33S05S0 PDF

steering and
suspension
electronic
steering and
suspension
self-study
1 3
2 4
COURSE CODE: 33S05S0

ORDER NUMBER: FCS-12959-REF
DELIVER
Ford Customer Service Division
Technical Training
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 them 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 compromises neither
his personal safety nor the vehicle integrity by his 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. • To prevent serious burns, avoid contact with hot metal
parts such as the radiator, exhaust manifold, tail pipe,
• Use safety stands whenever a procedure requires you to catalytic converter and muffler.
be under the vehicle.
• Do not smoke while working on the vehicle.
• Be sure that the ignition switch is always in the OFF
position, unless otherwise required by the procedure. • To avoid injury, always remove rings, watches, loose
hanging jewelry, and loose clothing before beginning to
• Set the parking brake when working on the vehicle. If you work on a vehicle. Tie long hair securely behind your
have an automatic transmission, set it in PARK unless head.
instructed otherwise for a specific service operation. If you
have a manual transmission it should be in REVERSE • Keep hands and other objects clear of the radiator fan
(engine OFF) or NEUTRAL (engine ON) unless instructed blades. Electric cooling fans can start to operate at any
otherwise for a specific service operation. time by an increase in underhood temperatures, even
though the ignition is in the OFF position. Therefore, care
• Operate the engine only in a well-ventilated area to avoid should be taken to ensure that the electric cooling fan is
the danger of carbon monoxide. completely disconnected when working under the hood.
• Keep yourself and your clothing away from moving parts
when the engine is running, especially the fan and belts.
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, and in any cases where there may be a conflict, the provisions of the Warranty and Policy 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.
WARNING: Many brake linings contain asbestos fibers. When working on brake components, avoid breathing the dust. Breathing
the asbestos dust can cause asbestosis and cancer.
Breathing asbestos dust is harmful to your health.
Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when
made airborne by cleaning with compressed air or by dry brushing.
Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers.
Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per
OSHA instructions and the trash hauler notified as to the contents of the bag.
If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians
should wear government approved toxic dust purifying respirators.
OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians
concerned with performing brake or clutch service should be present in the area.
Copyright © 1998 Ford Motor Company Produced and Coordinated by

Technical Service Support Operations
Ford Customer Service Division
October 1998
TABLE OF CONTENTS
INTRODUCTION ............................................................................................................................ Intro-1

Introduction ............................................................................................................................... Intro-1
Course Description for Self-Study Learners.............................................................................. Intro-2
Technician Course Objectives ................................................................................................... Intro-2
Steering and Suspension Curriculum ........................................................................................ Intro-3
Review of Base Steering and Suspension Systems ................................................................... Intro-6
LESSON 1: ELECTRONIC STEERING SYSTEM OPERATION ................................................ 1-1
Objectives ........................................................................................................................................ 1-1
Contents ........................................................................................................................................... 1-1
Electronic Steering System Operation ............................................................................................. 1-2
Review Questions ............................................................................................................................ 1-7
LESSON 2: ELECTRONIC STEERING SYSTEM
COMPONENTS AND FUNCTION .............................................................................................. 2-1
Objectives ........................................................................................................................................ 2-1
Contents ........................................................................................................................................... 2-1
Input Components ........................................................................................................................... 2-2
Output Components ......................................................................................................................... 2-5
Modules ........................................................................................................................................... 2-9
Detailed System Operation ............................................................................................................ 2-10
Review Questions .......................................................................................................................... 2-19
LESSON 3: ELECTRONIC SUSPENSION SYSTEM
OPERATION OVERVIEW ............................................................................................................ 3-1
Objectives ........................................................................................................................................ 3-1
Contents ........................................................................................................................................... 3-1
Rear Load-Leveling Suspension Systems ....................................................................................... 3-2
4-Wheel Air Suspension Systems .................................................................................................... 3-3
Ride Control Suspension Systems ................................................................................................... 3-4
Review Questions ............................................................................................................................ 3-7
COMPONENTS AND FUNCTION .............................................................................................. 4-1
Objectives ........................................................................................................................................ 4-1
Contents ........................................................................................................................................... 4-1
System Hardware ............................................................................................................................. 4-2
Input Components ........................................................................................................................... 4-6
Output Components ....................................................................................................................... 4-14
Modules ......................................................................................................................................... 4-22
Typical System Operation.............................................................................................................. 4-24
LESSON 5: DIAGNOSIS AND TESTING PROCEDURES ........................................................... 5-1
Objectives ........................................................................................................................................ 5-1
Contents ........................................................................................................................................... 5-1
Diagnostic Strategies ....................................................................................................................... 5-2
Electronic Steering and Suspension System Malfunctions ........................................................... 5-10
Diagnostic Process ......................................................................................................................... 5-14
Electronic Steering and Suspension October, 1998 i

TABLE OF CONTENTS
CONCLUSION ..................................................................................................................... Conclusion-1

Conclusion ....................................................................................................................... Conclusion-1
ANSWERS TO REVIEW QUESTIONS ................................................................................ Answers-1
Lesson 1: Electronic Steering System Operation ................................................................ Answers-1
Lesson 2: Electronic Steering System Components and Functions .................................... Answers-3
Lesson 3: Electronic Suspension System Operation Overview ........................................... Answers-5
Lesson 4: Electronic Suspension System Components and Functions ............................... Answers-7
Lesson 5: Diagnosis and Testing Procedures....................................................................... Answers-9
ii October, 1998 Electronic Steering and Suspension

INTRODUCTION
INTRODUCTION
The Electronic Steering and Suspension self-study is the fifth course of the Steering and Suspension Curriculum.
It is important that all prerequisite courses be completed prior to taking this self-study, as this will lead to a better
understanding of the material presented in this course. The prerequisite courses for the Electronic Steering and
Suspension self-study include the Base Steering and Suspension, Networks and Multiplexing courses as well as
the Electrical and Electronics curriculum.
This course has two main goals. The first goal is to introduce you to the electronic steering and suspension
systems used on Ford and Lincoln/Mercury vehicles. The second goal is to provide an understanding of the
symptom-to-system-to-component-to-cause diagnostic process. As you learn new information, try to relate the
new knowledge to the electronic steering and suspension systems as a whole. Think about the cause-and-effect
relationships between the subsystems and components. Understanding the cause-and-effect relationships will help
you in diagnosis. This course will include information related to the electronic steering and suspension systems.
Some of the topics that will be covered in this course include the following:
• Electronic Steering System Operation

• Electronic Steering System Components and Functions
• Electronic Suspension Systems Operation
• Electronic Suspension System Components and Functions

• Electronic Steering and Suspension Systems Diagnosis and Testing
Although you may be familiar with some of these topics, it is essential that you, as a professional steering and
suspension technician, have a thorough understanding and mastery of this information. You will find that mastery
learning is necessary to diagnose and service the latest electronic steering and suspension systems.
Why Training?
1. Customers bring vehicles to the dealership because they want the best service possible. They believe that no
other technician besides you, a Ford trained technician, could know their vehicle better.
2. Customers expect a dealership to “fix it right the first time, on time.”
3. Customers understand that they get what they pay for. Therefore, they are willing to pay the extra money at
the dealership for your professional services.
So, how do you live up to the customer’s expectations? The answer is continuous training. Training allows you to
gain efficiency. Efficiency makes you an asset to the customer, the dealer, and yourself. Training promotes job
security and allows you to learn the “latest and greatest” technology and service procedures.
Electronic Steering and Suspension October, 1998 Intro-1

INTRODUCTION
COURSE DESCRIPTION FOR SELF-STUDY LEARNERS

This Student Reference Book is designed for use as part of a self-study training course, which means you can
allow yourself as much time as you need to learn the information in each section. A videotape has been developed
to accompany this book. The videotape provides information that can best be presented through visual means.
Progress Check Questions are provided throughout this book to help evaluate your individual learning needs.
Answers to the Progress Check Questions are provided with page references to help you determine your strengths
and weaknesses. If you have difficulty answering certain questions, refer to the page reference on the answer
sheet and review the material until you feel confident that you understand the information.
Take as much time as you need to master the material. You may not answer the questions 100 percent correctly
the first time around. With study, you will quickly master those areas with which you may have difficulty.
TECHNICIAN COURSE OBJECTIVES

Upon completion of this course, you will be able to:
• Describe the electronic steering systems.
• Describe the purpose and function of the electronic steering system input components.
• Describe the purpose and function of the electronic steering system output components.
• Describe the purpose and function of the electronic steering system modules.
• Describe the electronic suspension systems.

• Describe the purpose and function of the electronic suspension system input components.
• Describe the purpose and function of the electronic suspension system output components.
• Describe the purpose and function of the electronic suspension system modules.
• Describe the tools and diagnostic equipment used on electronic steering and suspension systems.
• Describe the electronic steering and suspension diagnostic process.
Intro-2 October, 1998 Electronic Steering and Suspension

INTRODUCTION
STEERING AND SUSPENSION CURRICULUM

Each course found in the Steering and Suspension Curriculum is one of the following types:
• Self-Study – This type of course is a self-paced program. The technician is responsible for learning the
material on his or her own. The training material consists of a reference book and an accompanying videotape.
The videotape is designed to support the material in the reference book and should not be used on its own.
• Ford Multimedia Training (FMT) – This type of course is also self-paced. The multimedia course allows the
technician to interact with the training materials. The multimedia course allows the technician to utilize the
knowledge attained in the self-study course. The FMT concentrates on relationships, such as the cause- and-
effect relationships between symptoms and components.
• Distance Learning (Ford Distance Learning Network) – This type of course is an instructor-led, interactive
type. It is presented over the Ford Distance Learning Network. The instructor can present information and
relate questions to and interact with the technicians. Demonstrations and video presentations are used to
introduce material.
• Classroom – The classroom course allows for practical, real-world application of skills and knowledge learned
in the other courses.
There are eight courses in the Steering and Suspension Curriculum. Please refer to the Steering and Suspension
Curriculum Path that follows.

