ignition FORD FESTIVA 1991 Service Manual

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GENERAL INFORMATION
Waveform s - Injector Pattern T utorial
* PLEASE READ THIS FIRST *
PURPOSE OF THIS ARTICLE
Learning how to interpret injector drive patterns from a Lab Scope can be like learning ignition patterns all over again. This article exists to
ease you into becoming a skilled injector pattern interpreter.
You will learn:
How a DVOM and noid light fall short of a lab scope.
The two types of injector driver circuits, voltage controlled & current controlled.
The two ways injector circuits can be wired, constant ground/switched power & constant power/switched ground.
The two different pattern types you can use to diagnose with, voltage & current.
All the valuable details injector patterns can reveal.
SCOPE OF THIS ARTICLE
This is NOT a manufacturer specific article. All different types of systems are covered here, regardless of the specific year/make/model/engine.
The reason for such broad coverage is because there are only a few basic ways to operate a solenoid-type injector. By understanding the
fundamental principles, you will understand all the major points of injector patterns you encounter. Of course there are minor differences in
each specific system, but that is where a waveform library helps out.
If this is confusing, consider a secondary ignition pattern. Even though there are many different implementations, each still has a primary
voltage turn-on, firing line, spark line, etc.
If specific waveforms are available in On Demand for the engine and vehicle you are working on, you will find them in the Engine Performance
section under the Engine Performance category.
IS A LAB SCOPE NECESSARY?
INTRODUCTION
You probably have several tools at your disposal to diagnose injector circuits. But you might have questioned "Is a lab scope necessary to do a
thorough job, or will a set of noid lights and a multifunction DVOM do just as well?"
In the following text, we are going to look at what noid lights and DVOMs do best, do not do very well, and when they can mislead you. As
you might suspect, the lab scope, with its ability to look inside an active circuit, comes to the rescue by answering for the deficiencies of these
other tools.
OVERVIEW OF NOID LIGHT
The noid light is an excellent "quick and dirty" tool. It can usually be hooked to a fuel injector harness fast and the flashing l igh t is e a sy t o
understand. It is a dependable way to identify a no-pulse situation.
However, a noid light can be very deceptive in two cases:
If the wrong one is used for the circuit being tested. Beware: Just because a connector on a noid light fits the harness does not mean it is
the right one.
If an injector driver is weak or a minor voltage drop is present.
Use the Right Noid Light
In the following text we will look at what can happen if the wrong noid light is used, why there are different types of noid lights (besides
differences with connectors), how to identify the types of noid lights, and how to know the right type to use.
First, let's discuss what can happen if the incorrect type of noid light is used. You might see:
A dimly flashing light when it should be normal.
A normal flashing light when it should be dim.
A noid light will flash dim if used on a lower voltage circuit than it was designed for. A normally operating circuit would appear
underpowered, which could be misinterpreted as the cause of a fuel starvation problem.
Here are the two circuit types that could cause this problem: NOTE:This is GENERAL inform ation. This article is not intended to be specific to any unique situation or
individual vehicle configuration. For m odel-specific inform ation see appropriate articles where
available.
NOTE:This is GENERAL inform ation. This article is not intended to be specific to any unique situation or
individual vehicle configuration. For m odel-specific inform ation see appropriate articles where
available.
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Circuits with external injector resistors. Used predominately on some Asian & European systems, they are used to reduce the available
voltage to an injector in order to limit the current flow. This lower voltage can cause a dim flash on a noid light designed for full voltage.
Circuits with current controlled injector drivers (e.g. "Peak and Hold"). Basically, this type of driver allows a quick burst of
voltage/current to flow and then throttles it back significantly for the remainder of the pulse width duration. If a noid light was designed
for the other type of driver (voltage controlled, e.g. "Saturated"), it will appear dim because it is expecting full voltage/current to flow
for the entire duration of the pulse width.
