT LOCATION Instrument panel left of the steering wheel. DESCRIPTION AND OPERATION The selector switch is a single pole double throw (SPDT) switch with a self-contained green LED light. The switch is supplied with battery voltage through the compuvalve and returns voltage on either the ALT (propane) or GAS (gasoline) selector line.
DAY ONE
LPG Driver Selector Switch (continued)

DESCRIPTION AND OPERATION (continued) The dual tank configuration used on F-Super Duty 350/450/550 (if equipped) utilizes a three-position switch for selecting each of the fuel tanks individually (gasoline, LPG 1 or LPG 2) and is designed with two separate ALT lights indicating which LPG tank is in use when illuminated. The three-position selector switch controls the fuel selector solenoid (via a relay). The fuel selector solenoid allows liquid LPG to flow from the selected tank to the fuel lock-off solenoid, which when open allows fuel to flow into the vaporizer. The three-position selector switch permits the driver to switch between the two fuel tanks while the vehicle is being driven. If battery voltage is not returned on the ALT/FUEL line, the system defaults to gasoline mode. When illuminated, the switch LED indicates that the vehicle is being operated in the propane mode, and which fuel tank the LPG has been selected (on Super Duty with multiple tank configurations). The switch LED is controlled by the compuvalve, not the position of the switch. This means that even if the switch is in the propane position, the LED will not illuminate unless the vehicle is actually operating on LPG. Remember, the LPG operating mode is also dependent on ECT or CHT sensor temperature readings. Bi-fuel vehicles must be started with the driver selector switch in the mode (either ALT or GAS) desired. Changing the position of the driver selector switch after the vehicle is running will not cause the vehicle to change the fuel being used. In order to change the fuel being used the ignition must be placed in the OFF position, then the position of the driver selector switch is changed, then the vehicle can be started using the desired fuel. POSSIBLE SYMPTOMS If an emissions critical fault occurs in the LPG system, the switch LED will flash at irregular intervals in conjunction with illumination of the malfunction indicator light (MIL) to notify the driver of the condition. If a communication failure has occurred between the compuvalve and the VCL (1999 MY vehicles) the switch LED will flash at regular intervals.
March, 2002
3A - 27
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Description and Operation of Outputs
DAY ONE
3
Art 3A-17
Compuvalve
Item 1 2 3
Compuvalve Injectors:
Description High Flow Injectors Compuvalve Low Flow Injectors
The compuvalve utilizes two types of injectors to accurately meter fuel being sent to the injectors. The metal-cased high flow injectors are on/off devices that provide high volumes of fuel when required during cruise and acceleration. The plastic-cased low flow injectors are pulse width modulated (PWM) and provide idle and trimming fuel flow. Driver Selector Switch Indicator Light: The driver selector switch indicator light is a 12 volt LED, incorporated into the switch and powered when the vehicle is running on propane. It is controlled by the compuvalve, not the position of the switch. Cold Start Heater: When engine coolant is below 32 F (0 C) an electrical cold start heater, located inside the vaporizer heat exchanger, helps vaporize the LPG. The heater uses battery voltage and is activated by a signal sent from the compuvalve. Fuel Gauge: In the propane mode, the compuvalve intercepts the gasoline fuel gauge signal and substitutes a pulse width modulated signal to the HEC module (99 & later) to indicate the level of LPG in the fuel tank. The substitute signal is based on signals from the float style fuel tank sender unit in the LPG fuel tank.
DAY ONE
Description and Operation of Outputs (continued) 3 1
Art 3A-18
LPG Fuel Lock-off Solenoids
Item
1 2 3 Vaporizer
Description
Fuel Lockoff Solenoid (Remote Location) Fuel Lockoff Solenoid (Vaporizer Mounted)
Fuel Lock-off Solenoid: The fuel lock-off solenoid is opened by the compuvalve to allow fuel into the vaporizer. It may be located on the vaporizer (E & F-Series), or it may be remotely located in the engine compartment connected to the fuel inlet line (Super Duty) depending on vehicle model and year (the fuel lock-off solenoid can be serviced separately from the vaporizer). Gasoline Fuel Pump: While running on propane, the gasoline fuel pump is shut off to prevent pump damage. The compuvalve does this by energizing a fuel pump cutoff relay. PCM: In the propane operating mode, the compuvalve sends control and data signals (via the VCL on 1999 MY vehicles) to the PCM. The PCM uses these input signals to determine vehicle operating strategy for systems not controlled by the compuvalve (transmission, EGR, etc.). Spark Advance: The compuvalve transmits a signal to the PCM to advance engine timing during LPG operation above PCM calculated advance (e.g. added to base timing). Timing may be advanced 0 to 15 degrees, depending on vehicle operating conditions. Malfunction Indicator Light (MIL): If there is a fault during propane operation, the compuvalve (VCL on 1999 MY vehicles) activates the MIL. This does not supersede or replace signals to the light from the PCM. Gasoline Fuel Injectors: During propane operation, the VCL/compuvalve signals the PCM to shut off the gasoline fuel injectors.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS Description and Operation of Outputs (continued)
DAY ONE
Art 3A-19
Super Duty Relay Location
Item
1 2 3
Description
Fuel Selector Solenoid Relay Fuel Tank Relay Fuel Lockoff Solenoid Relay
LPG Bi-Fuel vehicles have between 1 and 3 additional relays (depending on vehicle and configuration) in their wiring systems. The fuel lock-off solenoid relay which allows the driver selector switch to activate (open) or deactivate (close) the fuel lock-off solenoid. This relay is found on all LPG bi-fuel vehicles. The electric fuel shut-off valve relay (Fuel Tank Relay) is found only on Super Duty vehicles. This relay allows the compuvalve to open and close the fuel shut-off valve located on the LPG fuel tank(s). The fuel selector solenoid relay is found on Super Duty vehicles that have multiple fuel tanks. This relay allows the driver to select the fuel tank (using the selector switch) that is to be used. Once the fuel tank is selected the relay uses battery voltage to correctly position the fuel selector solenoid.
3A - 30
March, 2002
DAY ONE Bi-Fuel Relay Module
Bi-Fuel Relay Module

Item 1 2 Description Fuse and Relay Module 10 Amp Fuse Item 3 4 Description Fuse Caps 3 Amp Fuse
COMPONENT FUNCTION Contains the fuses and relays for the LPG system. COMPONENT LOCATION Right side of engine compartment. DESCRIPTION AND OPERATION The bi-fuel relay module contains:
Power Relay for Compuvalve. Gasoline Fuel Pump/ Fuel Shut-off Solenoid Relay. Battery Power Fuse (3 amp). Ignition Switched Battery Power Fuse (10 amp).
Operation is as follows:
Fuses may be replaced individually. Relays are hardwired into the module. In the event that a relay requires replacement, the entire module must be replaced.
POSSIBLE SYMPTOMS If the bi-fuel relay module fuses are reversed, vehicle will only idle in LPG mode. Once an attempt is made to drive the vehicle, the fuse will blow and the vehicle will either stall or switch over to gasoline (no DTC will set). May cause the vehicle to operate only on only LPG or only on Gasoline.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Wiring Connectors
DAY ONE
2 3
5 4
Art 3A-21
LPG Wiring Diagram View Compared to Actual Connectors

Item 1 2 3 Description Fuse and Relay Module Wiring Diagram Fuse and Relay Module C4019 (labeled J19) Item 4 5 6 Description C4016 (labeled J16) C4026 (labeled J26) C4035 (labeled P35)
The wiring connectors for the LPG fuel system are unique. These connectors are labeled and will begin with either the letter J or P followed by the GFI connector number. Beginning in 1999 Ford service publications have converted these connectors by adding 4000 to each connector. For example, the connector labeled J-37 on the vehicle will be labeled C4037 in the Ford service publications. Any connector in a Ford wiring diagram that has a 4000 series number is a GFI connector. Furthermore, Ford service publications label the individual connector pins with numbers, while the connector shell will be stamped with letters to designate the connector pins.
DAY ONE
LPG Wiring Connectors (continued)
1 4 2
Bi-Fuel Electrical System Intercept
Item 1 2
Description Fuel Pump Connector Midship Fuel Tank
Item 3 4
Description Vehicle Wiring Harness Intercept Connectors
The LPG fuel system wiring connectors are of weatherpack design and require unique special tools for disassembly and repair. The alternative fuel system wiring is connected to the base vehicle wiring system using Intercepts and Taps. An Intercept is made by cutting a signal path so that the source and load are routed independently to the Alternative Fuel System.
An Intercept is made when the Alternative Fuel System must completely disable a device (e.g. fuel
pump) or drive a device independently of the vehicles normal method (e.g. fuel gauge) during alternative fuel mode.
When the vehicle is operating in the gasoline mode, the original connections are restored. An Intercept is usually implemented by disconnecting a pair of connectors in the vehicles harness
system and joining them to a matching pair of connectors included in the Alternative Fuel System.
The signals of interest are routed to the Alternative Fuel System, while any remaining signals are
routed directly between the new connectors.
Examples of Intercepts are: Fuel Pump Power. Fuel Gauge. Instrument Cluster Power.
LESSON 3A: LPG BI-FUEL COMPONENTS AND SYSTEMS LPG Wiring Connectors (continued)
DAY ONE
A Tap is made by splicing a wire to a signal in the vehicle allowing the original connectors to remain in place. With a Tap, the signal stays connected to the vehicle in all modes of operation. The Alternative Fuel System can read the signal (e.g. a sensor) and modify it if necessary (e.g. a bidirectional data bus). A Tap is usually implemented by pulling a wire out of a connector and joining it to an Alternative Fuel System wiring harness by inserting a wire from the harness into the connector. The harnesses are designed to provide matching wire colors the Tapped connections. Examples of Taps are: Tach or Crank Position Sensor (2 wires) MIL Bus+ and Bus Left Front HEGO Right Front HEGO Throttle Position Sensor Signal Return Switched Battery (Hot, Start, and Run) Battery
3A - 34
March, 2002
DAY ONE
ACTIVITY 3A
ACTIVITY 3A
OBJECTIVES Upon completion of this activity the students will demonstrate their skill and knowledge of:
LPG Bi-fuel vehicle component function. LPG Bi-fuel vehicle component location. LPG Bi-fuel vehicle component operation. LPG Electrical connector location. Interpretation of wiring schematics.
CONTENTS Activity 3A Worksheet E Worksheet F Worksheet G Worksheet H
March, 2002
3A - 35
ACTIVITY 3A
DAY ONE
ACTIVITY 3A - WORKSHEET E (Hands-on)

BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET
Directions: Go to the classroom vehicle. Perform the tasks and answer the questions below. 1. Below is a list of wiring connectors. Your instructor has tagged each of these connectors with a letter/number. Note the letter/number on the tag next to the appropriate connector. Do not write in the notes column.
Tag Connector 1999-2001 Connector 2002
NOTES
C 4013 C 4014 C 4208 C 4209 C 4008 C 4035 C 4025 C 4302
C 1297 C 1280 NA NA NA C 410 C 1299 C 4131
C4004/5/6- C2193A/B/7 /C/D C 4036 C 4026 C 4037 C 4019 C 4200 G4001 C 421 C 495 C 422 C 4001 C 423 G4001
2. What is the connector number and color of the power feed to the compuvalve? 3. What is the location of G4001?
END OF WORKSHEET
DAY ONE
ACTIVITY 3A
ACTIVITY 3A - WORKSHEET F (Hands-on)

Directions: The following are descriptions of component functions. The components that perform these functions have been tagged by your instructor with letters/numbers. Read the function description provided, then locate the component that performs that function and note the letter/number in the space provided. NOTE: Some components listed may not be present on the vehicle upon which you are working. Ask your instructor for any detailed information you may require TAG COMPONENT NAME DESCRIPTION
Prevents or allows fuel flow into the vaporizer. Vaporizes LPG fuel going into the engine. Indicates if the vehicle is operating on LPG or gasoline. Uses preprogrammed strategies to control operation of LPG fuel system, then meters fuel flow going into the engine. Allows fuel to be shut off at the fuel tank for vehicle service or in an emergency. Carries pressurized liquid fuel from the fuel tank to the various components of the fuel system. Enables the vehicle to receive fuel. Facilitates communication between the compuvalve and the PCM to control operation of the LPG/CNG fuel system (1999 MY). Interrupts fuel flow in the event of an accident. Dampens vacuum being received by the MAP to prevent driveability concerns. Reduces fuel pressure from 3000 or 3600 psi. Allows fuel to be shut off between the fuel tanks and the rest of the CNG fuel system. It is used during some vehicle service and diagnostic procedures.
Carries high pressure fuel between the fuel tanks and the regulator. Removes liquid and particulate contamination from the CNG.
March, 2002
3A - 37
ACTIVITY 3A
DAY ONE
ACTIVITY 3A - WORKSHEET G (Written)

LPG BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET
Directions: Using the information you have learned and your Student Reference Guide, answer the following questions. 1. Below what ECT/CHT temperature will an LPG bi-fuel vehicle always start in the gasoline mode, regardless of the position of the driver selector switch ? PAGE # ______ 2. What is the LPG fuel capacity of the aft fuel tank on a Super-Duty bi-fuel vehicle ? PAGE # ______ 3. If the fuel shut-off valve is opened too quickly, what might occur and why? PAGE # ______ 4. Whenever low pressure fuel line fittings are disconnected, what component must always be replaced with a new one? PAGE # ______ 5. If an engine coolant leak appears on a bi-fuel vehicle, what LPG-dedicated components should be inspected along with the conventional cooling system components? PAGE # ______ 6. What part of an LPG fuel fill valve should be serviced periodically? PAGE # ______ 7. What action should you take to try and correct an LPG bi-fuel vehicle whose fuel gauge always indicates empty? PAGE # ______ 8. What are the possible symptoms that will occur if a vaporizer is not completely vaporizing the fuel? PAGE # ______ 9. Where is the electric fuel lock-off solenoid located on a Super-Duty Truck? PAGE # ______

DAY ONE
ACTIVITY 3A
ACTIVITY 3A - WORKSHEET G
LPG BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET (continued)
10. What information does the fuel tank sender signal provide? PAGE # ______ 11. What engine coolant temperature will cause the cold start heater to activate? PAGE # ______ 12. What valve should always be open when refueling a LPG vehicle? PAGE # ______ 13. Above what pressure will the LPG tank relief valve open? PAGE # ______ 14. What will occur if the electric fuel lock-off solenoid is installed backwards? PAGE # ______ 15. How often must the propane fuel system be visually inspected? PAGE # ______
END OF WORKSHEET
March, 2002
3A - 39
ACTIVITY 3A
DAY ONE
ACTIVITY 3A - WORKSHEET H (Written)

1. Match the following components on the left with the correct description on the right. A. The compuvalve uses this signal to adjust the injector combination according to supply pressure. PAGE # ______ B. Uses preprogrammed strategies to control operation of the alternative fuel system, then meters fuel flow going into the engine. PAGE # ______ C. Provides the compuvalve with density altitude information. PAGE # ______ D. This device may be tested by verifying that the output voltage swings between 0.2 and 0.9 volts at least once per second, with a warm engine at 2000 rpm. PAGE # ______ E. Is hardwired to the compuvalve and sends signals that are used to determine engine load and correct air/fuel mixture. PAGE # ______ F. Contains the gasoline fuel pump/fuel shut-off relay. PAGE # ______ G. Pulse-width modulated devices that provide idle and fuel trimming fuel flow. PAGE # ______ H. This signal provides the compuvalve with fuel density information. PAGE # ______ I. Monitors engine operating state and converts pressure into a voltage signal that can be used by the compuvalve. PAGE # ______ This line must remain Hot during vehicle cranking. PAGE # ______
Throttle Position (TP) Sensor Engine Fuel Temperature Bank 1 (FRTMPAB) Fuse and Relay Module Manifold Absolute Pressure (MAP) Fuel Absolute Pressure (FRPREAB)
BARO Ignition Switched Battery Power (SW B+) Compuvalve Low Flow Injectors Heated Oxygen Sensor
J.

DAY ONE
ACTIVITY 3A
ACTIVITY 3A - WORKSHEET H (Written)

BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET (continued)
2. When the dash light is illuminated on a bi-fuel vehicle, what does it indicate? PAGE # ______ 3. Where are the fuel injector sleeves located? PAGE # ______ 4. When the dash light is flashing irregularly on a bi-fuel vehicle, what does it indicate? PAGE # ______ 5. What is an input device? PAGE # ______ 6. What is an output device? PAGE # ______ 7. What is the primary function of the VCL?
PAGE # ______
END OF WORKSHEET
March, 2002
3A - 41
ACTIVITY 3A NOTES
DAY ONE
3A - 42
March, 2002
DAY ONE
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS
LESSON 3B: CNG BI-FUEL COMPONENTS AND SYSTEMS

OBJECTIVES
CONTENTS
CNG Fuel System Components CNG Control Modules and Input/Output Devices
Describe CNG bi-fuel vehicle component function. Identify CNG bi-fuel vehicle component location. Explain CNG bi-fuel vehicle component operation. Describe possible symptoms of CNG bifuel vehicle component concerns. Identify CNG bi-fuel vehicle inputs and outputs. Explain CNG bi-fuel vehicle control modules. Describe CNG bi-fuel vehicle operating strategies.
March, 2002
3B - 1
DAY ONE
CNG FUEL SYSTEM COMPONENTS

The CNG fuel system components on 1999 - 2002 Model Year (MY) CNG Bi-fuel vehicles are very similar. However, as with most vehicle systems, changes have been made to improve performance and serviceability. This lesson will describe the CNG fuel system components, their location, and operation. It will also describe changes to these components and unique characteristics for specific vehicles and model years. The lesson will also contain a description of how these components operate within the vehicle CNG fuel system, and the control system that enables the system to operate efficiently.
3B - 2
March, 2002
DAY ONE CNG Fuel Fill Valve
Art 3B-1
CNG Fill Valve

Item 1 Description CNG Fill Valve Item 2 Description Pressure Stamp (P36=3600 psi. valve, P30=3000 psi. valve)
COMPONENT FUNCTION Enables vehicle to receive CNG fuel. COMPONENT LOCATION F-Series - The remote fill valve is located in front fuel fill opening of the pickup box. Contour - The remote fill valve is located in the fill opening on the left rear quarter panel. E-Series - Beneath a widened filler door alongside the gasoline fill port. DESCRIPTION AND OPERATION 1999 - 2002 E & F Series allows a maximum of 3600 psi of CNG to be received into the CNG fuel tank. 1999 - 2000 MY has a manual back flow valve that will allow tank venting (special service tools required). 1999 Contour fill valve allows a maximum of 3000 psi of CNG to be received into the CNG fuel tank. 3600 psi fill valves will allow refueling at 3000 psi pump. 3000 psi fill valve equipped vehicles cannot be refueled at 3600 psi pumps. This is because 3600 psi fill valves have slightly larger fittings. This fitting difference is so slight it is not visually detectable. Refer to pressure rating stamp on fill valve fitting (P30=3000 psi valve, P36=3600 psi valve) POSSIBLE SYMPTOMS Valve fails to completely close after refueling causing leakage (often the result of drivers failing to replace the valve dust cover after refueling).
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Fuel Tanks
DAY ONE
Art 3B-2
CNG Fuel Tank (NGV1 Type in F150) COMPONENT FUNCTION To store pressurized CNG fuel. COMPONENT LOCATION F-Series - At front of truck bed near passenger compartment. Contour - In the trunk of the vehicle. E-Series Behind rear axle under vehicle. DESCRIPTION AND OPERATION The tank used for natural gas is designed and manufactured to meet NGV 2 requirements . NGV2-1 CNG tanks are made of high strength steel. NGV 2-2 CNG tanks consist of a metal liner reinforced with resin impregnated continuous filament. CONTOUR tanks are rated for use at 3000 psi. E & F-SERIES tanks are rated at 3600 psi (1999 - 2002). POSSIBLE SYMPTOMS Fuel leaks caused by impact damage. Unreadable build date tag (requires tank replacement).
3B - 4
March, 2002
DAY ONE
Solenoid Tank Valve - E & F-Series
2 3
Art 3B-3
Solenoid Tank Valve - F-Series

Item 1 2 Description Solenoid Tank Valve Fuel Line Item 3 4 Description Fuel Tank Temperature Sensor CNG Fuel Tank
COMPONENT FUNCTION Prevents or allows fuel flow from the fuel tank. COMPONENT LOCATION Fitted into the fuel tank assembly. DESCRIPTION AND OPERATION The solenoid tank valve is an electrically actuated valve that prevents fuel flow from the fuel tank when the ignition is off. When the ignition is turned on, and the selector switch is in the CNG position, the solenoid receives voltage and is actuated. When this occurs, fuel is allowed to flow to the other components of the fuel system. The valve has a manual lock down feature. Refer to the service manual for specific operation of the manual lock down feature. In the event of a stuck valve, the valve has a manual override feature that can be activated with a special tool. However, use of the manual override damages the valve requiring it to be replaced.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Solenoid Tank Valve - E & F-Series (continued)
DAY ONE
1 5 2
4
Solenoid Tank Valve (Front and Rear Views)
Item 1 2 3 Description Rear of Solenoid Tank Valve Pressure Relief Device (PRD) Electro-Mechanical Solenoid
3
Art 3B-4
Item 4 5
Description Front of Solenoid Tank Valve Manual Lock Down
DESCRIPTION AND OPERATION (continued) WARNING: THIS VALVE SHOULD BE MANUALLY LOCKED DOWN ONLY FOR SERVICE PROCEDURES DESCRIBED IN THE WORKSHOP MANUAL. IF THE MANUAL OVERRIDE FEATURE MUST BE USED, THE COMPLETE VALVE MUST BE REPLACED. The solenoid tank valves on E & FSeries bi-fuel vehicles are the same as those used on Ford Dedicated CNG vehicles. E & FSeries vehicles have a Pressure Relief Device (PRD) integrated into their solenoid valves. The PRD is a metal-alloy insert that will melt if the tank is exposed to temperatures in excess of 100 C (212 F). This will allow the pressure inside the tank to be relieved, in the event that the tank is exposed to a fire condition. POSSIBLE SYMPTOMS Stuck open - unable to relieve pressure in fuel system during vehicle service. Stuck closed - Fuel unable to move from fuel tank into fuel system.
3B - 6
March, 2002
DAY ONE
Solenoid Tank Valve - Contour
5 4
2 3
Contour Solenoid Tank Valve
Item 1 2 3 Description Housing Face O-ring C ap Item 4 5 Spindle Indicator Groove Description
1
Art 3B-5
COMPONENT FUNCTION Prevents or allows fuel flow from the fuel tank. COMPONENT LOCATION Fitted into the fuel tank assembly. DESCRIPTION AND OPERATION The solenoid tank valve is a GFI built electrically actuated valve that prevents fuel flow from the fuel tank when the ignition is off. When the ignition is turned on, and the selector switch is in the CNG position, the solenoid receives voltage and is actuated. When this occurs, fuel is allowed to flow to the other components of the fuel system. The valve has a manual bypass feature for fuel tank venting.
WARNING: THE SOLENOID TANK VALVE MANUAL BYPASS IS FOR SERVICE ONLY AND IS NOT TO BE USED FOR VEHICLE STORAGE OR DURING NORMAL VEHICLE OPERATION. ENSURE THE VALVE IS ALWAYS RETURNED TO THE NORMAL OPERATING POSITION.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Solenoid Tank Valve - Contour (continued)
DESCRIPTION AND OPERATION (continued)
DAY ONE
The manual bypass can be used to open and/or close the solenoid tank valve without electrical operation and is designed for use during service procedures only. 1. Disconnect the battery and electrical connector J/P120 to the solenoid tank valve. 2. Remove the bypass cap and o-ring. Normal Operation: Use a 3/32" Allen key (on a spindle without an indicator groove) and turn the spindle counterclockwise three full turns. Use a 1/8" Allen key (on a spindle with an indicator groove and turn the spindle counter clockwise until the spindle indicator groove is in line with the spindle housing face. To Manually Close Valve; Use a 3/32" Allen key (on a spindle without an indicator groove) or a 1/8" Allen key (on a spindle with an indicator groove) and turn the spindle clockwise until flush with the spindle housing face. Then torque to 35 lb-in. To Manually Open Valve; Return valve to its normal solenoid operating position, use a 3/32" Allen key (on a spindle without an indicating groove) or a 1/8" Allen key on a spindle with an indicator groove) and turn the spindle counter clockwise until the spindle is fully extended out (approximately .3" from the spindle housing face. Then torque to 35 lb-in. Reinstall cap and o-ring, connect electrical connector J/P120 and battery.
3B - 8
March, 2002
DAY ONE
Solenoid Tank Valve Contour (continued)
Art 3B-6
CNG PRD
Item 1 Description Pressure Relief Device (PRD) Item 2 Description Solenoid Tank Valve
In the event service procedures are required that call for disconnecting the fuel line, or in the event of a stuck valve, the valve can be closed or opened using a 1/8" Allen key to turn the spindle. Refer to the workshop manual for specific operation of the manual bypass feature.
WARNING: THIS VALVE SHOULD BE MANUALLY CLOSED ONLY FOR SERVICE PROCEDURES DESCRIBED IN THE WORKSHOP MANUAL. NEVER OPERATE THE VEHICLE, OR LEAVE IT PARKED FOR ANY LENGTH OF TIME, WITH THE VALVE IN THE MANUALLY CLOSED POSITION.
The CNG Contour has a Pressure Relief Device (PRD) attached to its solenoid tank valve. The PRD is a metal-alloy insert that will melt if the regulator is exposed to temperatures in excess of 100 C (212 F). This will allow the pressure inside the tank to be relieved in the event that the regulator is exposed to a fire condition. POSSIBLE SYMPTOMS Stuck open - unable to relieve pressure in fuel system. Stuck closed - fuel unable to move from fuel tank into fuel system.
March, 2002
3B - 9
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Fuel Lines - E & F Series
DAY ONE
4 3
Art 3B-7
E & F Series CNG Fuel Lines

