THE ALL-NEW FOCUS Ford Focus.pdf · As soon as the steering wheel is moved, an electric motor...

Feel the differenceModel Introduction Training For Auto Body Repair Centers

THE ALL-NEW FOCUS

The Power of Attraction

Or is it the attraction of power? Because that’s the first thing you notice about Focus’ new body shape. It virtually ripples with power, even at a standstill. The

toned athleticism of its Z-shaped body lines and stylishly elongated headlamps gives a sense of perpetual motion - that Focus is alive inside and out. A true promise of the driving experience that awaits. And it’s not all show either. The body has been injected with ultra high-strength boron steel, four times stronger than standard high strength steel, but much lighter, to deliver

where it counts. With greater protection and better fuel efficiency.

Copyright © 2011 Ford Motor Company of Southern Africa.

Overview

Technical Specifications

Body

Restraint System

This introdution manual highlights the design and function of new vehicle models.

The introdution manual is not a repair manual!All values given are intended as a guideline only.

Some vehicle pictures may be overseas specification.

For body repair work, always refer to the current body repair manual.

Contents

4

12

24

30

Copyright © 2011 Ford Motor Company of Southern Africa.4

Overview

Kinetic design

Taking Ford’s signature kinetic design to a new level, Focus’ style is more sporty and dynamic than ever. Athletic and toned, it’s a distinctive presence wherever it goes. Bold, sweeping lines give a powerful sense of energy, from every angle.

Stylised head lights and tail lights

Like the eyes of a dragon, the halogen headlights organically wrap around the car’s body, while the fins on the tail lights morph into the car’s flowing lines.

Ultra high strength boron steel

Injected into the body, it allows the car’s frame to deliver greater protection as it’s up to four times stronger than normal high strength steel. At the same time, it’s much lighter so less fuel is needed to power you along.

Craftsmanship

When you take a seat in the all-new Focus the first word that comes to mind is class. From its sleek, leading edge design to its high-quality materials and premium fit and finish, your journey is always a pleasure.


