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Some 2000-2009 Focus vehicles may exhibit an excessive engine vibration at idle, most noticeable when the transmission is engaged in reverse. This condition may be caused by small stones, road debris, ice or snow packed / lodged in the rear engine roll restrictor. ACTION: Inspect the rear engine roll restrictor for debris and install service shield if necessary. SERVICE PROCEDURE 1. 2. 3. 4. 5. Inspect the rear engine roll restrictor for debris. Remove any debris from rear engine roll restrictor. Remove the cross member-to-roll restrictor attachment bolt. Install service shield. (Figure 1) Install roll restrictor attachment bolt and torque to 35 lb-ft (47 N-m).

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NOTE: If a heater core leak is suspected, the heater core must be pressure leak tested before it is removed from the vehicle. For additional information, refer to Section 412-00. 1. Drain the radiator. For additional information, refer to Section 303-03A. 2. Remove the instrument panel. For additional information, refer to Section 501-12. 3. Disconnect the heater core hose couplings. For additional information, refer to Section 412-00. 4. Remove the A/C plenum demister adapter. 1. Remove the screw. 2. Remove the A/C plenum demister adapter. 5. Remove the screws and position aside the relay bracket. 6. Disconnect the vacuum line. 7. Remove the plenum chamber top. 1. Remove the 15 screws. 2. Remove the plenum chamber top. 8. Remove the blend door assembly from the case. 9. Remove the heater core. 10. To install, reverse the removal procedure. Lubricate the coolant hoses with coolant hose lubricant or plain water only, if needed.

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Description The Engine Cranks but Does Not Run diagnostic table assumes that the battery condition and the engine cranking speed are OK. If the battery condition and the cranking speed are not OK, refer to Diagnostic System Check – Engine Electrical in Engine Electrical for diagnosis. Make sure that there is adequate fuel in the fuel tanks. Diagnostic Aids • Check the duct work between the mass air flow (MAF) sensor and the throttle body for air leaks. • A malfunctioning MAF sensor may cause a no start or a stall after start. If you suspect this, disconnect the MAF sensor. The powertrain control module (PCM) will default to the speed density in order to calculate the load and the air flow. If this corrects the condition and the connections are OK, replace the MAF sensor. If the steps above check OK, refer to Symptoms . Test Description The numbers below refer to the step numbers on the diagnostic table. 4. It may be necessary to connect a battery charger to the battery for this step. If the battery state of charge is low, the scan tool may reset during the cranking test. 5. This step tests the ignition relay for proper operation. The ignition relay supplies voltage to the injectors and the ignition coils. When the ignition relay is not operating properly, a no start condition occurs. If the test lamp does not illuminate, this indicates the ignition relay is not suppling a voltage to the fuses. 6. The crankshaft position (CKP) sensor is located above the starter. 7. The camshaft position (CMP) sensor is located at the rear of the engine behind the intake manifold. 8. The ignition feed circuit for the CMP and CKP sensors is internally connected within the PCM. A short to ground on either circuit will cause a no start condition. 10. The fuel cap may need to be removed in order to hear if the fuel pump is operating. 12. At this point the engine should start. Refer to Hard Start for further diagnosis.

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Circuit Description The auxiliary brake system provides hydraulic fluid flow within the brake booster if the engine is OFF and the brake is applied. The system consists of the following 3 basic components: • The power brake booster pump motor relay • The power brake booster fluid flow switch • The power brake booster pump motor The multifunction alarm module (MFAM) performs a 4 second bulb check on the AUX BRAKE indicator immediately after the engine is cranked or started. The MFAM illuminates the indicator by supplying voltage to the lamp. During the bulb check, the MFAM also performs a diagnostic which tests the power brake booster pump motor relay, the power brake booster fluid flow switch and the power brake booster pump circuitry for electrical faults. The AUX BRAKE indicator remains illuminated if the MFAM detects an electrical fault in the system. The MFAM also sounds an audible warning when the AUX BRAKE indicator illuminates. Test Description The numbers below refer to the step numbers on the diagnostic table. 3. This step tests if the multifunction alarm module is supplying voltage to the brake warning indicator supply voltage 2 circuit. 5. This step tests for a 12 volt signal from the MFAM. 7. This step tests if the MFAM is capable of supplying ground to the brake booster fluid flow switch signal circuit. Schematic Reference: Brake Warning System Schematics Did you review the Hydraulic Brake System Description and Operation and perform the necessary inspections? 1 Crank or start the engine while observing the AUX BRAKE indicator. 2 Does the AUX BRAKE indicator illuminate for 4 seconds and then turn OFF and remain OFF? 1. Turn OFF the ignition. 2. Disconnect the MFAM harness connector. 3. Turn ON the ignition. 3 Does the AUX indicator illuminate? 4 1. Turn OFF the ignition. 2. Reconnect the MFAM harness connector. 3. Apply the brake. Does the power brake booster pump motor run when the brake is applied? 5 1. Disconnect the harness connector of the power brake booster pump motor relay, which is located in the Maxi- Fuse center. 2. Connect a test lamp between the brake switch signal circuit and a good ground. 3. Crank or start the engine. Does the test lamp illuminate for 4 seconds and then turn OFF?

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Refer to Engine Controls Schematics MAF, Secondary Air Injection Pump Bypass Solenoid, IAC and Secondary AIR Pump . Circuit Description The AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The powertrain control module (PCM) grounds the AIR pump relay control circuit, which energizes the AIR pump. The PCM also grounds the AIR solenoid valve control circuit, which energizes the AIR solenoid valve. The AIR solenoid valve opens allowing manifold vacuum to open the AIR control valves. The PCM enables both control circuits when AIR system operation is desired. When the AIR system is active, the AIR pump forces fresh air into the exhaust stream in order to accelerate catalyst operation. The AIR control valves replace the conventional check valves. When the AIR system is inactive, the AIR control valves prevent air flow in either direction. DTC P0412 applies to the AIR solenoid control circuit. DTC P0418 applies to the AIR pump relay control circuit. DTC P0410 sets if an air flow problem is detected. The PCM will run two tests using the heated oxygen sensor (HO2S) voltage to diagnose the AIR system. Both tests have two parts. The passive test is performed during regular AIR pump operation. The passive test consists of the following: Passive Test Part 1 When the AIR system is enabled, the PCM monitors the HO2S voltage. If the HO2S voltage goes below a threshold, the PCM interprets this as an indication that the AIR system is operational. Passive Test Part 2 When the AIR system is disabled, the PCM monitors the HO2S voltage. The HO2S voltage should increase above a threshold and switch normally. If both of these tests indicate a pass, no further action is taken. If one of the above tests failed or is inconclusive, the diagnostic will proceed to test two. The active test is performed specifically for diagnostic purposes. Test two consists of the following: Active Test Part 1 During this test the PCM turns the AIR system on during closed loop operation. When the AIR system is activated, the PCM monitors the HO2S voltage. If the AIR system is operating properly, the HO2S voltage should go below a predetermined threshold. Active Test Part 2 The PCM turns the AIR system off. The HO2S voltage should return to above a rich threshold.