Item 1 2 Description High Pressure Fuel Line Copper Washer Item 3 4 Description Low Pressure Fuel Line Copper Washer
COMPONENT LOCATION Fuel lines run from the fill to the fuel tanks and to the other components of the CNG system. COMPONENT FUNCTION High pressure fuel lines carry high pressure CNG from the fuel tank to the pressure regulator. Low pressure fuel lines carry lower pressure CNG from the pressure regulator to the compuvalve, and then to the fuel rails.
3B - 10
March, 2002
DAY ONE
Fuel Lines - E & F Series (continued)

DESCRIPTION AND OPERATION Fuel passes from the fuel tank along high pressure fuel lines to the pressure regulator. High pressure fuel lines are stainless steel with o-ring sealed fittings and/or gyrolok fittings. They are burst rated at 22,500 psi. From the pressure regulator, lower pressure fuel moves to the compuvalve and then to the fuel rails through flex lines that are designed specifically to handle CNG. These low pressure lines are sealed using copper washers. The fuel lines meet all United States and Canadian safety specifications.
WARNING: NEVER USE AFTERMARKET REPLACEMENT FUEL LINES. USE ONLY ORIGINAL EQUIPMENT REPLACEMENT LINE ASSEMBLIES. FORD FUEL LINES ARE DESIGNED TO MEET VEHICLE SAFETY REQUIREMENTS. AFTERMARKET FUEL LINES OR HOSES MAY NOT COMPLY WITH THIS DESIGN. FAILURE TO COMPLY COULD RESULT IN FIRE OR EXPLOSION. ALWAYS REPLACE COPPER WASHERS ON VAPOR FUEL LINES IF THEIR FITTINGS ARE LOOSENED OR DISCONNECTED
March, 2002
3B - 11
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Fuel Lines - Contour
DAY ONE
Art 3B-8
Contour Fuel Line COMPONENT LOCATION Fuel lines run from the fill to the fuel tanks and to the other components of the CNG fuel system. COMPONENT FUNCTION Carries pressurized fuel from the fuel tank to the various components of the CNG fuel system. DESCRIPTION AND OPERATION Fuel lines transport pressurized fuel from the CNG fuel tank to the fuel vaporization and metering components. The CNG metal fuel lines are stainless steel with gyrolok fittings. The lines are burst rated at 22,500 psi. The fuel lines meet all United-States and Canadian safety specifications
WARNING: NEVER USE AFTERMARKET REPLACEMENT FUEL LINES. USE ONLY ORIGINAL EQUIPMENT REPLACEMENT LINE ASSEMBLIES. FORD FUEL LINES ARE DESIGNED TO MEET VEHICLE SAFETY REQUIREMENTS. AFTERMARKET FUEL LINES MAY NOT COMPLY WITH THIS DESIGN. FAILURE TO COMPLY COULD RESULT IN FIRE OR EXPLOSION.
3B - 12
March, 2002
DAY ONE Fuel Line Check Valve
1 2
Art 3B-9
Contour One-Way Check Valve

Item 1 Description Contour One-Way Check Valve Item 2 Description Solenoid Tank Valve
COMPONENT FUNCTION Prevents fuel-back flow through the fuel fill valve. COMPONENT LOCATION Located in-line between the fuel fill valve and the fuel tanks. DESCRIPTION AND OPERATION The fuel line check valve is connected in-line between the fuel tanks and the fuel fill valve. If fuel attempts to move from the tank to the fuel fill valve the check valve seats, cutting off fuel flow. POSSIBLE SYMPTOMS Leakage due to damage or incorrect installation. Stuck Open - fuel may move to fuel fill valve allowing possible leak. Stuck Closed - unable to refuel vehicle.
March, 2002
3B - 13
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Quarter Turn Valve - Contour 2
DAY ONE
Quarter-turn Valve (Open and Closed Position)

Item 1 Description Quarter-Turn Valve (Closed Position) Item 2 Description Quarter-Turn Valve (Open Position)
COMPONENT FUNCTION Isolates the fuel tanks and solenoid tank valves from the rest of CNG fuel system. COMPONENT LOCATION Bottom of vehicle below passenger seat. DESCRIPTION AND OPERATION The quarter turn valve isolates the fuel tanks from the rest of the fuel system. It is used during some service and diagnostic procedures. When the valve handle is parallel to the fuel line the valve is open and will allow natural gas to flow to the fuel system. When the valve handle is at a right angle to the fuel line the valve is closed, preventing natural gas flow to the fuel system. POSSIBLE SYMPTOMS Leakage due to damage or incorrect installation. Incorrect valve position will prevent fuel from flowing through fuel system.
3B - 14
March, 2002
DAY ONE Fuel Filters
Art 3B-11
CNG Fuel Filters

Item 1 2 Description Coalescent Filter Pressure Regulator Filter Item 3 Description Fill Valve Filter
COMPONENT FUNCTION Removes liquid and particulate contaminates from the CNG fuel system. COMPONENT LOCATION Particulate Filter Contour - At the inlet of the high pressure regulator. Coalescent Filter Contour - Near the bulkhead at rear of engine compartment. Coalescent Filter E&F Series On frame rail near unleaded gasoline tank.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Fuel Filters (continued)
DESCRIPTION AND OPERATION
DAY ONE
The coalescent filter removes particles and moisture from the fuel before it reaches the regulator. Any small particles that are missed by the coalescent filter will be trapped by regulator filter. Both filters have regular replacement intervals, refer to maintenance chart. The coalescent filter also has a regular draining interval to remove liquid. E and F Series bi-fuel vehicles also have a screen mesh filter that is housed in the rear of the fuel fill valve to help remove particulate contamination. POSSIBLE SYMPTOMS Plugged filter(s) will result in no start/no run condition. Partial plugged filter(s) may result in rough engine operation on CNG.
3B - 16
March, 2002
DAY ONE High Pressure Regulator
3 2
Art 3B-12
High Pressure Regulator

Item 1 2 3 Description Fuel Inlet (from Coalescent Filter) Engine Coolant Lines Fuel Tank Pressure (FTP) Sensor Item 4 5 Description Pressure Relief Discharge Vent Fuel Outlet (to Compuvalve)
COMPONENT FUNCTION Delivers CNG at nominal pressure for metering by compuvalve. COMPONENT LOCATION Contour; Left center rear of engine compartment. F-Series; Right front top of engine. E-Series; Rear of engine compartment. DESCRIPTION AND OPERATION CNG is delivered to the regulator at fuel system pressure. The single-stage regulator reduces fuel pressure to a nominal 100 psi. Engine coolant is circulated through the regulator to prevent icing that may be caused when the fuel pressure is reduced. The regulated fuel then moves to the compuvalve for metering and distribution.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS High Pressure Regulator (continued)
POSSIBLE SYMPTOMS Possible engine coolant leak point. Damaged o-ring may result in CNG leak. Damaged regulator mechanism may result in a rough run/no run condition.
DAY ONE
3B - 18
March, 2002
DAY ONE Compuvalve
2
CNG Compuvalve
Item 1 Description High Flow Injectors (5 injectors on CNG) Item 2 Description Low Flow Injectors
Art 3B-13
COMPONENT FUNCTION (AS METERING VALVE) Uses preprogrammed strategies to control operation of CNG fuel system. Then meters fuel flow going into the engine. COMPONENT LOCATION E & F Series - Top RH side of engine. Contour - Under rear of engine. DESCRIPTION AND OPERATION The compuvalve utilizes two types of injectors to accurately meter fuel being sent to the injectors. The metal cased high flow injectors are ON/OFF devices that provide high volumes of fuel when required during cruise and acceleration. The plastic cased low flow injectors are pulse width modulated (PWM) and provide idle and trimming fuel flow. The high flow fuel injector orifice sizes and cubic foot per hour (CFH) flow maximum rates are: # 1 - 0.030 / 105 CFH # 2 - 0.042 / 210 CFH # 3 - 0.059 / 420 CFH # 4 - 0.082 / 840 CFH # 5 - 0.120 / 1360 CFH
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Compuvalve (continued)
DAY ONE
9 8
Example of Compuvalve Operation
Item 1 2 3 Description High Flow Injector #1 (providing 105 CFH of CNG) High Flow Injector #2 (providing 210 CFH of CNG) High Flow Injector #3 (providing 420 CFH of CNG) Item 4 5 6 Description High Flow Injector # 4 (providing 840 CFH of CNG) High Flow Injector # 5 (providing 1360 CFH of CNG) Fuel Inlet Item 7 8 9 Description Low Flow Injector (Providing 22.5 CFH of CNG) Low Flow Injector (Providing 22.5 CFH of CNG) Fuel Injector Sleeves
6 7
Art 3B-14
The following is an example of how the injectors in the compuvalve combine to meter the correct amount of fuel during vehicle operation. Assume that the vehicle is operating in a situation that requires 2980 CFH of CNG. The compuvalve may turn on a combination of the following high flow injectors:
#5 providing 1360 CFH #4 providing 840 CFH #3 providing 420 CFH #2 providing 210 CFH #1 providing 105 CFH
This combination of injectors would provide 2935 CFH of CNG. The low flow injectors (which are PWM controlled) would provide the other 45 CFH by pulsing on and off to allow the addition of fuel into the injector sleeves.
3B - 20
March, 2002
DAY ONE Compuvalve (continued)
POSSIBLE SYMPTOMS (Fuel Metering Operation Only) Rough running caused by the use of contaminated fuel which can result in blocked or clogged injectors. Incorrect fuel metering which can result in rich or lean fuel mixture.
March, 2002
3B - 21
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Fuel Rails and Injector Sleeves
DAY ONE
Item
1 2 3
Description
Fuel Rails (vapor deli very) Intake Manifold Gasoline Injector
Item
4 5 O-rings
Description
Injector Sleeve
COMPONENT FUNCTION Introduces fuel into combustion chamber. COMPONENT LOCATION Fuel rails - top left and right side of engine next to intake manifold. Injector sleeves - top of engine beneath gasoline fuel injectors. DESCRIPTION AND OPERATION The intake manifold is connected to the compuvalve through the fuel rail and injector sleeve. The compuvalve distributes pressurized CNG gas to the engine cylinders by sending metered fuel through the fuel rails to the injector sleeves. This fuel is delivered to the intake manifold and when the intake valve opens is drawn into the combustion chamber during the engine intake stroke. The injector sleeve can be made out of either plastic or brass depending on vehicle model and MY.
3B - 22
March, 2002
DAY ONE
Fuel Rails and Injector Sleeves (continued)

POSSIBLE SYMPTOMS Fuel leakage caused by damaged o-rings. Fuel leakage caused by installation of incorrect replacement injector sleeves (there are 2 different size brass and 1 size plastic injector sleeves). The vehicle should be operated on gasoline for at least 1 tank every 60 days. Failure to do so may cause the gasoline fuel injectors to clog. Injector sleeve o-ring deterioration on high-mileage vehicles has been known to cause vacuum leaks and rough engine operation.
March, 2002
3B - 23
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Multipoint Manifold Assembly - Contour
DAY ONE
2
Art 3B-16
Contour Multipoint Manifold

Item 1 Description Multipoint Intake Manifold Item 2 Fuel Inlet Description
COMPONENT FUNCTION Introduces fuel into the combustion chamber. COMPONENT LOCATION Top center of engine. DESCRIPTION AND OPERATION The compuvalve connects to a fuel supply block that in turn is connected to individual fuel supply tubes. There is one tube for each cylinder. Each fuel supply tube runs to an orifice that is built into the intake manifold. Fuel passes through the orifice into the intake manifold and is drawn into the engine cylinder when the intake valve opens. POSSIBLE SYMPTOMS Vacuum leaks could cause rough engine operation.
3B - 24
March, 2002
DAY ONE
CNG FUEL SYSTEM CONTROL MODULES AND INPUT/OUTPUT DEVICES

The advent of the microprocessor has revolutionized automotive control systems. The average control module used on a Ford vehicle today is more powerful than the on-board computer used on the Apollo missions that successfully landed men on the moon. As with the powertrain control module (PCM), which controls base vehicle operations, bi-fuel vehicles have control module(s) that are dedicated to CNG fuel system control. All control modules use input devices to monitor vehicle operating conditions. The signals received by these devices determine the modules operating strategy. It then modifies vehicle operation by sending control signals to vehicle output devices. The following is a description of these modules and input/output devices.
March, 2002
3B - 25
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Vehicle Communication Link (VCL) - 1999 Bi-Fuel Vehicles
DAY ONE
Art 3B-17
Vehicle Communication Link
Item 1
Description Vehicle Communication Link
COMPONENT FUNCTION Facilitates communication between the compuvalve and the PCM to control operation of CNG fuel system. COMPONENT LOCATION E & F - Series - RH side of passenger compartment beneath kick panel. Contour - Front of center console. DESCRIPTION AND OPERATION The VCL allows communication between the compuvalve and the PCM. When the key is turned ON, the VCL tells the PCM which operating mode has been selected by the driver (gasoline or CNG). All information passed between the compuvalve and the PCM is sent via the VCL. This allows engine operating information to be shared between the VCL, the compuvalve, and the PCM in order to facilitate diagnostics. The VCL is a separate component on 1999 CNG bi-fuel vehicles. It is integrated into the compuvalve on 2000 MY and later CNG bi-fuel vehicles.
3B - 26
March, 2002
DAY ONE
Compuvalve (as Control Module)
1 2 3
Art 3B-17
Compuvalve Control Module

Item 1 2 Description Compuvalve (end view) Compuvalve Control Module Item 3 Description Electrical Connector Receptacle
COMPONENT FUNCTION (AS CONTROL MODULE) Uses preprogrammed strategies to control operation of CNG fuel system. Then meters fuel flow going into the engine. Beginning in the 2000 MY the VCL is incorporated into the compuvalve. COMPONENT LOCATION E & F Series -Top RH side of engine. Contour - Rear of engine near bulkhead. DESCRIPTION AND OPERATION The compuvalve is a unique combination of a metering valve and control module. The compuvalve monitors vehicle input sensor information provided to it from the PCM via the VCL. The compuvalve then uses this information to meter CNG fuel and suggest spark advance to the PCM. The PCM looks at the compuvalve recommendation, as well as data from other inputs, then advances the engine spark timing as needed for best operation on CNG. By optimizing fuel requirements and fuel ignition, the compuvalve provides the best operation during closed loop CNG operation. Beginning in the 2000 MY the compuvalve has an integrated VCL. This eliminates the need for a separate control module to interpret data between the PCM and compuvalve.
March, 2002
3B - 27
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Compuvalve (as Control Module) (continued)
POSSIBLE SYMPTOMS Failure to run on either or both CNG or Gasoline. Rough running or hard starting on CNG.
DAY ONE
Numerous other symptoms may occur due to incorrect compuvalve operation as a control module. Refer to vehicle service publications for diagnosis and testing.
3B - 28
March, 2002
DAY ONE
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Inputs and Outputs - Bi-Fuel Vehicles (CNG Operation Only)
INPUTS
ECT/CHT VSS IAT EGR Compuvalve
xxxxxxx
xxxxxxxxxxxxxxxxxxxxxxxxxxxxx
OUTPUTS
Spark Advance
Powertrain Control Module (PCM)
MIL
Gasoline Injectors Signals Sent via J1850 Network Data Bus
Signals Sent via J1850 Network Data Bus
Vehicle Communication Link (VCL)

1999 MY
RPM TPS HO2S11 HO2S21 Dash Switch FRPREAB FRTMPAB MAP B+ SW B+ Gasoline Fuel Gauge Sender BARO FTTMP FTP
Art 3B-18
Circuits G054 and G056 transmit and receive wires (1999 MY) Fuel Selector Light
Compuvalve (2000 MY and Later CNG vehicles have VCL internal to the compuvalve)
Gasoline Fuel Pump
CNG Injectors
Fuel Gauge
HEC Module (1999 MY and Later)
March, 2002
3B - 29
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Description and Operation of Inputs
RPM:
DAY ONE
Engine RPM signals are sent directly to the compuvalve (1999 MY only had RPM signals sent from the crankshaft position (CKP) to the constant tach output (CTO) module. 2000 and later F-150s have RPM signals sent from the CKP to the compuvalve (with integrated CTO module). The compuvalve then uses the RPM signal to determine the best vehicle operating strategy. Throttle Position Sensor (TPS): The TPS is hardwired to the compuvalve. The compuvalve uses the TPS signals to help determine engine load and correct air/fuel mixture. Heated Oxygen Sensors (HO2S1 and HO2S2): Both HO2S are wired to the compuvalve. The compuvalve uses these signals to determine the best fuel mixture for vehicle operating conditions. Fuel Selector Switch: This is a single pole double throw switch mounted on the upper left side of the instrument panel. Positions are GAS and ALT. It receives battery voltage from the compuvalve. If this voltage is not returned to the compuvalve, the vehicle defaults to gasoline operation. Fuel Rail Pressure Sensor (FRPREAB): Located inside the compuvalve, this is a piezo-resistive pressure transducer that converts pressure into a voltage signal. The compuvalve then uses this signal to adjust the injector combination according to supply pressure. The FAP can be seen using the fuel pressure sensor (FRPREAB) PID of the NGS. Engine Fuel Temperature Bank 1 (FRTMPAB): Located inside the compuvalve, this is a thermistor that modifies a reference voltage signal (5 volts). This signal provides the compuvalve with fuel density information. Fuel Tank Pressure (FTP) Signal: This signal is received from the fuel tank pressure (FTP) sensor (which is located in the high pressure regulator). It provides the compuvalve with CNG fuel level information. The compuvalve then sends CNG fuel level information to the gasoline fuel gauge when the vehicle is operating on CNG (99 MY E-Series via the dash reset relay) (99 MY and later F-Series via the J1850 network on circuits 914 and 915 to the HEC module). Fuel Tank Temperature (FTTMP) Signal: This signal is received from the fuel tank temperature sensor. It provides the compuvalve with CNG fuel tank temperature information. The compuvalve uses this information in determining CNG fuel level. Barometric (BARO) Sensor The BARO sensor provides the compuvalve density altitude data. It also provides a rationality check for the other vehicle sensors.
DAY ONE
Description and Operation of Inputs (continued)
1 2
Art 3B-19
MAP Dampening Tube
Item 1 2 3
Manifold Absolute Pressure (MAP):
Description Throttle Body Base Flange Port MAP Dampening Tube Compuvalve
The MAP sensor is a piezo-resistive sensor located inside the compuvalve. It converts pressure to a voltage signal that can be used by the compuvalve. MAP is used to monitor engine operating state. The MAP dampening tube is critical for correct vehicle operation in CNG. It dampens the vacuum being received by the MAP, preventing the extreme sensitivity of the MAP from causing driveability concerns. Battery Voltage (B+): Unswitched battery voltage is supplied to the CNG fuel system. A minimum of 9 volts is required for the CNG system to function. Ignition Switched Battery Power (SW B+): This is the voltage supplied to the compuvalve through an ignition power tap. This line must remain hot during vehicle cranking. Gasoline Fuel Gauge Sender: The gasoline fuel gauge sender signal is sent to the compuvalve. This signal is then sent to the fuel gauge/HEC module when the vehicle is operated in the gasoline mode.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Description and Operation of Inputs (continued)
Powertrain Control Module (PCM):
DAY ONE
The compuvalve communicates with the PCM via the VCL (1999 MY vehicles) on the J1850 network (VCL is incorporated into the compuvalve on 2000 MY and later bi-fuel vehicles). This allows engine sensor information (IAT, ECT/CHT, VSS, and EGR) to be shared between the modules. The sensors provide the same information (engine temperature, fuel trim, etc.) to the compuvalve as they do for the PCM. The compuvalve uses this information to determine the best operating strategy for the vehicle. At the same time, the PCM also uses this information for control of other powertrain components (transmission, EGR, etc.). Heated Oxygen Sensors (HO2S11 and HO2S21): The HO2S sensors on bi-fuel vehicles work the same way as they do on conventional gasoline vehicles: A voltage swing is output when the sensor is exposed to near stoichiometric air/fuel mixture. If no oxygen is present (system rich), the output is 0.8 to 0.9 volts. If free oxygen is present (system lean) the output is approximately 0.2 volts. The compuvalve monitors this signal to correct for small fueling errors. The Closed Loop Correction Factor (1999 and later CL_COR ) value is comparable to Short-Term Fuel Trim (STFT). A bad sensor may go undetected, as it may produce voltage high enough to trigger the compuvalve or the standard gasoline system. It is recommended that the HO2S be inspected according to the Ford service maintenance schedule. The sensor may be tested by verifying that the output voltage swings from 0.2 volts to 0.9 volts at least once per second, with the engine warm at 2000 rpm.
3B - 32
March, 2002
DAY ONE
CNG Driver Selector Switch
1
Art 3B-20
Typical CNG Driver Selector Switch
Item
1 2 CNG Driver Selector Switch
Description
Control Switch LED (Illuninates when vehicle is operating in CNG Mode)
All bi-fuel vehicles have a driver selector switch mounted on the instrument panel that allows the driver to select whether the vehicle runs on CNG or gasoline.
Note:
1999 - 2002 CNG bi-fuel vehicles default to gasoline operating mode at or below 13 F (-11C). Temperature readings are based on engine coolant temperature (ECT) or cylinder head temperature (CHT) sensor signals received by the compuvalve. Switch allows the driver to select either CNG or gasoline operating mode. The dash light indicates if the vehicle is operating in the CNG or gasoline mode. Notifies the driver if a communication or emissions critical fault has occurred. These functions make the switch and light both an input and output.
COMPONENT FUNCTION
COMPONENT LOCATION Instrument panel left of the steering wheel.
DESCRIPTION AND OPERATION The selector switch is a single pole double throw (SPDT) switch with a self-contained green LED light. The switch is supplied with battery voltage through the compuvalve and returns voltage on either the ALT (CNG) or GAS (gasoline) selector line.
March, 2002 3B - 33
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS CNG Driver Selector Switch (continued)
DESCRIPTION AND OPERATION (continued)
DAY ONE
If battery voltage is not returned on the ALT/FUEL line, the system defaults to gasoline mode. When illuminated, the switch LED indicates that the vehicle is being operated in the propane mode. The switch LED is controlled by the compuvalve, not the position of the switch. This means that even if the switch is in the ALT position, the LED will not illuminate unless the vehicle is actually operating on CNG. Remember, the CNG operating mode is dependent on ECT sensor temperature readings. Bi-fuel vehicles must be started with the driver selector switch in the mode (either ALT or GAS) desired. Changing the position of the driver selector switch after the vehicle is running will not cause the vehicle to change the fuel being used. In order to change the fuel being used the ignition must be placed in the OFF position, then the position of the driver selector switch is changed, then the vehicle can be started using the desired fuel.
SYMPTOMS
If an emissions critical fault occurs in the CNG system, the switch LED will flash at irregular intervals in conjunction with illumination of the malfunction indicator light (MIL) to notify the driver of the condition. If a communication failure has occurred between the compuvalve and the VCL (1999 MY vehicles) the switch LED will flash at regular intervals.
3B - 34
March, 2002
DAY ONE
Description and Operation of Outputs
2
Art 3B-21
Compuvalve
Item 1 Description High Flow Injectors (5 injectors on CNG) Item 2 Description Low Flow Injectors
Compuvalve Injectors: The compuvalve utilizes two types of injectors to accurately meter fuel being sent to the injectors. The metal-cased high flow injectors are on/off devices that provide high volumes of fuel when required during cruise and acceleration. The plastic-cased low flow injectors are pulse width modulated (PWM) and provide idle and trimming fuel flow. Driver Selector Switch Indicator Light: The driver selector switch indicator light is a 12 volt LED, incorporated into the switch and powered when the vehicle is running on CNG. It is controlled by the compuvalve, not the position of the switch. Fuel Gauge: In the CNG mode, the compuvalve intercepts the gasoline fuel gauge signal and substitutes a pulse width modulated signal to the fuel gauge (98 MY) or HEC module (99 & later) to indicate the level of CNG in the fuel tanks. The substitute signal is based on signals from the fuel tank pressure (FTP) sensor.
March, 2002
3B - 35
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS Bi-Fuel Relay Module
DAY ONE
Bi-Fuel Relay Module
Item 1 2
Description Fuse and Relay Module 10 Amp Fuse
Item 3 4
Description Fuse Caps 3 Amp Fuse
COMPONENT FUNCTION Contains the fuses and relays for the CNG system. COMPONENT LOCATION Right side of engine compartment. DESCRIPTION AND OPERATION The bi-fuel relay module contains:
Power Relay for Compuvalve Gasoline Fuel Pump/ Fuel Shut-off Solenoid Relay Battery Power Fuse (3 amp) Ignition Switched Battery Power Fuse (10 amp)
Operation as follows:
Fuses may be replaced individually. Relays are hardwired into the module. In the event that a relay requires replacement, the entire module must be replaced.
POSSIBLE SYMPTOMS If the bi-fuel relay module fuses are reversed, vehicle will only idle in CNG mode. Once an attempt is made to drive the vehicle, the fuse will blow and the vehicle will either stall or switch over to gasoline (no DTC will set). May cause the vehicle to operate only on only CNG or only on Gasoline.
DAY ONE CNG Wiring Connectors
2 3
5 4
CNG Wiring Diagram View Compared to Actual Connectors
Item 1 2 3 Description Fuse and Relay Module Wiring Diagram Fuse and Relay Module C4019 (labeled J19) Item 4 5 6 Description C4016 (labeled J16) C4026 (labeled J26) C4035 (labeled P35)
The wiring connectors for the CNG fuel system are unique. These connectors are labeled and will begin with either the letter J or P followed by the GFI connector number. Beginning in 1999 Ford service publications have converted these connectors by adding 4000 to each connector. For example, the connector labeled J-37 on the vehicle will be labeled C4037 in the Ford service publications. Any connector in a Ford wiring diagram that has a 4000 series number is a GFI connector. Furthermore, Ford service publications label the individual connector pins with numbers, while the connector shell will be stamped with letters to designate the connector pins.
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS CNG Wiring Connectors (continued)
DAY ONE
1 4 2
Bi-Fuel Electrical System Intercept
Item 1 2
Description Fuel Pump Connector Midship Fuel Tank
Item 3 4
Description Vehicle Wiring Harness Intercept Connectors
The CNG fuel system wiring connectors are of weatherpack design and require unique special tools for disassembly and repair. The alternative fuel system wiring is connected to the base vehicle wiring system using Intercepts and Taps. An Intercept is made by cutting a signal path so that the source and load are routed independently to the Alternative Fuel System.
An Intercept is made when the Alternative Fuel System must completely disable a device (e.g. fuel
pump) or drive a device independently of the vehicles normal method (e.g. fuel gauge) during alternative fuel mode.
When the vehicle is operating in the gasoline mode, the original connections are restored. An Intercept is usually implemented by disconnecting a pair of connectors in the vehicles harness
system and joining them to a matching pair of connectors included in the Alternative Fuel System.
The signals of interest are routed to the Alternative Fuel System, while any remaining signals are
routed directly between the new connectors.
Examples of Intercepts are: Fuel Pump Power Fuel Gauge Instrument Cluster Power
DAY ONE
CNG Wiring Connectors (continued)