INTRODUCTION
STEERING & SUSPENSION

CURRICULUM PATH
1 Base Prerequisites
Steering & Suspension – – Electrical Part 1
– Electrical Part 2
SS – Electrical Part 3
– Electronics Part 1
2 Base – Electronics Part 2
Steering & Suspension – – Electronics Part 3
– Networks + Multiplexing Part 1
FMT – Networks + Multiplexing Part 2
– Noise, Vibration & Harshness
3 Steering &
Suspension System
Alignment – Fordstar
4 Base
Steering & Suspension –
Classroom
1 Electronic
SS
2 Electronic
FMT
3
Multiplexed
Steering & Suspension
Systems – Fordstar
4 Electronic
Classroom
Legend
1 = Self Study (SS)

2 = Ford Multimedia Training (FMT)
3 = Fordstar
4 = Instructor Led – Classroom
Curriculum Training Pathway

INTRODUCTION
Course Codes
These courses may be found in the STARS planner using the following course codes:
• Base Steering and Suspension – Self-Study .................................................................... Course code: 33S01S0
• Base Steering and Suspension – FMT ............................................................................. Course code: 33S02M0
• Steering and Suspension System Alignment – FORDSTAR ........................................... Course code: 33S03F0
• Base Steering and Suspension – Classroom .................................................................... Course code: 33S04T0
• Electronic Steering and Suspension – Self-Study ............................................................ Course code: 33S05S0
• Electronic Steering and Suspension – FMT ..................................................................... Course code: 33S06M0

• Multiplexed Steering and Suspension Systems – FORDSTAR ...................................... Course code: 33S08F0
• Electronic Steering and Suspension – Classroom ............................................................ Course code: 33S09T0

INTRODUCTION
REVIEW OF BASE STEERING AND SUSPENSION SYSTEMS
Purpose of the Base Steering System

The steering system is designed to transfer driver inputs at the steering wheel of a vehicle to the steer wheels.
The steer wheels, for our purposes, are the front wheels of a vehicle. The gearing and linkages used to transfer
these inputs make up the steering system. The heavy load or weight of the vehicle makes it difficult for the driver
to turn the steering wheel and maneuver the steer wheels, therefore, gearing is used to help reduce the effort
needed to steer the vehicle. Hydraulic power assist is also added to significantly reduce this effort as well. There
must be some balance in the steering system between ease of steering and keeping the driver informed of road
conditions. The reduction in effort that is needed depends on several factors. These factors include the weight,
type, and use of the vehicle. A lightweight vehicle requires little steering effort reduction. A heavy vehicle, or a
truck with large tires, requires some form of power assistance to make low-speed turns. The steering system also
must pass back to the steering wheel the response of the wheels to the road surface. This response immediately
alerts the driver to changing conditions.
Adoption of Electronics to the Steering System

Conventional power steering systems are designed to assist the driver when turning the steering wheel. Power
steering systems have many advantages at low vehicle speeds, but can be a disadvantage at medium to high
vehicle speeds where it is desirable to have a higher degree of road feel. A higher degree of road feel provides the
driver with a feeling of increased control and performance. If a conventional power steering system provides a
high assist, there is reduced road feel; if it provides excellent road feel, there is reduced power assist. Most
conventional power steering systems are a compromise between these two extremes. By adding electronics to the
power steering system, we can vary the amount of power assist and get the best of both worlds.

INTRODUCTION
Purpose of the Base Suspension System

The suspension system is designed to manage the majority of vehicle weight and load. The primary purpose of
the suspension is to:
• support the weight of the vehicle.
• provide a smooth ride when driven over various road conditions and at different speeds.
• compensate for shifts in vehicle loading from front to rear and side to side.
The suspension system directly affects the handling capabilities of a vehicle. Several types of suspension systems
are used on Ford vehicles, and each is built to provide independent movement of the front wheels. This is also
true of Ford light trucks, with the exception of the mono-beam front suspension, which is used for increased load
bearing ability.
The rear suspension is designed to keep the rear axle and wheels in the proper position under the vehicle’s body.
The rear suspension also allows each of the rear wheels to move up and down individually in relation to the
frame. In vehicles with a solid rear axle, the rear wheels are limited in their movement in relation to each other. In
vehicles with a full independent rear suspension system, total individual movement of the rear wheels is possible.
This helps maintain alignment, vehicle control, and passenger comfort.
Ford cars and light trucks are equipped with various types of suspension systems that support and connect the
wheels to the vehicle. Each of the suspension systems helps to reduce the jolting effect felt by the passengers.
Each suspension style is designed to work best with the vehicle on which it is installed. Also, individual needs for
each vehicle are taken into account to provide the ultimate in driving comfort and safety.
Adoption of Electronics to the Suspension System

Every suspension system is designed to provide a sufficiently smooth ride while maintaining adequate steering
and handling. If a suspension is designed to an extreme, such as a smooth ride, then steering and handling suffer.
On the other hand, if a suspension is designed for excellent steering and handling, then the ride will suffer.
However, if electronics are added to the suspension system to monitor the driving conditions, then a computer
can be used to change the suspension calibration in accordance with vehicle needs and driver preferences. This
addition of electronics to the suspension system can be used to compensate for load of the vehicle, stiffen the
suspension system action for evasive or high speed maneuvers, and soften the suspension for a smooth,
comfortable ride.

INTRODUCTION
NOTES

LESSON 1: ELECTRONIC STEERING SYSTEM OPERATION
OBJECTIVES CONTENTS
• Describe the electronic steering systems. • Electronic Steering System Operation
Electronic Steering and Suspension October, 1998 1-1

ELECTRONIC STEERING SYSTEM OPERATION

Electronic steering systems are basically power steering systems that contain a module, along with other
electronic components, that are able to control the rate of power assist to the driver. There are several different
methods used to vary the amount of power assist. These methods are discussed in the individual descriptions of
the different systems. Similarities between the systems are primarily in the basic type of steering system used and
the information required by the control module to determine how much assist is required.
1-2 October, 1998 Electronic Steering and Suspension

Electronic Variable Orifice (EVO) System
4
2 3
1
5
6
ESS001-A
Typical EVO Steering System Components
Item Description Item Description

1 P/S Pump With Actuator 4 Control Module
2 Diagnostic Connector 5 Speed Sensor
3 Ignition Switch 6 Steering Sensor
The electronic variable orifice (EVO) system is similar to other electronic steering systems in that it provides the
driver with decreased steering assist at high speeds for improved road feel. At low speed, steering assist is
increased to provide for improved low-speed maneuvering, such as parking. In the EVO system, maximum
steering assistance is provided at low speed or at higher speeds during evasive maneuvers. As vehicle speed
increases, steering assist is decreased throughout the entire driving range. The object of the EVO system is to
adjust the steering assist for optimized feel. This is accomplished through the use of the electronic variable orifice
on the power steering pump. With the EVO system, steering assist level is determined by looking at vehicle speed
and steering wheel rotation speed. The major components of the EVO system are the EVO actuator assembly, the
steering wheel rotation sensor, the vehicle speed signal, the data link connector (DLC), and the control module.
The EVO system is used on both rack and pinion and recirculating ball steering systems.

Variable Assist Power Steering Systems (VAPS, VAPSII)
2
3
ESS002-B
VAPS Steering Gear

1 Oil Out – Return Line 3 Actuator Assembly
2 VAPS Actuator Electrical Connector 4 Oil In – Pressure Line
The variable assist power steering (VAPS) system was first introduced in the 1989 model year and it was
improved and renamed VAPSII in the 1995 model year. The VAPS system is made up of an electronic control
module, a special power rack and pinion steering gear, and an actuator valve assembly mounted on the steering
gear. The steering gear contains a modified conventional rotary valve, except that the valve has two independent
hydraulic circuits (primary and secondary). The variable assist is programmed to change gradually from high
assist to low assist as vehicle speed increases. The variations in vehicle steering efforts will be perceived as a
continuous function by the operator. The VAPS system will only vary steering assist based on vehicle speed;
steering wheel rotation speed will not affect the VAPS system.

ZF Servotronic (ZF) System
3 4
2
1
+
6
ESS003-A
ZF Servotronic System

1 ZF Pump 4 Vehicle Speed Signal (VSS)
2 Reservoir 5 Electro-Hydraulic Transducer
3 Control Module 6 Rack and Pinion
The ZF Servotronic system was introduced on Taurus SHO in the 1996 model year. The ZF system is made up of
an electronic control module, a special power rack and pinion steering gear, and an actuator valve assembly
mounted on the steering gear. The ZF steering gear contains a modified rotary valve that works on direct
hydraulic reaction. The ZF system is programmed to change gradually from high assist, at low vehicle speeds, to
low assist as vehicle speed increases. The variations in vehicle steering efforts will be perceived as a continuous
function by the operator.

NOTES

REVIEW QUESTIONS
1. Electronically controlled steering systems provide the driver with increased steering assist at
_________________ speed.
2. With the EVO steering system, steering assist level is determined by looking at _________________ and
_____________________________________________________________________________________ .
3. The VAPS system will only vary steering assist based on _________________ .

NOTES

COMPONENTS AND FUNCTION
OBJECTIVES CONTENTS
• Describe the purpose and function of the electronic • Input Components
steering system input components.
• Output Components
• Describe the purpose and function of the electronic • Modules
steering system output components.
• Detailed System Operation
• Describe the purpose and function of the electronic
steering system modules.

INPUT COMPONENTS
Vehicle Speed Signal (VSS)
SPEED CONTROL
SENSOR MODULE
HARD-WIRED FROM SENSOR
SPEED OTHER CONTROL

SENSOR MODULE MODULE
HARD-WIRED FROM THE OTHER SYSTEM
OTHER OTHER
MODULE MODULE
SPEED CONTROL
SENSOR MODULE
OTHER OTHER
MODULE MODULE
FROM MULTIPLEX NETWORK

ESS004-B
Vehicle Speed Signal
The electronic power steering control module receives the vehicle speed signal (VSS) from the vehicle speed
sensor, various other modules, or the multiplex network. The control module uses this input to control an actuator
that varies the amount of power steering assist provided to the driver.
NOTE: VSS now stands for vehicle speed signal and no longer stands for vehicle speed sensor.

Vehicle Speed Sensor

The vehicle speed sensor is gear driven from the output of the transmission, transaxle, or transfer case. The
vehicle speed sensor signal is an AC sine wave signal. Frequency and voltage of this signal increase with vehicle
speed. Vehicle speed is derived from the frequency of this signal.
VSS From Other Modules
The vehicle speed signal may be supplied to the electronic power steering control module directly (hard wired)
from other modules. This signal is a DC variable frequency.
VSS From Multiplex Network
The vehicle speed signal may be supplied to the electronic power steering control module as a data signal from
the vehicle multiplex network.

Steering Wheel Rotation Sensor

The steering wheel rotation sensor is an optical sensor
which is mounted on the steering column and is used
to establish the rate of steering wheel rotation. When
the steering wheel rotation sensor senses that the
steering wheel is being turned quickly, such as in
high-speed evasive maneuvering, the electronic
steering module will command additional power
steering assist.
ESS005-A
Ignition Switch Signal Steering Wheel Rotation Sensor

The ignition switch signal in OFF, RUN, and START
is used in some electronic power steering systems for
various operating strategies. This key cycle is to
prevent steering column “vibration” from the VAPS
solenoid during key on, engine off. In other electronic
power steering systems the ignition signal will power
the control module and steering rotation signal.
Driver Preference Input

On some vehicles equipped with driver adjustable
power assist, the driver can tailor the assist level to
his/her personal preferences by choosing between
levels displayed in the vehicle message center or on a
selectable switch.
Engine RPM
On some VAPS equipped vehicles, the VAPS
actuator will not be powered by the module unless the
engine rpm signal is above a certain minimum level
(usually 500 rpm). This is to prevent steering column
“vibration” from the VAPS solenoid during key on,
engine off.