Let's move to the other situation where a noid light flashes normally when it should be dim. This could occur if a more sensitive n o id l igh t is
used on a higher voltage/amperage circuit that was weakened enough to cause problems (but not outright broken). A circuit with an actual
problem would thus appear normal.
Let's look at why. A noid light does not come close to consuming as much amperage as an injector solenoid. If there is a partial driver failure
or a minor voltage drop in the injector circuit, there can be adequate amperage to fully operate the noid light BUT NOT ENOUGH TO
OPERATE THE INJECTOR.
If this is not clear, picture a battery with a lot of corrosion on the terminals. Say there is enough corrosion that the starter motor will not
operate; it only clicks. Now imagine turning on the headlights (with the ignition in the RUN position). You find they light normally and are
fully bright. This is the same idea as noid light: There is a problem, but enough amp flow exists to operate the headlights ("noid light"), but not
the starter motor ("injector").
How do you identify and avoid all these situations? By using the correct type of noid light. This requires that you understanding the types of
injector circuits that your noid lights are designed for. There are three. They are:
Systems with a voltage controlled injector driver. Another way to say it: The noid light is designed for a circuit with a "high" resistance
injector (generally 12 ohms or above).
Systems with a current controlled injector driver. Another way to say it: The noid light is designed for a circuit with a low resistance
injector (generally less than 12 ohms) without an external injector resistor.
Systems with a voltage controlled injector driver and an external injector resistor. Another way of saying it: The noid light is designed
for a circuit with a low resistance injector (generally less than 12 ohms) and an external injector resistor.
If you are not sure which type of circuit your noid light is designed for, plug it into a known good car and check out the results. If it flashes
normally during cranking, determine the circuit type by finding out injector resistance and if an external injector resistor is used. You now
know enough to identify the type of injector circuit. Label the noid light appropriately.
Next time you need to use a noid light for diagnosis, determine what type of injector circuit you are dealing with and select the appropriate
noid light.
Of course, if you suspect a no-pulse condition you could plug in any one whose connector fit without fear of misdiagnosis. This is because it is
unimportant if the flashing light is dim or bright. It is only important that it flashes.
In any cases of doubt regarding the use of a noid light, a lab scope will overcome all inherent weaknesses.
OVERVIEW OF DVOM
A DVOM is typically used to check injector resistance and available voltage at the injector. Some techs also use it check injector on-time
either with a built-in feature or by using the dwell/duty function.
There are situations where the DVOM performs these checks dependably, and other situations where it can deceive you. It is important to be
aware of these strengths and weaknesses. We will cover the topics above in the following text.
Checking Injector Resistance
If a short in an injector coil winding is constant, an ohmmeter will accurately identify the lower resistance. The same is true with an open
winding. Unfortunately, an intermittent short is an exception. A faulty injector with an intermittent short will show "good" if the ohmmeter
cannot force the short to occur during testing.
Alcohol in fuel typically causes an intermittent short, happening only when the injector coil is hot and loaded by a current high e n o u gh t o
jump the air gap between two bare windings or to break down any oxides that may have formed between them.
When you measure resistance with an ohmmeter, you are only applying a small current of a few milliamps. This is nowhere near enough to
load the coil sufficiently to detect most problems. As a result, most resistance checks identify intermittently shorted injectors as being normal.
There are two methods to get around this limitation. The first is to purchase an tool that checks injector coil windings under full load. The
Kent-Moore J-39021 is such a tool, though there are others. The Kent-Moore costs around $240 at the time of this writing and works on many
different manufacturer's systems.
The second method is to use a lab scope. Remember, a lab scope allows you to see the regular operation of a circuit in real time. If an injector
is having an short or intermittent short, the lab scope will show it.
Checking Available Voltage At the Injector
Verifying a fuel injector has the proper voltage to operate correctly is good diagnostic technique. Finding an open circuit on the feed circuit
like a broken wire or connector is an accurate check with a DVOM. Unfortunately, finding an intermittent or excessive resistance problem with
a DVOM is unreliable.