A Tap is made by splicing a wire to a signal in the vehicle allowing the original connectors to remain in place. With a Tap, the signal stays connected to the vehicle in all modes of operation. The Alternative Fuel System can read the signal (e.g. a sensor) and modify it if necessary (e.g. a bidirectional data bus). A Tap is usually implemented by pulling a wire out of a connector and joining it to an Alternative Fuel System wiring harness by inserting a wire from the harness into the connector. The harnesses are designed to provide matching wire colors the Tapped connections. Examples of Taps are: Tach or Crank Position Sensor (2 wires) MIL Bus+ and Bus Left Front HEGO Right Front HEGO Throttle Position Sensor Signal Return Switched Battery (Hot, Start, and Run) Battery
March, 2002
3B - 39
LESSON 3B: CNG BI-FUEL SYSTEMS AND COMPONENTS NOTES
DAY ONE
3B - 40
March, 2002
DAY ONE
ACTIVITY 3B
ACTIVITY 3B
OBJECTIVES Upon completion of this activity the students will demonstrate their skill and knowledge of:
CNG Bi-fuel vehicle component function. CNG Bi-fuel vehicle component location. CNG Bi-fuel vehicle component operation. CNG Electrical connector location. Interpretation of wiring schematics.
CONTENTS Activity 3B Worksheet I Worksheet J Worksheet K Worksheet L
March, 2002
3B - 41
ACTIVITY 3B
DAY ONE
ACTIVITY 3B - WORKSHEET I (Hands-on)

Directions: Go to the classroom vehicle. Perform the tasks and answer the questions below. 1. Below is a list of wiring connectors. Your instructor has tagged each of these connectors with a letter/number. Note the letter/number on the tag next to the appropriate connector. Do not write in the notes column.
Tag Connector 1999-2001 Connector 2002
NOTES
C 4013 C 4014 C 4208 C 4209 C 4008 C 4035 C 4025 C 4302
C 1297 C 1280 NA NA NA C 410 C 1299 C 4131
C4004/5/6- C2193A/B/7 /C/D C 4036 C 4026 C 4037 C 4019 C 4200 G4001 C 421 C 495 C 422 C 4001 C 423 G4001
2. What is the connector number and color of the power feed to the compuvalve? 3. What is the location of G4001?
END OF WORKSHEET
3B - 42
March, 2002
DAY ONE
ACTIVITY 3B
ACTIVITY 3B - WORKSHEET J (Hands-on)

Directions: The following are descriptions of component functions. The components that perform these functions have been tagged by your instructor with letters/numbers. Read the function description provided, then locate the component that performs that function and note the letter/number in the space provided. NOTE: Some components listed may not be present on the vehicle upon which you are working. Ask your instructor for any detailed information you may require TAG COMPONENT NAME DESCRIPTION
Prevents or allows fuel flow into the vaporizer. Vaporizes LPG fuel going into the engine. Indicates if the vehicle is operating on LPG or gasoline. Uses preprogrammed strategies to control operation of LPG fuel system, then meters fuel flow going into the engine. Allows fuel to be shut off at the fuel tank for vehicle service or in an emergency. Carries pressurized liquid fuel from the fuel tank to the various components of the fuel system. Enables the vehicle to receive fuel. Facilitates communication between the compuvalve and the PCM to control operation of the LPG/CNG fuel system (1999 MY). Interrupts fuel flow in the event of an accident. Dampens vacuum being received by the MAP to prevent driveability concerns. Reduces fuel pressure from 3000 or 3600 psi. Allows fuel to be shut off between the fuel tanks and the rest of the CNG fuel system. It is used during some vehicle service and diagnostic procedures.
Carries high pressure fuel between the fuel tanks and the regulator. Removes liquid and particulate contamination from the CNG.
March, 2002
3B - 43
ACTIVITY 3B
DAY ONE
ACTIVITY 3B - WORKSHEET K (Written)

CNG BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET
Directions: Using the information you have learned and your Student Reference Guide, answer the following questions. 1. Why is it necessary to provide engine coolant to the pressure regulator? PAGE#______ 2. List any devices inside the fuel injector sleeve for metering CNG fuel?
PAGE#______ 3. Which CNG bi-fuel vehicle (s) has a solenoid tank valve with a manual bypass feature? PAGE#______ 4. What are the two devices used to seal high-pressure fuel lines?
PAGE#______ 5. When a Contour solenoid tank valve is in the manual bypass (closed) position, what two things must never be done? PAGE#______ 6. What must be done if a CNG fuel tank has an unreadable build date tag? PAGE#______ 7. How can you tell the maximum fill pressure of a CNG fuel fill valve? PAGE#______ 8. What must be done if you use the manual override feature of a solenoid tank valve? PAGE#______ 9. What is the burst rating of high pressure CNG fuel lines? PAGE#______ 10. What would be the likely symptom of a fuel line check valve was stuck closed? PAGE#______

DAY ONE
ACTIVITY 3B
ACTIVITY 3B - WORKSHEET K (Written)

CNG BI-FUEL VEHICLE COMPONENTS STUDENT ANSWER SHEET (continued)
11. List the 3 components that contain fuel filters on a CNG fuel system. PAGE#______ 12. How many different size brass injector sleeves are available for CNG vehicles? PAGE#______ 13. What symptoms may be exhibited by a high-milage CNG fueled vehicle that has damaged or deteriorated injector sleeve o-rings? PAGE#______ 14. What information does the fuel tank pressure (FTP) signal provide to the compuvalve? PAGE#______ 15. What may occur if the fuse and relay module fuses are reversed during installation?
PAGE#______
END OF WORKSHEET
March, 2002
3B - 45
ACTIVITY 3B
DAY ONE
ACTIVITY 3B - WORKSHEET L (Written)

1. Match the following components on the left with the correct description on the right. A. The compuvalve uses this signal to adjust the injector combination according to supply pressure. PAGE # ______ B. Uses preprogrammed strategies to control operation of the alternative fuel system, then meters fuel flow going into the engine. PAGE # ______ C. Provides the compuvalve with density altitude information. PAGE # ______ D. This device may be tested by verifying that the output voltage swings between 0.2 and 0.9 volts at least once per second, with a warm engine at 2000 rpm. PAGE # ______ E. Is hardwired to the compuvalve and sends signals that are used to determine engine load and correct air/fuel mixture. PAGE # ______ F. Contains the gasoline fuel pump/fuel shut-off relay. PAGE # ______ G. Pulse-width modulated devices that provide idle and fuel trimming fuel flow. PAGE # ______ H. This signal provides the compuvalve with fuel density information. PAGE # ______ I. Monitors engine operating state and converts pressure into a voltage signal that can be used by the compuvalve. PAGE # ______ This line must remain Hot during vehicle cranking. PAGE # ______
Throttle Position (TP) Sensor Engine Fuel Temperature Bank 1 (FRTMPAB) Fuse and Relay Module Manifold Absolute Pressure (MAP) Fuel Absolute Pressure (FRPREAB)
BARO Ignition Switched Battery Power (SW B+) Compuvalve Low Flow Injectors Heated Oxygen Sensor
J.
3B - 46
March, 2002
DAY ONE
ACTIVITY 3B
ACTIVITY 3B - WORKSHEET L (Written)

BI-FUEL VEHICLE COMPONENTS INSTRUCTOR ANSWER SHEET
2. When the dash light is illuminated on a bi-fuel vehicle, what does it indicate? PAGE # ______ 3. Where are the fuel injector sleeves located? PAGE # ______ 4. When the dash light is flashing irregularly on a bi-fuel vehicle, what does it indicate? PAGE # ______ 5. What is an input device? PAGE # ______ 6. What is an output device? PAGE # ______ 7. What is the primary function of the VCL?
PAGE # ______
END OF WORKSHEET
March, 2002
3B - 47
ACTIVITY 3B NOTES
DAY ONE
3B - 48
March, 2002
DAY TWO

OBJECTIVES
CONTENTS
LPG/CNG Bi-Fuel System Diagnostic Procedures Symptom-to-System-to-Component-toCause (SSCC) Diagnostic Strategy Service Area Precautions Introduction to Bi-Fuel Service Procedures Preliminary Diagnostic Steps Service Publication Navigation Component and System Testing
Perform diagnostic procedures on bi-fuel vehicles. Utilize and interpret special service tools when performing diagnostic procedures. Effectively navigate bi-fuel workshop manuals and service publications.
March, 2002
4-1
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO
LPG/CNG BI-FUEL SYSTEM DIAGNOSTIC PROCEDURES

Some of the technicians that are attending this class, perhaps even you, flew to this training center on a commercial aircraft. Before the engines on that aircraft are started, the pilots are required to follow a checklist. Even though these pilots have started and flown aircraft thousands of times, these checklists are required. Using checklists ensures that the pilots follow a standard procedure, because if even a single item is missed, the results could be catastrophic. When diagnosing a vehicle concern, most experienced automotive technicians also follow a standard procedure. They do this automatically, sometimes without even being aware of it, because their years of experience have taught them that by following a standard procedure they are less likely to miss a small, easyto-fix item that may be responsible for a malfunction. Few things are more aggravating than replacing an expensive, hard-to-service component, only to find out that it did not correct the concern. Then, upon further investigation, finding out that the real cause was a broken wire that would have been seen had a thorough visual inspection been performed.
4-2
March, 2002
DAY TWO
SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY

After studying the methods of many successful technicians, Ford has developed a diagnostic strategy that will help you to quickly and efficiently locate and correct most vehicle concerns. This method is the Symptomto-System-to-Component-to-Cause (SSCC) diagnostic strategy. As you have seen LPG/CNG bi-fuel vehicles are unique in many ways. The differences in these vehicles mean that the diagnosis and service procedures are also unique. This makes following a diagnostic strategy even more critical. Ford recommends the SSCC diagnostic strategy. To follow this strategy, all you have to do is follow the words in the title.
SYMPTOM = VERIFIED VEHICLE CONCERN

1. First, determine the Symptom of the customer concern. Ensure that you understand exactly what the customer is concerned about. Try and determine if the concern is a malfunction or if it is a normal tendency of the bi-fuel vehicle. This is important because some customers may not be familiar with the normal operating characteristics of an alternative fuel vehicle.
SYSTEM = IDENTIFY VEHICLE SYSTEM RESPONSIBLE FOR SYMPTOM

2. Next, determine which System on the vehicle could be causing the symptom. There is no sense in checking the air pressure of the tires if the vehicle has no power. On bi-fueled vehicles, this step requires that you determine if the symptom is being caused by the alternative fuel or base (gasoline) vehicle systems.
March, 2002
4-3
SYMPTOM-TO-SYSTEM-TO-COMPONENT-TO-CAUSE (SSCC) DIAGNOSTIC STRATEGY (CONTINUED)
COMPONENT = DETERMINE EXACTLY WHICH COMPONENT OF

THE SYSTEM NEEDS ADJUSTMENT OR HAS FAILED
3. Once you identify the particular system responsible for the symptom, you then need to determine which Component(s) within that system could be the cause for the customer concern. Diagnostic tests are usually isolation tests. The idea behind them is to check the operation of a specific component, without other components in the system affecting the component being tested. On bi-fuel vehicles, this requires product knowledge, skill, and your ability to know how to use and interpret special tools.
CAUSE = IDENTIFY AND CORRECT THE CAUSE OF THE FAILURE

TO PREVENT A REPEAT OF THE FAILURE
4. Once the failed component is identified, you should always try and determine the Cause of the failure. For example, the component causing a system not to get power may be a blown fuse, but if you dont repair the short that caused the fuse to fail, then the new fuse will fail as well.
4-4
March, 2002
DAY TWO
SERVICE AREA PRECAUTIONS

The following service area precautions should always be followed prior to bringing a bi-fuel vehicle into a service bay: Ensure the alternative fuel system has no obvious leaks. Ensure that the tank is not filled past the maximum capacity. Ensure that the manual shut-off (LPG) valve is fully closed, except when propane is required for engine operation. The vehicle should not be exposed to temperatures over 100 F (38 C). Ensure that the vehicle is not parked within 10 feet (3 meters) of:
Any source of heat Any source of open flame Any source of ignition (such as metal grinders or other spark-generating tools or devices) An open floor drain or service pit (LPG) An overhead heater (CNG)
March, 2002
4-5
INTRODUCTION TO BI-FUEL VEHICLE SERVICE PROCEDURES

Service procedures for the LPG/CNG fuel system of bi-fuel vehicles are unique. The following service information is provided to show you some of the unique service procedures associated with the LPG/CNG fuel systems found on these vehicles. The service publications for each year and model bi-fuel vehicle contain the information required to service these vehicles.
WARNING: THIS STUDENT REFERENCE GUIDE WAS NOT WRITTEN AS, OR INTENDED TO BE, A SERVICE PUBLICATION. THE INFORMATION CONTAINED HERE MAY NOT BE CURRENT. USE ONLY THE SPECIFIED SERVICE PUBLICATIONS WHEN SERVICING VEHICLES.
WARNING: WHENEVER DIAGNOSTIC OR SERVICE PROCEDURES ARE PERFORMED, ALWAYS FOLLOW THE SERVICE PRECAUTIONS DESCRIBED IN THE SERVICE PUBLICATIONS.
4-6
March, 2002
DAY TWO
PRELIMINARY DIAGNOSTIC STEPS

Whenever a vehicle is brought in with a customer concern the following preliminary diagnostic steps should always be performed. Each of these steps is very important in determining and correcting the source of a concern. 1. Verify customer concern. Determine whether the concern is caused by a malfunction or whether it is because the customer isnt familiar with bi-fuel vehicle operation. 2. Perform a thorough visual inspection. Many vehicle concerns can be found and corrected by performing a visual inspection. A loose wire, corroded ground, or disconnected sensor can have a dramatic effect on vehicle operation. During your visual inspection, double check the following: Adequate fuel in LPG/CNG tank Manual shut-off valve fully open Fuse condition and security Fuse and relay module Electrical connector condition and security Damage, leaks and/or kinks in LPG/CNG fuel lines and tank Damage, leaks and/or kinks in vacuum lines and connectors Damage, leaks and/or kinks in coolant hoses and fittings Loose, damaged or incorrect type of spark plugs or secondary ignition wires Damaged ignition system Vehicle timing within specifications 3. Check for installation of non-factory add-on equipment. Improper installation of add-on equipment can cause incorrect electrical signals from reaching components and modules, which can result in vehicle operating concerns. 4. Check OASIS, TSBs, and vehicle service history. OASIS may provide you with important information on any technical service bulletins that may have been issued for the vehicle. The service history may give you some insights to the kind of service the vehicle has had in the past and whether the current concern may be related to this service. 5. Perform both key on engine off (KOEO) and key on engine running (KOER) self-tests in the gasoline mode. Using the New Generation STAR (NGS) tester, identify and service any base vehicle concerns prior to diagnosing the LPG/CNG fuel system. Note: Base vehicle concerns can cause malfunctions in the LPG/CNG system. Always service base vehicle concerns first. Note: KOEO and KOER tests are only for diagnosing base vehicle systems and cannot be performed on the alternative fuel control module (AFCM).
March, 2002
4-7
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO Bi-Fuel System DTC Indications
1
4
ALT
GAS
SERVICE ENGINE SOON

xxxxxxxxxxxxxx
3
xxxxx
Art 4-1
DTC Generating/Indicating Components

Item 1 2 Description Powertrain Control Module (PCM) Malfunction Indicator Lamp (MIL) Item 3 4 Description Compuvalve/VCL Driver Selector Switch and Light
Alternative fuel diagnostics are automatic, active, continuous monitor of the bi-fuel system when the vehicle is operating in the LPG or CNG mode. The system monitors the activity of system inputs and compared the values to calibrated reference criteria. If a signal does not satisfy the reference criteria, a fault code is generated and stored. The presence of a DTC in the bi-fuel system can be indicated in two ways. Malfunction Indicator Light (MIL) - When an emissions critical fault occurs in alternate fuel mode, the VCL/compuvalve will advise the PCM to illuminate the MIL located in the vehicle instrument cluster. This light will remain on while the fault condition actively continues or for the next two trips (LPG) or three trips (CNG) with no active faults. Note: A vehicle trip is defined as the operating state of the vehicle when the following criteria are met:
Ignition key on Vehicle speed exceeds 5 kph (3.5 mph) Engine coolant temperature is above 60 C (140 F)
The light will extinguish if the fault condition discontinues for more than two trips (LPG) or three trips (CNG), or the vehicle automatically switches to gasoline.
4-8 March, 2002 1999 - 2002 Ford Bi-Fuel Vehicles
DAY TWO
Bi-Fuel System DTC Indications (continued)

The fault code is stored and may be retrieved during service by the technician. If the fault condition does not occur for 40 trips, the fault code is erased. If a temperature-related fault occurs, the compuvalve will operate using a default value to protect the engine from severe over or under fueling. The compuvalve will continue to use the default value until the next key off/key on cycle. This use of the MIL does not supersede or replace the base vehicle use of the light. Selector Switch Indicator Light - The dash selector switch light remains on while operating in alternate fuel mode to indicate alternative fuel is being used; when the light is off, the fuel being used is gasoline. In alternate fuel mode, when an emissions critical fault condition is detected the switch light may flash with an irregular on/off pattern. When the light flashes with a regular on/off pattern, this indicates that VCL (1999 MY only) is not communicating with the compuvalve. During intial key on, the light flashes once for 1/8th second then turns off, it indicates that the compuvalve is getting power but: - FRTMPAB indicates temperature too low to operate in ALT fuel - not getting a response from the PCM when communication is first attempted - may have a faulty VCL
March, 2002
4-9
SERVICE PUBLICATION NAVIGATION

During diagnosis and service of LPG/CNG bi-fuel vehicles, you may need to refer to many different service publications. It is essential that you are able to navigate through these publications to locate diagnosis and service information. The following is a brief description of these publications. Powertrain Control/Emissions Diagnosis Bi-Fuel (PC/ED) Manual - This publication will provide you with both base and LPG/CNG system driveability diagnostic and emission information (1999 MY use service publication CD ROM). Workshop Manual - This publication will provide you with service information for both the base vehicle systems and the LPG/CNG fuel system (1999 MY and later) (1999 MY use service publication CD ROM). Wiring Diagrams - This publication will give you electrical schematics, electrical component and connector location and information for base vehicle systems and the LPG/CNG fuel system (1999 MY use service publication CD ROM). Service publications are availiable in mulitple formats including: Paper publications CD-ROM/DVD Web-based at the Professional Technician Society web-site which is linked through the Ford QC Dealer.com Web-based at the Ford Fleet web-site at www.fleet.ford.com.
OBDII Bi-Fuel LPG/CNG Powertrain Control/Emissions Diagnosis (PC/ED) Manual

The powertrain control/emissions diagnosis (PC/ED) manual is the primary source for diagnostic information for the LPG/CNG fuel system on bi-fuel vehicles (1999 MY and later). This manual provides a step-by-step approach for diagnosing driveability, emission and powertrain control system symptoms. Before beginning diagnosis, always reference any Technical Service Bulletins (TSBs) or On-line Automotive Service Information System (OASIS) information when this is available. LPG/CNG bi-fuel vehicles have their own PC/ED manual section. When working with the CD-ROM version of the PC/ED, you must select F-SERIES, then use the pull-down menu to select LPG/CNG. This version must be accessed in order to get LPG/CNG-specific diagnostic information. This manual is used in conjunction with the Body, Chassis, Electrical, Powertrain Workshop Manuals and the Wiring Diagram Manuals. The Workshop Manuals are used to provide additional diagnostics when directed by this manual. The Workshop Manuals are also used for component removal and replacement information. Refer to the Wiring Diagram Manuals for vehicle specific wiring information and component, connector and splice location. The following is a description of the information contained in each section of the PC/ED. Section 1: Description And Operation This section contains description and operation information on powertrain control systems and components. This section is designed to give the technician a general knowledge of the powertrain control system. It should be used when general information about the powertrain control system is desired, and is rarely referenced from other sections of the manual.
4 - 10
March, 2002
DAY TWO
OBDII Bi-Fuel LPG/CNG Powertrain Control/Emissions Diagnosis (PC/ED) Manual (continued)

Section 2: Diagnostic Methods The Diagnostic Methods section contains information on specific diagnostic tasks that are used during diagnosis. Descriptions of specific diagnostic methods are included, as well as detailed instructions on how to access or perform the tasks. This section provides the technician with step-by-step instructions for performing routine diagnostic tasks. Section 3: Symptom Charts All diagnosis begins in Section 3 with Step 1: Diagnostic Quick Test. If the Diagnostic Quick Test is completed and no DTCs are received, the technician may be directed to Step 2: No DTCs Present Symptom Chart Index (refer to Section 3 for details). The No DTCs Present Symptom Chart Index contains the list of symptoms addressed in this manual, and will send the technician to the appropriate Step 3: No DTCs Present Symptom Chart. If no DTCs are present and the vehicle symptom is not listed in the Step 2: No DTCs Present Symptom Chart Index, the technician should go the appropriate Workshop Manual to continue diagnosis. Section 4: Diagnostic Subroutines Section 4 contains the Powertrain Diagnostic Trouble Code (DTC) "Go To" Charts. These charts will be referenced if a DTC is received in Section 3. Also included in this section are the Powertrain DTC descriptions and list of possible causes. Section 5: Pinpoint Tests All the pinpoint tests are included in Section 5. Never enter a Pinpoint Test unless directed there. When directed to a Pinpoint Test, always read the information and look at the schematic included at the beginning of the Pinpoint Test. Section 6: Reference Values Section 6 contains the "Typical Diagnostic Reference Values" charts.
March, 2002
4 - 11
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO Workshop Manual
Information on performing service and repair procedures on 1999 MY and later LPG/CNG bi-fuel vehicles is found in the vehicle workshop manual. LPG/CNG fuel system service information can be found in Section 303-04: FUEL CHARGING AND CONTROLS BI-FUEL VEHICLES. The vehicle workshop manual is available in both book and CD-ROM formats.
Wiring Diagrams (EVTMs)

The standard Ford Wiring Diagram Manual (EVTM) for 1999 (CD ROM only) and later model year (MY) vehicles contain wiring diagrams for both the base and LPG/CNG systems on bi-fuel vehicles. In addition to diagrams of the vehicle wiring, information such as component location, wiring connector diagrams, and other vehicle information can be found in the wiring diagram manual. Bi-Fuel components are shown in their own cell of the wiring diagram. For example, 2000 MY F-150 wiring diagram information can be found in CELL 022: ENGINE CONTROLS, 5.4L BI-FUEL. Wiring diagrams are available in both book and CD-ROM formats.
4 - 12
March, 2002
DAY TWO
COMPONENT AND SYSTEM TESTING