OUTPUT COMPONENTS
Electronic Variable Orifice (EVO) Actuator Valve
1 2
6
4
5
ESS007-B
EVO Actuator Assembly

1 To Pressure Hose 4 Orifice
2 Feedback Pressure Circuit 5 Actuator Assembly
3 Flow Control Valve 6 Pintle
The EVO actuator valve is controlled by the electronic steering control module and regulates the power steering
fluid flow from the power steering pump. The EVO actuator valve is a current controlled solenoid that moves a
needle valve to increase or decrease the size of the orifice. The solenoid allows full fluid flow in the de-energized
position. The actuator valve replaces the power steering pump valve outlet, which is normally a fixed orifice.

Variable Assist Power Steering Actuator

Valves (VAPS and VAPSII)
When high assist is required, the fluid flow from the 1 2
pump is routed entirely through the primary circuit by
an electronically controlled actuator assembly. To
reduce steering assist, the actuator valve gradually
opens, allowing fluid to flow to the secondary circuit.
Fluid going to the secondary circuit bypasses the
rotary control valve which increases the steering
effort required by the operator. On VAPS systems the
actuator assembly is an electronic stepper motor that
varies the position of the spool valve. On the VAPSII
actuator assembly a current controlled solenoid is
used to vary the position of the spool valve. Varying
the position of the spool valve changes the amount of
fluid flow to the primary and secondary inlet ports.
ESS008-A
VAPS Actuator Valve and Rack Assembly
Item Description
1 Solenoid Electrical Connector
2 Actuator/Solenoid

ZF Electro-Hydraulic Transducer
3
2
1
+
7 6
ESS009-B
ZF System

1 Pump 5 Electro-Hydraulic Transducer
2 Fluid Reservoir 6 Chamber Supply Lines
3 Control Module 7 Rack and Pinion Assembly
4 Rotary Valve
On the ZF system fluid flow from the pump is routed through the rotary valve then to the reaction chambers of
the steering gear. The ZF electro-hydraulic transducer is mounted on the rotary valve. The transducer is a
electronically controlled valve that opens or closes to control fluid pressure to the reaction chambers of the
steering gear.

Diagnostic Connector
ESS010-A
Data Link Connector (DLC)
Item Description
1 DLC
2 Diagnostic Connector
The diagnostic connector is only used during diagnosis and testing. Electronic steering systems that are on a
network will use the OBDII data link connector (DLC) located under the dash. Non-networked systems will not
use the OBDII DLC, but will use a diagnostic connector dedicated for the electronic power steering control
module. Refer to the correct workshop manual for diagnostic connector location. Both the diagnostic connector
and the DLC can relay information from a testing device to the steering module. The technician can use this to
command the module to perform certain diagnostic actions.

MODULES
Depending on the vehicle and systems used, the
control module will either be a stand-alone module or
integrated with a module for other systems. Although
the modules may be stand-alone or integrated, the
strategy of the module remains the same. The
differences will be mainly in how the module is
diagnosed, and what test equipment must be used.
Power Steering Assist Module Strategies ESS011-A
Control Module
Normal Strategies
The electronic steering control module contains a

microprocessor that continuously analyzes inputs.
The control module monitors these inputs and uses
this information to control the actuator assembly of
the power steering system, which, in turn, varies the
amount of power assist supplied for the driver.
Default Mode
When the module detects a problem with the
electronic steering system, the module will not vary
the amount of power steering assistance.

DETAILED SYSTEM OPERATION
Electronic Variable Orifice (EVO)
4
2 3
1
5
6
ESS001-A
Typical EVO Steering System Components

1 P/S Pump With Actuator 4 Control Module
2 Diagnostic Connector 5 Speed Sensor
3 Ignition Switch 6 Steering Sensor
The electronic variable orifice (EVO) system is used on several Ford Motor Company product lines. This system
is designed to balance the driver’s need for road feel with the need for reduced steering effort. It provides the
driver with varying levels of power assist, based on vehicle speed and steering wheel rotation.
The EVO system is composed of the power steering pump and actuator assembly, vehicle speed sensor, steering
wheel rotation sensor, control module, and a diagnostic connector.

This system is referred to as EVO simply because an electronic variable orifice is the component that controls the
power steering flow. The actuating device on this system is placed on the power steering pump. Generally, the
EVO system increases steering effort as vehicle speed increases. At very high speeds (typically 80 mph), the
power assist level remains constant at its lowest level, still providing some assist.
At low speeds (typically 5 mph), the system furnishes maximum assist to reduce the driver’s steering effort
during parking maneuvers. At higher vehicle speeds, the actuator valve is controlled to reduce pump flow and
reduce the power steering assist.
The other factor that governs the power assist level is

steering wheel rotation. When steering wheel rotation
OPERATION
reaches a certain rpm (typically 100 or above), NORMAL
maximum power assist is provided to aid the driver HIGH STEERING
WHEEL ROTATION SPEED
during evasive maneuvers. Once steering wheel
MAX
rotation drops to a certain rpm (typically 15), vehicle
speed determines the level of power assist.
Some EVO systems are equipped with a driver A

preference switch. On vehicles with a driver S
S
preference switch, the ramp-up of the power steering I
S
assist is adjustable. In the event of an electrical circuit T
malfunction, such as circuit open, shorted, or control
module failure, the EVO system provides maximum
power assist. MIN
0 LOW HIGH
VEHICLE
SPEED
ESS013-B
Vehicle Speed vs Assist Level Chart

Variable Assist Power Steering (VAPS)
ESS014-A
Typical VAPS System
Item Description
1 C-II Power Steering Pump
2 Pressurized Fluid
3 Stepper Motor
The variable assist power steering (VAPS) system was first introduced on the Lincoln Continental in 1988.
It delivers low steering wheel effort for parking and low vehicle speed driving, while providing progressively
higher steering wheel effort as vehicle speed increases. This enables the steering system to maintain excellent
road feel and precision at all speeds.
The variable assist power steering (VAPS) system is made up of an electronic control module, a special power
rack and pinion steering gear, and an actuator valve assembly mounted on the steering gear. The steering gear
contains a modified conventional rotary valve, with two independent hydraulic circuits (primary and secondary).
During parking and low speed maneuvers, the fluid flow from the pump is routed entirely to the primary circuit
by an actuator valve assembly, resulting in full power assist. However, as the vehicle’s speed increases, the
actuator valve gradually opens, allowing increasing fluid to flow to the secondary circuit. Fluid going to the
secondary circuit bypasses the rotary valve and power assist decreases.

The electronic control module operates the actuator assembly based on the vehicle speed input. As vehicle speed
changes, the actuator uses an electronic stepper motor to vary the position of the spool valve. The position of the
spool valve directs the power steering fluid flow to either the primary or the secondary inlet ports. Unlike other
electronic power steering assist systems, steering wheel rotation or angle have no affect on VAPS system power
steering assist.
The VAPS system is programmed to change gradually from low steering effort to high steering effort as vehicle
speed increases. Changes in steering effort occur within a specific vehicle speed range. At low vehicle speeds
(typically below 10 mph), the driver will have full power steering assist. At high vehicle speeds (typically above
55 mph), the power steering assist remains steady at its lowest level, still providing some assist. The changes in
steering effort between the specific speed ranges should not be noticeable by the driver.
If the system fails, the actuator will stay at the

position it was in when the system failed.
MAX
A
S
S
I
S
T
MIN
0 5 10 15 20 25 30 35 40 45 50 55
VEHICLE
SPEED
MPH
ESS015-B
Assist Level vs Vehicle Speed Chart

VAPSII
ESS016-A
Typical VAPSII System
Item Description
1 C-III Power Steering Pump
2 Pressurized Fluid
3 Solenoid
The variable assist power steering II (VAPSII) system was first introduced on 1995 model year vehicles. It
delivers low steering wheel effort for parking and low vehicle speed driving, while providing progressively
higher steering wheel effort as vehicle speed increases.
The VAPSII system is made up of an electronic control module, a special power rack and pinion steering gear,
and an actuator valve assembly mounted on the steering gear. The steering gear contains a modified conventional
rotary valve, with two independent hydraulic circuits (primary and secondary).
During parking and low speed maneuvers, the fluid flow from the pump is routed entirely to the primary circuit
by an actuator valve assembly, resulting in full power assist. However, as the vehicle’s speed increases, the
actuator valve gradually opens, allowing increasing fluid to flow to the secondary circuit. Fluid going to the
secondary circuit bypasses the rotary valve and power assist decreases.

The electronic control module operates the actuator assembly based on the vehicle speed input. As vehicle speed
changes, the actuator uses a current controlled solenoid to vary the position of the spool valve. The position of the
spool valve directs the power steering fluid flow to either the primary or the secondary inlet ports. Unlike other
electronic power steering assist systems, steering wheel rotation or angle have no affect on VAPSII system power
steering assist.
The control module varies the current to the actuator solenoid from about 0.25 amp to about 1 amp from
minimum to maximum assist. If the actuator assembly is de-energized, it provides minimum assist.
• Solenoid current of about 1 Amp = maximum assist.
• Solenoid current of about 0.25 Amp = minimum assist.
The VAPSII system is programmed to change gradually from low steering effort to high steering effort as vehicle
speed increases. Changes in steering effort occur within a specific vehicle speed. At low vehicle speeds (typically
below 10 mph), the driver will have full power steering assist. At high vehicle speeds (typically above 80 mph),
the power steering assist remains steady at its lowest level, still providing some assist. The changes in steering
effort between the specific speed ranges should not be noticeable by the driver.
Some VAPSII systems are equipped with a driver

preference selection. On vehicles with a driver
preference selection, the ramp-up of the power
DRIVER
steering assist is adjustable. PREFERENCE
SWITCH SETTING
If the system fails, the actuator will be de-energized LOW EFFORT
and minimum steering assist will be provided. MEDIUM EFFORT
MAX HIGH EFFORT
ASSIST LEVEL
MIN
0 20 40 60 80 100 120 140
VEHICLE SPEED (MPH)
ESS017-B

3 4
2
1
+
-
6
ESS003-A

1 ZF Pump 4 Vehicle Speed Signal (VSS)
2 Reservoir 5 Electro-Hydraulic Transducer
3 Control Module 6 Rack and Pinion
The ZF Servotronic system was introduced on the 1996 Taurus SHO. It delivers low steering wheel effort for
parking and low vehicle speed driving, while providing progressively higher steering wheel effort as vehicle
speed increases. This enables the steering system to maintain excellent road feel and precision at all speeds.
The ZF system is made up of an electronic control module, a special power rack and pinion steering gear, and an
electro-hydraulic transducer valve mounted on the steering gear. The steering gear contains a modified
conventional rotary valve.