Overview

Models

Ambiente Sedan1.6 Ti-VCT5-speed Manual Transmission

Trend Sedan1.6 Ti-VCT5-speed Manual Transmission

Trend PowerShift Sedan2.0 GDi & 2.0 TDCi6-speed PowerShift Auto Transmission

Ambiente Hatch1.6 Ti-VCT5-speed Manual Transmission

Trend Hatch1.6 Ti-VCT & 2.0 GDi5-speed Manual Transmission

Sport Hatch2.0 GDi5-speed Manual Transmission


Start More Than A Car 1.6 Ambiente 1.6 Trend2.0GDi Trend

PowerShift

2.0TDCi Trend

PowerShift

16” Steel 205/55R16 Std - - -

16” Alloy 215/55R16 - Std Std Std

17” Alloy 215/55R17 - - Opt Opt

Mini spare wheel Std Std Std Std

EPAS Std Std Std Std

Rake and reach adjustable Std Std Std Std

Front Independent MacPherson struts

Std Std Std Std

Rear independent multi-link Control Blade

Std Std Std Std

Torque Vectoring Control® Std Std Std Std

Dual front and side airbags Std Std Std Std

Curtain airbags - Std Std Std

ABS with EBD and EBA Std Std Std Std

ESP with Traction Control Std Std Std Std

Hill Launch Assist (HLA) - - Std Std

Capless refuelling Std Std Std Std

Cruise control with speed limiter - Std Std Std

Leather steering wheel - - Opt Opt

Power windows Front Front & rear Front & rear Front & rear

Manual air conditioning Std Std Std Std

Radio/CD with 6 speakers Std Std Std Std

Steering wheel audio controls - Std Std Std

USB connector Std Std Std Std

Bluetooth and Voice Control; Auxil-iary connector

- Std Std Std

Auto-dimming rear view mirror - - Opt Opt

Auto headlamps - - Opt Opt

Fog lamps Rear Front & rear Front & rear Front & rear

Front rain sensitive wipers - - Opt Opt

“Follow me home” headlamp feature - - Opt Opt

4 Door Equipment

Overview


Start More Than A Car 1.6 Ambiente 1.6 Trend 2.0GDi Trend 2.0GDi Sport

16” Steel 205/55R16 Std - - -

16” Alloy 215/55R16 - Std Std -

17” Alloy 215/55R17 - - Opt Std

Mini spare wheel Std Std Std Std

EPAS Std Std Std Std

Rake and reach adjustable Std Std Std Std

Front Independent MacPherson struts

Std Std Std Std

Rear independent multi-link Control Blade

Std Std Std Std

Torque Vectoring Control® Std Std Std Std

Sport suspension - - - Std

Dual front and side airbags Std Std Std Std

Curtain airbags - Std Std Std

ABS with EBD and EBA Std Std Std Std

ESP with Traction Control Std Std Std Std

Hill Launch Assist (HLA) - - - Std

Capless refuelling Std Std Std Std

Cruise control with speed limiter - Std Std Std

Leather steering wheel - - Opt Opt

Power windows Front Front & rear Front & rear Front & rear

Keyless entry/start - - - Std

Sport seats - - - Std

Manual air conditioning Std Std Std -

Climate control - - - Std

Radio/CD with 6 speakers Std Std Std -

Radio/CD with 9 speakers, 4.2” TFT screen

- - - Std

Steering wheel audio controls - Std Std Std

USB connector Std Std Std Std

Bluetooth and Voice Control; Auxil-iary connector

- Std Std Std

Auto-dimming rear view mirror - - Opt Std

Auto headlamps - - Opt Std

Fog lamps Rear Front & rear Front & rear Front & rear

Front rain sensitive wipers - - Opt Std

“Follow me home” headlamp feature - - Opt Std

Heated, auto fold mirrors - - - Std

5 Door Equipment

Overview


Overview

Dimensions

Dimensions (mm) 5 Door 4 Door

Length 4358 4534

Width with mirrors/ folded mirrors/ without mirrors 2010 / 1858 / 1823 2010 / 1858 / 1823

Height 1484 1484

Wheelbase 2648 2648

Front Track min/max 1544 / 1559 1544 / 1559

Rear Track min/max 1534 / 1549 1534 / 1549

2648

4358

4534

1484

2010


Overview

Colour Codes

Blazer Blue - 8CWA Brisbane Brown - AK5C

Dark Micastone - A

Frozen White - 5 Ink Blue - 3CYC

Mars Red - ASQC

Midnight Sky - BMZE

Moondust Silver - 2431C Mustard Olive - BHPE

Panther Black - 17VCandy Red - 9SSE

Colorado Red - C


Displacement (cm³) 1596

Power (kW @ rpm) 92 @ 6000

Torque (Nm @ rpm) 159 @ 4000

Fuel InjectionElectronic port fuel

injection

Engine ManagementSiemens ECM

EMS2101 16 Bit

Engines

1.6 TiVCT


Power (kW @ rpm) 125 @ 6600

Torque (Nm @ rpm) 202 @ 4450

Fuel Injection Direct fuel injection

Engine ManagementBosch ECM MED

17.0 running FGEC

2.0 GDi


Power (kW @ rpm) 120 @ 3750

Torque (Nm @ rpm) 340 @ 2000-3250

Fuel InjectionCommon rail direct

fuel injection

Engine ManagementFord 2nd Genera-tion Common Rail

Diesel

2.0 TDCi

Overview


Torque Vectoring Control Designed to improve traction, road holding and agility when cornering by continuously optimizing the engine torque distributed to each front wheel to match the amount of grip each has available. The result is a more rewarding driving experience.

Overview

PowerShift Automatic Gearbox

The Ford PowerShift is a six-speed dual clutch automatic gearbox produced by the Ford Motor Company. PowerShift improves fuel efficiency by as much as 10 percent when compared to a conventional automatic transmission. The operation of a dual clutch transmission is analogous to two traditional manual transmissions, each with its own clutch, operating in parallel and alternating shifts. The Ford unit is a six-speed with one clutch acting on first, third and fifth gear, and the other used for second, fourth and sixth gear. As first gear is engaged, the 2-4-6 clutch is disengaged and the second gear cogs are engaged. At the appropriate time, the 1-3-5 clutch is disengaged and the 2-4-6 clutch is engaged. While in second gear, the other side shifts from first to third. The process is repeated with quick smooth shifts and none of the efficiency loss normally associated with torque converters.


Suspension The chassis design of the new Focus is an evolution of the innovative concepts used in the current models. The suspension systems have been completely updated, with optimized new designs for the Control Blade multilink rear suspension and semi-isolated front subframe.