When diagnosing the LPG/CNG fuel system of LPG/CNG bi-fuel vehicles, there are unique component and system tests that may be required. This section describes some of these tests and how to interpret their results.
WARNING: FOLLOW ALL WARNINGS AND CAUTIONS AS DESCRIBED IN THIS STUDENT REFERENCE GUIDE AND AS DESCRIBED IN THE SERVICE PUBLICATIONS WHEN PERFORMING ANY OF THE TESTS DESCRIBED IN THIS SECTION.
March, 2002
4 - 13
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO Closed Loop Correction Factor (CL_COR)
4 5 1.30 1.15 1.0 0.85 0.70 3

Graphic Representation of CL_COR PID
Item 1 2 3 Description Vehicle Running Lean (mixture richened to compensate) Stoichiometric Air/Fuel Ratio (LPG 15.7 to 1 / CNG 16.8 to 1) Vehicle Running Rich (mixture leaned out to compensate)
Item 4 5
Description CL_COR Reading Scale Slight variations occur during normal operation (similar to short term fuel trim)
The situation may arise when you need to determine if a bi-fuel vehicle is running rich or lean. A number of different component failures can cause this to occur. For example: If an HO2S fails open, the compuvalve will think that the vehicle is running very lean because it is not receiving the expected voltage activity from the sensor. The compuvalve will then richen the fuel mixture to try and bring the mixture back to the stoichiometric ratio (15.7 to 1 when operating on LPG) (16.8 to 1 when operating on CNG). This activity can be seen by monitoring the closed loop correction factor (CL_COR) PID: CL_COR values are similar to short-term fuel trim. During throttle and engine load changes, temporary variations in the CL_COR are normal. Under normal operating conditions the CL_COR PID should read 1.0. This means that the air/fuel mixture is correct and the compuvalve is metering exactly the right amount of fuel based on the input signals it is receiving.
4 - 14
March, 2002
DAY TWO
Closed Loop Correction Factor (CL_COR) (continued)

If the input signals received indicate that the vehicle is running lean: The CL_COR will increase above 1.0 as the compuvalve attempts to richen the air/fuel mixture to return it to stoichiometric. In this case the CL_COR PID reading may read from 1.01 to as high as 1.30. A reading of 1.30 indicates that the compuvalve is injecting 1.3 times as much fuel into the air/fuel mixture as should be required for vehicle operating conditions. If the input signals received indicate that the vehicle is running rich: The CL_COR will decrease below 1.0 as the compuvalve attempts to lean out the air/fuel mixture to return it to stoichiometric. In this case the CL_COR PID reading may read from .99 to as low as .70. A reading of .70 indicates that the compuvalve is only injecting 7/10 as much fuel as should be required for vehicle operating conditions. During diagnosis, the CL_COR PID can provide you with valuable information of vehicle operating conditions. For example, if a vehicle is running rough you can quickly determine if it is being caused by a too rich or too lean condition by viewing the CL_COR PID.
March, 2002
4 - 15
FUEL RAIL TUNING ADJUSTMENT
Art 4-3
Fuel Rail Tuning Adjusting Screws
Item 1
Description Tunable Tee Assembly
Item 2
Description Fuel Rail Tuning Screw
The adjustable tuning tee allows a proportioned percentage of the fuel flow to each of the fuel rails. There are two individual adjustment screws, one for each of the two output fuel lines. The tuning tee is preset at the factory. No adjustments are necessary unless the tuning tee is replaced. If this is the case, the adjuster may have to be fine tuned to provide the best possible air/fuel mixture when operating on propane. NOTE: Never adjust the fuel rail tuning adjuster before checking the vehicle for vacuum leaks. Never perform this adjustment without first contacting the Ford Technical Service Hotline. Never tune Super Duty.
WARNING: CERTAIN STEPS IN THIS PROCEDURE REQUIRE THE VEHICLE TO BE RUNNING, IN GEAR AND THE ENGINE ACCELERATED. BE SURE THAT THE PARKING BRAKE IS FULLY SET AND THE WHEELS ARE CORRECTLY CHOCKED. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INJURY AND PROPERTY OR EQUIPMENT DAMAGE. WARNING: THE ALTERNATIVE FUEL LINES AND COMPONENTS ARE PRESSURIZED. USE CARE WHEN SERVICING THE SYSTEM AND TAKE ALL NECESSARY PRECAUTIONS TO AVOID PERSONAL INJURY. ALWAYS FOLLOW ALL APPLICABLE PROCEDURES CONCERNING FUEL LEAK TESTING AND FUEL SYSTEM INSPECTION.
1. Place the vehicle in an appropriate service bay, set the parking brake, and correctly place wheel chocks both in front of and behind the front wheels. Connect the exhaust to a vacuum exhaust system and provide adequate ventilation. 2. Select the OFF position of the ignition switch, and the ALT position of the ALT fuel selection switch.
4 - 16 March, 2002 1999 - 2002 Ford Bi-Fuel Vehicles
DAY TWO
FUEL RAIL TUNING ADJUSTMENT (continued)
1 2
Art 4-4
Oxygen Sensor Waveforms (Out of Tune)
Item 1
Description O2 Sensor #1 Waveform (PID in Graph View)
Item 2
Description O2 Sensor #2 Waveform (PID in Graph View)
3. Connect the vacuum/pressure tester, tool # 164-R0253 or equivalent, to an appropriate source of intake manifold vacuum. 4. Connect the New Generation STAR (NGS) Tester, tool # 418-F048 or equivalent, to the vehicle diagnostic data link connector (DLC). Turn the ignition switch to the ON position. Select, monitor, and record powertrain control module (PCM) data PIDs ECT, O2S11, and O2S21. 5. Start and run the engine while monitoring the PCM PID ECT. Allow the engine to warm up until the PCM PID ECT indicates 190 F.
WARNING: THIS STEP REQUIRES THE VEHICLE TO BE RUNNING, IN GEAR AND THE ENGINE ACCELERATED. BE SURE THAT THE PARKING BRAKE IS FULLY SET AND THE WHEELS ARE CORRECTLY CHOCKED. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INJURY AND PROPERTY OR EQUIPMENT DAMAGE.
6. Select, monitor, and record the alternative fuel control module (AFCM) PID MAP and vacuum. Place the transmission gear in reverse while applying the brake pedal then slowly apply pressure to the accelerator pedal. Continue to accelerate until the AFCM PID MAP indicates 7.3 or 7.4 PSI and record the vacuum. This vacuum value point will be used in the remaining procedure steps as the tuning point. 7. Allow the accelerator to return to the idle position and place the transmission gear in the park position. 8. Locate the two adjustment screw holes on the top of the tuning tee assembly, remove any sealant and access the adjustment screws.
WARNING: NEVER REMOVE THE TUNING TEE ADJUSTMENT SCREWS WHILE THE LOW PRESSURE FUEL LINES ARE PRESSURIZED. USE CAUTION WHEN SETTING THE ADJUSTMENT SCREWS. IF THE ADJUSTMENT SCREWS BECOME DISLODGED FROM THE TUNING TEE SERIOUS PERSONAL INJURY MAY RESULT.
1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 4 - 17
Art 4-5
Oxygen Sensor Waveforms (In Tune) 9. Position both tuning tee adjustment screws to their neutral state by turning them counterclockwise with a slotted screwdriver until the screw head tops are flush with the top of the tuning tee and then turning them clockwise two complete turns. 10. With the engine at idle speed and the transmission gear in the park position, select the NGS GRAPH option. Record ten seconds of data from PCM PIDs O2S11 and O2S21 (1 and 2). Retrieve the recorded data and identify which of the OS2 signals displays the longest high state time (1).
WARNING: THIS STEP REQUIRES TWO PEOPLE WHILE THE VEHICLE IS RUNNING, IN GEAR, AND THE ENGINE ACCELERATED. BE SURE THAT THE PARKING BRAKE IS FULLY SET AND THE WHEELS ARE CORRECTLY CHOCKED. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INJURY AND PROPERTY OR EQUIPMENT DAMAGE.
11. Use an assistant in the driver seat to repeat step 6. Obtain and hold the tuning point vacuum value. 12. Select the NGS GRAPH option and record ten seconds of data from PCM PIDs O2S11 and O2S21. Allow the accelerator to return to the idle position and place the transmission gear in the park position. 13. Retrieve the recorded data and identify which of the OS2 signals displays the longest high state time as in step 10. 14. Determine which of the tuning tee adjustment screws requires adjustment. This is the only screw to be adjusted throughout the entire tuning tee procedure and is determined by the following: The PCM PID O2S11 data reflects the upstream bank 1 O2S and is adjusted with the passenger side tuning tee adjustment screw (1). The PCM PID O2S21 data reflects the upstream bank 2 O2S and is adjusted with the driver side tuning tee adjustment screw (2). To reduce the PCM PID O2S11 or O2S21 high state time the corresponding adjustment screw is turned clockwise and to increase the high state time the adjustment screw is turned counterclockwise.
4 - 18
March, 2002
DAY TWO

15. Turn the tuning tee adjustment screw identified in step 13 one complete turn clockwise and repeat steps 10 through 12. 16. Retrieve and compare the current graphed PCM PIDs O2S11 and O2S21 data with the previous data. If the determined PCM O2S PID from the previous graphed data continues to have the longer high state time, repeat steps 15 and 16. 17. If the determined PCM O2S PID from the previous graphed data now has a shorter high state time, turn the corresponding tuning tee adjustment screw counterclockwise 1/2 turn and repeat steps 10 through 12. 18. Retrieve and compare the current recorded graphed PCM PIDs O2S11 and O2S21 data. If necessary, continue to turn the same adjustment screw by 1/4 and 1/8 turn increments clockwise or counterclockwise as described in step 14 repeating steps 10 through 12 with each adjustment until both O2S PIDs display equal high state time. 19. When the retrieved PCM PIDs O2S11 and O2S21 data display equal high state time, the alternate fuel system is correctly tuned and no further adjustment is required. Document the following information: VIN, date, lead technician, assistant, O2S bank number adjusted, required number of turns to adjustment screw (to nearest 1/8th turn). 20. Turn the ignition switch to the OFF position and remove the vacuum gauge and restore the intake vacuum system. 21. Paint mark the tuning tee adjustment screw positions and seal the access hole with a manufacturers sensor safe sealant. Cover and label the adjustment screw cavities indicating that the alternative fuel system tuning procedure has been performed. Update all necessary vehicle inspection labels and placards.
March, 2002
4 - 19
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO Fuel Absolute Pressure Test Interpretation
The LPG/CNG fuel systems on bi-fuel vehicles should not be pressure tested using conventional pressure gauges. You can determine and interpret the fuel pressure using the fuel absolute pressure (FRPREAB) PID on the NGS. Through interpretation of the FRPREAB PID, you can determine fuel pressure or whether a fuel pressure leak is occurring in the vaporizer, regulator, or another component of the fuel system. To determine if there is a leak in the system: Shut the vehicle engine off (while operating in the LPG/CNG mode) and monitor the FRPREAB for 2 minutes. Pressure should remain stable; if not, a leak is indicated. If the FAP sensor operation is in doubt: Monitor the FRPREAB PID while bleeding the fuel system. FRPREAB PID indications should decline until the vehicle switches over to gasoline.
4 - 20
March, 2002
DAY TWO
RESETTING COMPUVALVE ADAPTIVE STRATEGY

The compuvalve reset (1999 and later MY vehicles) allows long term fuel adaptive strategy to be reset using the ignition switch and the ALT fuel switch. Adaptive strategy should be reset after an engine condition has caused the vehicle to run rich or lean for an extended period of time or a heated oxygen sensor requires replacement. Doing so resets the compuvalves adaptive table to original factory values. Perform the following to complete a Compuvalve Reset: 1. Key off. 2. Perform the necessary vehicle preparation and visual inspection. 3. Driver Selector (Alt fuel) switch in the ALT position. 4. Turn key on, engine off. 5. Cycle the ALT fuel switch from ALT to GAS 5 times in 10 seconds. 6. Start the vehicle and operate it in the ALT fuel mode for 5 minutes.
March, 2002
4 - 21
LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES DAY TWO Fuel System Leak Testing
Art 4-6
Rotunda Electronic Leak Detector Fuel system leak testing is one of the most critical test procedures performed. Never assume that a vehicle has no leaks in the fuel system. There are two methods that are used to identify leaks in the fuel system: The electronic leak detector (to narrow down the location of the leak). The liquid leak detector (to pinpoint the exact location of the leak). Both methods should be used whenever vehicle service is performed to verify the security of the system. Always use the electronic leak detector first to avoid contamination by the liquid detector. Most leaks in the fuel system will occur around fittings and connectors. Place special emphasis on these when looking for leaks. Always keep an eye out for damaged fuel lines. Even a small amount of impact damage to a fuel line can result in an LPG/CNG leak. Before attempting to determine if a fuel leak exists, ensure that the manual shut-off valve is fully open so that ample fuel can flow from the tank. Electronic Leak Detector: The Rotunda Electronic Leak Detector 134-00049 identifies LPG/CNG leaks electronically by detecting the presence of hydrocarbons. This type of equipment is sensitive to the presence of any hydrocarbons, which may give misleading results. Any time the detector indicates a leak, verify the results with a liquid leak detector. Liquid Leak Detector: The liquid leak detector uses a glycerin-based liquid to identify leaks. After applying the liquid, watch the suspect area closely. If bubbles begin to expand from the area, a leak is indicated.
4 - 22 March, 2002 1999 - 2002 Ford Bi-Fuel Vehicles
DAY TWO
ACTIVITY 4
ACTIVITY 4
OBJECTIVES Upon completion of this activity the students will demonstrate their skill and knowledge of: Retrieving DTCs using the NGS. Locating, viewing, and recording PID data in both the table and graph format. Navigating service publications. Activity 4 Worksheet M Worksheet N Worksheet O Worksheet P CONTENTS
March, 2002
4 - 23
ACTIVITY 4
DAY TWO
ACTIVITY 4 - WORKSHEET M (Hands-on)

BI-FUEL VEHICLE DIAGNOSTIC PROCEDURES STUDENT ANSWER SHEET
Directions: Go to the classroom vehicle. Perform the tasks and answer the questions below. 1. Review the vehicle repair order. What is listed as the customer concern?
2. While the vehicle was sitting in the lot, one of the other technicians thought that he detected the smell of LPG/ CNG. What should you do before bringing the vehicle into the service bay?
3. Perform a leak test on the vehicle. Note any areas that you suspect may be leaking. 4. Assume that you have repaired any leaks. After verifying the repairs, the customer concern is still present. Perform the Preliminary Diagnostic Tests, and list their results below. Preliminary Diagnostic Test Performed Result
4 - 24
March, 2002
DAY TWO
ACTIVITY 4
ACTIVITY 4 - WORKSHEET M (Hands-on)

BI-FUEL VEHICLE DIAGNOSTIC PROCEDURES (continued) STUDENT ANSWER SHEET
5. Diagnose the concern. List the diagnostic steps you perform and their results below. NOTE: THE NUMBER OF ROWS DOES NOT INDICATE THE NUMBER OF STEPS THAT MUST BE PERFORMED. USE ADDITIONAL PAPER IF REQUIRED.
Diagnostic Test Step
Results
6. What are the results of your diagnosis? 7. If you repaired this concern, what should you do before returning the vehicle to the customer?
END OF WORKSHEET
March, 2002
4 - 25
ACTIVITY 4
DAY TWO
ACTIVITY 4 - WORKSHEET N (Hands-On)

BI-FUEL VEHICLE DIAGNOSTIC PROCEDURES STUDENT ANSWER SHEET
Directions: Go to the classroom vehicle. Perform the tasks and answer the questions below. 1. Where should you look to determine what preliminary diagnostic test steps to perform? PAGE#______ 2. Using the NGS, retrieve DTCs from both the PCM and AFCM modules. List any DTCs present. PAGE#______ 3. If a DTC is present in both modules, which modules DTC should you diagnose and repair first? PAGE#______ 4. In the AFCM module, select the PIDs listed in the table below for viewing. Start the vehicle and allow it to idle while viewing these PIDs. Note what data are being displayed for each PID. Refer to the service manual supplement and note the meaning of the data displayed.
PID FUEL FUEL-MD GASFPR OPMODE OPR-MD SOFFSOL FRPREAB
Data Displayed
Meaning Of Data
4 - 26
March, 2002
DAY TWO
ACTIVITY 4
ACTIVITY 4 - WORKSHEET N (Hands-on)

BI-FUEL VEHICLE DIAGNOSTIC PROCEDURES (continued) STUDENT ANSWER SHEET
5. Perform the following steps while viewing the PIDs listed in Question 4:
While viewing the PIDs, close the shut-off valve (LPG vehicle) or disconnect the solenoid tank valve connector (CNG vehicle) and run the vehicle until it switches from LPG to gasoline mode. Once the vehicle has switched to gasoline mode, press the trigger on the NGS to capture the PID data. Allow the vehicle to run for 20 seconds, press trigger to save data. Save the data in area 3 of the NGS memory. Shut the vehicle off. Go to VIEW REC and select table mode.
6. What is the highest + time recorded on the display? 7. Press the PLAY button. What occurs? 8. Press the RWD button. What occurs? 9. Exit the TABLE mode and select the GRAPH mode. Which two PIDs are displayed? 10. Press the 2 button. What occurs? 11. Press the 9 button. What occurs? 12. Press the 8 button. What occurs? 13. Press the 3 button. What occurs? 14. At what time did the vehicle switch from LPG to gasoline? 15. Move the vertical cursor until a T appears in the lower center of the screen. What does this indicate?
16. What was the FRPREAB 30 seconds before the vehicle switched to gasoline? 17. What was the FRPREAB when the vehicle switched to gasoline mode?
END OF WORKSHEET
March, 2002
4 - 27
ACTIVITY 4
DAY TWO
ACTIVITY 4 - WORKSHEET O (Written)

BI-FUEL VEHICLE SERVICE PUBLICATION NAVIGATION STUDENT ANSWER SHEET
Directions: Use the information contained in Lesson 4 of your Student Guide to answer the questions below. 1. When looking for a description of a routine diagnostic task on a 2000 MY bi-fuel vehicle, what service publication and section should you refer to? PAGE#______ 2. In what publication and section would you find a description of the possible cause of a DTC for a 2000 F-150 bi-fuel light truck? PAGE#______ 3. In what publication would you find the pinpoint tests for a 2000 F-150 bi-fuel light truck?
PAGE#______ 4. In what publication and section would you find the expected values of a PID for a 2000 F-150 bi-fuel light truck? PAGE#______ 5. In what publication would you find the directions for compuvalve replacement on a 2000 F-150 bi-fuel light truck? PAGE#______ 6. In what publication and section would you find diagrams for electrical connectors on a 2000 F-150 bi-fuel light truck? PAGE#______ 7. Which of the following would you consider a SYMPTOM? A. The compuvalve B. Vehicle only starts in gasoline mode C. Chaffed wiring on the engine D. LPG fuel system PAGE#______ 8. A vehicle is brought in and the customer concern is that the Driver Selector Switch is flashing with an irregular pattern. What does this indicate? PAGE#______
4 - 28
March, 2002
DAY TWO
ACTIVITY 4
ACTIVITY 4 - WORKSHEET O (Written)

BI-FUEL VEHICLE SERVICE PUBLICATION NAVIGATION (continued) STUDENT ANSWER SHEET
9. What is the stoichiometric air/fuel ratio for LPG operation? PAGE#______ 10. What is the stoichiometric air/fuel ratio for CNG operation? PAGE#______ 11. What should the CL_COR PID read under normal operating conditions? PAGE#______ 12. What is indicated if you shut a vehicle off while operating in the LPG/CNG mode and the FRPREAB pressure declines significantly within 2 minutes? PAGE#______ 13. Where do most leaks occur in LPG fuel systems? PAGE#______ 14. When should you reset the adaptive strategy on an LPG/CNG bi-fuel vehicle?
PAGE#______
END OF WORKSHEET
March, 2002
4 - 29
ACTIVITY 4
DAY TWO
ACTIVITY 4 - WORKSHEET P (Written)

BI-FUEL SERVICE PUBLICATION NAVIGATION STUDENT ANSWER SHEET
Directions: Use the 2000 F-150 service publications provided to answer the questions below. 1. What color wire is circuit 921 between the fuel reset switch and the inertia switch? PUBLICATION PAGE# 2. What is the primary ground for the compuvalve? PUBLICATION PAGE# 3. What gauge and color is the fuse link that is in circuit G002 from the cold start relay? PUBLICATION PAGE#
4. What color are the wires that connect to the indicator light switch (not the LED) of the driver selector switch? PUBLICATION PAGE#
5. What action are you directed to take if you retrieve a DTC P0603? PUBLICATION PAGE# 6. What action are you directed to take if you retrieve a DTC P0113? PUBLICATION PAGE#
7. What are the possible causes of a DTC P0107? PUBLICATION PAGE#
8. How many pins are in connector C4025? PUBLICATION PAGE# 9. What is the pin number, circuit number , and color of the wire that runs from the cold start relay connector C4060 to the compuvalve? PUBLICATION PAGE#
4 - 30
March, 2002
DAY TWO
ACTIVITY 4
ACTIVITY 4 - WORKSHEET P (Written)

BI-FUEL SERVICE PUBLICATION NAVIGATION (continued) STUDENT ANSWER SHEET
10. While diagnosing a 2000 CNG Bi-fuel F-150, you retrieve DTC P0193. Follow the pinpoint test procedure for this DTC as described in the PC/ED manual. Use the results information on the Data Table to determine the cause of the concern. List the correct steps, their results and the purpose of the tests in the table below.
Diagnostic Test Step
Results
Purpose of Test
NOTE: Not every diagnostic step listed in the data table should be used for diagnosing this concern, some are distractors. Use only those steps needed based on the listed results of the previous tests. DATA TABLE
Diagnostic Test Step DD5 DD1 DC7 DC2 DC8 DD2 DC5 DD3 DC4 DC1 DC6 DC3 Results OPEN CIRCUIT BETWEEN C4030M PIN 1 AND C415 PIN 2 NO OPEN CIRCUIT BETWEEN C4003F PIN 4 AND C4025 PIN 4 FRPREAB PID READING 15 PSI REPLACE COMPUVALVE FTTMP PID INDICATES 100 CONTINUITY EXISTS IN ALL CIRCUITS FTTMP PID INDICATES -40 CONTINUITY EXISTS IN ALL CIRCUITS FRPREAB PID READING 170 PSI 5.4 VOLTS TOTAL RESISTANCE IS 10K OHMS
11. According to the tests, what action should be taken to correct this concern?
1999 - 2002 Ford Bi-Fuel Vehicles March, 2002 4 - 31
ACTIVITY 4 NOTES
DAY TWO
4 - 32
March, 2002
DAY THREE

OBJECTIVES
CONTENTS
LPG Contamination Fuel System Bleeding Procedures Charging the Fuel Lines Fuel Line Replacement Coolant System Leak Testing Offloading Propane
Describe Unique LPG bi-fuel vehicle service procedures.
March, 2002
5A - 1
DAY THREE
LPG CONTAMINATION
LPG used for automotive applications must contain at least 90% propane, with strict limits on other constituent gases. It is designated HD5 (HD10 in California). LPG that does not meet HD5 or HD10 standards is not recommended for use in Ford LPG vehicles. Use of nonconforming LPG may cause engine damage and will likely produce higher exhaust emission levels. Note: Poor LPG fuel quality can create vehicle operating concerns. If LPG quality is suspect, contact your local LPG supplier or utility for testing information. The technician should be mindful of the amount of contaminants found in the system during routine maintenance (e.g., cleaning and changing the filters). If excess contaminants are present in the system, the technician should recommend to the customer the following items: Change Filling Stations - The contamination will not necessarily be the same from location to location. Accelerated Maintenance Schedule - By cleaning and changing the filter on a more frequent basis, the system can be kept cleaner.
5A - 2
March, 2002
DAY THREE
FUEL SYSTEM BLEEDING PROCEDURES

LPG bi-fuel vehicles require that the LPG fuel lines must be free of fuel and depressurized when the vehicle requires service or repair. The procedure is as follows:
WARNING: THIS METHOD IS NOT TO BE USED TO VENT OR OFFLOAD FUEL IN THE TANKS. REFER TO LOCAL REGULATIONS AND PROCEDURES TO OFFLOAD LPG FROM THE FUEL TANKS.
1. Drive the vehicle into a well-ventilated service area. 2. Turn the manual shut-off valve clockwise (to the right) to the fully closed position. 3. Operate the engine in the LPG mode until it stalls or switches over to gasoline operation. 4. SLOWLY loosen the fuel line fitting at the manual shut-off valve. A SLIGHT amount of gas escaping may be heard and smelled. This should only occur momentarily; the line should only contain a small amount of LPG. 5. Once the fuel lines are empty, service the vehicle as required.
WARNING: NEVER REUSE COPPER WASHERS IN FITTINGS. ALWAYS USE NEW WASHERS WHEN A FITTING IS DISCONNECTED.
March, 2002
5A - 3
DAY THREE
CHARGING THE FUEL LINES