During parking and low speed maneuvers, the electro-hydraulic transducer valve is closed and the rotary valve
works like a conventional rotary valve. However, as the vehicle’s speed increases, the transducer valve gradually
opens, allowing increasing fluid to flow to the feedback circuit. As more fluid flows to the feedback circuit, the
rotary valve stiffens, flow to the gear decreases, power assist decreases and driver steering effort increases.
The electronic control module operates the electro-hydraulic transducer valve based on the vehicle speed input.
The ZF system is programmed to change gradually from low steering effort to high steering effort as vehicle
speed increases. Changes in steering effort occur within a specific vehicle speed. At low vehicle speeds, the
driver will have full power steering assist. At high vehicle speeds, the power steering assist remains steady at its
lowest level, still providing some assist. The changes in steering effort between the specific speed ranges should
not be noticeable by the driver.
If the system fails, the transducer is de-energized and
the system will provide minimum assist.
MAX
A
S
S
I
S
T
MIN
0 LOW HIGH
VEHICLE SPEED
ESS066-A

NOTES

REVIEW QUESTIONS
1. What are the three (3) ways in which the Electronic Power Steering Control Module can receive the
Vehicle Speed Signal (VSS)?
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
2. The __________________________ is controlled by the electronic power steering control module and
regulates the power steering fluid flow from the power steering pump in an EVO steering system.
3. On the VAPSII actuator assembly, a current controlled solenoid is used to vary the position of the
__________________________ .
4. If there is an electrical malfunction in the EVO steering system, the EVO system provides
__________________________ assist by shutting off the power to the actuator.
5. If the actuator assembly is de-energized in the VAPSII steering system, the system provides

NOTES

OPERATION OVERVIEW
OBJECTIVES CONTENTS
• Describe the electronic suspension systems. • Rear Load-Leveling Suspension Systems
• 4-Wheel Air Suspension Systems
• Ride Control Suspension Systems

OPERATION OVERVIEW
REAR LOAD-LEVELING SUSPENSION SYSTEMS
3
4
2
1
7 6
ESS019-B
Typical Rear Load-Leveling Suspension Systems

1 Compressor Relay 5 Air Suspension Height Sensor
2 Control Module 6 Air Lines
3 Rear Air Spring 7 Air Compressor and Drier Assembly
4 Air Spring Solenoid Valve
The rear load-leveling suspension system is a microprocessor-controlled air suspension system. Rear load-
leveling suspension systems maintain a consistent rear vehicle ride height by adjusting the air volume in the rear
air springs. This system also may improve ride by replacing the rear springs with rear air springs. The rear load-
leveling suspension system consists of an air compressor, an air compressor relay, an electronic air suspension
control module, two rear air springs, air lines, a rear height sensor, air solenoids, and a vent solenoid.

OPERATION OVERVIEW
4-WHEEL AIR SUSPENSION SYSTEMS
5 6 7 8
4
2
3
1
13 10 9
11
12
ESS020-A
Typical 4-Wheel Air Suspension

1 Height Sensor 8 Service Switch
2 Air Compressor Assembly 9 Air Spring Solenoid
3 Rear Air Spring 10 Rear Air Spring
4 Air Spring Solenoid 11 Height Sensor
5 Height Sensor 12 Front Air Spring
6 Air Suspension Control Module 13 Front Air Spring
The 4-wheel air suspension systems are computer-controlled and use unique suspension components to improve
the ride quality and performance of the vehicle. The 4-wheel air suspension system improves vehicle handling by
maintaining constant vehicle height. It improves vehicle ride by using air springs and/or air shocks. The air
suspension system consists of air springs, and/or air shocks, air compressor, air lines, air solenoids, height
sensors, a control module, attachments, and associated signals derived from both driver and road inputs. The
control module commands changes in vehicle height that are necessary for both the load leveling and vertical
height adjustment features. The system will automatically make adjustments so that consistent front-to-rear
vehicle attitudes are maintained over the expected load range of the vehicle. Some 4-wheel air suspension
systems will also raise or lower the vehicle for ease of entry/exit, increased ground clearance, vehicle dynamics,
and fuel economy.

OPERATION OVERVIEW
RIDE CONTROL SUSPENSION SYSTEMS
2
1
ESS021-A
Typical Ride Control Suspension System
Item Description
1 Height Sensors
2 Electronic Actuators
3 Ride Control Module

OPERATION OVERVIEW
Ride control suspension systems use a conventional suspension system with adjustable damping rate shock
absorbers or struts. The damping changes are made by switching electronic actuators located on the shock or
strut. The actuators are controlled by a stand-alone or integrated control module. The module uses various input
signals to determine the need to switch the shocks to a hard mode for better vehicle attitude control, or to a soft
mode for a more plush ride. Hard damping may be used under hard braking, acceleration, high vehicle speed, or
heavy road undulation conditions.

OPERATION OVERVIEW
NOTES
3-6 September, 1998 Electronic Steering and Suspension

OPERATION OVERVIEW
REVIEW QUESTIONS
1. List some of the benefits of electronically controlled suspension systems.
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
2. In a ride control system, what situations cause the system to switch to hard damping?
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

OPERATION OVERVIEW
NOTES
3-8 September, 1998 Electronic Steering and Suspension

OBJECTIVES CONTENTS
• Describe the purpose and function of the electronic • System Hardware
suspension system input components.
• Input Components
• Describe the purpose and function of the electronic • Output Components
suspension system output components.
• Modules
• Describe the purpose and function of the electronic
suspension system modules. • Typical System Operation

SYSTEM HARDWARE
3
2 4
5
ESS022-B
Air Compressor Assembly

1 Compressor 4 Drier
2 O-Ring Seal 5 Release Cap
3 Vent Solenoid 6 Motor Assembly

Air Compressor Assembly

The air compressor assembly consists of the compressor, solenoid vent valve, internal relief valve, and
compressor regeneration air drier. The air compressor is a single-cylinder, electric motor-driven unit that
provides air as required by the air suspension system. The air compressor is powered by a relay that is controlled
by the control module. The internal relief valve, or pop-off valve provides an escape route when system pressure
exceeds safe operating levels. The air compressor drier is located on the compressor manifold. The compressor
pumps pressurized air through the drier to remove moisture from the air. The drier contains a desiccant (silica
gel) which dries the air before it enters the system. During venting, the previously dried air passes through the
drier to remove moisture from the desiccant (regeneration). The drier can be replaced separately from the
compressor. The drier can be replaced but is not a regular maintenance item. Built into the compressor circuitry
is a thermal overload circuit breaker that senses internal motor heat and will shut down the compressor when it
gets too hot. This circuit breaker will automatically reset when the compressor cools down, to restore normal
compressor operation.
Solenoid Vent Valve

The solenoid vent valve is located in the air compressor cylinder head and shares a common electrical wiring
harness connector with the compressor. The solenoid vent valve allows air to escape from the system during
venting actions. The solenoid vent valve opens when the control module determines vehicle lowering is needed.
When the solenoid vent valve is open, in conjunction with other air solenoids, it provides an escape route for
pressurized air. The solenoid vent valve is not repairable and must be replaced as an assembly with the air
compressor.

Air Springs, Shocks and Struts
1 2 3
ESS023-A
Rear Air Springs
Item Description
1 Air Spring
2 Air Shock
3 Air Spring and Strut
The air spring is a pneumatic spring that acts much like a balloon filled with air. The air system inflates or
deflates each air spring by increasing or venting system air. When the air system inflates the air spring the vehicle
rises, and when air is vented from the spring the vehicle lowers. Air shocks or struts are conventional shocks or
struts with an integrated air spring.
Air Lines
Nylon air lines are used to distribute air from the air compressor assembly to the solenoids, air springs, and/or air
shocks. The air lines connect to components with quick connect fittings. The number of air lines is vehicle and
model-dependent. The more complex the system, the more air lines are needed.

Adjustable Damping Shocks and Struts

1
Damping shocks and struts operate in the same
manner: the difference between them is that the
damping shock replaces the conventional shock
absorber and that the damping strut takes the place of
the conventional strut assembly. Enclosed in each
shock or strut will be some kind of mechanical valve
assembly that enables switching between soft and
hard damping. This valve assembly will be controlled
by an electronic actuator that is controlled by the
3
suspension control module.
ESS024-B
Adjustable Strut and Air Spring Assembly
Item Description
1 Electronic Rotary Actuator Assembly
2 Damping Valve
3 Shock Strut Assembly

INPUT COMPONENTS
Service Switch
On some systems the service switch provides power
to the control module in the ON (closed) position. On
other systems the service switch is an input to the
control module. When the service switch is in the
OFF (open) position, the air suspension will not
respond to height sensor changes and the air
suspension indicator lamp will be illuminated or a ESS025-A
message will be displayed on the message center. Air Suspension Service Switch
NOTE: Some vehicles are shipped to the dealership
with the service switch in the OFF position and must
be turned to the ON position before the vehicle is
delivered to the customer.
CAUTION: The air suspension system may
be damaged if the service switch is not
turned to the OFF position before lifting or
jacking up the vehicle.
Ignition Signal
When the ignition is switched to the RUN position,
the air suspension module is active. This allows the
module to make adjustments to the suspension as
needed. When the ignition is switched to the OFF
position, the air suspension module will stay active
for some time (typically 30-60 minutes) to perform
limited leveling operations when weight is added or
removed from the vehicle.

Height Sensor
Front and Rear Height Sensors (Navigator)
The number of height sensors used on a vehicle depends on the type of electronic suspension system with which
the vehicle is equipped. The height sensors are connected to the frame at one end, and the other end will be
attached to the suspension system, such as the upper control arm or the lateral track bar. Height sensors are
analog or digital and can be a linear or rotary design. The height sensors are powered and grounded through the
control module. On air suspension systems height sensors are used for ride height information. On some ride
control systems the height sensors are used to sense suspension movement to determine the need for hard
damping.
Analog Height Sensors

Analog height sensors supply a continuous voltage signal to the suspension control module in relationship to
vehicle height. The suspension control module will have an electrical reference point programmed into it for each
height sensor. The reference point is the voltage that is sent from the height sensors when the vehicle is at normal
ride height. The suspension control module will compare the height sensors’ voltage signal to the programmed
reference point and make adjustments accordingly. Height sensors are not repairable; a faulty sensor must be
replaced as a unit. Analog height sensors have a three wire electrical connector; ground, power and signal.
Digital Height Sensors

Digital height sensors provide two separate ON/OFF signals to the control module. When both signals are ON,
the vehicle is at trim. When only one signal is ON and the other is OFF, the vehicle is either above or below trim,
depending on which signal is ON (when both signals are OFF, the vehicle is out of normal range). Adjusting the
digital height sensor mounting point will adjust vehicle trim height. Digital height sensors have a four wire
electrical connector; power, ground, signal A and signal B.
Door Signal
The suspension control module uses the door signal for various system strategies such as preventing venting or
maintaining current ride height when a door is open. The system returns to normal operation when the door is closed.