Front Suspension The front suspension is based on the same MacPherson-strut arrangement but with lighter and re-optimized components and a wider front track. The updated specification includes:

• Lighter, weight-optimized front lower control arms. • Stiffer and lighter newly designed front subframe. • Revised stabilizer bar mounting to improve roll control. • Improved damper valve technology for improved ride comfort and road

noise while maintaining body control. • Optimized bushings to reduce road noise and vibration.

No. Description

1 Stabilizer thrust rod

2 Subframe attachment points

3 Stabilizer bar

No. Description

4 Suspension unit

5 Shock absorber unit

6 Subframe

7 Lower arms

1

2

3 4

5

6

7



Control Blade Multi-link Rear Suspension System

Ford's Control Blade system is an innovative fully independent rear suspension that uses a one-piece pressed steel component in place of a trailing arm and cast knuckle. Three lateral links control toe, camber and lateral forces. Its extensive use of stamping for key components reduces cost, unsprung weight and assembly time. Many factors in the design of the system work together to create a superior suspension. The basic idea is to separate and dedicate system functions to single subsystems or components in order to avoid trade-offs in their design. For example, rear wheels are allowed to react independently to rough surfaces, enabling a smoother ride. Also, the trailing link between the rear wheels and the body is flexible, making it possible for the wheels to recess backwards and absorb impacts from rough surfaces. At the same time, lateral stiffness is apparent in the multi-link suspension systemThis improves steering precision by helping the vehicle remain agile and stable in response to side forces. Finally, the rear suspension characteristics match those in the front suspension and increases overall vehicle stability and harmony.


Rear Suspension The rear suspension also has a wider track and features an updated version of the acclaimed independent Control Blade multilink suspension system. The key elements of the new system include:

• Optimized Control Blade design • Increased diameter dampers for improved ride comfort and road noise

while maintaining body control • Larger hub bearings for increased camber stiffness and handling

precision • Revised anti-roll bar mounting to improve roll control • Optimized bushings to reduce road noise and vibration


Power Steering Overview This vehicle employs electric power steering (EPS). The components of the EPS are integrated in the steering gear. Layout The EPS consists of the following main components:

• EPS motor • EPS module • Steering torque sensor • Toothed belt drive

Functionality overview As soon as the steering wheel is moved, an electric motor assists the steering movement. When a steering movement occurs, it is detected by the steering torque sensor. The signal from the steering torque sensor is used by the module to calculate the power of the steering assistance. The EPS module drives the EPS motor with the corresponding current. Advantages of electric power steering

• EPS is only active when a steering movement occurs. This decreases the load on the engine and therefore reduces the fuel consumption.

• The system adjusts the power of the steering assistance specifically for every speed.

• Not sensitive to disturbances from the running gear which lead to vibrations at the steering wheel. This may include: — Imbalance at the wheels or brake discs — The vehicle drifting to one side.

• Fewer components compared with hydraulic power steering. The hydraulic pump, hoses and reservoir are dispensed with.

• Environmentally friendly: — No need to dispose of hydraulic fluid — Escape of hydraulic fluid caused by leaks in the hydraulic system

cannot occur. • Improved diagnostic facilities via IDS (Integrated Diagnostic System) or

FordEtis-IDS. NOTE: The EPS (electric power steering) must not be dismantled! If a malfunction occurs, the complete steering gear must be replaced, together with the components of the EPS. NOTE: The steering gear rubber boots, the track rods and the ball joints can be changed separately in service.



Component Location

No. Description No. Description

1 EPS module 4 Steering gear

2 EPS motor 5 Torsional shaft with steering torque sensor

3 Housing, steering assistance drive 6 Securing bolts, steering gear

1

2

3

4

5

6

NOTE: Repairs or adjustments are not permitted at the toothed belt drive! A toothed belt is used to transfer the rotational movement of the motor via a recirculating ball nut to the steering rack of the steering gear. The recirculating ball nut produces a linear movement of the steering rack from the rotational movement of the output pinion. WARNING: The ball bearing is sensitive to axial impact load. When working on the front axle or on the front brakes, harsh impacts must be absolutely avoided (such as those caused by hammer blows on the brake disk or wheel hub).



