engine FORD MUSTANG 2003 Workshop Manual

z
intake manifold gaskets
z cylinder head gaskets
z oil bypass filter
z oil filter adapter
z engine front cover
z oil filter adapter and filter body
z oil level indicator tube connection
z oil pressure sensor
Leakage Points— Under Engine—With Vehicle on Hoist
z oil pan gaskets (6710)
z oil pan sealer
z oil pan rear seal (6723)
z engine front cover gasket
z crankshaft front seal (6700)
z crankshaft rear oil seal (6701)
z crankshaft main bearing cap side bolts
z oil filter adapter and filter body
z oil cooler, if equipped
Leakage Points— With Transmission and Flywheel Removed
z crankshaft rear oil seal
z rear main bearing cap parting line
z rear main bearing cap and seals
z flywheel mounting bolt holes (with flywheel [6375] installed)
z camshaft rear bearing covers (6266) or pipe plugs at the end of oil passages
Oil leaks at crimped seams in sheet metal parts and cracks in cast or stamped parts can be detected
when using the dye method.
Compression Test— Compression Gauge Check
1. Make sure the oil in the crankcase is of the correct viscosity and at the correct level and that the battery (10655) is correctly charged. Operate the vehicle until the engine is at normal operating
temperature. Turn the ignition switch to the OFF position, then remove all the spark plugs
(12405).
2. Set the throttle plates in the wide- open position.
3. Install a compression gauge such as the Compression Tester in the No. 1 cylinder.
4. Install an auxiliary starter switch in the starting circuit. With the ignition switch in the OFF position, and using the auxiliary starter switch, crank the engine a minimum of five compression
strokes and record the highest reading. Note the approximate number of compression strokes Klj . 7 ba
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required to obtain the highest reading.
5. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
Compression Test— Test Results
The indicated compression pressures are considered within specification if the lowest reading cylinder
is at least 75 percent of the highest reading. Refer to the Compression Pressure Limit Chart.
If one or more cylinders reads low, squirt approximately one tablespoon of engine oil on top of the
pistons in the low- reading cylinders. Repeat the compression pressure check on these cylinders. Compression Test — Interpreting Compression Readings Compression Pressure Limit Chart
Maximum
Pressure Minimum
Pressure Maximum
Pressure Minimum
Pressure Maximum
Pressure Minimum
Pressure Maximum
Pressure Minimum
Pressure 924 kPa
(134 psi) 696 kPa
(101 psi) 1131 kPa
(164 psi) 848 kPa
(123 psi) 1338 kPa
(194 psi) 1000 kPa
(146 psi) 1544 kPa
(224 psi) 1158 kPa
(168 psi) 938 kPa
(136 psi) 703 kPa
(102 psi) 1145 kPa
(166 psi) 855 kPa
(124 psi) 1351 kPa
(196 psi) 1014 kPa
(147 psi) 1558 kPa
(226 psi) 1165 kPa
(169 psi) 952 kPa
(138 psi) 717 kPa
(104 psi) 1158 kPa
(168 psi) 869 kPa
(126 psi) 1365 kPa
(198 psi) 1020 kPa
(148 psi) 1572 kPa
(228 psi) 1179 kPa
(171 psi) 965 kPa
(140 psi) 724 kPa
(106 psi) 1172 kPa
(170 psi) 876 kPa
(127 psi) 1379 kPa
(200 psi) 1034 kPa
(150 psi) 1586 kPa
(230 psi) 1186 kPa
(172 psi) 979 kPa
(142 psi) 738 kPa
(107 psi) 1186 kPa
(172 psi) 889 kPa
(129 psi) 1303 kPa
(202 psi) 1041 kPa
(151 psi) 1600 kPa
(232 psi) 1200 kPa
(174 psi) 933 kPa
(144 psi) 745 kPa
(109 psi) 1200 kPa
(174 psi) 903 kPa
(131 psi) 1407 kPa
(204 psi) 1055 kPa
(153 psi) 1055 kPa
(153 psi) 1207 kPa
(175 psi) 1007 kPa
(146 psi) 758 kPa
(110 psi) 1214 kPa
(176 psi) 910 kPa
(132 psi) 1420 kPa
(206 psi) 1062 kPa
(154 psi) 1627 kPa
(154 psi) 1220 kPa
(177 psi) 1020 kPa
(148 psi) 765 kPa
(111 psi) 1227 kPa
(178 psi) 917 kPa