Vehicle Speed Signal (VSS)
SPEED CONTROL
SENSOR MODULE
HARD-WIRED FROM SENSOR
SPEED OTHER CONTROL

SENSOR MODULE MODULE
HARD-WIRED FROM THE OTHER SYSTEM
OTHER OTHER
MODULE MODULE
SPEED CONTROL
SENSOR MODULE
OTHER OTHER
MODULE MODULE
FROM MULTIPLEX NETWORK

ESS004-B
Vehicle Speed Signal
The suspension control module receives the vehicle speed input from the vehicle speed sensor, various other
modules or the multiplex network. The suspension control module uses this input for various system strategies.
NOTE: VSS now stands for vehicle speed signal and no longer stands for vehicle speed sensor.
Vehicle Speed Sensor

The vehicle speed sensor is gear driven from the output of the transmission, transaxle or transfer case. The
vehicle speed sensor signal is a AC sign wave signal. Frequency and voltage of this signal increase with vehicle
speed. Vehicle speed is derived from the frequency of this signal.
VSS From Other Modules

The vehicle speed signal may be supplied to the electronic suspension control module directly (hard wired) from
other modules. This signal is a DC variable frequency.
VSS From Multiplex Network

The vehicle speed signal may be supplied to the electronic suspension control module as a data signal from the
vehicle’s multiplex network.

Steering Wheel Rotation Sensor

The steering rotation sensor tells the ride control
module changes in vehicle direction. The steering
sensor is located on the base of the steering column
and has a ring that rotates with the steering shaft. A
series of windows in the sensor ring passes by a pair
of photo-electric eyes mounted in the sensor. As the
windows pass the sensor, it sends a signal to the
control module. With this signal, the control module
ESS005-A
determines the vehicle’s turning rate and angle and
compares it with the vehicle’s speed to gauge lateral Steering Wheel Rotation Sensor
acceleration.
Acceleration Signal
The acceleration signal is provided by the PCM to the
suspension control module to activate the suspension
to the hard damping position to reduce front end lift.
The PCM derives this signal from the throttle position
sensor above 90% or the mass airflow signal.

Brake Signals
Brake Sensor 1
On ride control systems, the brake sensor is a

normally open pressure switch that sends a hard
braking signal to the control module. The brake
sensor is threaded into the brake hydraulic circuit and
is turned on and off by the circuit pressure. When the
brake hydraulic pressure gets high enough, the brake 2
sensor switch closes. When the control module ESS027-A
receives this signal, it may switch the suspension Brake Sensor

from soft to hard to help prevent vehicle nosedive or
rear end lift. Item Description
1 Brake Sensor
Brake Pedal Position (BPP/BOO) Sensor 2 Brake Control Valve Assembly
The brake pedal position (BPP) sensor, formerly
known as the BOO sensor, is used to indicate that the
brake pedal is pressed. The BPP circuit is normally
open and sends a 12 volt signal to the control module
when the brake pedal is pressed. The BPP is used by
the air suspension control module for suspension
strategies. On some systems the control module
receives input from the BPP and it will inhibit
operation.
Transmission Input
Some air suspension systems use a transmission
input for height adjustment and kneel strategies.
This circuit is spliced into the DTR circuit of the
transmission range sensor and is hard wired to the
suspension control module.

Driver Input
Ride Control Personality Select Switch
E/M
SYSTEM
MENU SELECT
RIDE • STEER
TRIP DISPLAY
RESET DTE • ECON
60 60 60
60 60 60
60
60 60 60
60 60
60
60
60 60
60
60 60
60 60
60 60
60
60
60
60
ESS028-A
Typical Ride Control Personality Select Switch
This switch allows the driver to select between ride control strategies. Strategy selections may include plush,
normal, or firm. The strategy change allows the control module to change shock damping based on different
input levels.

Firm Ride Switch

This switch allows the driver to manually select hard
1
shock damping.
OFF AUTO
2
ON FIRM
FOG RIDE
LAMPS CONTROL
ESS029-A
Typical Firm Ride Switch
Item Description
1 Console
2 Automatic Ride Control Switch
Transfer Case Setting

Some 4-wheel drive vehicles with ride control
4H 4L
suspension will use the 4x4 mode switch as an input A4WD
to the control module to switch the shocks from a soft 2H
to a hard ride when the vehicle is in a 4x4 mode.

Some 4-wheel air suspension systems will increase
vehicle ride height to an off-road height when the
mode switch is in a 4x4 mode.
ESS031-A
Transfer Case Mode Switch
Off-Road Mode Switch

The off-road mode switch allows the driver to
activate the air suspension system to raise the vehicle
a calibrated amount for increased ground clearance.
When this switch is activated on ride control vehicles,
the control module will switch the shocks to hard.

Shock Absorber Actuator Position

Feedback 1 3
On motor type damping actuator systems, attached to

each shock absorber damping motor is a contact 2 M
circuit providing damper position input to the

suspension control module. The circuit is open or
4
closed depending if the damper is in hard or soft
mode. This signal is compared in the suspension
control module to the commanded state of each
ESS032-A
damper. When the feedback signal matches the
commanded state of the damper, the corresponding Shock Absorber Actuators
damper motor driver is turned off. On other systems
Item Description
without a direct feedback circuit, the control module
1 Control Module
reads the actuator circuit to determine what position
2 Actuator Control Circuit
the actuator is in.
3 Actuator Assembly
4 Feedback Circuit

OUTPUT COMPONENTS
Hard and Soft Ride Relays

On ride control systems with reverse actuators, the suspension control module controls hard and soft ride relays
that provide power to drive the shock or strut actuators. The relays provide power and ground alternately to
change the polarity of the signal sent to the actuator. This changes the position of the actuator and switches the
shocks from hard to soft or soft to hard.
Shock Absorber Actuators

4 Wire Actuators
B+
1 3
2
B+
5
6
ESS035-A
4 Wire Actuators With Hard/Soft Relays

1 Control Module 5 Actuator
2 Soft Shock Relay Control 6 Feedback Circuit
3 Soft Shock Relay 7 Hard Shock Relay Control
4 Hard Shock Relay
The 4 wire actuator is a reversible DC motor. The actuators are mounted on the top of the shock absorbers. The
actuators move a shaft in the shock that changes the shock valving. This type of actuator is controlled by the
control module through a pair of relays called hard and soft relays. The 4 wire actuators can be replaced
separately from the shock assembly. The 4 wire actuators have integrated position sensors.

2 Wire Actuators
The 2 wire actuator is a ON/OFF solenoid. If the
2
solenoid is OFF the shock is in hard damping. When
the solenoid is ON, the shock is in soft damping. The
2 wire actuator is integral with the shock and is not
1
serviceable separately.
ESS033-A
Shock Absorber Actuators
Item Description
1 Control Module
2 Actuator Solenoid
3 Wire Actuators
1 3
The 3 wire actuator is a DC motor, located on top of
the shock, that rotates in one direction only. The
motor rotates a piston rod in the shock absorber to 2 M
change shock damping through a gear reduction

assembly. The 3 wire actuator is integral with the
4
shock and is not serviceable separately. The 3 wire
actuator has an internal position sensor.
ESS032-A
3 Wire Actuators
Item Description
1 Control Module
2 Actuator Control Circuit
3 Actuator Assembly
4 Feedback Circuit

Air Compressor Relay
1 2
ESS036-A
Compressor Relay
Item Description
1 Solid State Relay
2 Mechanical Relay
The compressor relay controls power to the compressor motor. The compressor relay is needed because the air
suspension control module cannot directly supply the current needed to power the air compressor. The
compressor relay switches high current loads to the compressor. The relay responds to the low current signal
from the control module. Some systems use a solid state relay while others use a conventional mechanical relay.

Air Solenoids
Air solenoids are placed in the air lines to control air 2 3
flow to and from the air springs and/or shocks. Air

solenoids are normally closed and are spring loaded
to stop air flow when they are not energized. When 1 5
the solenoid is energized the electrical coil overcomes
spring pressure and the solenoid opens, allowing air
to flow through the solenoid.
4
ESS037-A
Air Solenoid
Item Description
1 Inlet
2 Check Ball
3 Spring
4 Coil
5 Outlet
Air Spring Solenoids

The air spring solenoids are installed into the air
springs and connect the air compressor lines to the air
springs. The solenoids energize to allow air to be
added to or vented from the air spring in response to
vehicle load. The air spring solenoids are
electronically operated and controlled by the control
module. The air spring solenoids are secured to the air
spring with a clip and twist lock mechanism.
ESS038-A
WARNING: DO NOT RELEASE THE AIR
Air Spring Solenoid
SPRING SOLENOID FROM THE AIR
SPRING BEFORE VENTING ALL OF
THE AIR FROM THE AIR SPRING.
REFER TO THE WORKSHOP MANUAL
FOR THE CORRECT VENTING
PROCEDURE.

Gate Solenoids
The gate solenoid provides air pressure isolation to the left or right air shocks of the vehicle. This action
eliminates the transfer of air from one air shock to the other during body roll while maneuvering a turn. When the
solenoid is off (closed), the shocks are separated, allowing a pressure difference to be made. During normal
driving conditions on smooth surfaces, the solenoid is on (open), and both left- and right-side shock pressure is
the same. Allowing the transfer of air between the shocks reduces the resistance of wheel movement, resulting in
a smoother ride. While turning the vehicle, the gate solenoid is off (closed), and the air pressure is held in the
shocks, reducing vehicle body roll.
Fill Solenoids
The fill solenoids connect the output of the

compressor assembly to the springs, shocks and/or
struts. When the fill solenoid is energized along with
other solenoids, airflow to the springs, shocks and/or
struts can be changed. The fill solenoids are
electronically operated and controlled by the control
module. Fill solenoids for air springs are integrated
into the air spring, fill solenoids for shocks are in the
ESS039-A
air line and are separate from the shock.
Fill Solenoid

Vent Solenoid
The vent solenoid allows air to escape from the
system during venting actions. It is located in the air 1
compressor cylinder head and shares the same
2
electrical connector as the compressor motor. The
vent solenoid opens, along with the air solenoid
valves, when the control module determines vehicle
lowering is needed. The vent solenoid cannot be
repaired and must be replaced with the air compressor
assembly.
ESS040-B
Vent Solenoid
Item Description
1 Drier
2 Vent Solenoid
3 Air Compressor

Indicator Lamps
Warning Indicators
ESS041-A
Warning Indicator Lamp

The air suspension warning indicator lamp is usually located on the instrument cluster. When the air suspension
service switch is shut off or a malfunction is detected, the warning indicator lamp will come on.
Other System Indicator Lamps

Some systems have a firm ride control lamp indicating when the system is in hard mode. This lamp may flash if a
failure is detected. Some systems may use system status indicators, such as a system OFF indicator lamp.

Data Link Connector
ESS010-A
Data Link Connector (DLC)
Item Description
1 DLC
The diagnostic connector is only used during diagnosis and testing. Electronic suspension systems that are on a
network will use the OBDII data link connector (DLC) located under the dash. Non-networked systems will not
use the OBDII DLC but will use a diagnostic connector dedicated for the electronic suspension control module.
Refer to the correct workshop manual for diagnostic connector location. Both the diagnostic connector and the
DLC can relay information from a testing device to the electronic suspension control module. The technician can
use this to command the module to perform certain diagnostic actions.