1

2

3

4

5 6

Steering assistance power transfer

NOTE: The EPS motor cannot be replaced separately during service repairs. Under no circumstances may the securing bolts of the motor be loosened, as this would change the tension of the toothed belt. The result would be breakage or slipping of the toothed belt. The electric motor is bolted directly to the steering assistance drive housing.

No. Description

1 EPS motor

2 Drive pinion, toothed belt drive

3 Toothed belt

4 Output pinion, toothed belt drive

5 Steering rack

6 Steering gear rubber boot



1 Inner ring, ball bearing 4 Ball return

2 Outer ring, ball bearing 5 Steering rack with ball track

3 Balls 6 Output pinion, toothed belt drive

1

234

5

6


1

2

3

4

Steering torque sensor NOTE: The steering torque sensor cannot be replaced separately during service repairs. In the event of a fault, the complete steering gear with the EPS must be replaced.

Capture of the steering center position Each time the ignition is switched on, the EPS module receives the absolute steering angle from the steering column steering wheel rotation sensor. This input variable signals the absolute steering center position to the EPS module.Because of tolerances in the components (for instance the steering column, steering gear, front axle components), there is an offset between the given absolute steering center position from the sensor and the actual steering center position. The EPS module makes compensation to the absolute steering center position. The compensation occurs during straight ahead driving. The learned parameters are stored in the module. Because of this fine tuning, the compensation values for the steering center position must be reset by the IDS after various service operations which affect the steering center position. The various service operations are for example:

• Changing the steering column, the steering wheel angle sensor, the rear axle or

• adjusting the toe.


No. Description

1 Input shaft

2 Steering torque sensor unit

3 Steering torque sensor housing

4 Output shaft


NOTE: The last saved fine adjustment (the learned offset) of the steering center position corrects the required value of the steering center position each time the ignition is switched on. It does not matter how many degrees the steering has been turned with the ignition switched off. The learned offset is also retained in the EPS module after the battery has been disconnected. The reference mark is always the raw input signal of the steering wheel angle sensor. Learning of the steering center position after the battery has been disconnected is therefore not necessary. Straight-ahead travel correction function After any repair work on the front axle which may have an effect on the straight line stability of the vehicle, the following activities must be performed using IDS:

• Clear DTCs from fault memory (if set) • Reset the compensation values for the straight ahead travel correction

function. • Reset the compensation values for the steering center position.

WARNING: Resetting the compensation values is extremely important! Correction values which have not been reset would cause the system to continue to attempt to correct a drift of the vehicle.


Fuel System Capless fuel tank filler pipe NOTE: The locking unit in the fuel tank filler pipe is available as an individual spare part. The conventional fuel tank filler cap is dispensed with for this vehicle. A spring-loaded locking flap closes off the upper end of the fuel tank filler pipe in place of the filler cap. The fuel tank closing flap underneath seals off the fuel system to the outside.



Design/function The locking unit was to a large extent taken over from the Fiesta. The following changes were made:

• The overflow connection between the locking flap and the fuel tank closing flap is deleted.

• The locking flap seals fully, like the fuel tank closing flap. Fuel which might continue to flow as the pump nozzle is withdrawn remains between the fuel tank closing flap and the locking flap.

In its rest state, the locking flap lies on a flange worked into the fuel pump nozzle guide. When the fuel pump nozzle is introduced, the locking pin is pushed downwards. The fuel pump nozzle guide is now pressed against the compression spring force by the shape of the fuel pump nozzle. The action of pressing away the fuel pump nozzle guide in the direction of the compression spring releases the locking flap and the fuel pump nozzle is admitted. The diameter of the fuel pump nozzle is decisive here. The fuel pump nozzle guide is constructed in such a way that only a fuel pump nozzle of the correct size can release the locking mechanism. As the fuel pump nozzle is introduced further, the spring-loaded tank closing flap is opened.

No. Description

1 Pressure spring

2 Guide - fuel pump nozzle

No. Description

3 Locking flap

4 Locking pin

5 Fuel tank closing flap

1 2

3

4

544



Fuel Filler Nozzle Inhibitor Removal WARNING: Avoid flames, sparks or lighted substances.

The fuel filler nozzle inhibitor cannot be reused once it has been removed.

Install the special tools (supplied in the parts kit with the new inhibitor).

Turn until resistance is felt.


Installation NOTE: Make sure that a new component is installed. Turn until resistance is felt.