(133 psi) 1434 kPa
(208 psi) 1075 kPa
(156 psi) 1641 kPa
(238 psi) 1227 kPa
(178 psi) 1034 kPa
(150 psi) 779 kPa
(113 psi) 1241 kPa
(180 psi) 931 kPa
(135 psi) 1448 kPa
(210 psi) 1083 kPa
(157 psi) 1655 kPa
(240 psi) 1241 kPa
(180 psi) 1048 kPa
(152 psi) 786 kPa
(114 psi) 1255 kPa
(182 psi) 936 kPa
(136 psi) 1462 kPa
(212 psi) 1089 kPa
(158 psi) 1669 kPa
(242 psi) 1248 kPa
(181 psi) 1062 kPa
(154 psi) 793 kPa
(115 psi) 1269 kPa
(184 psi) 952 kPa
(138 psi) 1476 kPa
(214 psi) 1103 kPa
(160 psi) 1682 kPa
(244 psi) 1262 kPa
(183 psi) 1076 kPa
(156 psi) 807 kPa
(117 psi) 1282 kPa
(186 psi) 965 kPa
(140 psi) 1489 kPa
(216 psi) 1117 kPa
(162 psi) 1696 kPa
(246 psi) 1269 kPa
(184 psi) 1089 kPa
(158 psi) 814 kPa
(118 psi) 1296 kPa
(188 psi) 972 kPa
(141 psi) 1503 kPa
(218 psi) 1124 kPa
(163 psi) 1710 kPa
(248 psi) 1202 kPa
(186 psi) 1103 kPa
(160 psi) 827 kPa
(120 psi) 1310 kPa
(190 psi) 979 kPa
(142 psi) 1517 kPa
(220 psi) 1138 kPa
(165 psi) 1724 kPa
(250 psi) 1289 kPa
(187 psi) 1110 kPa
(161 psi) 834 kPa
(121 psi) 1324 kPa
(192 psi) 993 kPa
(144 psi) 1631 kPa
(222 psi) 1145 kPa
(166 psi) — —Klj . 8 ba
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1. If compression improves considerably, piston rings are faulty.
2. If compression does not improve, valves are sticking or seating incorrectly.
3. If two adjacent cylinders indicate low compression pressures and squirting oil on each piston
does not increase compression, the head gasket may be leaking between cylinders. Engine oil
or coolant in cylinders could result from this condition.
Use the Compression Pressure Limit Chart when checking cylinder compression so that the
lowest reading is within 75 percent of the highest reading.
Cylinder Leakage Detection
When a cylinder produces a low reading, use of the Engine Cylinder Leak Detection/Air Pressurization
Kit will be helpful in pinpointing the exact cause.
The leakage detector is inserted in the spark plug hole, the piston is brought up to dead center on the
compression stroke, and compressed air is admitted.
Once the combustion chamber is pressurized, a special gauge included in the kit will read the
percentage of leakage. Leakage exceeding 20 percent is excessive.
While the air pressure is retained in the cylinder, listen for the hiss of escaping air. A leak at the intake
valve (6507) will be heard in the throttle body (9E926). A leak at the exhaust valve (6505) can be
heard at the tail pipe. Leakage past the piston rings will be audible at the positive crankcase ventilation
(PCV) connection. If air is passing through a blown head gasket to an adjacent cylinder, the noise will
be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder
block or gasket leakage into the cooling system may be detected by a stream of bubbles in the radiator
(8005).
Oil Consumption Test
The following diagnostic procedure is used to determine the source of excessive internal oil
consumption. 1. NOTE: Oil use is normally greater during the first 16,100 km (10,000 miles) of service. As
mileage increases, oil use generally decreases. Vehicles in normal service should get at least
1,450 km per liter (900 miles per quart) after 16,000 km (10,000 miles) of service. High speed
driving, towing, high ambient temperature and other factors may result in greater oil use.
Define excessive oil consumption, such as the number of miles driven per liter (quart) of oil
used. Also determine customer's driving habits, such as sustained high speed operation,
towing, extended idle and other considerations.
2. Verify that the engine has no external oil leak as described under Engine Oil Leaks in the Diagnosis and Testing portion of this section.