Whenever fuel lines are emptied for vehicle service, the system must be charged for the vehicle to operate on LPG. The procedure is as follows: 1. Slowly open the fuel shut-off valve. 2. Listen for the sound of propane entering the system. If the shut-off valve is opened too quickly, a click may be heard and you will not hear the hiss of fuel entering the fuel system. This is because the excess flow valve has actuated. 3. If the excess flow valve actuates, close the manual shut-off valve, then reopen it more slowly. 4. Test the system for leaks as described in the service publications.
5A - 4
March, 2002
DAY THREE
FUEL LINE REPLACEMENT

1
3 2
Art 5A-1
Typical LPG Fuel Line
Item 1 2 3
Replacement of both metal and flexible rubber/fabric fuel lines requires that the entire fuel line, from fitting to fitting, be replaced. This can only be done after the system is bled. Never splice into a fuel line or connect it using a conventional gasoline fuel line. This fuel system is under considerable pressure and this type of hose will not hold.
WARNING: NEVER USE AFTERMARKET REPLACEMENT FUEL LINES. USE ONLY FORD REPLACEMENT LINE ASSEMBLIES. FORD FUEL LINES ARE DESIGNED TO MEET VEHICLE SAFETY REQUIREMENTS. AFTERMARKET HOSES MAY NOT COMPLY WITH THIS DESIGN. FAILURE TO COMPLY COULD RESULT IN FIRE OR EXPLOSION.
March, 2002
5A - 5
LESSON 5A: UNIQUE LPG BI-FUEL DIAGNOSIS AND SERVICE Coolant System Leak Testing
DAY THREE
1 2
Art 5A-2
Vaporizer and Coolant Hoses
Item 1 2 Vaporizer
Description
Coolant Hoses
Coolant system leak testing procedures are basically the same as on any other type of vehicle. However, because the vaporizer and compuvalve both use engine coolant to help vaporize the LPG, additional components have been added to the cooling system. These additional components slightly change the use and interpretation of the coolant system pressure test. Connect the Rotunda Radiator/Heater Core Pressure Tester 021-00013 as described in the workshop manual. When performing the leak-down portion of the coolant system pressure test, be aware that a drop in the pressure may be the result of a coolant leak at the coolant tap, vaporizer hoses, vaporizer heat exchanger (internal to the vaporizer), or an internal or external leak at the compuvalve. If the cooling system fails to maintain the specified pressure during the leak-down test, closely inspect the vaporizer and all coolant connecting hoses.
5A - 6
March, 2002
DAY THREE
OFFLOADING PROPANE
Note: Refer to local regulations before performing this procedure. This procedure must be performed in a well-ventilated area or outdoors, away from all sources of ignition, open windows, doors and air intakes. 1. Fully close the supply valve on the vehicle tank and allow the engine to run until it stops from lack of fuel or automatically switches over to gasoline. 2. Disconnect the fuel line from the vehicle tank supply valve. 3. Connect a propane hose to the vehicle and holding tank supply valve. 4. Slowly open the supply valves fully on both the vehicle and holding tank. A flow of propane will begin immediately to the holding tank. Note: If the supply valve is opened too fast, the excess flow valve will close. 5. Open fixed liquid level valve on holding tank. 6. Fully close the supply valves on the vehicle tank and holding tank if no liquid propane appears. If liquid is present, continue with offloading procedure. 7. Once all fuel is offloaded, close all valves and disconnect the propane hose from both tanks.
WARNING: NEVER USE SHOP AIR TO OFFLOAD PROPANE.
March, 2002
5A - 7
DAY THREE
NOTES
5A - 8
March, 2002
DAY THREE
ACTIVITY 5A
ACTIVITY 5A
OBJECTIVES Upon completion of this activity the students will demonstrate their skill and knowledge of: Use of LPG vehicle special tools. Performing diagnostic procedures. Navigating service publications. Activity 5A Worksheet Q Worksheet R Worksheet S CONTENTS
March, 2002
5A - 9
ACTIVITY 5A
DAY THREE
ACTIVITY 5A - WORKSHEET Q (Hands-on)

LPG BI-FUEL VEHICLE DIAGNOSIS AND SERVICE STUDENT ANSWER SHEET
Directions: Go to the classroom vehicle, perform the tasks and answer the questions below. 1. Review the customer concern on the repair order for this vehicle. What is the customer concern?
2. Can you verify this concern? 3. Perform the preliminary diagnostic steps. What service publication describes these steps? 4. List any DTCs present in the PCM or AFCM module. 5. Where should you look for diagnostic direction? 6. Diagnose the vehicle concern. In the table below, write down each test you perform and its result. Note: The number of rows in the table does not indicate the number of steps that must be performed. Use additional paper if required.
DIAGNOSTIC TEST STEP
RESULT
5A - 10
March, 2002
DAY THREE
ACTIVITY 5A
ACTIVITY 5A - WORKSHEET Q (Hands-On)

LPG BI-FUEL VEHICLE DIAGNOSIS AND SERVICE (continued) STUDENT ANSWER SHEET
7. What was the cause of the concern? 8. In order to repair this fault, what will you have to do? 9. While replacing the LPG fuel filter you notice it has an arrow stamped on it. Which direction must this arrow face when the filter is installed on the vehicle?
10. Once the fuel filter is installed, what must be checked?
END OF WORKSHEET
March, 2002
5A - 11
ACTIVITY 5A
DAY THREE
ACTIVITY 5A - WORKSHEET R (Written)

LPG BI-FUEL VEHICLE SERVICE STUDENT ANSWER SHEET
Directions: Use the information in the student reference guide and the 2000 F-150 electronic service publications to answer the questions below. 1. Where is the fuel lock-off solenoid located on a Super Duty bi-fuel truck? PAGE #______ 2. What actions can you take if an LPG bi-fuel vehicle is repeatedly brought in with a plugged LPG fuel filter? PAGE #______ 3. What must be done if the excess flow valve stops fuel flow? PAGE #______ 4. What LPG fuel system components may cause an engine coolant leak? PAGE #______ 5. What color is the wire of circuit G004 that runs between the LPG (fuel level) sender and the compuvalve? PAGE #______ 6. List the service publication, section, and chart number that youd use when diagnosing a BUCK/ JERK when driving concern on a LPG bi-fuel vehicle. PAGE #______ 7. You retrieve a DTC P0603 on a 2000 F-series LPG bi-fuel vehicle. What action does the service publications instruct you to take? PAGE #______
5A - 12
March, 2002
DAY THREE
ACTIVITY 5A
ACTIVITY 5A - WORKSHEET R (Written)

LPG BI-FUEL VEHICLE SERVICE (continued) STUDENT ANSWER SHEET
8. While diagnosing a vehicle concern you retrieve DTC P0132. Follow the pinpoint test procedure for this DTC as described in the service publications. Use the results information on the Data Table (below) to determine the cause of the concern. List the correct steps, their results, and the purpose of the tests in the table below.
Diagnostic Test Step Results Purpose of Test
9. According to the tests, what action should be taken to correct this concern? NOTE: Not every step listed in the data table below should be used for diagnosing this concern, some are distractors. Use only the steps needed based on the listed results of the previous tests.
Diagnostic Test Step H6 H10 GO TO BASE VEHICLE PC/ED H12 H3 H1 H11 H5 H2 H13 H7 H4
Results 0 OHMS BETWEEN C4025 AND C4037, GREATER THAN 10K OHMS BETWEEN C4025 AND GROUND ALL READINGS WITHIN SPECS PERFORM C SERIES PINPOINT TESTS 0 OHMS ALL READINGS WITHIN SPECS ALL SIGNALS WITHIN SPECS 0 OHMS 0 OHMS BETWEEN HO2S AND C4037F, GREATER THAN 10K OHMS BETWEEN C4037F AND GROUND ALL READINGS AT 0.0 VOLTS 0 OHMS BETWEEN C4025 AND C4037, GREATER THAN 10K OHMS BETWEEN C4025 AND GROUND RESISTANCE GREATER THAN 10K OHMS READINGS ON BOTH CIRCUITS 0 OHMS
March, 2002 5A - 13
ACTIVITY 5A
DAY THREE
ACTIVITY 5A - WORKSHEET S (Written)

BI-FUEL VEHICLE SERVICE STUDENT ANSWER SHEET
Directions: Use the information in the student reference guide and the 2001 F-150 electronic service publications to answer the questions below. 1. What service publication would you refer to if you need information on replacing the compuvalve? PAGE #______ 2. When operating on LPG or CNG, the misfire monitor is (CIRCLE ONE) ENABLED OR DISABLED. PAGE #______ 3. What component facilitates communication between the PCM and the compuvalve on 1999 bi-fuel vehicle? PAGE #______ 4. Which of the following DTCs should be diagnosed first? A. P0171 B. P0182 C. C1343 D. U1260 PAGE #______ 5. What will the electrical connector with the label J 37 be called out as in Ford electrical schematics? PAGE #______ 6. Which of the following are physical symptoms of excess propane or natural gas exposure? A. Headache B. Dizziness C. Weakness in the arms and legs D. All of the above PAGE #______ 7. Which of the following PIDs would you monitor to determine fuel rail pressure? A. FRPREAB B. FRTMPAB C. FRT D. FPLS1 PAGE #______
5A - 14
March, 2002
DAY THREE
ACTIVITY 5A

BI-FUEL VEHICLE SERVICE (continued) STUDENT ANSWER SHEET
8. Which of the following is an output from the compuvalve? A. MAP B. Gasoline fuel pump C. Ignition switched battery power D. FAP PAGE #______ 9. According to the service publications, what is a tap? PAGE #______ 10. What is an intercept? PAGE #______ 11. Which of the following uses an intercept? A. Throttle Position Sensor B. Battery C. Fuel Gauge D. MIL PAGE #______ 12. What are the circuit numbers and wire colors of the wires that run between the FTP sensor and connector 4003 (C4003) on a 2001 F-150 bi-fuel truck? PAGE #______ 13. What type of signals are sent to low flow injectors of the compuvalve? PAGE #______ 14. What does it indicate if a vehicle you are diagnosing has a selector switch indicator light that is flashing with an irregular on/off pattern? PAGE #______ 15. What are the two different ways in which you can view PIDs on the NGS? PAGE #______ 16. What does it mean if the CAUSE PID indicates number 07? PAGE #______
March, 2002
5A - 15
ACTIVITY 5A
DAY THREE

17. What does it indicate if the CL_COR PID is reading 1.30? A. That the vehicle is running rich. B. That the vehicle is running lean. C. That the vehicle is running rich and the compuvalve is trying to lean out the air/fuel mixture. D. That the vehicle is running lean and the compuvalve is trying to richen the air/fuel mixture. PAGE #______ 18. What engine pressure does the MAP sensor measure? PAGE #______ 19. What control module should you retrieve DTCs from first when diagnosing a bi-fuel vehicle? PAGE #______ 20. What must you do before making adjustments to the fuel rail tuning screws? PAGE #______
END OF WORKSHEET
5A - 16
March, 2002
DAY THREE

OBJECTIVES
CONTENTS
CNG Contamination Fueling CNG Bi-Fuel Vehicles Fuel System Bleeding Procedures Solenoid Tank Valve Diagnostics
Describe unique CNG bi-fuel vehicle diagnostic procedures. Explain unique CNG bi-fuel vehicle service procedures. Perform CNG bi-fuel vehicle diagnosis and service procedures.
Fuel System Venting Fuel Line Service Solenoid Tank Valve Manual Bypass Contour Solenoid Tank Valve Repair - Contour Coalescent Filter Service Fuel Injector Cleaning Procedure Pressure Regulator Filter Service Pressure Regulator Service Fuel Fill Valve Filter Service
March, 2002
5B - 1
DAY THREE
CNG CONTAMINATION
Natural gas for vehicles is taken from a gas utilitys distribution network. A compressor station is used to dispense the fuel when filling a vehicle. Many times, these compressors discharge excess oil that mixes with the natural gas. Minute portions of this oil are acceptable and can be beneficial to lubricate the internal injector components. But excess contamination is harmful and can deteriorate performance and cause excessive wear and, eventually, component failure. Another concern is water contamination of natural gas. Natural gas designated for residential use is allowed to have 7 pounds of water per 1 million cubic feet of gas. SAE standards for natural gas used in vehicles is 1/2 pound of water per 1 million cubic feet of gas. CAUTION: Never use natural gas that has been liquefied then converted back to gas. This process removes all lubrication qualities from the gas and will result in component damage. The solution for contamination problems is proper filtration systems at the fueling stations. Some gas utility companies have been slow to respond or acknowledge the problem. Fuel contamination may result in intermittent leaks in the CNG fill valve. This is caused by water in the fuel freezing during fueling, then holding the valve open until it melts. Particulate contamination can also cause the valve to stick open. The technician should be mindful of the amount of oil and water found in the system during routine maintenance (e.g., cleaning and changing the filters). If a large quantity of oil or water is present in the system, the technician should recommend to the customer the following items: Change Filling Stations - The contamination will not necessarily be the same from location to location. Accelerated Maintenance Schedule - By cleaning and changing the filters on a more frequent basis, the system can be kept cleaner.
5B - 2
March, 2002
DAY THREE
FUELING CNG BI-FUEL VEHICLES
2
Art 5B-1
Fuel Fill Valves

Item 1 2 Description Fuel Fill Valve With Manual Backflow Fuel Fill Valve Without Manual Backflow
WARNING: TO AVOID THE IGNITION OF FUEL VAPORS THAT ARE VENTED TO THE ATMOSPHERE: THE ENGINE MUST BE SHUT OFF. EXTINGUISH ALL SMOKING MATERIAL. NEVER ATTEMPT TO OVERPRESSURIZE THE CNG SYSTEM.
Turn the engine off. Turn the selector knob on the fill nozzle to VENT position. Connect the quick coupling, on the fill nozzle, securely to the system fill valve. Turn the selector knob on the fill nozzle to the ON position. Switch on the service pump. A noise will be heard as the cylinder begins to fill. Watch the pressure gauge on the service pump. When the gauge reads approximately 3000 or 3600 psi (vehicle and model year dependent), or when the fill pressure begins to move very slowly, the CNG tanks are full.
March, 2002
5B - 3
DAY THREE
FUELING CNG BI-FUEL VEHICLES (continued)

NOTE: After filling, the operator may notice a variance in pressure as the vehicle stabilizes. CNG tank pressure will vary with ambient air temperature. At 70 F, tank pressure is approximately 3000 or 3600 psi. For every 10 F difference add or subtract 100 psi. For example: If the air temperature is 80 F, then the tank pressure would be 3000 + 100 or 3100 psi. If the air temperature is 60 F, then the tank pressure would be 3000 - 100 or 2900 psi. Shut off service pump. Place the selector on the fill nozzle to the VENT position. A short hiss of pressure is heard as a small amount of natural gas is vented into vent hose. Disconnect the quick coupling on the fill nozzle. NOTE: A 3600 psi CNG bi-fuel vehicle can be fueled at a 3000 psi pump (although only to 3000 psi), however a 3000 psi vehicle cannot be fueled at a CNG pump that dispenses fuel at 3600 psi.
5B - 4
March, 2002
DAY THREE
Fuel System Bleeding Procedures

A CNG/gasoline bi-fuel vehicle requires that the CNG fuel lines be free of fuel and depressurized when the vehicle requires service or repair. WARNING: NEVER WORK ON A CNG SYSTEM WITH PRESSURE IN THE SYSTEM. ENSURE THAT THE VEHICLE HAS AUTO-SWITCHED TO GASOLINE BEFORE PERFORMING SERVICE. 1. Remove the tank cover. 2. Disconnect the electrical connection to the solenoid tank valves (C 4120). 3. Start and run the vehicle at high idle until the engine stalls or auto-switches to gasoline. 4. If the vehicle fails to auto-switch to gasoline, it may indicate a failure of the solenoid tank valve. 5. Slowly open the fitting that is to be disconnected for service.
A slight escape of natural gas may be heard and smelled. Perform service as required.
March, 2002
5B - 5
DAY THREE
SOLENOID TANK VALVE DIAGNOSTICS

As with most types of diagnostic tests, solenoid diagnostics use isolation tests to determine if the tank solenoid valves are functional.
WARNING: ALWAYS ASSUME THAT ALL FUEL SYSTEM COMPONENTS ARE UNDER FULL SYSTEM PRESSURE AT ALL TIMES. USE CAUTION WHEN SERVICING FUEL SYSTEM COMPONENTS.
Solenoid tank valve diagnostics are critical. As with all Pinpoint Tests, these test procedures must be performed precisely and in the correct sequence. This is even more critical with CNG vehicles since fuel tanks and lines are under very high pressure. Always refer to the fuel system section of the workshop manual for the correct procedures when diagnosing CNG solenoid tank valves. NOTE: CNG Bi-fuel vehicles use the same solenoid tank valves as those used on Ford Dedicated CNG vehicles. Solenoid tank valve diagnostic procedures can be found in the workshop manual under Dedicated CNG fuel system. NOTE: Some threads on AFVs are Left-Handed. Always refer to service publications when performing vehicle and component service procedures.
5B - 6
March, 2002
DAY THREE
FUEL SYSTEM VENTING
2 3 4 5 6
7 8 9
10
Vent Stack Assembly
Item 1 2 3 4 5 D escription 1/2 Inch Vent Pi pe Vent Stack Support C onnectors
Item 6 7 8 9 10
D escription Pressure Gauge (part of 134-00114) Fi ll Valve C onnector (part of 134-00114) Bui ldi ng Floor Groundi ng C able (part of 134-00114) Support Groundi ng Rod
Vent Stack Hose C onnectors (part of 13400114) 30 ft. of Vent Tool Hose(part of 134-00114) Vent Tool (part of 134-00114)
WARNING: VENTING OF FUEL REQUIRES THE USE OF A VENT STACK THAT IS APPROVED AND EQUIPPED FOR THE PROCEDURE. FOLLOW LOCAL REGULATIONS AND CONSULT YOUR LOCAL FIRE AND ENVIRONMENTAL AUTHORITIES FOR SPECIFIC REGULATIONS. THE TOP OF THE VENT STACK MUST BE A MINIMUM HEIGHT ABOVE THE STRUCTURE TO WHICH IS ATTACHED. CONTACT LOCAL AUTHORITY HAVING JURISDICTION TO DETERMINE CORRECT HEIGHT.
DAY THREE
FUEL SYSTEM VENTING (continued)

When servicing the fuel system of a CNG fueled vehicle, the fuel system usually must be vented. Due to the variety of CNG vehicles the venting procedures may vary. Always refer to the fuel system section of the workshop manual whenever venting is required.
5B - 8
March, 2002
DAY THREE
FUEL LINE SERVICE

1
3 2
Art 5B-3
Low Pressure Fuel Lines
Item 1 2 3
When servicing bi-fuel vehicles, fuel line removal and replacement is often required. Bi-fuel vehicles use three different types of CNG fuel lines: Low-pressure fuel lines that have copper washers at the fittings. High-pressure stainless steel fuel lines that have o-ring seals. High-pressure stainless steel fuel lines that have gyrolok fittings.
Low-Pressure Fuel Lines

Low-pressure fuel lines are only used after fuel pressure reduction at the pressure regulator. They are made of metal and flexible fabric/rubber. They have copper washers at the end of the line in the fittings. Copper washers must be replaced whenever the line fittings are loosened to prevent leaks.
March, 2002
5B - 9
DAY THREE
FUEL LINE SERVICE (continued)
Art 5B-4
High Pressure Fuel Line Fitting
Item 1 2
Description CNG Fuel Line Fitting O-Ring (with yellow stripe)
High Pressure Fuel Lines with O-Ring Seals

Some CNG bi-fuel vehicles have high pressure fuel lines with o-ring seals. When servicing these, use the following precautions: Whenever a fuel line fitting nut is loosened, the o-ring on the line must be replaced. Use only the correct o-ring (yellow stripe) when replacement is required. When connecting components to fuel lines, always get the fuel line fitting started into the component fitting before tightening the component to the vehicle. This is important because CNG fuel lines are stainless steel and should not be bent. When installing fuel tanks, always connect the fuel lines before tightening the tank retaining straps. Once installed, always check fittings for leaks with liquid leak detector.
5B - 10
March, 2002
DAY THREE
4 3
Art 5B-5
Disassembled Gyrolok Fitting

Item 1 2 Description Gyrolok Compression Ferrules External Thread Tube Nut Item 3 4 Description Internal Thread Tube Nut Steel Tubing
Another type of fitting that may be found on CNG bi-fuel vehicles is the Gyrolok fitting. This high-pressure fitting is a compression fitting with interlocking compression ferrules. When assembled this type of fitting provides an excellent connection for high pressure applications. Whenever a Gyrolok fitting is opened strict adherence to swaging procedures must be followed. Refer to the workshop manual for specific directions regarding this procedure.
March, 2002
5B - 11
DAY THREE

1
2
Leak Testing a Gyrolok Fitting
Item 1 Description Locations to Apply Liquid Leak Detector Item 2 Steel Tubing Description
Art 5B-6
Leak Testing a Fitting

Whenever a fuel line fitting has been opened (regardless of the type of line) it must be check for leaks after reassembly. This must be done using liquid leak detector. When checking for leaks apply the liquid leak detector on the line fitting. Watch for bubbles rising around the fitting (bubbles indicate there is a leak).
5B - 12
March, 2002
DAY THREE
Solenoid Tank Valve Manual Bypass Contour
1 2 4
Art 5B-7
Contour Solenoid Tank Valve

Item 1 2 Description One-Way Check Valve Pressure Relief Device (PRD) Item 3 4 Description Spindle (Manual Bypass) Manual Bypass with Allen Wrench Installed (Bypass is in the Open Position)
WARNING: THE SOLENOID TANK VALVE MANUAL BYPASS IS FOR SERVICE ONLY AND IS NOT TO BE USED FOR VEHICLE STORAGE OR DURING NORMAL VEHICLE OPERATION. ENSURE THE VALVE IS ALWAYS RETURNED TO THE NORMAL OPERATING POSITION. The manual bypass can be used to open an/or close the solenoid tank valve without electrical operation and is designed for use during service procedures only. Disconnect the battery and electrical connector C 4120 to the solenoid tank valve. Remove the bypass cap and o-ring.
March, 2002
5B - 13
LESSON 5B: UNIQUE CNG BI-FUEL DIAGNOSIS AND SERVICE Solenoid Tank Valve Manual Bypass Contour (continued)
Normal Operation:
DAY THREE
Use a 3/32" Allen key (on a spindle without an indicator groove) and turn the spindle counterclockwise three full turns. Use a 1/8" Allen key (on a spindle with an indicator groove and turn the spindle counter clockwise until the spindle indicator groove is in line with the spindle housing face. To Manually Close Valve; Use a 3/32" Allen key (on a spindle without an indicator groove) or a 1/8" Allen key (on a spindle with an indicator groove) and turn the spindle clockwise until flush with the spindle housing face. Then torque to 35 lb-in. To Manually Open Valve; Return valve to its normal solenoid operating position, use a 3/32" Allen key (on a spindle without an indicating groove) or a 1/8" Allen key on a spindle with an indicator groove) and turn the spindle counter clockwise until the spindle is fully extended out (approximately .3" from the spindle housing face. Then torque to 35 lb-in. Reinstall cap and o-ring, connect electrical connector J/P120 and battery.
5B - 14
March, 2002
DAY THREE
Solenoid Tank Valve Repair - Contour 11 10
8 7 6
Art 5B-8
Disassembled Contour Solenoid Tank Valve

Item 1 2 3 4 5 6 Pintle Small O-ring Shaft Ring Solenoid Coil Harness Large O-ring Description Item 7 8 9 10 11 Medium O-ring Manual Bypass Valve Assembly Pressure Relief Device (PRD) Housing One-Way Check Valve Description
The CNG/ gasoline Contour has a unique integral venting solenoid tank valve. This valve is operated by a electric solenoid. The solenoid is activated when switched B+ power is applied and the valve is opened. Solenoid Replacement 1. Disconnect connector C 4120 at the tank valve. 2. Set manual bypass to the closed position. 3. It is not necessary to vent tank for this operation. 4. Remove nut and slide solenoid off spindle. 5. Install new solenoid in reverse order. 6. Ensure the manual bypass is reset to normal operation.
March, 2002
5B - 15
LESSON 5B: UNIQUE CNG BI-FUEL DIAGNOSIS AND SERVICE Solenoid Tank Valve Repair - Contour (continued)
Piston Assembly Replacement 1. Disconnect electrical connector C 4120. 2. On tank valve, set manual bypass to CLOSED position. 3. Bleed system. It is not necessary to vent system.
DAY THREE
4. Loosen clamps (1) and slide vent hoses (2) and seals (3) off of tank valve along fuel line, far enough to expose fittings to tank valve. It is not necessary to remove hose from bottom of valve. 5. Slowly loosen gyrolok fitting (4) to tank valve to relieve any residual pressure in valve and line. 6. Remove nut (5) and solenoid coil harness (6). Do not discard. 7. Position ring socket wrench over shaft (8) and ring (7). Align hole in wrench with notch in ring. Place key into hole and notch. 8. Firmly hold wrench in place and turn using a 3/8" socket drive. Remove ring (7), large o-ring (9) and small o-ring (10). Discard o-rings. 9. Position core socket wrench over shaft (9) and align pins with holes in shaft assembly. Remove piston assembly. Note: Use care and hold piston subassembly with shaft when removing to avoid dropping spring into valve. 10. Remove and discard medium size o-ring (11). 11. Use a lint free cloth to clean interior of valve. DO NOT ALLOW debris to drop into valve body. Note: Lightly coat all o-rings with Dow Corning 55 o-ring lubricant or equivalent before installing. 12. Install new medium size o-ring. 13. Remove protective cap from replacement assembly. Note: if parts of piston assembly separate: 14. Position spring in hole of shaft. 15. Place piston subassembly in shaft. 16. Position piston assembly into core wrench. Note: The core wrench is magnetized to help hold the spring in place during assembly. 17. Carefully hold piston assembly and tool together and place into valve body and hand tighten. If the spring is out of position, the assembly will not tighten fully into valve body. 18. Torque to 30 2 ft-lbs. 19. Install new small o-ring (10) over shaft and large o-ring (9) into ring. 20. Install ring (7) onto valve body and torque to 152 ft-lbs. 21. Reinstall coil harness (6) and nut (5). Torque nut to 60 5 in-lbs. 22. Reattach and secure gyrolok fitting that was loosened previously. 23. Reattach J/PI20 electrical connection. 24. Return manual bypass to NORMAL operation. 25. Turn ignition Key On, wait 5 seconds then Key Off. This will test, valve operation and pressurize lines for leak testing. 26. Leak test fittings. 27. When no leaks are present, reattach seals (3), vent hoses (2) and clamps (1) to tank valve.
DAY THREE
COALESCENT FILTER SERVICE
1 2
Art 5B-9
Coalescent Filter Assembly