Fuel Filler Trim Assembly



Rear View Mirror Ambient air temperature sensor On this vehicle, the ambient temperature sensor is located in the passenger side exterior mirror.

Reason for the relocation: The sensor has been relocated because more accurate measurements can be achieved in this position. Until now, the sensor was usually installed behind the bumper. However, the heat radiating from the engine resulted in inaccurate measurements. Filters have been programmed into the software of the respective module to filter out these inaccuracies. However, using the active radiator blind has increased the inaccuracy which has made it even more difficult to calculate the ambient temperature accurately. Relocating the sensor avoids inaccurate measurements caused by the heat radiating from the engine. NOTE: The sensor cannot be renewed separately. In the event of a fault, the complete exterior mirror must be replaced.




Jacking and Lifting

Safety instructions Lifting CAUTIONS: Only the specified jacking points may be used for jacking up and supporting the vehicle. Place blocks underneath the lifting points if a two-column hoist is used. The vehicle must not be loaded if a two-column hoist is used. Jacking WARNING: Never place blocks of wood or similar objects underneath the vehicle jack in order to jack up the vehicle. Failure to observe this instruction can lead to injuries. CAUTION: Only use the designated jacking and support points.


Body Construction Description and operation The A and B-pillar reinforcements are made of ultra-high-strength manganese boron steel. In addition, the rocker panel reinforcement is made from ultra-high-strength martensitic steel (DOCOL 1400M, electrogalvanized). NOTE: Note that these sheet metal parts can only be replaced as a complete unit during repairs and that section repairs are not permitted. Special installation and removal requirements must be observed during repairs

General Under bodywork construction, a general distinction is made between monocoque and non-monocoque bodywork. The safety of the occupants is the main consideration for all types of bodywork construction. The front and rear sections are designed so that they absorb the energy of the impact via crumple zones. The use of modern design and manufacturing methods and the use of newly developed body panels (relating to their deformation and strength properties) mean that, despite the continuous weight-savings, all safety-related requirements made of the construction can be met.

1 A-pillar inner reinforcement 3 Rocker panel reinforcement

2 B-pillar reinforcement 4 A-pillar outer reinforcement

Body


Integral body-frame In this method of construction, coverings, reinforcements, retaining panels and profiles are permanently joined together using a variety of joining techniques (gluing, spot welding, laser welding, soft soldering or brazing). The load-bearing function of the structure must always be achieved in each case. There is no distinction made between components which are purely subject to bending/torsion or thrust loads and parts which perform sealing/covering functions (as in non-monocoque bodywork for example). In modern passenger vehicles, monocoque bodywork is very widespread and offers the advantages of a lightweight and low-cost construction.

The rigidity of the bodywork is achieved by a panel skin and panel cross-section with the largest possible profile and therefore the largest resisting torque (such as for instance the rocker panel). Swage lines in the outer area ofthe bodywork increase the stiffness and the natural vibration frequency, to prevent possible drumming noises. The mounting points for ancillary components such as doors and wings are permanently built into the monocoque bodywork. High rigidity of the bodywork is vitally important to keep the elastic deformations low at the joins to the ancillary components and to prevent noise when driving. Small gap dimensions are therefore only possible on vehicles with very stiff bodywork. With high bodywork stiffness, the construction can exert an influence on the handling of the vehicle (e.g. on poor road surfaces). Advantages of monocoque bodywork:

• Weight reduction. • Economical manufacturing technology. • High torsional rigidity and high flexural strength. • Defined deformation behaviour at the front and rear. • Maximum passive safety due to the strong passenger compartment

The protected passenger compartment with strong pillars, rocker panels and doors with integral side impact protection increase occupant protection. Opening of the doors is ensured, even if there is extreme deformation.