Let's explore this drawback. Remember that a voltage drop due to excessive resistance will only occur when a circuit is operating? Since the
injector circuit is only operating for a few milliseconds at a time, a DVOM will only see a potential fault for a few milliseconds. The remaining
90+% of the time the unloaded injector circuit will show normal battery voltage. NOTE:Som e noid lights can m eet both the second and third categories sim ultaneously.
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The voltage controlled driver inside the computer operates much like a simple switch because it does not need to worry about limiting current
flow. Recall, this driver typically requires injector circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit (eliminating the voltage-drop), or OFF, opening the circuit (causing a total voltage
drop).
Some manufacturers call it a "saturated switch" driver. This is because when switched ON, the driver allows the magnetic field in the injector
to build to saturation. This is the same "saturation" property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an injector circuit to limit current flow. One method uses an external solenoid resistor
and a low resistance injector, while the other uses a high resistance injector without the solenoid resistor. See the left side of Fig. Fig. 1
.
In terms of injection opening time, the external resistor voltage controlled circuit is somewhat faster than the voltage controlled high resistance
injector circuit. The trend, however, seems to be moving toward use of this latter type of circuit due to its lower cost and reliability. The ECU
can compensate for slower opening times by increasing injector pulse width accordingly.

Fig. 1: Injector Driver Types
- Current and Voltage
CURRENT CONTROLLED CIRCUIT ("PEAK & HOLD")
The current controlled driver inside the computer is more complex than a voltage controlled driver because as the name implies, it has to limit
current flow in addition to its ON-OFF switching function. Recall, this driver typically requires injector circuits with a total leg resistance of
less than 12 ohms.
Once the driver is turned ON, it will not limit current flow until enough time has passed for the injector pintle to open. This period is preset by
the particular manufacturer/system based on the amount of current flow needed to open their injector. This is typically between two and six
amps. Some manufacturers refer to this as the "peak" time, referring to the fact that current flow is allowed to "peak" (to open the injector).
Once the injector pintle is open, the amp flow is considerably reduced for the rest of the pulse duration to protect the injector from
overheating. This is okay because very little amperage is needed to hold the injector open, typically in the area of one amp or less. Some
manufacturers refer to this as the "hold" time, meaning that just enough current is allowed through the circuit to "hold" the already-open
injector open.
There are a couple methods of reducing the current. The most common trims back the available voltage for the circuit, similar to turning down
a light at home with a dimmer.
The other method involves repeatedly cycling the circuit ON-OFF. It does this so fast that the magnetic field never collapses and the pintle
stays open, but the current is still significantly reduced. See the right side of Fig. Fig. 1
for an illustration.
The advantage to the current controlled driver circuit is the short time period from when the driver transistor goes ON to when the injector
actually opens. This is a function of the speed with which current flow reaches its peak due to the low circuit resistance. Also, the injector
closes faster when the driver turns OFF because of the lower holding current.
THE TWO WAYS INJECTOR CIRCUITS ARE WIRED
NOTE:Never apply battery voltage directly across a low resistance injector. T his will cause injector dam age
from solenoid coil overheating.
NOTE:Never apply battery voltage directly across a low resistance injector. T his will cause injector dam age
from solenoid coil overheating.
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Like other circuits, injector circuits can be wired in one of two fundamental directions. The first method is to steadily power the injectors and
have the computer driver switch the ground side of the circuit. Conversely, the injectors can be steadily grounded while the driver switches the
power side of the circuit.
There is no performance benefit to either method. Voltage controlled and current controlled drivers have been successfully implemented both
ways.
However, 95% percent of the systems are wired so the driver controls the ground side of the circuit. Only a handful of systems use the drivers
on the power side of the circuit. Some examples of the latter are the 1970's Cadillac EFI system, early Jeep 4.0 EFI (Renix system), and
Chrysler 1984-87 TBI.
INTERPRETING INJECTOR WAVEFORMS
INTERPRETING A VOLTAGE CONTROLLED PATTERN
See Fig. 2 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the injector. A good hot run voltage is usually 13.5 or more volts. This point, commonly
known as open circuit voltage, is critical because the injector will not get sufficient current saturation if there is a voltage shortfall. To obtain a
good look at this precise point, you will need to shift your Lab Scope to five volts per division.