Item 1 Filter Description Item 2 Drain Plug Description
The coalescent filter removes water and particulate contamination from the CNG fuel system. It has a drain plug that allows water to be drained at each oil change and a filter that is replaced on a normal maintenance schedule (refer to vehicle owners manual for schedule).
Filter Removal
1. Bleed the fuel lines. 2. Place container under coalescent filter assembly. 3. Remove drain plug and allow all liquid to drain. 4. Remove coalescent filter housing from base by rotating the housing counterclockwise. 5. Move filter element back and forth while pulling it downward. 6. Remove and discard filter element and o-ring.
Filter Installation
1. Lubricate new o-ring seal with clean engine oil meeting Ford specification WSS-M2C153-F. 2. Install new o-ring and filter. 3. Install coalescent filter housing. Tighten to 34-41 Nm (25-30 lb-ft). 4. Install drain plug and tighten to 8-11Nm (71-97 lb-in).
March, 2002
5B - 17
DAY THREE
FUEL INJECTOR CLEANING

Due to the use of fuel that does not meet SAE standards for CNG vehicles, concerns have arisen that are caused by partially or completely clogged fuel injectors on the compuvalve. Symptoms of this concern include: Rough Idle No Start in Cold Driveability concerns Diagnosis and Service Procedure: Perform normal diagnostics per Ford Service Procedures. If it is identified that the injectors are partially or completely clogged perform the following procedure to clean the CNG Injectors: 1. 2. Start vehicle and idle at 1500 rpm for 5 minutes and then turn engine off. Remove CNG coalescent filter bowl after properly venting the fuel line (per Ford CNG Venting Procedure for Servicing Filter Bowl). Remove the coalescent filter element. Reinstall the bowl (torque for bowl: 30 +/- 5 Ft-lb, torque for drain plug: 8 +/- 2 Ft-lb). Start engine and idle at 1500 rpm for 10 minutes. Repeat step 2 and Reinstall the Filter element and the bowl. Test drive vehicle to confirm removal of rough idle.
3. Check for dirt or oil in the filter bowl - Clean it if necessary. 4. 6. 7. 8. 9. 5. Fill the filter bowl to the top with Iso-Propyl Alcohol (with strength of at least 90%).
In some cases of severe injector clogging, this procedure will have to be repeated. If the concern is not corrected repeat the procedure as required.
5B - 18
March, 2002
DAY THREE
PRESSURE REGULATOR FILTER SERVICE
Art 5B-10
Pressure Regulator Assembly

Item 1 Description Pressure Regulator Filter
The pressure regulator of the CNG/gasoline bi-fuel vehicle contains a particulate filter. This filter should be replaced at regular intervals (refer to owners manual maintenance schedule). Filter Replacement 1. Bleed system. 2. Slowly loosen hard-line fitting on regulator and allow any trapped gas to escape. 3. Remove fuel line from filter. 4. Remove fitting. 5. Discard filter, spring and o-ring. 6. Reassemble using new filter kit. 7. Tighten fitting to 15 lb-ft.
March, 2002
5B - 19
DAY THREE
FUEL FILL VALVE FILTER
3
Art 5B-11
Fuel Fill Valve Filter

Item 1 2 3 Description Filter Removal/Installation Tool (134-00115) Fuel Fill Valve Filter Fuel Fill Valve
The following procedure should be used when servicing the fuel fill valve filter. This filter should be cleaned annually. Vent fuel lines. Disconnect the fuel tube from the rear of the fuel fill valve. Remove the fuel fill valve straight fitting. Using the fuel fill valve filter removal tool, remove the fill valve filter by turning the fill filter counterclockwise.
5B - 20
March, 2002
DAY THREE
ACTIVITY 5B
ACTIVITY 5B
OBJECTIVES Upon completion of this activity the students will demonstrate their skill and knowledge of: Use of CNG bi-fuel vehicle special tools. Performing diagnostic procedures. Navigating service publications. Activity 5B Worksheet S Worksheet T Worksheet U CONTENTS
March, 2002
5B - 21
ACTIVITY 5B
DAY THREE
ACTIVITY 5B - WORKSHEET S (Written)

BI-FUEL VEHICLE SERVICE STUDENT ANSWER SHEET
Directions: Use the information in the student reference guide and the 2001 F-150 electronic service publications to answer the questions below. 1. What service publication would you refer to if you need information on replacing the compuvalve? PAGE #______ 2. When operating on LPG or CNG, the misfire monitor is (CIRCLE ONE) ENABLED OR DISABLED. PAGE #______ 3. What component facilitates communication between the PCM and the compuvalve on 1999 bi-fuel vehicle? PAGE #______ 4. Which of the following DTCs should be diagnosed first? A. P0171 B. P0182 C. C1343 D. U1260 PAGE #______ 5. What is the electrical connector with the label J 37 referred to in Ford electrical schematics? PAGE #______ 6. Which of the following are physical symptoms of excess propane or natural gas exposure? A. Headache B. Dizziness C. Weakness in the arms and legs D. All of the above PAGE #______ 7. Which of the following PIDs would you monitor to determine fuel rail pressure? A. FRPREAB B. FRTMPAB C. FRT D. FPLS1 PAGE #______
5B - 22
March, 2002
DAY THREE
ACTIVITY 5B

8. Which of the following is an output from the compuvalve? A. MAP B. Gasoline fuel pump C. Ignition switched battery power D. FAP PAGE #______ 9. According to the service publications, what is a tap? PAGE #______ 10. What is a intercept? PAGE #______ 11. Which of the following uses an intercept? A. Throttle Position Sensor B. Battery C. Fuel Gauge D. MIL PAGE #______ 12. What are the circuit numbers and wire colors of the wires that run between the FTP sensor and connector 4003 (C4003) on a 2001 F-150 bi-fuel truck?
PAGE #______ 13. What type of signals are sent to low flow injectors of the compuvalve? PAGE #______ 14. What does it indicate if a vehicle you are diagnosing has a selector switch indicator light that is flashing with an irregular on/off pattern? PAGE #______ 15. What are the two different ways in which you can view recorded PIDs on the NGS? PAGE #______ 16. What does it mean if the CAUSE PID indicates number 07? PAGE #______
March, 2002
5B - 23
ACTIVITY 5B
DAY THREE

17. What does it indicate if the CL_COR PID is reading 1.30? A. That the vehicle is running rich. B. That the vehicle is running lean. C. That the vehicle is running rich and the compuvalve is trying to lean out the air/fuel mixture. D. That the vehicle is running lean and the compuvalve is trying to richen the air/fuel mixture. PAGE #______ 18. What engine pressure does the MAP sensor measure? PAGE #______ 19. What control module should you retrieve DTCs from first when diagnosing a bi-fuel vehicle? PAGE #______ 20. What must you do before making adjustments to the fuel rail tuning screws? PAGE #______
END OF WORKSHEET
5B - 24
March, 2002
DAY THREE
ACTIVITY 5B
ACTIVITY 5B - WORKSHEET T (Written)

CNG BI-FUEL VEHICLE DIAGNOSIS AND SERVICE STUDENT ANSWER SHEET
Directions: Use the information you have learned and the publications provided to answer the following questions.
1. What is the highest temperature that a CNG fueled vehicle should be exposed to? PAGE#_______ 2. At 80 F, what is the approximate pressure of a full CNG fuel tank with a maximum capacity of 3000 psi? PAGE#_______ 3. When bleeding the CNG fuel system of a bi-fuel vehicle, how do you know when the CNG fuel system has run out of CNG? PAGE#_______ 4. To manually close the solenoid tank valve on a bi-fuel Contour, in which direction do you turn the spindle? PAGE#_______ 5. On a Contour CNG bi-fuel vehicle, which two parts of the solenoid tank valve can be replaced without having to replace the entire valve? PAGE#_______ 6. How are O-ring seals on a CNG high pressure fittings identified? PAGE#_______ 7. When venting a Contour, where is the vent hose attached? PAGE#_______ 8. What are the three types of fuel line connections that may be found on CNG bi-fuel vehicles? PAGE#_______ 9. What two reasons might require that the adaptive strategy on the compuvalve be reset? PAGE#_______ 10. During installation of the compuvalve, what must be done to prevent leaks?
PAGE#_______
END OF WORKSHEET
ACTIVITY 5B
DAY THREE
ACTIVITY 5B - WORKSHEET U (Hands-on)

CNG BI-FUEL VEHICLE SERVICE STUDENT ANSWER SHEET
Directions: Go to the bi-fuel CNG classroom vehicle and use the information in your Student Reference Guide and the service publications to perform the tasks and answer the questions below. 1. Go to the CNG bi-fuel vehicle. Does this vehicle have an internal PRD or external PRD solenoid tank valve? 2. Review the customer concern on the repair order for this vehicle. What is the customer concern? 3. Diagnose the vehicle concern. In the table below, write down each test you perform and its result. Note: The number of rows in the table does not indicate the number of steps that must be performed. Use additional paper if required.
DIAGNOSTIC TEST STEP
RESULT
END OF WORKSHEET
5B - 26
March, 2002
LPG SAFETY APPENDIX
LPG SAFETY APPENDIX

The information presented in this appendix is for use as a supplement to that presented in the Alternative Fuel Vehicle (AFV) Web-Based Course.
March, 2002
Appendix 1 - 1
LPG SAFETY APPENDIX Propane Fuel System Standards

The National Fire Protection Association (NFPA) has specified Technical Standard #58 for the design and building of propane fuel systems. The Canadian Gas Association (CGA) has adopted similar standards. These standards also recommend or prohibit certain service procedures for propane fuel systems. Many states and provinces have adopted these technical standards as law. There are also other local laws that apply to propane fuel system service and fuel handling. Many of the WARNINGS and service precautions described in this program are based on NFPA #58 standards. These practices are required for safety and must be followed. Note: Many states and provinces regard as law NFPA #58 or the CGA standards, respectively. There are also other local laws that apply to propane fuel systems and they should be observed.
WARNING: OBSERVE THE FOLLOWING PRECAUTIONS DURING SERVICE OF PROPANE VEHICLES. FAILURE TO OBSERVE EACH OF THESE WARNINGS COULD RESULT IN FIRE OR EXPLOSION IF FUEL IS IGNITED, AND ILLNESS FROM THE RELEASE OF PROPANE FUEL.
Note: Copies of the National Fire Protection Association (NFPA) regulations can be purchased by writing or calling:
National Fire Protection Association 1 Batterymarch Park, P.O. 9101 Quincy, MA 02269-9101 Toll Free Phone 1-800-344-3555
Appendix 1 - 2
March, 2002
LPG SAFETY APPENDIX Avoiding Fire or Explosion Hazards WARNING: DO NOT PARK OR SERVICE A PROPANE FUELED VEHICLE NEAR ANY SOURCE OF FIRE, SUCH AS OPEN FLAME (SUCH AS THE PILOT LIGHT ON GAS HOT WATER HEATERS OR GARAGE SPACE HEATERS), CIGARETTES OR SMOKING MATERIALS, SPARKS, EXCESSIVE HEAT, WELDING, OR BODY GRINDING EQUIPMENT. AVOID PLACING THE VEHICLE NEAR ELECTRICAL EQUIPMENT THAT DISCHARGES SPARKS THROUGH NORMAL OPERATION, FOR EXAMPLE, MOTORS, ELECTRICAL SWITCHES, AND RADIO TRANSMISSION EQUIPMENT.
Avoid storing or servicing a vehicle over sewer drains, lubrication pits, sub-floor level rooms, or other lowlying areas. If any source of fire or ignition contacts propane vapor, a fire could result. If the fuel is confined and ignited in a confined, unventilated area, an explosion could result. Be alert for the odor of propane gas. Propane is normally colorless and odorless, like natural gas. As a safety measure, a scent (ethyl mercaptan) is added to aid detection of fuel leaks. Do not smoke or carry lighted tobacco when servicing or handling propane fuel components. Store propane fueled vehicle and components away from heat, fire and any source of sparks.
March, 2002
Appendix 1 - 3
LPG SAFETY APPENDIX Venting Propane Fuel WARNING: DO NOT NEEDLESSLY VENT PROPANE FUEL DURING SERVICE, AND DO NOT OPEN THE 80% STOP-FILL VALVE WHILE A VEHICLE IS INSIDE A BUILDING. WHEN SERVICING THE FUEL SYSTEM, FOLLOW THE RECOMMENDED PROCEDURES TO SHUT OFF THE FUEL TANKS AND RUN THE ENGINE OUT OF FUEL BEFORE DISCONNECTING THE FUEL SYSTEM COMPONENTS. IF THE FUEL TANK IS BEING SERVICED, HAVE THE FUEL EVACUATED BY TRAINED PERSONNEL AT A LOCAL PROPANE FUEL STATION. LIQUID PROPANE FUEL VAPORIZES AT NORMAL BAROMETRIC PRESSURE AT TEMPERATURES ABOVE -42 C (-44 F), AND EXPANDS TO 270 TIMES ITS VOLUME AS A LIQUID. UNNECESSARY VENTING OF PROPANE FUEL CAN CREATE FIRE AND HEALTH HAZARDS AND LEAD TO PERSONAL INJURY OR ILLNESS.
WARNING: BE ALERT FOR SITUATIONS THAT MAY CAUSE THE PROPANE FUEL SYSTEM TO VENT FUEL - SUCH AS EXTREMELY HOT DAYS, PARKING BY A SPACE HEATER, OR HOISTING A VEHICLE UP NEAR A CEILING HEATER. RELEASE OF PROPANE FUEL IN A CONFINED AREA COULD RESULT IN AN ACCUMULATION OF FLAMMABLE VAPORS. IF FUEL IS VENTED NEAR A HEAT SOURCE, A FIRE OR EXPLOSION MAY RESULT.
Note: In high ambient temperatures, such as those experienced in desert locations, the fuel system is designed to relieve excess fuel vapor pressure. The pressure relief valve will vent fuel and automatically reset itself. If the manual shutoff valve is closed and the vehicle is parked in high ambient temperature areas, the hydrostatic relief valve will vent excess liquid pressure and automatically reset. WARNING: WHEN SERVICING A PROPANE SYSTEM FUEL LEAK, OR IF THE ODOR OF PROPANE OR A QUANTITY OF PROPANE GAS IS PRESENT IN AN AREA, WARN ALL PERSONS IN THE AREA TO: EXTINGUISH ALL FLAMES AND LIGHTED TOBACCO. SHUT OFF ELECTRICAL AND AIR POWER EQUIPMENT. EVACUATE THE AREA IMMEDIATELY. VENTILATE THE AREA UNTIL THE ODOR OF GAS IS NO LONGER PRESENT. CONTACT FIRE CONTROL AUTHORITIES.
Note: Be careful not to confuse the odor of propane gas with propane exhaust gas. They are similar, but a leak odor will linger in the area and the exhaust odor will normally dissipate after the engine is stopped. (A hydrocarbon sniffer can also be used to distinguish the two gases.)
Appendix 1 - 4
March, 2002
LPG SAFETY APPENDIX Fuel Tank Safety

LPG fuel tank configurations may vary between vehicle models. However, all tanks have fuel inlet valves, shutoff valves, spitter valves and pressure relief valves. The shutoff valve is designed to stop fuel flow in the event of a large leak. If the shutoff valve is opened too quickly, the sudden flow of fuel will cause the excess flow valve in the tank to block fuel flow. If this occurs, close the manual shutoff valve for ten seconds. Wait for a faint click to be heard from inside the tank when the excess flow valve resets. Then slowly open the manual shutoff valve.
WARNING: CLOSE THE FUEL TANK MANUAL SHUTOFF VALVE SECURELY BEFORE PERFORMING ANY SERVICE ON A PROPANE FUELED VEHICLE. IF THE FUEL SYSTEM IS TO BE SERVICED, ALSO RUN THE ENGINE OUT OF FUEL BEFORE DISCONNECTING ANY COMPONENTS. (THIS SHOULD TAKE TWO TO THREE MINUTES. IF THE ENGINE CONTINUES TO RUN, RESEAT THE SHUTOFF VALVE HAND TIGHT.) FAILURE TO CLOSE THE SHUTOFF VALVE COULD RESULT IN FUEL LEAKAGE DURING FUEL SYSTEM SERVICE, CREATING A FIRE HAZARD. WARNING: DO NOT ATTEMPT TO USE SHOP AIR PRESSURE TO FORCE PROPANE FUEL FROM THE TANKS. NORMAL SYSTEM PRESSURE IS ABOUT 160 PSI (1724 KPA). CONNECTING A SHOP AIR HOSE TO THE FUEL SYSTEM COULD RESULT IN FUEL FLOWING BACK INTO THE SERVICE AIR SYSTEM, AND RESULT IN FIRE OR EXPLOSION. FUEL TANKS SHOULD ONLY BE DRAINED BY TRAINED PERSONNEL.
WARNING: DO NOT USE PAINT DRYING OVENS FOR PROPANE FUELED VEHICLES. THE HEAT OF PAINT DRYING OVENS WILL INCREASE THE PRESSURE IN THE FUEL TANKS. THIS COULD CAUSE VENTING OF PROPANE FUEL VAPOR INTO THE OVEN AND RESULT IN A FIRE FROM HEAT OR SPARKS IN THE ELECTRICAL EQUIPMENT. IF THE FUEL IS CONFINED IN AN OVEN, THERE IS ALSO A RISK OF EXPLOSION IF THE FUEL IS IGNITED. WHEN REFINISHING THE BODY PANELS OF PROPANE FUELED VEHICLES, SPOT PAINT THE AFFECTED AREA AND USE SPOT DRYING METHODS.
March, 2002
Appendix 1 - 5
LPG SAFETY APPENDIX Warning and Information Labels

All 1999 - 2002 bi-fuel vehicles use a series of labels to identify the vehicle as a Propane Gas Vehicle (PGV) and distinguishes areas of special attention. Many of these labels are required by federal and local regulations for the operation of a vehicle with Liquefied Petroleum Gas (LPG). If these labels are damaged or removed for any reason, these labels must be replaced and filled out with the information contained on the original labels.
WARNING: IF PAINTING OF A BI-FUEL VEHICLE IS REQUIRED, ENSURE THAT ALL WARNING LABELS HAVE BEEN REPLACED IN THEIR ORIGINAL LOCATION.
Appendix 1 - 6
March, 2002
LPG SAFETY APPENDIX Fuel System Modifications WARNING: DO NOT MODIFY THE FUEL SYSTEM OR COMPONENTS, OR REPLACE COMPONENTS WITH PARTS THAT DO NOT MEET FORD SPECIFICATIONS. THE PROPANE FUEL SYSTEM IS DESIGNED AND BUILT TO CONFORM TO THE NATIONAL FIRE PROTECTION ASSOCIATION (NFPA) STANDARD #58 AND SIMILAR CANADIAN GAS ASSOCIATION (CGA) STANDARDS, WHICH DEFINE THE SPECIALLY APPROVED MATERIALS, COMPONENT CONSTRUCTION, AND SYSTEM CONFIGURATION REQUIRED FOR PROPANE FUEL SYSTEMS. IN ADDITION, THE PARTICULAR SYSTEM INSTALLED ON ALL VEHICLES IS PRECISELY CALIBRATED FOR EFFICIENT OPERATION. THE USE OF DIFFERENT PARTS OR MATERIALS COULD PRODUCE AN UNTESTED CONFIGURATION THAT COULD RESULT IN FIRE, EXPLOSION, AND PERSONAL INJURY, OR CAUSE ENGINE DAMAGE FROM INCORRECT FUEL METERING. THE USE OF FORD SPECIFIED PARTS, AVAILABLE AT AN AUTHORIZED FORD DEALER, IS RECOMMENDED.
Health Hazards WARNING: AVOID INHALING PROPANE GAS OR OCCUPYING CONFINED AREAS CONTAINING PROPANE GAS. PROPANE GAS IS HEAVIER THAN AIR. THE HEAVIER GAS CAN DISPLACE OR PUSH FRESH AIR OUT OF AN AREA. IN LARGE QUANTITIES, PROPANE CAN DISPLACE ENOUGH OXYGEN TO MAKE THE SURROUNDING AIR UNFIT TO BREATHE AND POSSIBLY CAUSE ILLNESS. IF A PERSON BREATHES PROPANE GAS OR AIR THAT LACKS OXYGEN DUE TO THE PRESENCE OF PROPANE GAS, HEADACHE, DIZZINESS, AND WEAKNESS IN THE EXTREMITIES CAN RESULT. IN SEVERE CASES, PROLONGED BREATHING OF PROPANEFOULED AIR CAN CAUSE SUFFOCATION.
IN THE EVENT OF ILLNESS FROM INHALING PROPANE GAS, MOVE THE VICTIM IMMEDIATELY TO FRESH AIR AND CONTACT A PHYSICIAN OR MEDICAL EMERGENCY PERSONNEL FOR ARTIFICIAL RESPIRATION OR OTHER REQUIRED TREATMENT.
Note: If a confined area, such as a lubrication pit, has been subjected to propane gas, the area should be checked for adequate oxygen levels by local health department personnel before being entered. Otherwise, illness or suffocation, as described in the warning above, may result.
March, 2002
Appendix 1 - 7
LPG SAFETY APPENDIX NOTES
Appendix 1 - 8
March, 2002
CNG SAFETY APPENDIX

COMPRESSED NATURAL GAS SAFETY APPENDIX The information presented in this appendix is for use as a supplement to that presented in the Alternative Fuel Vehicle (AFV) Web-Based Course.
Appendix 2 - 1
CNG SAFETY APPENDIX

Natural Gas Vehicle Fuel System Standards
The National Fire Protection Association (NFPA) has specified Technical Standard #52 for the design and building of CNG fuel systems. The Canadian Gas Association (CGA) has adopted similar standards. These standards also recommend or prohibit certain service procedures for natural gas fuel systems. Many states and provinces have adopted these technical standards as law. There are also other local laws that apply to CNG fuel system service and fuel handling. Many of the WARNINGS and service precautions described in this program are based on NFPA Standard #52. These practices are required for safety and must be followed. Note: Many states and provinces regard as law NFPA #52, or the CGA standards respectively. There are also other local laws that apply to CNG fuel systems, and they should be observed.
WARNING: OBSERVE THE FOLLOWING PRECAUTIONS DURING SERVICE OF CNG VEHICLES. FAILURE TO OBSERVE EACH OF THESE WARNINGS COULD RESULT IN FIRE OR EXPLOSION IF FUEL IS IGNITED, AND ASPHYXIATION FROM THE RELEASE OF NATURAL GAS. Avoiding Fire or Explosion Hazards WARNING: DO NOT PARK OR SERVICE A CNG FUELED VEHICLE NEAR ANY SOURCE OF FIRE, SUCH AS OPEN FLAME, CIGARETTES OR SMOKING MATERIALS, SPARKS, EXCESSIVE HEAT, WELDING, OR BODY GRINDING EQUIPMENT. AVOID PLACING THE VEHICLE NEAR ELECTRICAL EQUIPMENT THAT DISCHARGES SPARKS THROUGH NORMAL OPERATION, FOR EXAMPLE, MOTORS, ELECTRICAL SWITCHES, AND RADIO TRANSMISSION EQUIPMENT.
Vent the CNG system using the recommended service procedures before storing a CNG vehicle indoors. Avoid servicing a CNG vehicle with a natural gas leak indoors. Determine the source of the leak, vent the fuel system as necessary then repair the natural gas leak. If any source of fire or ignition contacts natural gas, a fire could result. If the fuel is confined and ignited in an enclosed, unventilated area, an explosion could result. Be alert for the odor of natural gas. Natural gas is normally colorless and odorless. As a safety measure, a scent (ethyl mercaptan) is added to aid detection of fuel leaks. Do not smoke or carry lighted tobacco when servicing or handling CNG fuel system components. Store natural gas fueled vehicles and components away from heat, fire and any source of sparks. Because natural gas is lighter than air, accidentally released gas will accumulate near the ceiling of a building.
Appendix 2 - 2
CNG SAFETY APPENDIX