MODULES
The control module is a microprocessor-based
electronic module. The control module controls the
air compressor motor (through the compressor relay)
and all of the solenoids. The control module also
conducts all failure management and diagnostic
strategies, and contains self-test and communication
software for testing the system.
Depending on the vehicle and systems used, the ESS042-A
control module will either be a stand-alone module or
Air Suspension Control Module
integrated with other system modules. Although the
modules may be stand-alone or integrated, the
strategy of the module remains the same. The
differences are mainly in how the module is
diagnosed and what test equipment must be used.
NOTE: Correct operation of the air suspension
system is dependent upon proper ride height
adjustment and calibration.

Air Suspension Module Strategies
Normal Strategies
The air suspension control module strategy is to control ride height. The primary inputs for this strategy are the
height sensors. The module may use other system inputs for special situations.
Failure Strategies
When the air suspension control module detects a failure in the system, the module will turn on the air suspension
indicator lamp and cease all height adjustments for one key cycle.
Ride Control Module Strategies
Normal Strategies
The ride control module uses various inputs to control shock damping from soft to hard.
Failure Strategies
When the ride control module detects a failure in the system, the module de-energizes the shock actuators and
may turn on the suspension indicator lamp (if equipped) for one key cycle.

TYPICAL SYSTEM OPERATION
Rear Load Leveling Suspension
8 5
7 6
ESS043-B
Rear Load Leveling Pneumatic System

1 Inputs 6 Right Rear Air Spring
2 Control Module 7 Left Rear Air Spring
3 Compressor Assembly 8 Left Rear Air Solenoid
4 Vent Solenoid 9 Air Lines
5 Right Rear Air Solenoid

The rear load leveling suspension module becomes active when the ignition switch is turned to the ON position
and the service switch is on. The system will remain active for up to one hour after the switch is turned OFF and
is able to make limited trim adjustments. The system operates by adding or releasing air in the rear air springs to
maintain the vehicle trim height. Air required for leveling the vehicle is distributed from the air compressor, to
the rear springs by a nylon air line that runs from the compressor air drier to each individual rear air spring.
When the vehicle height needs to be raised:
1. The control module commands the compressor relay to turn ON the compressor assembly.
2. The control module commands the air spring solenoids ON (open) to allow air to inflate the air springs.
3. The vehicle raises to correct ride height, indicated to the control module by the height sensor(s).
4. The control module commands the air spring solenoids OFF (closed) to seal air in the air spring.
5. The control module commands the compressor relay to turn OFF the compressor.
When the vehicle needs to be lowered:
1. The control module commands the vent solenoid ON (open).

2. The control module commands the air spring solenoids ON (open) to allow air to escape from the air springs
into the air lines.
3. The vehicle lowers to correct ride height, indicated to the control module by the height sensor(s).
4. The control module commands the air spring solenoids OFF (closed) to seal air in air springs.
5. The control module commands the vent solenoid OFF (closed) to close the system from atmosphere.
NOTE: On load leveling systems, the rear air springs are inflated or vented at the same time.

4-Corner Load Leveling System
4
1
3
13
2
12 5
11 6
10 7
9 8
ESS044-B
4-Corner Load Leveling Pneumatic System

1 Inputs 8 Right Rear Air Spring
2 Control Module 9 Left Rear Air Spring
3 Vent Solenoid 10 Left Rear Air Solenoid
4 Compressor Assembly 11 Left Front Air Spring
5 Right Front Air Solenoid 12 Left Front Air Solenoid
6 Right Front Air Spring 13 Air Lines
7 Right Rear Air Solenoid

The 4-corner air suspension systems consist of unique front and rear air components (such as air springs and/or
shocks), the air compressor, air lines, air solenoids, height sensors, the control module, attachments, and
associated signals derived from both driver and road inputs. The control module commands changes in vehicle
height that are necessary for both the load leveling and vertical height adjustment features. The system will
automatically make adjustments so that consistent front-to-rear vehicle attitudes are maintained over the expected
load range of the vehicle.
Most 4-corner air suspension systems will raise and lower the vehicle the same as rear load leveling systems.
The 4-corner systems will never inflate or vent front and rear air springs at the same time, due to pressure
differences between the axles.
Some air suspension systems will make adjustments to trim height based on various inputs (such as transfer case,
vehicle speed, and transmission range).

Ride Control Systems

Although there have been many names used for ride control systems, there are basically two different types. The
first type looks primarily at driver inputs for system operation and the second looks primarily at road inputs for
system operation. On driver input systems, the control module will activate all shocks at the same time. On road
input systems, the control module will control each shock individually.
Ride Control System – Driver Input Type
5 1 7
8
4
6
2 3
10
1
9
11
ESS045-A
Automatic Ride Control System

1 Actuator 7 ARC/EVO Control Module
2 ARC/EVO Self Test Connector 8 Control Relays
3 Acceleration Signal 9 Adjustable Shock
4 Brake Sensor 10 Steering Sensor
5 Mode Select Switch 11 Speed Sensor
6 Firm Ride Light

The driver input system provides the driver with a choice between a continuous hard suspension tuning or
automatic damping. The system is activated by a rocker switch located in the driver compartment of the vehicle.
With the ride control switch in the HARD position, the module switches shock absorber damping to provide a
hard (sport) suspension tuning. With the ride control switch in the AUTO position, the module adjusts shock
absorber damping to provide a soft ride during normal driving conditions. The module will change suspension
tuning to hard during hard braking, acceleration, cornering or high speed operation to provide the driver with
improved vehicle handling.
In the auto position the module monitors brake hydraulic pressure, throttle position, heavy engine load, steering
wheel angle and vehicle speed to determine when additional hard damping is required for improved handling.
If the module detects enough hydraulic brake pressure (typically above 2758 kPa [400 psi]), throttle opening
above 90 percent, hard acceleration causing supercharger boost (if equipped), or high vehicle speeds
(typically above 144 km/h [90 mph]) the module will switch the shock absorber damping to the hard mode.
The shock absorber damping will be returned to the soft mode a few seconds after the above conditions are no
longer present or vehicle speed drops below 133 km/h (83 mph) under normal system operating conditions.
In the event of a system failure, the actuators will stay in the position (either hard or soft) that they were in when
the system failed.

Ride Control System – Road Input Type
1 2
ESS046-A
SARC System

1 Height Sensors 3 SARC Module
2 Electronic Actuators 4 ABS Module

The road input ride control systems adjust shock absorber damping at each corner of the vehicle, responding to
driving conditions. Height sensors provide input to the module, which controls the four electronic actuators. Each
height sensor provides an independent signal, and the module controls each of the four electronic actuators
independently. The VSS is provided by the ABS module, which evaluates this signal from the ABS wheel speed
sensors.
When the ignition switch is in the RUN position, the module monitors the height sensor signal and the vehicle
speed signal. The module normally provides battery voltage to the electronic actuators, opening the solenoids for
soft damping. When one or more height sensors indicate that driving conditions require hard damping, the
module responds by removing voltage from the appropriate electronic actuators.
The module switches the electronic actuators independently, based on the signal from each height sensor. All four
electronic actuators may be switched to hard damping simultaneously, or individual shock absorbers may be
switched to hard mode while the others remain in soft mode. Shocks can switch instantly from soft to hard or
hard to soft.
When there is a fault in the system (on any of the sensor or actuator circuits) the module defaults to hard damping
at all four actuators.

NOTES

REVIEW QUESTIONS
1. The compressor pumps pressurized air through the ___________________ to remove moisture from the air.
2. When the ignition is switched to the RUN position, the air suspension module is ________________ .
3. On air suspension systems, the height sensors are used for ____________________ information. On some
ride control systems, the height sensors are used to sense _____________________ to determine the need
for hard damping.
4. Air solenoids are placed in the air lines to ___________________________________ to and from the air
springs and/or shocks.
5. The air suspension control module strategy is used to __________________________________________ .
6. The ride control module strategy is used to ___________________________________________________ .
7. What are the two types of ride control suspension systems?

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

NOTES

LESSON 5: DIAGNOSIS AND TESTING PROCEDURES
OBJECTIVES CONTENTS
• Describe the tools and diagnostic equipment used • Diagnostic Strategies
on electronic steering and suspension systems.
• Electronic Steering and Suspension System
• Describe the electronic steering and suspension Malfunctions
diagnostic process.
• Diagnostic Process

DIAGNOSTIC STRATEGIES
Identifying the Proper Tool for Module Communication

Air Ride Control Diagnostic Electronic Control Diagnostic
Vehicle Year Suspension Control Module Tool(s) Steering Module Tool(s)
T-Bird 87-88 N/A Yes PRC Diagnostic N/A N/A N/A
Turbo Coupe Light,
Jumper
Tool
T-Bird 89-97 N/A N/A N/A N/A EVO EVO Test Light
Cougar
XR-7 89 N/A Yes ARC/EVO SS II EVO ARC/EVO SS II
Super Coupe 89-95 N/A Yes ARC/EVO SS II EVO ARC/EVO SS II
Mark VII 84-92 4-Wheel N/A Air Diagnostic N/A N/A N/A
Suspension Light
Mark VIII 93-94 4-Wheel Yes SSM SS II EVO SSM SS II
(for Air)
Shock
Damping
(for Ride)
95-98 4-Wheel N/A SSM SS II EVO SSM SS II
Continental 84-87 4-Wheel N/A Air Diagnostic N/A N/A N/A
Suspension Light
Processor
88-94 4-Wheel Yes Air SS II VAPS VAPS DVOM
Suspension AVM
Module Jumper
95-96 4-Wheel Yes VDM NGS VAPS II VDM NGS
97-98 Rear Air Yes VDM NGS VAPS II VDM NGS
Probe GT 89-92 N/A Yes PRC AVM Probe Probe AVM
VAPS VAPS
Taurus/Sable 89-94 N/A N/A N/A N/A VAPS VAPS DVOM
AVM
Jumper
95-98 N/A N/A N/A N/A VAPS II VAPS II NGS
SHO 97-98 N/A Yes SARC NGS ZF SARC NGS
Town Car 90-97 Rear Air N/A RAS/EVO SS II EVO RAS/EVO SS II
98 Rear Air N/A RAS/EVO NGS EVO RAS/EVO NGS
Crown 92-98 Rear Air N/A RAS/EVO SS II EVO RAS/EVO SS II
Victoria/ w/o air N/A N/A N/A EVO EVO Test Light
Grand Marquis
Explorer 95-98 4-Wheel Yes ARC NGS N/A N/A N/A
Mountaineer 98 4-Wheel Yes ARC NGS N/A N/A N/A
Expedition 97-98 4 & Rear N/A 4WAS NGS EVO 4WAS NGS
w/o air N/A N/A N/A EVO EVO SS II
Navigator 98 4 & Rear N/A 4WAS NGS EVO 4WAS NGS
F250 97-98 Rear Air N/A RAS SS II N/A N/A N/A
Light Duty

Module and Tester Abbreviations

ARC – Automatic Ride Control
AVM – Analog Voltmeter
DVOM – Digital Volt Ohmmeter
EVO – Electronic Variable Orifice
PRC – Programmed Ride Control
RAS – Rear Air Suspension
SARC – Semi-automatic Ride Control
SSM – Steering/Suspension Module
VDM – Vehicle Dynamics Module
4WAS – 4-Wheel Air Suspension
Communicating With Electronic Steering and Suspension Systems

Electronic steering and suspension systems that are networked will use the Data Link Connector (DLC) with New
Generation STAR (NGS) Tester to communicate with the control module. Systems that are not networked will use
the diagnostic connector with either the Super STAR II Tester or NGS Tester with test adapter. The diagnostic
connector or DLC can relay information from the testing devices to the suspension control module. The technician
can use this to command the module to perform certain diagnostic actions, read diagnostic trouble codes and
observe PID values.