3. Verify that the engine has the correct oil level dipstick (6750).
4. Verify that the engine is not being run in an overfilled condition. Check the oil level at least five minutes after a hot shutdown with the vehicle parked on a level surface. In no case should the
level be above MAX or the letter F in FULL. If significantly overfilled, carry out Steps 6a through
6d.
5. Verify the spark plugs are not oil saturated. If the spark plugs are oil saturated and compression is good it can be assumed the valve seals or valve guides are at fault. Klj . 9 ba
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6. Carry out an oil consumption test:
a. Drain the engine oil, remove the oil bypass filter (6714) and refill with one liter (quart) less than
the recommended amount.
b. Run the engine for three minutes (10 minutes if cold), and allow the oil to drain back for at least five minutes with the vehicle on a level surface.
c. Remove oil level dipstick and wipe clean. (Do not wipe with anything contaminated with silicone compounds.) Reinstall the oil level dipstick, being sure to seat it firmly in the oil level indicator
tube (6754). Remove the oil level dipstick and draw a mark on the back (unmarked) surface at
the indicated oil level. This level should be about the same as the MIN or ADD mark on the face
of the oil level dipstick.
d. Add one liter (quart) of oil. Restart the engine and allow to idle for at least two minutes. Shut off the engine and allow the oil to drain back for at least five minutes. Mark the oil level dipstick,
using the procedure above.
e. Record the vehicle mileage. f. Instruct the customer to drive the vehicle as usual and perform the following:
„Check the oil level regularly at intervals of 160 to 240 km (100- 150 miles).
„ Return to the service point when the oil level drops below the lower (MIN or ADD) mark
on the oil level dipstick.
„ Add only full liters (quarts) of the same oil in an emergency. Note the mileage at which
the oil is added.
g. Check the oil level under the same conditions and at the same location as in Steps 6c and 6d.
„Measure the distance from the oil level to the UPPER mark on the oil level dipstick and
record.
„ Measure the distance between the two scribe marks and record.
„ Divide the first measurement by the second.
„ Divide the distance driven during the oil test by the result. This quantity is the
approximate oil consumption rate in kilometers per liter or in miles per quart.
h. If the oil consumption rate is unacceptable, go to Step 7.
7. Check the positive crankcase ventilation (PCV) system. Make sure the system is not plugged.
8. Check for plugged oil drain- back holes in the cylinder heads and cylinder block.
9. If the condition still exists after performing the above steps, go to Step 10.
10. Perform a cylinder compression test or perform a cylinder leak detection test with Engine Cylinder Leak Detection/Air Pressurization Kit. This can help determine the source of oil
consumption such as valves, piston rings or other areas.
11. NOTE: After determining if new parts should be installed, make sure correct parts are used.
Check valve guides for excessive guide clearance. Install new all valve stem seals (6571) after
verifying valve guide clearance.
12. Worn or damaged internal engine components can cause excessive oil consumption. Small deposits of oil on the tips of spark plugs can be a clue to internal oil consumption. If internal oil
consumption still persists, proceed as follows:
a. Remove the engine from the vehicle and place it on an engine work stand. Remove the intake manifolds (9424), cylinder heads, oil pan (6675) and oil pump (6600).
b. Check piston ring clearance, ring gap and ring orientation. Repair as necessary.
c. Check for excessive bearing clearance. Repair as necessary.
13. Repeat the oil consumption test (Step 6) to confirm the oil consumption concern has been resolved. Klj . 10 ba
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Intake Manifold Vacuum Test
Bring the engine to normal operating temperature. Connect the Vacuum/Pressure Tester to the intake
manifold. Run the engine at the specified idle speed.
The vacuum gauge should read between 51-
74 kPa (15-22 in-Hg) depending upon the engine
condition and the altitude at which the test is performed. Subtract 4.0193 kPa (1 in- Hg) from the
specified reading for every 304.8 m (1,000 feet) of elevation above sea level.
The reading should be steady. If necessary, adjust the gauge damper control (where used) if the
needle is fluttering rapidly. Adjust the damper until the needle moves easily without excessive flutter.
Intake Manifold Vacuum Test—Interpreting Vacuum Gauge Readings
A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas.
Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge
readings, although helpful, must be interpreted carefully.
Most vacuum gauges have a normal band indicated on the gauge face.
The following are potential gauge readings. Some are normal; others should be investigated further.
1. NORMAL READING: Needle between 51- 74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION AND DECELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low reading (not to zero).