Body


The term "tailored blanks" describes the connection of two different panel thicknesses and/or strengths in the bodywork carcass. This connection is done using laser weld seams. Cut locations exactly on the laser weld seams are not permitted, as at present no joining techniques are approved for use in repair procedures that would re-create joins of the same quality. NOTE: No cutting, no welding and therefore no sectional repairs are permitted in the immediate area of the laser weld seams. Typical application areas are:

• Side member • Door inner reinforcement/door frames • Wheelhouses • Rocker panel inner reinforcement • Roof rail inner reinforcement

Tailored blanks

Blue: Tailored blank Arrows: Laser weld seam

Body


Crash element: At the front of the vehicle there is a crash element which is connected to the side member by threaded connections. This crash element can absorb light impacts of up to about 15 km/hr. Because of the threaded connections, the crash element can be changed very quickly. NOTE: Deformed crash elements must not be straightened or repaired. Heavier impacts which can no longer be absorbed by the crash element must be absorbed by the side members or the floor pan structure. Depending on theextent of the damage, a part or complete replacement can be performed on the side member. The rear of the vehicle, like the front of the vehicle, has structures which protect the passenger cell through staged deformation in the event of an accident. The design layouts, however, are adapted to the requirements of the rear area.

1 Bolted crash element

2 Front side member

3 Rear side member

Body

Deformation behaviour Different materials and design features lead to staged deformation of the front and rear of the vehicle in an accident.


Body Sheet Metal Types of steel Steel body panels are still the most important materials used in the fabrication of stressed skin vehicle bodies. In addition to the familiar types of steel, reinforced high-strength and also ultra-high-strength special steels are used in vehicle body construction. Types of steels are classified by their properties of strength and elasticity.

• Normal strength steel has a minimum yield strength of up to about 210 N/mm².

• High strength steels have a minimum yield strength of about 150 to 600 N/mm².

• Ultra-high-strength steels have a minimum yield strength of about 400 to 1200 N/mm².

High-strength and ultra-high-strength steels are mostly installed in safety relevant locations (structural components). Among others, these are side members, pillars, roof frames.

Ultra High Strength Steel

Extra High Strength Steel

Very High Strength Steel

High Strength Steel

Normal Strength Steel

Body


Normal strength steels Normal strength steels are most often used in body construction. They are relatively soft and are therefore particularly suitable for the deep drawing processes used in body manufacturing. As well as very good reshaping properties, the panels also have a relatively high rigidity. High strength steels The strength of the material and the nature of the surface can be changed as required by different engineering processes. In order to achieve suitable configuration and a good match between construction specifications and what is possible in production, a large range of high strength panels is available. The range of the minimum yield strength is from 180 N/mm² to 460 N/mm². High strength thin steel panels usually have a surface finish. Electrolytic surface sealing is preferred. Within the group of high strength steels, various types of steel are used in body construction:

• Micro-alloyed high strength steels for very difficult drawn components such as fenders, the internal components of doors, hoods and luggage compartment lids or load bearing components such as sidemembers, crossmembers etc.

• Bake-hardening steels and phosphorus alloyed steels for external panel components with higher draw depth and subject to higher operational demands.

• Isotropic materials for flat shaped outer steel panels on doors, hoods, luggage compartment lids, roofs.

Ultra-high-strength steels These steels are predominately used for body structural components which are relevant to safety. Despite the reduced thicknesses of the panels used, weight reduction is often achieved together with greater strength. As with high-strength steels, special types of steel are used in the ultra-high-strength steels group:

• Complex phase steels are used for door side impact carriers, bumper carriers and body components relevant to crashes. Besides high strength, they have good cold reshaping properties and are easily welded.

• Dual phase steels have the same properties as complex phase steels. Because of their high strengthening properties they are suitable for body reinforcements.

• Residual austenite steels and martensite phase steels have very high strength levels of up to 1200 N/mm² and are mostly used in body structures relevant to crashes.

• Manganese-boron steels have ultra high strength levels of up to 1600 N/mm² and are mostly used in body structures relevant to crashes.

Due to the use of Ultra-high-strength steels, some special points must be taken into account during body repair:

• Increased force required during straightening. • Strong springback tendency during alignment work. • Cutting tools have a shorter useful life.

Body


Restraint System

Air Bags Highly flammable, explosive – observe No Smoking policy. Used as a safety restraint system mounted in the steering wheel and passenger side of the instrument panel. The inflator contains a high-energetic propellant which, when ignited, produces a VERY HOT GAS (2500°C). The gas generant used in air bags is Sodium Azide. This material is hermetically sealed in the module and is completely consumed during deployment. No attempt should be made to open an air bag inflator as this will lead to the risk of exposure to Sodium Azide. If a gas generator is ruptured, full protective clothing should be worn when dealing with the spillage. After normal deployment, gloves and safety goggles must be worn during the handling process. Deployed air bags should be disposed of in a plastic bag in accordance with local regulations at an approved chemical waste site.