You will find that some systems have slight voltage fluctuations here. This can occur if the injector feed wire is also used to power up other
cycling components, like the ignition coil(s). Slight voltage fluctuations are normal and are no reason for concern. Major voltage fluctuations
are a different story, however. Major voltage shifts on the injector feed line will create injector performance problems. Look for excessive
resistance problems in the feed circuit if you see big shifts and repair as necessary.
Note that circuits with external injector resistors will not be any different because the resistor does not affect open circuit voltage.
Point "B" is where the driver completes the circuit to ground. This point of the waveform should be a clean square point straight down with no
rounded edges. It is during this period that current saturation of the injector windings is taking place and the driver is heavily stressed. Weak
drivers will distort this vertical line.
Point "C" represents the voltage drop across the injector windings. Point "C" should come very close to the ground reference point, but not
quite touch. This is because the driver has a small amount of inherent resistance. Any significant offset from ground is an indication of a
resistance problem on the ground circuit that needs repaired. You might miss this fault if you do not use the negative battery post for your Lab
Scope hook-up, so it is HIGHLY recommended that you use the battery as your hook-up.
The points between "B" and "D" represent the time in milliseconds that the injector is being energized or held open. This line at Po int "C"
should remain flat. Any distortion or upward bend indicates a ground problem, short problem, or a weak driver. Alert readers will catch that
this is exactly opposite of the current controlled type drivers (explained in the next section), because they bend upwards at this point.
How come the difference? Because of the total circuit resistance. Voltage controlled driver circuits have a high resistance of 12+ ohms that
slows the building of the magnetic field in the injector. Hence, no counter voltage is built up and the line remains flat.
On the other hand, the current controlled driver circuit has low resistance which allows for a rapid magnetic field build-up. This causes a
slight inductive rise (created by the effects of counter voltage) and hence, the upward bend. You should not see that here with voltage
controlled circuits.
Point "D" represents the electrical condition of the injector windings. The height of this voltage spike (inductive kick) is proportional to the
number of windings and the current flow through them. The more current flow and greater number of windings, the more potential fo r a
greater inductive kick. The opposite is also true. The less current flow or fewer windings means less inductive kick. Typically you should see a
min imu m 3 5 vo l t s at t h e t o p o f Po in t "D".
If you do see approximately 35 volts, it is because a zener diode is used with the driver to clamp the voltage. Make sure the beginning top of
the spike is squared off, indicating the zener dumped the remainder of the spike. If it is not squared, that indicates the spike is not strong
enough to make the zener fully dump, meaning the injector has a weak winding.
If a zener diode is not used in the computer, the spike from a good injector will be 60 or more volts.
Point "E" brings us to a very interesting section. As you can see, the voltage dissipates back to supply value after the peak of the inductive kick.
Notice the slight hump? This is actually the mechanical injector pintle closing. Recall that moving an iron core through a magnetic field will
create a voltage surge. The pintle is the iron core here.
This pintle hump at Point "E" should occur near the end of the downward slope, and not afterwards. If it does occur after the slope has ended
and the voltage has stabilized, it is because the pintle is slightly sticking because of a faulty injector NOTE:This is GENERAL inform ation. This article is not intended to be specific to any unique situation or
individual vehicle configuration. For m odel-specific inform ation see appropriate articles where
available.
NOTE:This is GENERAL inform ation. This article is not intended to be specific to any unique situation or
individual vehicle configuration. For m odel-specific inform ation see appropriate articles where
available.
NOTE:Voltage controlled drivers are also known as "Saturated Switch" drivers. T hey typically require injector
circuits with a total leg resistance of 12 ohm s or m ore.
NOTE:T his exam ple is based on a constant power/switched ground circuit.
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If you see more than one hump it is because of a distorted pintle or seat. This faulty condition is known as "pintle float".