When the throttle is suddenly released, the needle will snap back up to a higher than normal
figure.
3. NORMAL FOR HIGH- LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in - Hg) but will be relatively steady. Some oscillation is normal. Klj . 11 ba
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4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle
drops to 0 kPa (0 in- Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in- Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in- Hg), one or more
valves may be sticking.
6. BURNED OR WARPED VALVES: A regular, evenly- spaced, downscale flicking of the needle
indicates one or more burned or warped valves. Insufficient hydraulic lash adjuster or hydraulic
lash adjuster (HLA) clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in- Hg) range at idle
speed, the valve guides could be worn. As engine speed increases, the needle will become
steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine rpm is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head- to-cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine rpm is increased, the back pressure caused by a clogged
muffler (5230), kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa
(0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to
drop to a low point even if the engine is only idling.
16. When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on
acceleration or burned valves. If the leak exists in an accessory unit such as the power brake
booster (2005), the unit will not function correctly. Always fix vacuum leaks.
Excessive Engine Oil Consumption
The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal
engine- to-engine variation. This is especially true during the first 16,100 km (10,000 miles) when a new
engine is being broken in or until certain internal engine components become conditioned. Vehicles
used in heavy- duty operation may use more oil. The following are examples of heavy- duty operation:
z trailer towing applications
z severe loading applications
z sustained high speed operation Klj . 12 ba
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Engines need oil to lubricate the following internal components:
zcylinder block cylinder walls
z pistons and piston, pin and rings (6102)
z intake and exhaust valve stems
z intake and exhaust valve guides
z all internal engine components
When the pistons move downward, a thin film of oil is left on the cylinder walls. As the vehicle is
operated, some oil is also drawn into the combustion chambers past the intake and exhaust valve
stem seals and burned.
The following is a partial list of conditions that can affect oil consumption rates:
zengine duty cycle
z operator driving habits
z ambient temperature
z quality and viscosity of the oil
Operation under varying conditions can frequently be misleading. A vehicle that has been run for
several thousand miles on short trips or in below- freezing ambient temperatures may have consumed
a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the FULL
or MAX on the oil level dipstick due to dilution (condensation and fuel) in the engine crankcase. The
vehicle might then be driven at high speeds on the highway where the condensation and fuel boil off.
The next time the engine oil is checked, it may appear that a liter (quart) of oil was used in about 160
km (100 miles). This perceived 160 km (100 miles) per liter (quart) oil consumption rate causes
customer concern even though the actual overall oil consumption rate is about 2,400 km (1,500 miles)
per liter (quart).
Make sure the selected engine oil meets the current recommended API performance category with
SAE viscosity grade as shown in the vehicle Owner's Guide. It is also important that the engine oil is
changed at the intervals specified. Refer to the vehicle Owner's Guide.
Oil Pressure Test
1. Disconnect and remove the oil pressure sensor (9278) from the engine.
2. Connect the Oil Pressure Gauge to the oil pressure sender oil galley port.
3. Run the engine until normal operating temperature is reached.
4. Run the engine at the specified rpm and record the gauge reading.
5. The oil pressure should be within specifications; refer to the specification chart in the appropriate engine section.
6. If the pressure is not within specification, check the following possible sources: zinsufficient oil
z oil leakage
z worn or damaged oil pump
z oil pump screen cover and tube (6622)
z excessive main bearing clearance Klj . 13 ba
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z
excessive connecting rod bearing clearance
Valve Train Analysis— Engine Off—Valve Cover Removed
Check for damaged or severely worn parts and correct assembly. Make sure correct parts are used
with the static engine analysis as follows.
Valve Train Analysis— Engine Off, Rocker Arm
z Check for loose mounting bolts, studs and nuts.
z Check for plugged oil feed in the rocker arms (6564) or cylinder head.
Valve Train Analysis— Engine Off, Camshaft Roller Followers and Hydraulic Lash Adjusters,
Overhead Camshaft
zCheck for loose mounting bolts on camshaft carriers.
z Check for plugged oil feed in the camshaft roller followers, lash adjusters or cylinder heads.
Valve Train Analysis— Engine Off, Camshaft— Engines
z Check for broken or damaged parts.
Valve Train Analysis— Engine Off, Push Rods
z Check for bent push rods (6565) and restricted oil passage.