Venting CNG Fuel Natural gas can be vented (discharged) into the atmosphere. However, when performing this procedure, the steps described in the following warning must be observed. WARNING: ALWAYS VENT CNG TANKS IN A WELL- VENTILATED AREA THAT IS APPROVED AND EQUIPPED FOR THE PROCEDURES. EXTINGUISH ALL SMOKING MATERIALS. NEVER VENT NEAR OPEN FLAME, HEAT SOURCES AND SPARKS. ALWAYS USE APPROVED VENTING TOOLS AND PROCEDURES AS DESCRIBED IN THE SERVICE MANUAL. NEVER DISCHARGE GAS BY OPENING THE TANK VALVES. HIGH PRESSURE CAN CAUSE SERIOUS INJURY. ALWAYS GROUND THE VEHICLE AND NATURAL GAS SYSTEM. HIGH PRESSURE ESCAPING CAN CAUSE STATIC ELECTRICITY BUILDUP AND SUBSEQUENT SPARKING. VENTING OF FUEL TANKS REQUIRES THE USE OF A VENT STACK THAT IS APPROVED AND EQUIPPED FOR THE PROCEDURE. FOLLOW LOCAL REGULATIONS AND CONSULT YOUR LOCAL FIRE AND ENVIRONMENTAL AUTHORITIES FOR SPECIFIC REGULATIONS. USE ONLY ELECTRICALLY CONDUCTIVE SEALANT ON NATURAL GAS LINES. NEVER USE CONVENTIONAL TEFLON TAPE OR PIPE SEALANT.
Note: Copies of the National Fire Protection Association (NFPA) regulations can be purchased by writing or calling: National Fire Protection Association 1 Batterymarch Park, P.O. 9101 Quincy, MA 02269-9101 Toll Free Phone 1-800-344-3555
Appendix 2 - 3
CNG SAFETY APPENDIX

CNG Fuel Tank Safety
The tank used for natural gas is designed and manufactured to meet requirements of either NGV 1 or NGV2. This is a series of standards as adopted by the American National Standards Institute (ANSI) and the American Gas Association (AGA). This standard contains specifications for the material, design, manufacture and testing of serially produced, refillable containers intended only for the storage of compressed natural gas for vehicle operations. NGV 1 CNG tanks are made of high strength steel. NGV 2 CNG tanks consist of a metal liner reinforced with resin impregnated continuous filament. CONTOUR tanks are rated for use at 3000 psi. These tanks are rated for use at 3000 psi (CONTOUR, CROWN VICTORIA) and 3600 psi (E&F-SERIES TRUCKS).
WARNING: TANKS SHOULD NEVER BE OVERPRESSURIZED.
Appendix 2 - 4
CNG SAFETY APPENDIX

CNG Fuel Tank Safety (cont.)
If damage to the tank is observed during maintenance/repair, the tank must be inspected and approved by qualified personnel. If the tank is rejected, the tank must be replaced before the vehicle is returned to service.
WARNING: THE TANK MUST BE VISUALLY INSPECTED EVERY 36 MONTHS OR 36,000 MILES (58,000 KM), WHICHEVER COMES FIRST, TO MAINTAIN COMPLIANCE WITH FEDERAL REGULATION. THE SERVICE LIFE OF A CNG FUEL TANK IS 15 YEARS FROM THE DATE OF MANUFACTURE LISTED ON THE TANK'S LABEL. IF THE TANK LABEL IS MISSING OR UNREADABLE, THE TANK MUST BE REPLACED. A TANK THAT DOES NOT PASS THE INSPECTION CRITERIA MUST BE REPLACED BEFORE THE VEHICLE IS RETURNED TO SERVICE USING NATURAL GAS. VISUAL INSPECTION:
The visual inspection is for external damage and deterioration. The inspection must be performed by QUALIFIED PERSONNEL in accordance with the manufacturers established inspection criteria and the procedures outlined in pamphlet C-6.4 from the Compressed Gas Association (CGA). A technician that finds tank damage and/or deterioration must note this on the repair order. This damage must be communicated to the customer prior to releasing the vehicle. Levels of tank damage determine whether the damaged tank can be repaired or must be replaced. These levels of damage will be explained later in this section.
QUALIFIED PERSONNEL are those that are so designated by the Department of Transportation and prevailing authorities responsible for containers used to carry, contain and/or transport gas, hazardous materials and similar materials. The address of the Compressed Gas Association is: Compressed Gas Association 1725 Jefferson Davis Hwy. Arlington, VA 22202 (703) 412-0900
Appendix 2 - 5
CNG SAFETY APPENDIX

CNG Fuel Tank Safety (cont.) PAINTING A CNG VEHICLE:
If a CNG bi-fuel vehicle requires painting, and the vehicle will be placed in a paint oven, the CNG tank must be vented (emptied of fuel). This is done to prevent an overpressure condition during a soak in the paint oven.
WARNING: FAILURE TO COMPLETELY EMPTY THE FUEL TANK PRIOR TO THE VEHICLE BEING PLACED IN A PAINT OVEN CAN CREATE A FIRE AND EXPLOSION HAZARD. TANKS INVOLVED IN ACCIDENTS:
CNG bi-fuel vehicles that have been involved in an accident must have the fuel tank inspected and approved by qualified personnel before being returned to service.
WARNING: TANKS THAT HAVE BEEN SUBJECT TO FIRE MUST BE CONDEMNED AND REMOVED FROM SERVICE.
PRESSURE RELIEF DEVICE Additionally, all CNG tank valves have a lead insert inside that will melt if the tank is exposed to temperatures in excess of 100 C (212 F). This will allow the pressure inside the tank to be relieved, in the event that the tank is exposed to excessive heat or a fire. Note: The pressure relief device is a separate part from the solenoid tank valve used on Contour bi-fuel vehicles, while it is part of the solenoid tank valves used on all other CNG fueled vehicles.
Appendix 2 - 6
CNG SAFETY APPENDIX

Solenoid Tank Valves
CNG vehicles can have any one of three different types of tank valves. The following lists the type of tank valves used on the various CNG vehicles. CNG/Gasoline Bi-Fuel Vehicle Tank Valve 1996 E & F-Series - Manual Tank Valve with external pressure relief device (PRD). 1998-2002 E & F-Series - Solenoid Tank Valve with internal PRD. 1996-1999 Contour - Solenoid Tank Valve with external PRD Dedicated CNG Vehicle Tank Valve 1996-2002 Crown Victoria - Solenoid Tank Valve with internal PRD 1997-2002 E & F-Series - Solenoid Tank Valve with internal PRD Most CNG vehicles have electrically actuated solenoid tank valves. These are normally closed valves that are actuated when the ignition key is turned on.
WARNING: INCORRECT USE OF THE MANUAL LOCKOUT/MANUAL BYPASS FEATURE OF A 1996-1999 CONTOUR SOLENOID TANK VALVE CAN CAUSE EXCESS PRESSURE IN THE FUEL TANK. THIS EXCESS PRESSURE MAY CREATE A FIRE OR EXPLOSION HAZARD.
Appendix 2 - 7
CNG SAFETY APPENDIX

Fuel System Modifications WARNING: DO NOT MODIFY THE FUEL SYSTEM OR COMPONENTS, OR REPLACE COMPONENTS WITH PARTS THAT DONT MEET FORD SPECIFICATIONS. THE CNG FUEL SYSTEM IS DESIGNED AND BUILT TO CONFORM TO THE NATIONAL FIRE PROTECTION ASSOCIATION STANDARD # 52, AND SIMILAR CANADIAN GAS ASSOCIATION STANDARDS, WHICH DEFINE THE SPECIALLY APPROVED MATERIALS, COMPONENT CONSTRUCTION, AND SYSTEM CONFIGURATION REQUIRED FOR CNG FUEL SYSTEMS. IN ADDITION, THE PARTICULAR SYSTEM INSTALLED ON ALL VEHICLES IS PRECISELY CALIBRATED FOR EFFICIENT OPERATION. THE USE OF DIFFERENT PARTS OR MATERIALS COULD PRODUCE AN UNTESTED CONFIGURATION THAT COULD RESULT IN FIRE, EXPLOSION, AND PERSONAL INJURY, OR CAUSE ENGINE DAMAGE FROM INCORRECT FUEL METERING. THE USE OF FORD SPECIFIED PARTS, AVAILABLE AT AN AUTHORIZED FORD DEALER, IS RECOMMENDED.
Appendix 2 - 8
CNG SAFETY APPENDIX

Health Hazards WARNING: AVOID INHALING NATURAL GAS OR OCCUPYING CONFINED AREAS CONTAINING NATURAL GAS. IN LARGE QUANTITIES, NATURAL GAS CAN DISPLACE ENOUGH OXYGEN TO MAKE THE SURROUNDING AIR UNFIT TO BREATHE, AND POSSIBLY CAUSE ASPHYXIATION. IF A PERSON BREATHES NATURAL GAS OR AIR WHICH LACKS OXYGEN DUE TO THE PRESENCE OF NATURAL GAS, HEADACHE, DIZZINESS, AND WEAKNESS IN THE EXTREMITIES CAN RESULT. IN THE EVENT OF ASPHYXIATION FROM INHALING NATURAL GAS, MOVE THE VICTIM IMMEDIATELY TO FRESH AIR AND CONTACT A PHYSICIAN OR MEDICAL EMERGENCY PERSONNEL FOR ARTIFICIAL RESPIRATION OR OTHER REQUIRED TREATMENT. IF THE ODOR OF NATURAL GAS IS PRESENT IN AN AREA, WARN ALL PERSONS IN THE AREA TO EXTINGUISH ALL FLAMES AND TOBACCO. SHUT OFF ELECTRICAL AND AIR POWER EQUIPMENT AND EVACUATE THE AREA IMMEDIATELY. VENTILATE THE AREA UNTIL THE ODOR OF GAS IS NO LONGER PRESENT.
Appendix 2 - 9
CNG SAFETY APPENDIX

NOTES
Appendix 2 - 10
AFV PID APPENDIX APPENDIX 3 - AFV PARMETER IDENTIFICATION (PID)
Appendix 3 - 1
AFV PID APPENDIX

AFV PARAMETER IDENTIFICATION (PID) APPENDIX
ACRONYM ADPTCTL ALTFRUN BAROHRE CANVTDC DESCRIPTION Fuel Adaptive Control Run Time in Alternative Fuel Mode (Historic) Barometric Pressure Sensor EVAP Emission Canister Purge-Duty Cycle MEASUREMENT UNITS # Hours PSI Percent 02=Low Fuel Absolute Pressure, 03=VCL Request, 04=Vaporizer Lockout, 05=Liquid LPG, 06=Fuel Absolute Pressure Time-out, 07=Stall After Autoswitch, 08=No VCL Communication # # NO, YES PSI DEGREES F # LB/M MILLISECONDS MILLISECONDS
CAUSE
Alternative Fuel Switchover Cause
CCNT CL-COR CLCF (98) CLSD-LP DELTMAP EC T EGR MOD EGRFLW FP LS 1 FP LS 2 FRPREAB FAP (98 and earlier) FRTMPAB FRT(98 and earlier) FTP (98 and earlier) FTTMP
Number of Continuous DTCs in Module Closed Loop Correction Factor Fuel Control Loop Status Delta Manifold Absolute Pressure (Before FMEM substitution) Engine Coolant Temperature EGR Modifier Actual EGR Mass Flow Fuel Pulse Width #1 (Low Flow Injector) Fuel Pulse Width #2 (Low Flow Injector) Fuel Rail Pressure Sensor
PSI
Engine Fuel Temp Bank 1 Fuel Tank Pressure (Before FMEM substitution) Fuel Tank Temperature (Before FMEM substitution)
DEGREES F
PSI DEGREES F
Appendix 3 - 2
AFV PID APPENDIX

ACRONYM FU E L DESCRIPTION Current Running Fuel MEASUREMENT UNITS GAS, ALT 01=Gasoline Mode, 02=Alternative Fuel to Gasoline Transition, 03=Alternative Fuel Mode (Thermactor Off), 04=Alternative Fuel Mode (Upstream Thermactor Off), 05=Alternative Fuel Mode (Downstream Thermactor Off), 06=Alternative Fuel Mode (Thermactor Normal Operation) VOLTS OFF, ON Hours Unitless AC C Y , OUT, OFFLCK, RUN, START, INVLD DEGREES F LB/M PSI Mg DEGREES F VOLTS VOLTS OFF, STALL, CRANK, RUN RPM Seconds
FUEL-MD
Fuel Operating Mode
GAGDRIV GAS FPR GASFRUN HO2S IGN-SW IAT MAF MAP MC_SW MFDES MIX-TMP O2S11 O2S21 OPR-MD R PM RUNTIME
CLuster Fuel Gauge Drive Signal Gas Fuel Pump Relay Run Time in Gasoline Mode (Historic) LAMBDA Equivalent Ratio-EGO1 Ignition Switch Intake Air Temperature Mass Air Flow Rate Manifold Absolute Pressure Barometric Pressure Signal Voltage Mass Fuel Desired Mixture Temperature at Intake Valve Oxygen Sensor Bank 1 Upstream Oxygen Sensor Bank 2 Upstream Operating Mode Engine RPM Run Time on Alternate Fuel (Per Trip)
Appendix 3 - 3
AFV PID APPENDIX

ACRONYM SEL-SW SOFFSOL SPARKADV SPRKADD TANKPR TDCPASS TMPSN1 TMPSN2 TPANGLE VBAT VC L EXP VC L PR S VLV #1 VLV #2 VLV #3 VLV #4 VLV #5 VLV #6 VOL-EFF DESCRIPTION System Selector Switch Fuel Shutoff Solenoid Actual Spark Advance Degrees of Additional Spark Advance Fuel Tank Pressure Transducer Top Dead Center Bypass Mode Temperature Sensor Input #1 Temperature Sensor Input #2 Throttle Position Before FMEM substitution Vehicle Power Voltage VCL Expected VCL Present Injector Valve #1 (High Flow Injector) Injector Valve #2 (High Flow Injector) Injector Valve #3 (High Flow Injector) Injector Valve #4 (High Flow Injector) Injector Valve #5 (High Flow Injector) Injector Valve #6 (High Flow Injector) Current Volumetric Efficiency MEASUREMENT UNITS GAS, ALT CLOSED, OPEN DEGREES DEGREES # OFF, ON DEGREES F DEGREES F # VOLTS NO, YES NO, YES CLOSED, OPEN CLOSED, OPEN CLOSED, OPEN CLOSED, OPEN CLOSED, OPEN CLOSED, OPEN Percent
Appendix 3 - 4
AFV PID APPENDIX

Common Causes of Bi-Fuel PIDs
PID "CAUSE" NAME REASON Alternate fuel pressure has fallen below the level necessary to continue operation in alternate fuel mode. The VCL was unable to communicate with the EEC . (LPG only) The temperature is too low for proper operation of the vaporizer. (LPG only) FAP & FRT conditions are such that liquid LPG could possibly reach the fuel injections. The system has switched to gasoline operation to prevent this from happening. FAP did not reach a predetermined level shortly after key up. This may indicate insufficient fuel level or restricted fuel flow. The vehicle stalled after having autoswitched from alternate fuel mode to gasoline mode. Compuvlave was unable to communicate with the VCL or VCL/D.
02
LOW FAP
03
VCL REQUEST
04
LOW MST
05
LIQUID LPG
06
FAP TIMEOUT
07
STALL ON GASOLINE
08
NO VCL COMMUNICATION
Spark Advance PIDs

The diagnostic tool will display the SPARKADDER PID when in the AFCM mode and the SPARKADV PID when in the PCM mode. The SPARKADDER PID shown in the AFCM mode is the amount of spark advance the compuvalve is requesting be added to the base vehicle spark advance. The SPARKADV PID shown in the PCM mode is actual spark timing (including SPARKADDER) being sent to the engine.
Appendix 3 - 5
AFV PID APPENDIX
NOTES
Appendix 3 - 6
NGS APPENDIX
APPENDIX 2: AFV NEW GENERATION STAR TESTER OPERATION

The information presented in this appendix is for use as a supplement to that presented in the AFV New Generation STAR (NGS) Web-Based Course.
March, 2002
Appendix 4 - 1
NGS APPENDIX Alternative Fuel Vehicle (AFV) DTC Retrieval
BF 5-1
NGS Main Menu Fault codes for both the base vehicle and AFV systems can be retrieved and cleared using the New Generation Star (NGS) tester. The following are the procedures for retrieving AFV trouble codes. 1. Insert correct program card into NGS. 2. Connect the NGS into the 16-pin OBD II data link connector (DLC). 3. Turn the ignition key to the ON position: 4. Program the appropriate information into the VEHICLE AND ENGINE SELECTION menu. NOTE: 1998 vehicles can be tested for MIL (PCM) and AFCM codes only. All AFCM PIDS must be pulled with GFI card (Rotunda Part #164-R0904) and Cable (Rotunda part #164-R0906). PIDS are viewed by connecting the NGS to the J/108 connector at the VCL.
Appendix 4 - 2
March, 2002
NGS APPENDIX Alternative Fuel Vehicle (AFV) DTC Retrieval (continued)
BF 5-1A
Selecting Diagnostic Data Link Menu 5. Next, select DIAGNOSTIC DATA LINK from the menu and press the trigger.
BF 5-2
Selecting Data Link Diagnostic Menu 6. Perform DATA LINK DIAGNOSTICS to ensure that the J1850 network is functional. 7. If a fault is indicated in the J1850 data bus, correct the fault and recheck the vehicle symptom before performing any further diagnostic tests.
March, 2002
Appendix 4 - 3
BF 5-3
Selecting AFCM Module Diagnostics 8. For AFV system diagnostics, select the AFCM MODULE (for base vehicle system diagnostics, select POWERTRAIN CONTROL MODULE).
BF 5-4
AFCM Advisory Screen
The AFCM advisory screen will appear to notify you that there are similar PIDs and DTCs to those used for the PCM. In the AFCM mode these PIDs and DTCs may have a different meaning than those found for the PCM.
Appendix 4 - 4
March, 2002
BF 5-5
Selecting Diagnostic Test Mode Menu 9. Select the DIAGNOSTIC TEST MODES menu.
BF 5-6
Retrieving DTCs 10. Select RETRIEVE / CLEAR CONTINUOUS DTCs. 11. Press START.
March, 2002
Appendix 4 - 5
NGS APPENDIX Clearing Alternative Fuel Vehicle (AFV) DTCs
BF 5-7
NGS Displaying DTCs 12. Any codes present will then be displayed. 13. Write down all DTCs displayed. Refer to the Specific Code Diagnostics chart in the service manual supplement (1998 MY) or the PC/ED Manual (1999 MY and later) for diagnostic information on any DTCs present. 14. DTCs should be cleared whenever directed by a pinpoint test and after performing vehicle service. The procedure for clearing codes is to: Retrieve DTCs as previously described. Once DTCs have been retrieved, press the CLEAR button (7). If a code reappears, a fault is still present. If, after correcting all DTCs or if no DTCs are present, the symptom still exists, refer to the Specific Condition Diagnostics Chart in the service manual supplement (1998) or the DTC chart in the PC/ED manual (1999 and later).
Appendix 4 - 6
March, 2002
NGS APPENDIX NGS Parameter Identification Data (PID) Function
BF 5-8
Selecting PID Menu There are situations where a sensor or component has deteriorated; yet its signal is not outside the programmed calibrations of the module. In these cases, operation of the vehicle may be affected, yet no DTC will be stored in memory. For this reason, the NGS has the Parameter Identification Data (PID) mode. The PID mode of the NGS allows you to see the signal as interpreted by the module. In this way, you can watch the signal and determine if it is responding within specifications, or if its operation is erratic or slow. The following procedure allows you to enter the PID menu, select, view and record PIDs: 1. To enter the PID menu, first, enter the AFCM menu in the DIAGNOSTIC DATA LINK menu, as you did to retrieve codes. 2. Then, enter the PID DATA MONITOR AND RECORD menu. NOTE: 1998 vehicles can be tested for MIL (PCM) and AFCM codes only. All AFCM PIDS must be pulled with GFI card (Rotunda Part #164-R0904) and Cable (Rotunda part #164-R0906). PIDS are viewed by connecting the NGS to the J/108 connector at the VCL.
March, 2002
Appendix 4 - 7
NGS APPENDIX NGS Parameter Identification Data (PID) Function (continued)
BF 5-9
AFCM PID Screen 3. A PID screen similar to the one shown here will appear. 4. To select an individual PID, first, use the scroll bar to highlight the PID you wish to select, then press trigger. An asterisk will appear next to the PID, indicating that it has been selected for viewing and recording. 5. To select a BLOCK (group) of PIDs at the same time, press the BLOCK button (button 6), and then press TRIGGER. As you rotate the scroll bar through the PIDs, they will be highlighted. 6. When you have highlighted the desired group, press TRIGGER again and asterisks will appear next to the selected PIDs. 7. To select the maximum number of PIDs for viewing, press the MAX button. 8. Press the START button and the PID values will appear. You can now watch the signals to determine if they are acting normally, or if they could be the cause of the concern. 9. The NGS not only can monitor PID, but it can record it as well. This function is very useful when driving a vehicle or when diagnosing an intermittent fault. When you pushed the START button to view the PID data, the NGS began recording the data. The NGS will continue recording PID data until the memory fills. When the memory is full, the data at the beginning of the recording will drop off and new data will be stored. The amount of time it takes to fill the memory will depend on the number and complexity of the PIDs selected.
Appendix 4 - 8
March, 2002

10. Along the bottom of the screen the instructions tell you to press trigger to CAPTURE data: Once the trigger is pressed, the NGS will continue to record data. However, data at the beginning of the recording will not drop off. The NGS will continue to save data until you press TRIGGER again to SAVE the data, or until recorder memory is full. In this way, the NGS will have data in memory both before and after you pressed the TRIGGER to CAPTURE data. For example, assume you are driving a vehicle with a poor performance concern and no DTCs are present.
This pinpoint test specifies certain PIDs to view. Since you cannot view the PIDs and drive at the same time, you decide to record the PIDs during vehicle operation. Select the PIDs you wish to view (those specified by the test and any others you feel may be helpful). While driving, you notice a sudden loss of engine power. Press the trigger to capture the data. You can now drive the vehicle until the recorder memory is full or you can press the trigger again to save the data before the memory fills. Data will be saved from both before and after the trigger was pressed to capture data. This allows you to see the data before, as well as after the concern occurred.
March, 2002
Appendix 4 - 9
BF 5-10
Saving a PID Recording 11. Once you press the trigger to save the data, a message will appear informing you that the data is being saved. This screen will appear. 12. Always store data before attempting to view the recording.
Highlight the area of the NGS memory that you want to store the recording, then press TRIGGER. The NGS will warn you that any existing recording in that area will be overwritten.
13. Press TRIGGER again and the data will be saved in the area you selected. 14. To view the recording, select VIEW RECORDING area or return to the main menu. 15. Highlight the VIEW RECORDING areas and press TRIGGER. The NGS will ask you to select the recording area you wish to view. 16. Highlight the area you wish to view and press TRIGGER. 17. Once you have brought up the stored data, you need to select which sensor data you wish to view: Single Selection - To make a single selection, scroll to that selection and press TRIGGER. An asterisk will appear before the selected PID. MAX - The MAX button will select only the first or top four PIDs, regardless of the number that are available in the recording. CLEAR - The CLEAR button will deselect all PIDs.
Appendix 4 - 10
March, 2002
NGS APPENDIX NGS PID Viewing Options
BF 5-11
PID Table Display Once you have selected a PID or several PIDs to view, you need to choose how you want to view them. The options are table display and graph display. Either of the two formats can be printed as well. TABLE DISPLAY: The table display will allow you to view up to four of the recorded PIDs at a time, at various speeds. The Point-in-Time recording will display on the left side of the screen. To move forward through the recording, turn the scroll dial clockwise. To move backward through the recording, turn the scroll dial counterclockwise. Time 0.0 (T) is the point in the recording at which the data were captured (trigger pressed). A minus sign (-) in front of a number designates it as the time before capture. The PIDs being viewed are displayed across the top of the screen with their respective values underneath them. Review of the captured data is controlled by the specific functions displayed above the corresponding numeric keypad button.
INFO - The INFO button will display the information screen. This screen contains information about the recording, such as recording area, vehicle, type of link, TRIGGER point, type of module, and recording size. REW - The REW button will move backward through the recording at fast speed. STOP - The STOP button will stop the playback of the recording. PLAY - The PLAY button will move forward through the recording at normal speed. FWD - The FWD button will fast-forward the recording.
March, 2002
Appendix 4 - 11
NGS APPENDIX NGS PID Viewing Options (continued)
BF 5-12
NGS Graph Display GRAPH DISPLAY: The graphing capability of NGS allows you to make visual comparisons between closely related PIDs so that you may determine whether or not their interaction is correct. It also allows you to see a glitch that is not obvious on the table format. Just as with the table display, up to four PIDs can be selected for graphing, but only two at a time can be displayed. When the graph display appears on the screen, the names of the two currently selected PIDs will appear - one on the right and one on the left. If more than two PIDs have been selected for viewing, you can change what is displayed on the screen by using the numeric keypad. To change the left-hand PID, push number 2 on the numeric keypad. To change the right-hand PID, push the number 9 on the numeric keypad. The graph display screen will display a section of the recording that represents a portion of the recording. The PIDs currently being viewed are displayed to the left and right sides of the screen. There will be three sets of numbers also located to the left and/or right side of the screen. These numbers refer to the following:
The top number represents the value of the PID at the beginning of the recording. The middle number shows the value of the PID where the vertical cursor is positioned. The bottom number represents the value of the PID at the end of the graph. To move the vertical cursor to the left, turn the scroll dial counterclockwise or clockwise.
The following functions are displayed on the screen just below the graph:
The - Time button (3) will move the screen toward the beginning of the recording. The + Time button (8) will move the screen toward the end of the recording.
Appendix 4 - 12
March, 2002
1996-1998 BI-FUEL VEHICLE SUPPLEMENT 1996-1998 BI-FUEL VEHICLE SUPPLEMENT