It is important to realize that it takes a good digital storage oscilloscope or analog lab scope to see this pintle hump clearly. Unfortunately, it
cannot always be seen.

Fig. 2: Identifying Voltage Controlled Type Injector Pattern

INTERPRETING A CURRENT CONTROLLED PATTERN
See Fig. 3 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the injector. A good hot run voltage is usually 13.5 or more volts. This point, commonly
known as open circuit voltage, is critical because the injector will not get sufficient current saturation if there is a voltage shortfall. To obtain a
good look at this precise point, you will need to shift your Lab Scope to five volts per division.
You will find that some systems have slight voltage fluctuations here. This could occur if the injector feed wire is also used to power up other
cycling components, like the ignition coil(s). Slight voltage fluctuations are normal and are no reason for concern. Major voltage fluctuations
are a different story, however. Major voltage shifts on the injector feed line will create injector performance problems. Look for excessive
resistance problems in the feed circuit if you see big shifts and repair as necessary.
Point "B" is where the driver completes the circuit to ground. This point of the waveform should be a clean square point straight down with no
rounded edges. It is during this period that current saturation of the injector windings is taking place and the driver is heavily stressed. Weak
drivers will distort this vertical line.
Point "C" represents the voltage drop across the injector windings. Point "C" should come very close to the ground reference point, but not
quite touch. This is because the driver has a small amount of inherent resistance. Any significant offset from ground is an indication of a
resistance problem on the ground circuit that needs repaired. You might miss this fault if you do not use the negative battery post for your Lab
Scope hook-up, so it is HIGHLY recommended that you use the battery as your hook-up.
Right after Point "C", something interesting happens. Notice the trace starts a normal upward bend. This slight inductive rise is created by the
effects of counter voltage and is normal. This is because the low circuit resistance allowed a fast build-up of the magnetic field, which in turn
created the counter voltage.
Point "D" is the start of the current limiting, also known as the "Hold" time. Before this point, the driver had allowed the curren t t o free-fl o w
("Peak") just to get the injector pintle open. By the time point "D" occurs, the injector pintle has already opened and the computer has just
significantly throttled the current back. It does this by only allowing a few volts through to maintain the minimum current required to keep the
pintle open.
The height of the voltage spike seen at the top of Point "D" represents the electrical condition of the injector windings. The height of this
voltage spike (inductive kick) is proportional to the number of windings and the current flow through them. The more current flow and greater
NOTE:Current controlled drivers are also known as "Peak and Hold" drivers. T hey typically require injector
circuits with a total leg resistance with less than 12 ohm .
NOTE:T his exam ple is based on a constant power/switched ground circuit.
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HEAT ER SYST EM
1990-92 HEAT ER SYST EMS Ford Motor Co.
DESCRIPTION
The heater system consists of control panel, blower case, heater case, air control doors and ducts. The control panel incorporates 3 control
levers and a 3-speed fan switch. The control panel is located in the center of the instrument panel. All air control doors are cable operated
from the control panel.
The blower case is mounted on the bulkhead, behind the instrument panel on passenger's side of vehicle. The blower case houses a blower
motor, blower motor resistor and the fresh/recirculation air door. The heater case contains mode select door, temperature air mix door and
heater core.
OPERATION
Three control levers, temperature mix, fresh/recirculation and mode select, mechanically operate their associated cables and doors. The
temperature control lever adjusts the mix of fresh or recirculated air with heated air. In full heat position, all airflow goes through the heater
core.
In full cool position, the mix air door closes, allowing airflow to by-pass the heater core. The mode select lever, directs airflow to selected
vents. The fresh/recirculation control lever allows selection of fresh (outside) air or recirculated compartment air.
AJUSTMENT
FRESH/RECIRCULATION CONTROL CABLE
Remove the glove box. Remove fresh/recirculation cable retaining clip. Move control lever to RECIRCULATION position, while holding the
lever door in RECIRCULATION position. Ensure control lever does not move. Install fresh/recirculation cable retaining clip.