Valve Train Analysis— Valve Springs
z Check for broken or damaged parts.
Valve Train Analysis— Engine Off, Valve Spring Retainer and Valve Spring Retainer Keys
z Check for correct seating of the valve spring retainer key (6518) on the valve stem and in valve
spring retainer (6514).
z Check for correct seating on the valve stem.
Valve Train Analysis— Engine Off, Valves and Cylinder Head
z Check for plugged oil drain back holes.
z Check for worn or damaged valve tips.
z Check for missing or damaged guide- mounted valve stem seal.
z Check collapsed valve tappet gap.
z Check installed valve spring height.
z Check for missing or worn valve spring seats.
z Check for plugged oil metering orifice in cylinder head oil reservoir (if equipped).
Static checks (engine off) are to be made on the engine prior to the dynamic procedure. Klj . 14 ba
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Valve Train Analysis—
Engine Running
z Start the engine and, while idling, check for correct operation of all parts. Check the following:
Valve Train Analysis— Engine Running, Valves and Cylinder Head
z Check for plugged oil drain back holes.
z Check for missing or damaged valve stem seals or guide mounted valve stem seals.
z Check for a plugged oil metering orifice in the cylinder head oil reservoir (4.6L engine only).
If insufficient oiling is suspected, check oil passages for blockage, then accelerate the engine to 1,200
rpm with the transmission in NEUTRAL and the engine at normal operating temperature. Oil should
spurt from the rocker arm oil holes such that valve tips and camshaft roller followers are well oiled.
With the valve covers (6582) off, some oil splash may overshoot camshaft roller followers.
Valve Train Analysis— Engine Running, Camshaft Lobe Lift— OHC Engines
Check the lift of each camshaft lobe in consecutive order and make a note of the readings. 1. Remove the valve covers.
2. Remove the spark plugs.
3. Install the Dial Indicator Gauge with Holding Fixture so the rounded tip of indicator is on top of the camshaft lobe and on the same plane as the valve tappet.
4. Rotate the crankshaft using a breaker bar and socket attached to the crankshaft pulley retainer bolt. Rotate the crankshaft until the base circle of the camshaft lobe is reached.
5. Zero the dial indicator. Continue to rotate the crankshaft until the (1) high- lift point of the
camshaft lobe is in the fully- raised position (highest indicator reading).
6. To check the accuracy of the original indicator reading, continue to rotate crankshaft until the (2) base circle is reached. The indicator reading should be zero. If zero reading is not obtained,
repeat Steps 1 through 6.
7. NOTE: If the lift on any lobe is below specified service limits, install a new camshaft, and new
camshaft roller followers.
Remove the Dial Indicator Gauge with Holding Fixture.
8. Install the spark plugs. Klj . 15 ba
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9. Install the valve covers.
Valve Train Analysis— Engine Running, Camshaft Lobe Lift— Push Rod Engine
Check the lift of each lobe in consecutive order and make a note of the readings. 1. Remove the valve covers.
2. Remove the rocker arm seat bolts, rocker arm seat (6A528) and rocker arms.
Typical Engine With Push Rods
3. Make sure the valve tappet is seated against camshaft (6250). Install (1) Dial Indicator Gauge with Holding Fixture so the ball socket adapter of the indicator is on top of the valve tappet or (2)
Dial Indicator Gauge Adapter is on top of push rod and in same plane as valve tappet push rod
movement.
4. Remove the spark plugs.
5. Connect an auxiliary starter switch in the starting circuit. Crank the engine with ignition switch in OFF position. Bump crankshaft over until valve tappet is on base circle of camshaft lobe. At this
point, valve tappet will be in its lowest position. If checking during engine assembly, turn
crankshaft using a socket or ratchet.
6. Zero the dial indicator. Continue to rotate crankshaft slowly until valve tappet is in fully- raised
position (highest indicator reading).
7. NOTE: If lift on any lobe is below specified service limits, install a new camshaft, and new valve
tappets.
Remove the Dial Indicator with Holding Fixture, Dial Indicator Gauge Adapter, and auxiliary
starter switch.
8. Install rocker arm seats, rocker arms and rocker arm seat bolts.
9. Install valve covers.
10. Install spark plugs.
Valve Train Analysis— Engine Running, Valve Tappet
Valve tappet noise can be caused by any of the following:
zexcessive valve tappet gap (collapsed) Klj . 16 ba
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