The following supplement contains diagnostic information for use with 1996-1998 bi-fuel vehicles.
March, 2002
Supplement - 1
1996-1998 BI-FUEL VEHICLE SUPPLEMENT

Diagnostic Trouble Code Retrieval When diagnosing a CNG/gasoline bi-fuel vehicle driveability concern, the base vehicle systems should be checked first. This is important because a base vehicle problem may cause a malfunction that only occurs when the vehicle is operated on CNG. For example:
A spark plug that is firing poorly may cause an engine miss that only occurs when operating on CNG. This is because CNG fuel requires higher spark temperatures to ignite than gasoline. So the engine miss will occur first when the vehicle is operated in the CNG mode.
Retrieving DTCs from the base vehicle systems on a bifuel vehicle is the same as retrieving DTCs from a conventional vehicle. However, retrieving DTCs from the CNG system is unique. The method for retrieving DTCs from the CNG system on a CNG/gasoline bi-fuel vehicle will vary based on the year of the vehicle.
1996 and 1997 bi-fuel vehicles use flash codes that are signaled by jumpering the VCL and counting the flashes of the DTC indicator LED. 1996 and 1997 vehicle PID access is available using the NGS and the VCL RS232 connector. 1998 and 1999 vehicles have full NGS capability. DTCs are retrieved by using the Diagnostic Test Mode of the NGS. PIDs are accessed in the same way as on a conventional vehicle. For further directions on using the NGS on 1998 and 1999 bifuel vehicles, refer to the NGS Appendix at the rear of this Student Reference Guide.
Note: Only continuous DTCs are available from the Alternative Fuel Control Module (AFCM). This module cannot perform KOEO or KOER Self-Tests. Service Publications For 1996-1998 MY bi-fuel vehicles, GFI service publications should be used. For all 1999 and later bi-fuel vehicles, Ford service publications are used.
Supplement - 2
March, 2002

1996-1997 Bi-Fuel DTC Retrieval
Set the Driver Selector Switch to the GFI mode. Access the RS232 and VCL test connectors.
RS232 & VCL TEST CONNECTORS
JUMPER WIRE
VCL TEST CONNECTOR
With the key OFF, jumper the two terminals on the VCL test connector.
March, 2002
Supplement - 3

1996-1997 Bi-Fuel DTC Retrieval (cont.)
Turn the ignition key ON. Flash codes will be displayed by the DTC Indicator LED (at the connector) in the following sequence.
Code Type Start String Active Fault string Separator String Historical String End String
Display 12, 12, 12 XXX, XXX, XXX 15, 15, 15, XXX, XXX, XXX 12, 12, 12
DTCs retrieved through the natural gas flash code system are detailed in the service manual supplement. To clear flash codes, jumper between the pins of the VCL Test Connector and PIN C of the RS232 Connector. Turn the ignition key ON for 20 seconds, then turn the key OFF. Remove the jumpers and restore the vehicle.
PIN C
DTC INDICATOR LED JUMPER
JUMPER
Supplement - 4
March, 2002
GLOSSARY
GLOSSARY
The following is a list of terms and acronyms used throughout this book.
AFCM AFS AFV AUX B+ BARO BASE VEHICLE BAUD-RATE BI-FUEL VEHICLE BIT CAUSE CFH CHT CGA CLCF CL_COR CLEAN AIR ACT Alternative Fuel Control Module Alternative Fuel System Alternative Fuel Vehicle Auxiliary Battery Voltage Barometric Sensor The gasoline operating system of the vehicle. Baud-rate refers to how many bits per second we can send over a connection. A vehicle that can operate on two different types of fuel (LPG and gasoline). Binary Digit. The NGS uses BIT to describe the amount of information it can process at one time. PID that indicates reason vehicle changes fuel operating mode (LPG to GAS or Gas to LPG) Cubic Foot per Hour Cylinder Head Temperature Canadian Gas Association Closed Loop Correction Factor (1998 and earlier MY) Closed Loop Correction Factor (1999 and later MY) The clean air act requires the installation of more advanced pollution control equipment and changes to industrial operations and even community life-style that will lead to reductions in emissions of air pollutants. Common The compuvalve uses preprogrammed strategies to control operation of the alternative fuel system on a bi-fuel vehicle. It then meters fuel flow going into the engine. Cold Start Heater The wire(s) that run between control modules over which the modules communicate. Data Link Connector Diagnostic Trouble Code Digital Voltage and Ohm Meter Engine Coolant Temperature Electronic Engine Control Version 5
COM COMPUVALVE
CSH DATA BUS
DEDICATED VEHICLE A dedicated vehicle uses only CNG for fuel. DLC DTC DVOM ECT EEC-V
March, 2002
Glossary - 1
GLOSSARY
GLOSSARY (continued)
EGR Exhaust Gas Recirculation
ENERGY POLICY ACT The energy policy act provides for improved energy efficiency. It includes provisions to allow for greater competition in energy sales. ETHYL MERCAPTAN EVTM FORD TECHNICAL SERVICE HOTLINE FAP FRPREAB FRTMPAB FTTMP FCV FUEL_MODE FRT FSP GFI HD5 A scent that is added to LPG for safety and leak detection. Electrical Vacuum Troubleshooting Manual 1-800-826-4694 Fuel Absolute Pressure (98 and earlier MY) Fuel Absolute Pressure (99 and later MY) Engine Fuel Temperature Bank 1 Signal Recieved from the Fuel Tank Temperature Sensor Fuel Control Valve Fuel Operating Mode (LPG or GAS) Fuel Rail Temperature Fuel Storage Pressure Gaseous Fuel Injection Ford requires the LPG fuel used in there systems to meet HD5 standards. HD5 limits the amount of propene (a different type of gas than propane) that may be in the LPG mixture. Too much propene can lead to plastic-like deposits to form in the fuel system. In California Ford requires the LPG fuel used in there systems to meet HD10 standards. The difference between HD10 and HD5 is the amount of propene (a different type of gas than propane) that may be in the LPG mixture. Too much propene can lead to plastic-like deposits to form in the fuel system. Heated Oxygen Sensor Intake Air Temperature Key On Engine Off Key On Engine Running KiloPascals Absolute Liquid Crystal Display Light Emitting Diode Liquefied Petroleum Gas Mass Air Flow Manifold Absolute Pressure Malfunction Indicator Lamp
HD10
HO2S IAT KOEO KOER KPA LCD LED LPG MAF MAP MIL
Glossary - 2
March, 2002
GLOSSARY
GLOSSARY (continued)
MULTIPLEXING NFPA NGS OBD OPMODE PC/ED PCM PCV PD PID PROTOCOL PSI PWM RCV RPM SELSW SIG SIG RTN SPDT SSCC STOICHIOMETRIC SW B+ TPS TSB VCL VECI VIN VSS WOT A computer strategy that allows module-to-module communication during normal vehicle operation. National Fire Protection Association New Generation STAR On-board Diagnostics Operating Mode Powertrain Control/Emission Diagnosis Powertrain Control Module Pressure Control Valve Preliminary Diagnostics Parameter Identification A computer language that allows communication between control modules. Pounds per Square Inch Pulse Width Modulated Regulator Control Valve Revolutions Per Minute Fuel Selector Switch Position Signal Signal Return Single Pole Double Throw Symptom-to-System-to-Component-to-Cause Ideal air/fuel ratio. Switched Battery Voltage Throttle Position Sensor Technical Service Bulletin Vehicle Communications Link Vehicle Emissions Control Information Vehicle Identification Number Vehicle Speed Sensor Wide Open Throttle
March, 2002
Glossary - 3
GLOSSARY NOTES
Glossary - 4
TOOL LIST
ROTUNDA TOOL LIST AND ORDER FORM The tools listed below were used during the presentation of this course. It is essential that correct tools be used during transmission service and repair. For your convenience, the tools are listed below and a Rotunda Order Form can be found on the following pages.
New Generation STAR (NGS) Tester 007-00500 Digital Multimeter 007-00001 104-pin Breakout Box 014-00950 Spring Lock Coupling Disconnect Tools D87L-9280-A Spring Lock Coupling Disconnect Tool D87L-9280-B Spring Lock Coupling Disconnect Tool T83P-19326-C Contour Vent Kit 164-R0911 Rotunda Natural Gas Service Kit 134-00254 (Contents include the following:) Manual Override Tool 134-00050 Fuel Fill Valve Filter Remover/Installer Tool 134-00115 Fuel Rail Pressure Test & Venting Kit 134-00116 Fuel Filler Neck Venting Tool 134-00117 Venting Hose 134-00118 Electronic Fuel Injector Tester 134-00119 Electrical Harness for Venting Tanks 134-00120 Grounding Cable 134-00121 Vent Box - Pressure Test Adapter 134-00122 Electronic Leak Detector 134-00049 E&F Series CNG Venting Adapter 134-00225 Rotunda Gaseous Fuel Service Kit 164-R0912 (Contents include the following:) NGS Tester Program Card 164-R0905 NGS Tester Adapter Cable 164-R0906 Fuel Pressure Sensor R&I Tool 164-R0906 Tank Valve Wrench 164-R0908 Tank Solenoid Ring Wrench 164-R0909 Tank Solenoid Valve Core Wrench 164-R0910 Venting Kit 164-R0911
TOOL LIST
ORDER FORM
QTY. ITEM NUMBER PREFIX BAL. OF NO. ADDITIONAL SPECIFICATIONS
(if required)
FAX NUMBER 1-800-762-6181

UNIT PRICE EXTENDED TOTAL
COL. 1
COL. 2
OPTIONAL: CATALOG PAGE NO.
DESCRIPTION
PART I
Dealer Parts Code #: Dealer Name: Address: City, State, Zip: Phone #: Fax #: Attention:
PART II
Buyer, having been quoted both an installment Price and a lesser Cash Price, hereby purchases from Seller on installment price basis, upon the terms and conditions set forth on the face hereof, the equipment to be delivered and installed at Buyers premises, as described above and agrees to pay Seller the Installment Price therefore as so set forth until paid in full. 30 Day Open Account Installment Plan (Fixed Rate) 12 Mo. (Minimum $1,000) 24 Mo. (Minimum $3,000) 48 Mo. (Minimum $10,000) 60 Mo. (Minimum $15,000) (Reverse side must be completed) 36 Mo. (Minimum $5,000)
TOTAL
PART III
(ORDERS OVER $4,000)
FCSD CREDIT MANAGER APPROVAL
Notice To Buyer: Order Date: Ship to arrive by (Date or ASAP): Address: City, State, Zip:
1. Do not sign this contract before you read it or if it contains any blank spaces. 2. You are entitled to an exact copy of the contract you sign. 3. Under the law you have the right to pay off in advance the full amount due and under certain circumstances to obtain partial refund of the time charge. BUYER ACKNOWLEDGES RECEIPT OF A TRUE AND COMPLETELY FILLED IN COPY OF THIS CONTRACT AT THE TIME OF SIGNING.
315-195 Prices subject to change without notice
PRINT NAME
May 2000
AUTHORIZED DEALERSHIP SIGNATURE (BUYER)
DEALER: Be sure you have completed Parts I and II for all orders, Part III for Installment Plan Orders 315-195 (Previous editions may not be used)
FOR TELEPHONE ORDERS USE THE ROTUNDA TOLL-FREE NUMBER 1-800-ROTUNDA (768-8632)
TERMS & CONDITIONS

1. Payment and Terms of Payment. a. If Buyer has requested the Dealer Open Account payment plan via the Ford Dealer Statement in Part II of the order form, and Seller agrees to sell pursuant to such plan, then Buyer shall pay the total purchase price shown on the invoice. b . If Buyer has requested the Installment Plan (Fixed Rate) in Part II of the order form, and Seller agrees to sell pursuant to such Plan, then Buyer shall pay the Down Payment (if any), and the Time Balance in equal monthly installments in accordance with the terms set forth below. c. If Buyer has requested the Installment Plan (Variable Rate) in Part II of the order form, and Seller agrees to sell pursuant to such Plan, then Buyer shall pay the Total Cash Price and any interest thereon in accordance with the Loan and Security Agreement to be executed by Buyer and Seller. 2. Title. Title to Equipment purchased by Buyer from Seller shall pass to Buyer upon Sellers receipt of all amounts owing by Buyer to Seller hereunder. 3. Risk of Loss. Seller shall be responsible for risk of loss until Equipment is delivered to the location set forth herein, at which time risk of loss shall be the responsibility of Buyer. 4. Acceptance and Inspection. Buyer shall be deemed to have accepted Equipment upon Sellers delivery. Equipment shall be deemed to have been delivered in good condition unless Buyer gives Seller notice to the contrary within 10 days after Sellers delivery. 5. Delays. Seller shall not be liable for any failure or delay in delivering Equipment, or for any failure to perform any provision hereof, resulting from fire, flood or other casualty, riot, strike or other labor difficulty, governmental regulation or other restriction, or any other cause beyond Sellers control. 6. Unconditional Obligation. Buyers obligation to make payments to Seller or its assignee shall be absolute and unconditional and shall continue unmodified despite any loss, damage or other interruption in the use of Equipment. The obligation of Buyer to pay in full any amounts due under this contract shall not be subject to dispute, claim, counterclaim, defense or other right which Buyer may have to assert against Seller or the manufacturer of Equipment. Buyer acknowledges that: (a) Buyer has selected Equipment and Manufacturer, and Buyer has determined Equipments suitability and fitness for the Buyers purpose, (b) Seller is not the manufacturer of Equipment, and (c) Manufacturer issues its own warranty and performs the obligations under such warranty. 7. Warranty. THE MANUFACTURERS WARRANTY SHALL BE BUYERS EXCLUSIVE REMEDY, RECOURSE OR DAMAGE FOR ANY DEFECT IN WORKMANSHIP OR MATERIAL OR ANY FAILURE OF THE EQUIPMENT. SELLER MAKES NO WARRANTIES, REPRESENTATIONS, INDEMNITIES OR GUARANTEES WHATSOEVER WITH RESPECT TO EQUIPMENT EITHER EXPRESS OR IMPLIED, ARISING BY LAW OR CUSTOM, INCLUDING ANY IMPLIED WARRANTY OR MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. THE LIABILITY OF THE SELLER SHALL BE LIMITED TO EXPRESS OBLIGATION TO DELIVER THE EQUIPMENT. UNDER NO CIRCUMSTANCES SHALL SELLER BE LIABLE OR RESPONSIBLE FOR ANY SPECIAL, INDIRECT, INCIDENTAL, CONSEQUENTIAL OR PUNITIVE DAMAGES, WHETHER FORESEEABLE OR UNFORESEEABLE, WHICH BUYER MAY INCUR, EXPERIENCE OR CLAIM, INCLUDING, BUT NOT LIMITED TO, CLAIMS FOR LOSS OF PROFITS, INTERRUPTION IN BUSINESS, LOST OPPORTUNITY, WORK STOPPAGE OR OTHER IMPAIRMENT OF ASSETS, ARISING OUT OF MISREPRESENTATION, NEGLIGENCE, STRICT LIABILITY, IN TORT OR OTHERWISE, ON ACCOUNT OF ENTERING INTO OR RELYING ON THIS AGREEMENT, EVEN IF SELLER HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES. 8. Freight and Taxes. Freight costs and applicable taxes will be added to the final invoice and will be borne by Buyer. 9. Security Interest. Buyer hereby grants to Seller a continuing security interest in the Equipment, including all products and proceeds thereof, until all amounts due hereunder are paid. Buyer agrees to execute, and pay filing fees for, any financing statement or other documents deemed necessary by Seller to maintain a valid security interest in the Equipment. 10. Maintenance. Buyer shall use the Equipment carefully and properly. Buyer, at Buyers own expense, shall maintain and repair all items of the Equipment in order to keep them in good order and condition and, in particular, shall comply fully with the maintenance, operating, usage or other instructions provided by the manufacturer. Buyer authorizes Seller, or any third party appointed by Seller, to inspect the Equipment when necessary. Buyer shall at all times keep the Equipment free and clear of all liens, charges or encumbrances. 11. Personal Property. Ford proprietary diagnostic equipment (including the software, if applicable) shall be kept at Buyers premises as listed on the reverse side and shall remain personal property regardless of how and to what degree it may be affixed or attached to any building or structure or what may be the consequence of its removal from such building or structure. Buyer shall not encumber the Equipment (including software, if applicable) until all amounts owing to Seller hereunder are paid. In addition, Seller grants to Buyer, and Buyer accepts, a non-exclusive license to use the Equipment (including the software, if applicable) in accordance with the terms and conditions set forth herein. The license (and Equipment) shall not be leased, sold, assigned or otherwise transferred, in whole or in part. In the event, Buyer proposes to lease, sell assign or otherwise transfer the Equipment (and/or its software, if applicable), in whole or in part, to any person or entity, Ford Motor Company shall have a Right of First Refusal to purchase the Equipment (including all software, if applicable) for Ten and 00/100 Dollars ($10.00) in U.S. currency. 12. Insurance and Indemnification. Buyer shall defend, indemnify and hold harmless Seller from and against, and at Buyers own expense provide insurance satisfactory to Seller covering any and all losses, damages, claims, expenses and other liabilities (including attorneys fees,) relating to or arising out of: (I) damage, loss, theft, or destruction of the Equipment, or (ii) death, injury or property damage connected with the use, operation or condition (including without limitation, defects whether or not discoverable by any party) of the Equipment. Buyer shall promptly notify Seller of any such claim. Seller shall have the right to participate, at its own expense, in any proceeding for which Buyer has undertaken the defense of Seller, and in no event shall Buyer settle any claim against Seller without Sellers prior written consent, Buyer shall provide evidence of such insurance to Seller upon demand. Seller is under no obligation to examine any insurance certificate or advise Buyer that its insurance does not comply with the requirements set forth herein. The losses covered by insurance shall in all cases be payable to Seller and Buyer as their interests may appear. If Buyer fails to insure the Equipment as herein provided, Seller may, but is not obligated to, place such insurance upon the Equipment and the Buyer agrees to pay to Seller on demand the premiums for such insurance placed by Seller. In no event shall any insurance coverage be deemed to limit or replace Buyers obligation to indemnify Seller as provided herein. 13. Default. In the event that Buyer: (a) fails to pay any amount due hereunder within ten (10) days of the due date, (b) fails to comply with any other provision hereof, (c) files, or if there is filed against Buyer, any petition under any bankruptcy or insolvency laws or suffers the appointment of any trustee or receiver for all or any part of Buyers business or assets, or (d) has any assignment (voluntarily or involuntarily), lien, attachment or levy issued against the Equipment (unless such petition, assignment or appointment, lien, attachment or levy is withdrawn or nullified within twenty (20) days) then Buyer shall be in default hereunder and all of Buyers indebtedness and obligations to Seller shall, at Sellers option, become immediately due and payable, and Seller may, at its option, terminate this contract and repossess any and all items of Equipment with or without legal process and sell the same at private or public sale without prior notice to Buyer to the extent permitted by law. Upon request, Buyer shall deliver the Equipment to Seller at a place designated by Seller. Repossession and/or sales of the Equipment upon such default shall not affect the Sellers right to retain all payments made prior to repossession or to recover the balance due hereunder for any deficiency. Buyer shall reimburse Seller all costs of collection, repossession and resale (including reasonable attorneys fees, court costs and other expenses incurred by Seller.) Buyer hereby releases Seller from any liability for damages resulting from repossession hereunder. The rights and remedies of Seller, in the event of default herein mentioned shall not be deemed exclusive but shall be cumulative and in addition to all other rights and remedies existing under law, and may be enforced successively or concurrently. Waiver by Seller of any default shall not be deemed a waiver of any other default. 14. General. The waiver by either party of, or failure to claim, a breach of any provision of this contract shall not be deemed to be a waiver of any provision of this contract, shall not be deemed to be a waiver of any subsequent breach or to affect in any way the effectiveness of such provision. This contract constitutes the entire agreement between the parties and may not be changed except by an instrument in writing signed by the party to be charged. This contract may not be assigned by Buyer without the Sellers prior written consent. Seller may assign this contract at any time but shall not thereby be relieved from any liability hereunder. In the event that one or more clauses of this contract are found to be unenforceable, illegal or contrary to public policy by court of competent jurisdiction, the remainder of this contract shall remain in full force and effect except for the unenforceable, illegal or other provisions. This agreement is a Michigan agreement and shall be interpreted, construed and enforced in accordance with the laws of the State of Michigan, United States of America. Each of the parties here to agrees that any legal or equitable action or proceeding with respect to this agreement shall be brought only in any court of the State of Michigan, or in any court of the United States of America sitting in Michigan, and each of the parties hereto submits to and accepts generally and unconditionally the jurisdiction of those courts with respect to such partys person and property. Each party hereby irrevocably waives any objection to the laying of venue of any such action or proceeding in the above described courts. 15. Finance Charge. Monthly portion of Finance Charge (Part III, Item 3) due is calculated each month by multiplying 1/12 of the annual finance charge rate times the remaining portion of the Unpaid Balance of Cash Price, and is added to the portion of the Unpaid Balance of Cash Price due each month.
PART III
Installment Plan Agreement 1. Cash Price 2. Down Payment (if any) 3. Unpaid Balance of Cash Price (Difference between 1 and 2) $ $ $
4. Finance Charge (Finance charge will reduce each month) Call 1-800-768-8632 for the current finance charge rate.
5. Time Balance (3 + 4) 6. Number of Installments 12 24 36 48 60 equal monthly installments. Taxes and transportation (if any) will be billed separately. 7. Installment Payment Price (1 + 4)
I agree to pay the time Balance set forth in accordance with the above schedule and the terms and conditions of this order form. Dealer Signature: Date: MAIL COMPLETED ORDER FORM TO: ROTUNDA EQUIPMENT PROGRAM P.O. Box 1450 Kenosha, WI 53141
September 1999
315-195
Prices subject to change without notice

31S13T0

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1999-2002 Ford Bi-Fuel Vehicles

Course Code 31S13T0

IMPORTANT SAFETY NOTICE

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

LESSON 2A: INTRODUCTION TO LPG BI-FUEL VEHICLES

LESSON 2B: INTRODUCTION TO CNG BI-FUEL VEHICLES

LESSON 3A: LPG FUEL SYSTEM COMPONENTS

LESSON 3B: CNG FUEL SYSTEM COMPONENTS

LESSON 4: COMMON BI-FUEL DIAGNOSIS AND SERVICE PROCEDURES

LESSON 5A: UNIQUE LPG BI-FUEL DIAGNOSIS AND SERVICE

LESSON 5B: UNIQUE CNG BI-FUEL DIAGNOSIS AND SERVICE

INTRODUCTION AND PREREQUISITE REVIEW

INTRODUCTION AND PREREQUISITE REVIEW

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW ALTERNATIVE FUEL VEHICLE (AFV) CURRICULUM

Flexible Fuel Vehicle Web-Based Training - Course CodeWB 31S11W0

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

Ford Bi-Fuel Vehicle Instructor-Led Course Description

Course Terminal Objectives

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

INTRODUCTION AND PREREQUISITE REVIEW

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

PREREQUISITE REVIEW (continued)

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

PREREQUISITE REVIEW (continued)

1999 - 2002 Ford Bi-Fuel Vehicles

INTRODUCTION AND PREREQUISITE REVIEW

1999 - 2002 Ford Bi-Fuel Vehicles

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

1999 - 2002 Ford Bi-Fuel Vehicles

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

INTRODUCTION TO BI-FUEL VEHICLES

1999 - 2002 Ford Bi-Fuel Vehicles

DAY ONE Advantages of Bi-Fuel Vehicles

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES

1999 - 2002 Ford Bi-Fuel Vehicles

LESSON 1: INTRODUCTION TO BI-FUEL VEHICLES Alternative Fuel Comparison Table

Octane BTU per gallon

122 cubic feet = 1gallon of gasoline Gas

Tank is 1.25 times larger

Tank is 3.5 times larger

Tank is 1.8 times larger

Tank is 1.5 times larger

atm T / 200 psi

atm T / 3000-3600 psi

920-1,120F/ 2-10% 1.52

1,200F/ 5-15% 0.55

800F/ 7-36% 1.4

850F/ 3-19% 1.59

5-10% power loss

10-20% power loss

5% power increase Toxic

15-20% less carbon monoxide.Increased nitrogen oxide relative to gasoline.

Standard against which others are measured.