MODE SELECT CABLE
Remove mode select cable retaining clip. Move mode select lever to VENT position. Hold mode select lever downward against its stop.
Ensure that mode select lever does not move. Install mode select cable retaining clip.
TEMPERATURE CONTROL CABLE
Set temperature control lever to maximum cold position. Remove temperature cable retaining clip. Hold temperature control lever upward and
against its stop. Ensure that temperature lever does not move. Install temperature cable retaining clip.
TROUBLE SHOOTING
BLOWER MOTOR INOPERATIVE
Check blown motor fuse. Check for defective blower motor and/or blower motor resistor. Check blower motor switch. Check for open in
ground wire. Check for loose electrical connectors or poor connections. See WIRING DIAGRAMS
in this article.
BLOWER DOES NOT CHANGE SPEED
Check for defective blower motor. Check blower motor wiring harness. Check blower motor resistor. Check for blower motor fan switch. See
WIRING DIAGRAMS
in this article.
BLOWER RUNS CONSTANTLY
Check for defective blower motor resistor. Check for short in blower switch or wiring. See WIRING DIAGRAMS
in this article.
HEATER TEMPERATURE INSUFFICIENT
Check for proper coolant level. Check water pump for noise, leaks or wear. Check heater hoses for leaks or restrictions. Check heater core for
leaks, plugs or restrictions. Check inlet and outlet heater hoses for hot water flow. Check thermostat condition and operation. Check air mix
door position and adjust cable if necessary.
IMPROPER WARM AIR DISTRIBUTION
Check air mix door position. Adjust cable as necessary. Check function control door position. Adjust cable as necessary. Check for restriction
in ventilation air duct assembly. Repair as necessary.
TESTING BLOWER MOTOR & RESISTOR
1. Ensure 15-amp blower motor fuse is okay. Using voltmeter, check for battery voltage at blower motor Blue/Yellow terminal. If battery
voltage is present, go to next step. If battery voltage is not present, repair open in Blue/Yellow wire between blower motor and fuse box.
2. Disconnect blower motor connector. Using a jumper wire, apply battery voltage to Blue/Yellow terminal and ground the Blue/Red
terminal. If blower motor does not run, replace blower motor. If blower motor runs, go to next step.
3. Reconnect blower motor connector. Turn ignition on. Turn blower motor off. Disconnect the blower motor resistor connector. Using a
voltmeter, measure voltage at Blue/Red terminal of resistor connector. If battery voltage is not present, repair open in Blue/Red wire
between resistor and blower motor. If voltage is present, go to next step.
4. Using a jumper wire, ground Blue/Black, Blue/Yellow and Blue/White terminals of the blower fan switch one at a time. If the motor
runs at 3 different speeds, go to next step. If not, repair open in wire that failed to operate blower motor.
Page 1 of 4 MITCHELL 1 ARTICLE - HEATER SYSTEM 1990-92 HEATER SYSTEMS Ford Motor Co.
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Fig. 6: Identification Label Locations

Courtesy of FORD MOTOR CO.
SERVICE LABOR TIMES
WHEEL & TIRE SPECIFICATIONS
TIRE INFLATION
Tire inflation pressure is listed on a decal attached to right door pillar.
WHEEL TIGHTENING
Tighten wheel lug bolts to 65-87 ft. lbs. (88-118 N.m). If wheels are equipped with locking type lug nuts, ALWAYS position the "keyed" nut
opposite the valve stem.
BATTERY SPECIFICATIONS
All 1988-92 models use a BX-35 battery. The 1993 Festiva uses a 50D 20L standard battery.
CAUTIONS & WARNINGS
BATTERY WARNING
REPLACING BLOWN FUSES
NOTE:For 1990 and newer vehicles, labor tim es are provided, where available, within appropriate SERVICE
INT ERVAL table in SCHEDULED SERVICES article.