Non-Networked Module Diagnostic Tests

There have been many non-networked electronic steering and suspension systems used on Ford and Lincoln/
Mercury vehicles. The systems have used many different names, depending on vehicle type and model.
Non-networked systems have used many different tests. Regardless of the system that is being diagnosed or the
name of the diagnostic test, most systems will have diagnostics for retrieving memory codes, performing
on-demand tests, manual input tests, and manual output tests. It is also important to point out that non-networked
systems use various tools for testing the system. Tools for testing these systems include the STAR Tester,
Super STAR II Tester, jumper wires, test lights, digital volt ohmmeter, analog voltmeter and NGS Tester.
For this reason, it is important to always refer to the correct workshop manual for the vehicle that is being
diagnosed.
NOTE: For the reasons listed above, the following diagnostic information on non-networked system tests is for
1994 Continental air suspension and will not be specific to all non-networked systems. Remember to always refer
to the correct workshop manual for the vehicle that is being diagnosed.
Drive Cycle Diagnostics

Drive cycle diagnostics display fault codes that have occurred since the time the vehicle was last driven. This test
was designed primarily to test the vehicle speed input and detect intermittent faults which may not be found
during the service bay diagnostic test.
The test is run by driving the vehicle until the warning lamp indicator illuminates or the technician feels no fault
is present. After the drive cycle diagnostics are completed, service bay diagnostics should be performed.

Service Bay Diagnostics

Service bay diagnostics is divided into three areas; auto/manual diagnostic checks, fault code display, and
functional tests.
Auto/Manual Diagnostic Check
The auto/manual diagnostic test allows the control module to verify itself and check the operation of various
components. After performing these tests, the STAR Tester will display “12/OK do manual checks” or “13/faults
detected do manual checks”. The manual input checks should be performed at this time.
Fault Code Display

The fault codes can be displayed at this time by using the STAR Tester. Each fault code will be displayed for
about 15 seconds. The code display will continue until it is no longer needed. The fault codes should be written
down at this time.
Function Tests
The fault codes recorded during the drive cycle diagnostics should be compared to the fault codes recorded
during the service bay diagnostics. The codes that appear in both tests are hard faults. The codes appearing only
in the drive cycle diagnostics are intermittent faults. Each code displayed during diagnostics has its own pinpoint
procedure. These procedures have a priority code assigned to them with “1” being the highest priority and “7”
being the lowest priority. One fault may cause many codes to be displayed. The pinpoint procedures are described
in the correct workshop manual. Always perform the pinpoint procedures in order of priority, starting with the
highest priority.
Spring Fill Diagnosis

The pinpoint test sometimes directs the technician to perform the spring fill diagnostics. The spring fill
diagnostics allow the technician to fill or vent each air spring, or shock, separately to check the individual
springs.

Networked Modules Diagnostic Tests
New Generation Star (NGS) Tester

1 LCD Screen 4 Power Cable Connection
2 Program Card 5 Control Unit
3 Vehicle Interface Module
Networked electronic steering and suspension systems will be diagnosed using NGS Tester or equivalent. The
steering and suspension system diagnosis can be broken into four sections; diagnostic test modes, PID/data
monitor and record, active command modes, and function tests. Since electronic steering and suspension systems
differ in many ways, always refer to the correct workshop manual for correct system diagnosis.

Fault Code Retrieval

During vehicle operation the control module will
detect and store both intermittent and hard failure
RETRIEVE/CLEAR CONTINUOUS CODES
ER
codes in memory. The codes can be retrieved by the ST

AR
TE
ST
ON DEMAND SELF TEST
KOER ON DEMAND SELF TEST
ER
technician with NGS Tester using the retrieve/clear

ST
ST
AR
TE
ON BOARD SYSTEM READINESS TEST
continuous DTCs option. Any fault code stored in the SELECT ITEM AND PRESS TRIGGER TO START
control module will be displayed on the NGS along 1 2 3 4 5 6 7 8 9 0
with a brief description of the DTC. If no DTCs are

displayed NGS will display a “system passed”
ESS049-A
message. The retrieve/clear continuous DTCs option
can also be used to clear DTCs from the control NGS Display
module as long as the fault no longer exists. Once a
fault code is logged into the control module memory,
it will stay in memory for 80 key cycles or until NGS
is used to clear DTCs. Continuous DTCs will
automatically be erased from the module if the
condition that caused the DTC does not reoccur for a
specified number of key cycles (typically 80 key
cycles).
On-Demand Self-Test
The on-demand self-test option can be used to verify

if any detectable electrical faults exist at the time of
RETRIEVE/CLEAR CONTINUOUS CODES
the test in the electronics of the steering or suspension ST
AR
TE
ST
ER
ON DEMAND SELF TEST

ON BOARD SYSTEM READINESS TEST
system. Upon entering the self-test, the control ST
AR
TE
ST
ER
module will make an electrical check of each SELECT ITEM AND PRESS TRIGGER TO START
electrical component in the system. If a fault is 1 2 3 4 5 6 7 8 9 0
detected, a DTC is displayed on the NGS along with a

brief description of the DTC. Faults detected in the
ESS050-A
self-test are not stored in the continuous memory,
unless the same fault was also detected during normal NGS Display
vehicle operation. The self-test should always be run
after any electrical repair to verify that the repair was
successful. Some systems may have other on-demand
self-tests that test subsystems of steering and
suspension systems.

PID/Data Monitor and Record

There are situations where a sensor or component has
deteriorated, yet its signal is not outside the
DIAGNOSTIC TEST MODES
ER
programmed calibrations of the module. In these ST

AR
TE
ST
PID DATA MONITOR AND RECORD
ACTIVE COMMAND MODES
R
TE
cases operation of the vehicle may be affected, yet no

S
ST
AR
TE
MODULE INDENTIFICATION
DIAGNOSTIC TROUBLE CODE LIBRARY
DTC will be stored in memory. For this reason the SELECT ITEM AND PRESS TRIGGER TO START
NGS has the Parameter Identification PID mode. The 1 2 3 4 5 6 7 8 9 0
PID mode of the NGS allows you to see the signal as

it is interpreted by the module. In this way you can
ESS051-A
watch the signal and determine if it is responding
within specifications. NGS not only can monitor PID NGS Display
data, but it can record it as well. This function is
useful when driving the vehicle or when diagnosing
an intermittent fault. Refer to the NGS operating
manual for detailed information on how to record,
store and view PID data.

Active Commands
Using the active command mode of NGS allows the
technicians to bypass the module’s normal operating DIAGNOSTIC TEST MODES
ER
ST
strategies and command the module to operate the ST

AR
TE
PID DATA MONITOR AND RECORD
ACTIVE COMMAND MODES
ER
ST
TE
MODULE INDENTIFICATION
control components of steering and suspension ST
AR
DIAGNOSTIC TROUBLE CODE LIBRARY

SELECT ITEM AND PRESS TRIGGER TO START
systems. On a ride control system the shocks can
switch between soft and firm, allowing the shocks to 1 2 3 4 5 6 7 8 9 0
be bounce-tested in the soft and hard mode. On a load

leveling system all of the electronically controlled
ES0052-A
components can be activated to test operation. This
option allows the technician to manually pump and NGS Display
vent the air springs or shocks. On electronic steering
systems the steering actuator output can be varied to
allow the technician to manually feel the change in
power assist. This mode is helpful in finding an
intermittent fault in the system. This mode is also
useful when repairing an air spring or shock assembly
because all of the air can be exhausted from the
component prior to the repair. Some systems also use
the active command modes to reset vehicle ride
height. This option is necessary when components
have been replaced and results in a vehicle with
improper attitude or lean.
NOTE: In active command mode all normal inputs

are ignored. Normal system operation is suspended.
Function Tests
In some systems ride height calibration is available

under the function test option. This option is designed
to recalibrate the control module so that a new normal
ride height is programmed. This eliminates the need
to manually adjust the height sensors to achieve a
different ride height. This option is necessary when
components have been replaced and results in a
vehicle with improper attitude or lean.

ELECTRONIC STEERING AND SUSPENSION SYSTEM MALFUNCTIONS
Malfunctions of Electronic Steering Systems

Malfunctions of an electronic steering system may be mechanical, hydraulic or electronic. Since the mechanical
and hydraulic malfunctions have been previously discussed in the base steering and suspension self-study course,
this section will focus on the electrical malfunctions.
Typical Symptoms
Typical symptoms of the electronic system include:
• High steering effort under all conditions

• Low steering effort under all conditions
• Steering effort the same under all conditions
• Warning indicator lamp illuminated
Typical Malfunctions
• Input components may fail due to internal sensor failure, an open or short in the communication circuit, loose
or damaged wires, wiring harness or connector. In most cases, the control module will detect a missing or
invalid input signal and go into the default mode.
• The actuator valve may fail mechanically or electrically. If the actuator fails mechanically it could stick open,
closed or somewhere in-between. If it is stuck it will not respond to the control module’s commanded state. If
the actuator valve fails electrically, the control module may detect this and go into default mode.
• The control module may fail due to loss of power, ground or be damaged internally by a shorted output circuit.
Damage to the control module could prevent it from properly controlling the actuator.

