FORD FIESTA 1989 Service Repair Manual

Unplug the electrical connectors at the
camshaft position sensor and the coolant
temperature sensor, then unclip the wiring
from the ignition coil bracket, and secure it to
the manifold.
17Remove the three screws securing the
wiring “rail” to the rear of the manifold.
Releasing its wire clip, unplug the large
electrical connector (next to the fuel pressure
regulator) to disconnect the wiring of the
manifold components from the engine wiring
loom.
18 Marking or labelling them as they are
unplugged, disconnect the vacuum hoses at
the manifold and throttle housing.
19 Undo the fuel feed and return lines
connecting the engine to the chassis. Plug or
cap all open fittings. 20
Unbolt the earth lead from the cylinder
head rear support plate/engine lifting eye,
then unscrew the bolt securing the support
plate/lifting eye.
21 Unscrew the nuts and bolts securing the
manifold to the cylinder head, and withdraw it.
Take care not to damage vulnerable
components as the manifold assembly is
manoeuvred out of the engine compartment.
22 With the manifold removed, clean all
traces of the old gasket from the mating
surfaces of the manifold and the cylinder head.
Refitting
All engines
23 Refitting is the reverse of the removal
procedure, noting the following points: a) Fit a new gasket, then locate the manifold on the head and install the nuts and bolts.
b) Tighten the nuts/bolts in three or four
equal steps to the specified torque,
working from the centre outwards, to
avoid warping the manifold.
c) Refit the remaining parts in the reverse order of removal - tighten all fasteners to
the torque wrench settings specified
(where given).
d) Where drained, refill the cooling system
as described in Chapter 1.
e) Before starting the engine, check the accelerator cable for correct adjustment
and the throttle linkage for smooth
operation (Section 5).
f) When the engine is fully warmed-up,
check for signs of fuel, inlet and/or
vacuum leaks.
4D•8 Fuel system - sequential electronic fuel injection engines
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4E
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Torque wrench settingsNmlbf ft
Pulse-air system piping sleeve nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 24
Exhaust manifold to cylinder head: HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 23 17
CVH engines (non turbocharged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 12
CVH engines (turbocharged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 to 31 21 to 23
PTE engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 16 12
Zetec engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 16 12
Chapter 4 Part E:
Exhaust and emission control systems
Catalytic converter - general information and precautions . . . . . . . . 4
Emission control system check . . . . . . . . . . . . . . . . . . . .See Chapter 1
Evaporative emissions control system - checking and component
renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . 6
Exhaust manifold - removal and refitting . . . . . . . . . . . . . . . . . . . . . 3
Exhaust system - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Exhaust system check . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 1
Positive crankcase ventilation system - checking and component
renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . 5
Pulse-air system - checking and component renewal . . . . . . . . . . . 7
Underbonnet check for fluid leaks and hose condition . .See Chapter 1
4E•1
Specifications Contents
Easy, suitable for
novice with little
experience Fairly easy,
suitable
for beginner with
some experience Fairly difficult,
suitable for competent
DIY mechanic
Difficult,
suitable for
experienced DIY
mechanic Very difficult,
suitable for expert DIY
or professional
Degrees of difficulty
54321
1 General information
Exhaust system
The exhaust system is composed of an
exhaust manifold, the front downpipe and
catalytic converter (where fitted), and a main
section incorporating two silencers. The
service replacement exhaust system consists
of three sections: the front downpipe/catalytic
converter, the intermediate pipe and front
silencer, and the tailpipe and rear silencer.
The system is suspended throughout its entire
length by rubber mountings.
Emission control systems
To minimise pollution of the atmosphere
from incompletely-burned and evaporating
gases, and to maintain good driveability and fuel economy, a number of emissions control
systems are used on these vehicles. They
include the following:
a) The engine management system
(comprising both fuel and ignition sub-
systems) itself.
b) Positive Crankcase Ventilation (PCV) system.
c) Evaporative emissions control (EVAP) system.
d) Pulse-air (PAIR) system.
e) Catalytic converter. The operation of the systems is described
in the following paragraphs.