CAUT ION: When battery is disconnected, vehicles equipped with com puters m ay lose m em ory data. When battery
power is restored, driveability problem s m ay exist on som e vehicles. T hese vehicles m ay require a
relearn procedure. See COMPUT ER RELEARN PROCEDURES article in the GENERAL INFORMAT ION
section.
WARNING:When battery is disconnected, vehicles equipped with com puters m ay lose m em ory data. When battery
power is restored, driveability problem s m ay exist on som e vehicles. T hese vehicles m ay require a
relearn procedure. See COMPUT ER RELEARN PROCEDURES article in GENERAL INFORMAT ION
section.
CAUT ION: Before replacing a blown fuse, rem ove ignition key, turn off all lights and accessories to avoid
dam aging the electrical system . Be sure to use fuse with the correct indicated am perage rating. T he use
of an incorrect am perage rating fuse m ay result in a dangerous electrical system overload.
Page 5 of 9 MITCHELL 1 ARTICLE - MAINTENANCE INFORMATION 1988-93 MAINTENANCE Ford Motor Co. Maintenance Inform...
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BRAKE PAD WEAR INDICATOR
CATALYTIC CONVERTER
COOLANT (PROPYLENE-GLYCOL FORMULATIONS)
ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS
ENGINE OIL
FUEL PUMP SHUTOFF SWITCH
This switch stops flow of fuel to engine after a collision. The impact does not have to be great for switch to be triggered. Switch must be reset
after collision. Switch is located under left rear speaker in luggage compartment. Press button to reset switch.
FUEL SYSTEM SERVICE
HALOGEN BULBS
PASSIVE RESTRAINTS
RADIATOR CAP
RADIATOR FAN
WARRANTY INFORMATION
BASIC NEW CAR LIMITED WARRANTY
All parts of the vehicle, except tires, are covered against defects in factory-supplied materials and workmanship for 12 months or 12,000 miles, CAUT ION: Indicator will cause a squealing or scraping noise, warning that brake pads need replacem ent.
CAUT ION: Continued operation of vehicle with a severe m alfunction could cause converter to overheat, resulting
in possible dam age to converter and vehicle.
CAUT ION: T o avoid possible dam age to vehicle use only ethylene-glycol based coolants with a m ixture ratio from
44-68% anti-freeze. DO NOT use 100% anti-freeze as it will cause the form ation of cooling system
deposits. T his results in coolant tem peratures of over 300° F (149°C) which can m elt plastics. 100% anti-
freeze has a freeze point of only -8° F (-22°C).
CAUT ION: Propylene-Glycol Mixtures has a sm aller tem perature range than Ethylene-Glycol. T he tem perature
range (freeze-boil) of a 50/50 Anti-Freeze/Water Mix is as follows: Propylene-Glycol -26° F (-32°C) - 257° F
(125°C) Ethylene-Glycol -35° F (-37°C) - 263° F (128°C)
CAUT ION: Propylene-Glycol/Ethylene-Glycol Mixtures can cause the destabilization of various corrosion inhibitors.
Also Propylene-Glycol/Ethylene-Glycol has a different specific gravity than Ethylene-Glycol coolant,
which will result in inaccurate freeze point calculations.
WARNING:Many solid state electrical com ponents can be dam aged by static electricity (ESD). Som e will display a
warning label, but m any will not. Discharge personal static electricity by touching a m etal ground point
on the vehicle prior to servicing any ESD sensitive com ponent.
CAUT ION: Never use non-detergent or straight m ineral oil.
WARNING:Relieve fuel system pressure prior to servicing any fuel system com ponent (fuel injection m odels).
WARNING:Halogen bulbs contain pressurized gas which m ay explode if overheated. DO NOT touch glass portion
of bulb with bare hands. Eye protection should be worn when handling or working around halogen
bulbs.
CAUT ION: Before operating vehicle, securely fasten passive shoulder restraints to the em ergency release buckles.
T he buckle fits in only one way. Ensure to position it properly.