WARNINGS: INHALED: Exposure to pyrotechnic residue may cause low blood pressure, severe headache, irritation of mucous membranes, fainting, shortness of breath or rapid pulse. Move a victim to fresh air. Seek immediate medical attention. EYE CONTACT: Exposure to unburned pyrotechnic residue may cause irritation, burning and etching of the eyes. Flush immediately with plenty of cold running water for at least 15 minutes. Seek immediate medical attention. EYE CONTACT: Exposure to burned pyrotechnic residue may cause irritation, burning and etching of the eyes. Flush immediately with diluted boric acid solution. Seek immediate medical attention. SKIN CONTACT: Unburned pyrotechnic residue may be rapidly absorbed through the skin in toxic quantities. Wash immediately with plenty of soap and water. Seek medical attention. SKIN CONTACT: Burned pyrotechnic residue may be rapidly absorbed through the skin in toxic quantities. Wash with plenty of water. Do not use soap. Seek medical attention. SWALLOWED: Unburned pyrotechnic residue is extremely toxic. If conscious drink plenty of water then induce vomiting. Seek immediate medical attention. If unconscious, or in convulsions do not attempt to induce vomiting or give anything by mouth. Seek immediate medical attention. SWALLOWED: Burned pyrotechnic residue is extremely toxic. Drink plenty of water and seek immediate medical attention.


Pyrotechnic components must be transported following local regulations. Never carry out any electrical measurement on disconnected, undeployed pyrotechnic components. Pyrotechnic components must not be disassembled. Pyrotechnic components are not interchangeable between vehicles. Always carry a live air bag module away from the body with the air bag or trim cover pointing upwards. Live air bag modules must be placed in a suitable cage when removed from the vehicle. The air bag or trim cover must be facing upwards. Do not install a rearward facing child safety seat to the passenger seat with an activated passenger air bag. CAUTIONS: Pyrotechnic components must not be subjected to temperatures higher than 110°C. Never install aftermarket accessories to the vehicle on or adjacent to the supplemental restraint system module.

Restraint System


Restraint System

Component Location


1 Inertia reel retractor mechanism (rear row of seats, center)

7 Front impact sensor

2 Head airbag (driver and passenger side) 8 Front passenger airbag

3Inertia reel retractor mechanism (driver and passenger sides, rear row of seats left and right)

9 RCM (restraints control module)

4Crash sensor (driver and passenger side)

10Seat occupant sensor (passenger side only)

5 Driver Air bag 11 Side airbag (driver and passenger side)

6Instrument cluster with airbag telltale and belt warning display

12 Safety belt switch

12

3

4

5

6

7

8

9

10

1112


Restraint System

Principles of Operation SRS Operation The vehicle is equipped with a DC fired sensing system. In the event of a moderate frontal impact only the safety belt pretensioners will be activated. In the event of a severe frontal or three-quarter frontal impact, in excess of a predetermined limit, the driver and passenger front air bags and safety belt retractor pretensioners will deploy. In the event of a severe full side impact, in excess of a predetermined limit, either the driver or passenger side air bag, side air curtain will deploy. Air bag deployment will only occur, in the event of a severe collision, when the ignition key is in the RUN position.

Restraint Control Module (RCM) The yaw rate sensor for the Stability Assist is incorporated into the airbag module. It does not play any part in the triggering decision of the airbag system. The module can be reused up to five times after a crash.

The RCM retains full control of the whole system, providing continual system checks and full diagnostic capabilities. The non-volatile memory stores the diagnostic trouble codes, which can then be downloaded through the data link connector (DLC) to the Ford diagnostic equipment. In the event of a failure in the vehicle supply during an accident, the RCM provides a backup power supply, sufficient to deploy the air bag(s) for a minimum of 150 ms. The backup power supply is discharged by the RCM within 60 seconds of the battery ground cable being disconnected. The RCM contains electronic acceleration sensors which measure the longitudinal acceleration and the lateral acceleration and provide both signals to the micro-controller proportional to the amount of acceleration measured.