Malfunctions of Electronic Air Suspension Systems

Malfunctions of an electronic air suspension system may be mechanical, pneumatic or electronic. Since the
mechanical malfunctions have been previously discussed in the base steering and suspension self-study course,
this section will focus on the electrical and pneumatic malfunctions.
Typical Symptoms
Typical symptoms of the electronic air suspension system include:
• Noise
• System inoperative
• Ride height too high
• Ride height too low

• Uneven height
• Compressor runs too much
• Ride height does not compensate for load changes

• Input components may fail due to internal sensor failure, an open or short in the communication circuit,
loose or damaged wires, wiring harness or connector. In most cases, the control module will detect a missing
or invalid input signal and go into the default mode.
• Solenoids may fail mechanically or electronically through contamination, loose electrical connections,
or damaged wire.
• The control module may fail due to loss or power, ground or damaged internally caused by a shorted output
circuit.
• Compressor will not run

• Air leaks
• System cannot make full pressure
• Ingestion (water) contamination

• Dryer leaks
• Overheating
• Incorrect ride height calibration

• Blockage in the pneumatic system

Malfunctions of Electronic Ride Control Suspension Systems

Malfunctions of an electronic ride control suspension system may be mechanical or electronic. Since the
mechanical malfunctions have been previously discussed in the base steering and suspension self-study course,
this section will focus on the electrical malfunctions.
Typical Symptoms
Typical symptoms of the electronic ride control suspension system include:
• System inoperative
• Harsh ride
• Soft ride
• Excessive body roll
• Input components may fail due to internal sensor failure, an open or short in the communication circuit, loose
or damaged wires, wiring harness or connector. In most cases, the control module will detect a missing or
invalid input signal and go into the default mode.
• Actuators may fail mechanically or electrically. If an actuator fails mechanically it could stick open, closed or
somewhere in-between. If it is stuck it will not respond to the control module’s commands. If an actuator fails
electrically, the control module may detect this and go into default mode.
• The control module may fail due to loss or power, ground or damaged internally by a shorted output circuit.
Damage to the control module could prevent it from properly controlling the actuator.

DIAGNOSTIC PROCESS
It is important to know and understand the basic diagnostic process to properly diagnose any steering and
suspension concern. The diagnostic process starts with the repair order that states the customer concern. The first
step in the diagnostic process is to verify the customer’s concern. This is accomplished by a visual inspection or
by road testing the vehicle. Perform a quick visual check of the vehicle to ensure it is safe to drive, and then drive
the vehicle. It may be necessary to have the customer ride along to point out the concern. During the test drive, be
sure to take into consideration the customer’s driving habits and driving conditions. You may find that the
customer concern is a normal operating condition for that vehicle.
After verifying the customer concern or the symptom, check for Technical Service Bulletins (TSBs), work
history, and OASIS reports related to that symptom. If a TSB or OASIS report relates to the symptom, follow the
procedure in the report to repair the concern.
If no TSBs or OASIS reports are found, perform vehicle prechecks to eliminate any obvious failed components or
misadjusted components or systems.
After performing the prechecks, continue the diagnostics using the symptom-to-system-to-component-to-cause
diagnostic process.
After the faulty component has been identified, perform any repairs and/or adjustments that are needed. After the
repair has been made, always verify that the repair fixed the original customer concern and did not create any new
concerns.
Predrive Checks
Before performing any diagnostics on a vehicle, it is important to do a precheck inspection. By performing a
precheck inspection, you are ensuring that the vehicle is relatively safe to drive and eliminating any obvious
faults on the vehicle.
Preliminary Inspections
After the vehicle has been test driven (if necessary), preliminary inspections (visual and audio) can help to reveal
obvious faults with some components. A thorough inspection of the systems involved with the symptom may lead
the technician to the component at fault.

Logical Diagnostic Thought Process

Technicians should always refer to the vehicle workshop manual for the correct diagnostic procedures.
Technicians should always use the symptom-to-system-to-component-to-cause diagnostic technique when
diagnosing any customer concern. This technique provides technicians with a logical method for correcting
customer concerns. First, determine the “symptom.” Next, determine which “system(s)” could cause the
“symptom.” After determining the “system,” identify the faulty “component(s).” After identifying the
“components,” always try to find the “cause” of the failure. Sometimes components just wear out. In other
instances, however, something other than the failed component is responsible for the problem.

NOTES

REVIEW QUESTIONS
1. Why should self-tests be run after electrical repairs?
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
2. The PID mode of the NGS allows you to see signals as they are interpreted by the ___________________ .
3. Using the active command mode of NGS allows the technician to bypass the ___________________ normal
operating strategies and command it to operate the control components of steering and suspension systems.
4. What happens when a module detects a missing or invalid input signal?

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

NOTES

CONCLUSION
CONCLUSION
This concludes the Electronic Steering and Suspension Self-Study course. The next course in the Steering
and Suspension Curriculum is the Electronic Steering and Suspension Ford Multimedia Training (FMT)
course. The final evaluation questions for this self-study will appear at the beginning of the FMT course as
a pretest. You must pass the pretest before beginning the FMT course.
The principles and concepts presented in this course are the building blocks of knowledge to help you progress
throughout the rest of the Steering and Suspension curriculum. The next courses you will encounter apply this
information to practical symptom-to-cause relationships.
Electronic Steering and Suspension October, 1998 Conclusion-1

CONCLUSION
NOTES
Conclusion-2 October, 1998 Electronic Steering and Suspension

ANSWERS TO REVIEW QUESTIONS

1. Electronically controlled steering systems provide the driver with increased steering assist at
LOW
_________________ speed.
vehicle speed
2. With the EVO steering system, steering assist level is determined by looking at _________________ and
steering wheel rotation rate
_____________________________________________________________________________________ .
vehicle speed
3. The VAPS system will only vary steering assist based on _________________ .
Electronic Steering and Suspension October, 1998 Answers-1

ANSWER TO REVIEW QUESTIONS
NOTES
Answers-2 October, 1998 Electronic Steering and Suspension

LESSON 2: ELECTRONIC STEERING SYSTEM COMPONENTS AND FUNCTION

1. What are the three (3) ways in which the Electronic Power Steering Control Module can receive the
Vehicle Speed Signal (VSS)?
Hard-wired from vehicle speed sensor
______________________________________________________________________________________
Hard-wired from another module.
______________________________________________________________________________________
From the multiplex network.
______________________________________________________________________________________
______________________________________________________________________________________
EVO actuator
2. The __________________________ is controlled by the electronic power steering control module and
regulates the power steering fluid flow from the power steering pump in an EVO steering system.
3. On the VAPSII actuator assembly, a current controlled solenoid is used to vary the position of the
spool valve
__________________________ .
4. If there is an electrical malfunction in the EVO steering system, the EVO system provides
maximum
__________________________ assist by shutting off the power to the actuator.
5. If the actuator assembly is de-energized in the VAPSII steering system, the system provides
minimum
__________________________ assist.

NOTES

LESSON 3: ELECTRONIC SUSPENSION SYSTEM OPERATION OVERVIEW

1. List some of the benefits of electronically controlled suspension systems.
Load leveling capabilities.
______________________________________________________________________________________
Variable damping rate.
______________________________________________________________________________________
Ground clearance increase when required.
______________________________________________________________________________________
______________________________________________________________________________________
2. In a ride control system, what situations cause the system to switch to hard damping?
Hard braking, hard acceleration, high vehicle speed, heavy road undulation.
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

NOTES

LESSON 4: ELECTRONIC SUSPENSION SYSTEM COMPONENTS AND FUNCTION

air drier
1. The compressor pumps pressurized air through the ___________________ to remove moisture from the air.
2. When the ignition is switched to the RUN position, the air suspension module is ________________
active .
ride height
4. On air suspension systems, the height sensors are used for ____________________ information. On some
suspension movement to determine the need
ride control systems, the height sensors are used to sense _____________________
for hard damping.
control air flow
5. Air solenoids are placed in the air lines to ___________________________________ to and from the air
springs and/or shocks.
6. The air suspension control module strategy is used to __________________________________________
control ride height .
control shock dampening
7. The ride control module strategy is used to ___________________________________________________ .
8. What are the two types of ride control suspension systems?

Driver input
______________________________________________________________________________________
Road conditions input
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

NOTES


1. Why should self-tests be run after electrical repairs?
To verify the repair was successful.
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
control module
2. The PID mode of the NGS allows you to see signals as they are interpreted by the ___________________ .
module
3. Using the active command mode of NGS allows the technician to bypass the ___________________ normal
operating strategies and command it to operate the control components of steering and suspension systems.
4. What happens when a module detects a missing or invalid input signal?

System will stop working, DTC is set and a malfunction indicator lamp may flash.
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steering and

COURSE CODE: 33S05S0

Copyright © 1998 Ford Motor Company Produced and Coordinated by

INTRODUCTION ............................................................................................................................ Intro-1

Electronic Steering and Suspension October, 1998 i

CONCLUSION ..................................................................................................................... Conclusion-1

ii October, 1998 Electronic Steering and Suspension

• Electronic Steering System Operation

• Electronic Suspension System Components and Functions

Electronic Steering and Suspension October, 1998 Intro-1

COURSE DESCRIPTION FOR SELF-STUDY LEARNERS

TECHNICIAN COURSE OBJECTIVES

• Describe the electronic suspension systems.

Intro-2 October, 1998 Electronic Steering and Suspension

STEERING AND SUSPENSION CURRICULUM

Electronic Steering and Suspension October, 1998 Intro-3

STEERING & SUSPENSION

1 = Self Study (SS)

4 = Instructor Led – Classroom

Curriculum Training Pathway

Intro-4 October, 1998 Electronic Steering and Suspension

• Electronic Steering and Suspension – FMT ..................................................................... Course code: 33S06M0

Electronic Steering and Suspension October, 1998 Intro-5

REVIEW OF BASE STEERING AND SUSPENSION SYSTEMS

Purpose of the Base Steering System

Adoption of Electronics to the Steering System

Intro-6 October, 1998 Electronic Steering and Suspension

Purpose of the Base Suspension System

Adoption of Electronics to the Suspension System

Electronic Steering and Suspension October, 1998 Intro-7

Intro-8 October, 1998 Electronic Steering and Suspension

Electronic Steering and Suspension October, 1998 1-1

ELECTRONIC STEERING SYSTEM OPERATION

1-2 October, 1998 Electronic Steering and Suspension

Electronic Variable Orifice (EVO) System

Typical EVO Steering System Components

Item Description Item Description

Electronic Steering and Suspension October, 1998 1-3

Variable Assist Power Steering Systems (VAPS, VAPSII)

VAPS Steering Gear

Item Description Item Description

1-4 October, 1998 Electronic Steering and Suspension

ZF Servotronic (ZF) System

Item Description Item Description

Electronic Steering and Suspension October, 1998 1-5

1-6 October, 1998 Electronic Steering and Suspension

Electronic Steering and Suspension October, 1998 1-7

1-8 October, 1998 Electronic Steering and Suspension

Electronic Steering and Suspension October, 1998 2-1

Vehicle Speed Signal (VSS)

HARD-WIRED FROM SENSOR

SPEED OTHER CONTROL

HARD-WIRED FROM THE OTHER SYSTEM

FROM MULTIPLEX NETWORK

Vehicle Speed Signal

2-2 October, 1998 Electronic Steering and Suspension

Vehicle Speed Sensor

VSS From Other Modules

VSS From Multiplex Network

Electronic Steering and Suspension October, 1998 2-3

Steering Wheel Rotation Sensor

Ignition Switch Signal Steering Wheel Rotation Sensor

Driver Preference Input