CAUT ION: Always disconnect the fan m otor when working near the radiator fan. T he fan is tem perature controlled
and could start at any tim e even when the ignition key is in the OFF position. DO NOT loosen or rem ove
radiator cap when cooling system is hot.
WARNING:Keep hands away from radiator fan. Fan is controlled by a therm ostatic switch which m ay com e on or
run for up to 15 m inutes even after engine is turned off.
CAUT ION: Due to the different warranties offered in various regions and the variety of after-m arket extended
warranties available, please refer to the warranty package that cam e with the vehicle to verify all
warranty options.
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Fig. 7: Fuse Panel Identification

Courtesy of FORD MOTOR CO.
Fuse Identification
1 - 15 Amp License Plate Light, Rear Side Marker Light, Front Parking Lights, Cluster and Tail Lights
2 - 15 Amp Horn, Brakelights, High-Mount Brakelight
3 - 15 Amp (1988-89) Safety Belt Warning, Turn & Hazard Warning Flasher Lights, Radio, Trunk Light, Ignition Key Reminder Buzzer
15 Amp (1990-93) Safety Belt Warning, Turn & Hazard Warning Flasher Lights, Ignition Key Reminder Buzzer
4 - 15 Amp Audio System, Cigarette Lighter, Remote Control Mirror
5 - 15 Amp Rear Wiper/Washer, Daytime Running Light System (Canada)
6 - 15 Amp Heater & Air Conditioner
7 - 20 Amp Heater & Air Conditioner, Cooling Fan System
8 - 10 Amp (1988-89) Interior Courtesy Lights
10 Amp (1990-93) R a d io , In t e r io r C o u r t e sy Ligh t s, Lu gga ge C o mp a r t me n t Ligh t
9 - 15 Amp (1988-89) Front Wiper/Washer
15 Amp (1990-93) Front Wiper/Washer, Shift-Lock System (ATX), Engine Control System
10 - 10 Amp Charging System, Emission Control System
11 - 10 Amp (1988-90) Safety Belt Warning, Turn & Hazard Warning Flasher Lights, Back-Up Lights, Instrument Cluster, Warning
Lights,
10 Amp (1991-93) Safety Belt Warning, Turn & Hazard Warning Flasher Lights, Back-Up Lights, Instrument Cluster, Warning Lights,
Shift-Lock System
12 - 15 Amp Rear Window Defroster
13 - Not Used (1988-89) Spare
30 Amp (1990-93) Passive Restraint System (Automatic Seat Belt)
In-Line Fuse Identification
15 Amp (1990-93) Condenser Fan Motor (A/T Models Only)
10 Amp (1990-93) A/C System (located on left side of heater case)
FUSIBLE LINK BLOCK IDENTIFICATION
Page 8 of 9 MITCHELL 1 ARTICLE - MAINTENANCE INFORMATION 1988-93 MAINTENANCE Ford Motor Co. Maintenance Inform...
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Fig. 8: Underhood Fusible Link Block Identification

Courtesy of FORD MOTOR CO.
Fusible Link Identification
A - Brown (PTC) (1988-89 Carburetor) EFE Carburetor Heater
Brown (EGI) (1989-93 EFI) EFI System (1989-92), EGI-EFI System (1993)
B - Red (Main) Back-Up, Interior & Parking Lights, Brakelights, Taillights, Horn, Luggage Compartment Light, Turn Signal & Hazard
F l a sh e r Ligh t s, C l u st e r & Wa r n in g Ligh t s, R a d io , C iga r e t t e Ligh t e r , C h a r gin g & E missio n C o n t r o l S yst e ms, Wip e r / Wa sh e r S yst e ms,
A/C-Heater System, Cooling Fan System, Rear Window Defroster, Ignition & Starting Systems, Shift Lock System, Remote Control
Mirror, Ignition Key Reminder, Passive Restraint System (1990-93)
C - Brown (Head) Headlights, Daytime Running Lights, Starting & Charging System
Copyr ight 2009 Mitchell Repair Information Company, LLC. All Rights Reserved.
Article GUID: A00129179
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