Restraint System

The RCM also contains a safing sensor, which prevents unintentional deployment of the front air bags and safety belt retractor pretensioners in the event of a fault within the electronic acceleration sensor(s). The RCM compares the values it receives from the crash sensor, side impact sensors, safing sensor and the internal electronic sensors. If the deceleration due to a frontal or side impact exceeds a stored threshold value then the RCM triggers the air bags and safety belt pretensioners as required. The RCM also contains vehicle dynamic sensors (yaw rate, longitudinal and lateral acceleration) to support stability assist function. Signals are transmiited on a sensor CAN BUS to the stabilty assist system. In the case of a malfunction, the stability assist warning lamp will be illuminated and the relevant stabilty assist DTC will be logged to assist with diagnosis.

REMOVAL AND INSTALLATION Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.

1. Follow Supplemental Restraint System (SRS) Safety Precautions.

2. Disconnect battery. 3. Remove Floor Console. 4. Torque: 10 Nm Installation 1. To install, reverse the removal

procedure. 2. When a new RCM is installed,

configure the RCM using the diagnostic tool.


Restraint System

Front Crash Sensor The front crash sensor contains an acceleration sensor, filter, amplifier and an application specific integrated circuit for signal transmitting and is mounted on the radiator grille opening panel reinforcement. The crash sensor sends a signal at a level determined by the crash severity to the RCM. The RCM will evaluate the signal against stored data and deploy the frontal air bags and safety belt retractor pretensioners and knee air bag (if equipped) when required. Both the crash sensor and the internal RCM longitudinal acceleration sensor must exceed a preset limit to initiate the air bag.

Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.

1. Follow Supplemental Restraint System (SRS) Safety Precautions. 2. Disconnect battery. 3. Torque: 10 Nm

Installation

1. To install, reverse the removal procedure.


Restraint System

Side Impact Sensor The side impact sensors are mounted at the base of the B-pillar on either side of the vehicle, to facilitate remote lateral impact sensing. Each side impact sensor contains an acceleration sensor, filter, amplifier and an application specific integrated circuit for signal transmitting. In the event of an impact, in excess of a predetermined limit, the side impact sensor sends a signal at a level determined by the crash severity to the RCM. The RCM will evaluate the signal against stored data and deploy the side air bag on the side the deployment request was initiated. Both the side impact sensor and the internal RCM lateral acceleration sensor must exceed a preset limit to initiate the air bag. The RCM retains control of the side air bags, side air curtains.

Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.


2. Disconnect battery. 3. Torque: 47 Nm

4. Torque: 10 Nm Installation

1. To install, reverse the removal procedure.


Restraint System

Driver Air Bag Module Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.

1. Follow Supplemental Restraint System (SRS) Safety Precautions. 2. Disconnect battery.

NOTE: Make sure that the steering column lock is not engaged.


Restraint System

Passenger Air Bag Module Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.

1. Follow Supplemental Restraint System (SRS) Safety Precautions. 2. Disconnect battery.

1. Torque: 8 Nm 2. Torque: 6 Nm

Side Air Bag Module Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.


Installation

1. To install, reverse the removal procedure. 2. NOTE: Make sure that the component is installed to the position noted

before removal.

Restraint System


2. Disconnect battery. 3. Remove front seat backrest

cover. 4. NOTE: Note the position of

the component before removal.

5. Torque: 7 Nm

Side Air Curtain Module Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.


2. Disconnect battery. 3. Torque: 11 Nm


Restraint System

Clockspring Adjustment WARNINGS: If there is a break between installing the clockspring and steering wheel rotation sensor assembly and installing the steering wheel, the centralizing of the clockspring must be repeated. If the centralization of the clockspring is in doubt, the centralizing of the clockspring must be repeated. NOTE: Make sure that the road wheels are in the straight ahead position.

1. Turn until resistance is felt. 2. Turn back 2,5 turns

CAUTION: Make sure that the colour marking is visible in the window.


Front Safety Belt Retractor Removal WARNINGS: After the power supply has been disconnected, wait for a minimum of 3 minutes before disconnecting or removing any pyrotechnic components. Make sure that the vehicle electrical system is fully depowered and no other power source is connected.


2. Disconnect battery. 3. Remove B-Pillar trim. 4. Torque: 35 Nm

Restraint System

Installation To install, reverse the removal procedure.


Notes:

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THE ALL-NEW FOCUS Ford Focus.pdf · As soon as the steering wheel is moved, an electric motor...

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Transcript of THE ALL-NEW FOCUS Ford Focus.pdf · As soon as the steering wheel is moved, an electric motor...