Positive crankcase ventilation system
The function of the crankcase ventilation
system is to reduce the emissions of
unburned hydrocarbons from the crankcase,
and to minimise the formation of oil sludge. By
ensuring that a depression is created in the
crankcase under most operating conditions,
particularly at idle, and by positively inducing fresh air into the system, the oil vapours and
“blow-by” gases collected in the crankcase
are drawn from the crankcase, through the air
cleaner or oil separator, into the inlet tract, to
be burned by the engine during normal
combustion.
On HCS engines, the system consists of a
vented oil filler cap (with an integral mesh
filter) and a hose connecting it to a connector
on the underside of the air cleaner housing. A
further hose leads from the adapter/filter to
the inlet manifold. Under conditions of idle
and part-load, the emissions gases are
directed into the inlet manifold, and dispensed
with in the combustion process. Additional air
is supplied through two small orifices next to
the mushroom valve in the air cleaner
housing, the object of which is to prevent high
vacuum build-up. Under full-load conditions,
when the inlet manifold vacuum is weak, the
mushroom valve opens, and the emissions
are directed through the air cleaner housing
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into the engine induction system and thence
into the combustion chambers. This
arrangement eliminates any fuel mixture
control problems. The operating principles for
the system used on the Endura-E engine are
basically the same as just described with
revisions to the component locations and
hose arrangement.On CVH and PTE engines, a closed-circuit
type crankcase ventilation system is used, the
function of which is basically the same as that
described for the HCS engine type, but the
breather hose connects directly to the rocker
cover. The oil filler cap incorporates a
separate filter in certain applications. On Zetec engines, the crankcase ventilation
system main components are the oil
separator mounted on the front (radiator) side
of the cylinder block/crankcase, and the
Positive Crankcase Ventilation (PCV) valve set
in a rubber grommet in the separator’s left-
hand upper end. The associated pipework
consists of a crankcase breather pipe and two
flexible hoses connecting the PCV valve to a
union on the left-hand end of the inlet
manifold, and a crankcase breather hose
connecting the cylinder head cover to the air
cleaner assembly. A small foam filter in the air
cleaner prevents dirt from being drawn
directly into the engine.
Evaporative emissions control system
This system is fitted to minimise the escape
of unburned hydrocarbons into the
atmosphere. Fuel evaporative emissions
control systems are limited on vehicles
meeting earlier emissions regulations;
carburettor float chambers are vented
internally, whilst fuel tanks vent to atmosphere
through a combined roll-over/anti-trickle-fill
valve. On vehicles meeting the more stringent
emissions regulations, the fuel tank filler cap
is sealed, and a charcoal canister is used to
collect and store petrol vapours generated in
the tank when the vehicle is parked. When the
engine is running, the vapours are cleared
from the canister (under the control of the
EEC IV engine management module via the
canister-purge solenoid valve) into the inlet
tract, to be burned by the engine during
normal combustion. To ensure that the engine runs correctly
when it is cold and/or idling, and to protect
the catalytic converter from the effects of an
over-rich mixture, the canister-purge solenoid
valve is not opened by the EEC IV module
until the engine is fully warmed-up and
running under part-load; the solenoid valve is
then switched on and off, to allow the stored
vapour to pass into the inlet tract.
Pulse-air system
This system consists of the pulse-air
solenoid valve, the pulse-air valve itself, the
delivery tubing, a pulse-air filter, and on some
models, a check valve. The system injects
filtered air directly into the exhaust ports,
using the pressure variations in the exhaust
gases to draw air through from the filter housing; air will flow into the exhaust only
when its pressure is below atmospheric. The
pulse-air valve can allow gases to flow only
one way, so there is no risk of hot exhaust
gases flowing back into the filter.
The system’s primary function is raise
exhaust gas temperatures on start-up, thus
reducing the amount of time taken for the
catalytic converter to reach operating
temperature. Until this happens, the system
reduces emissions of unburned hydrocarbon
particles (HC) and carbon monoxide (CO) by
ensuring that a considerable proportion of
these substances remaining in the exhaust
gases after combustion are burned up, either
in the manifold itself or in the catalytic
converter.
To ensure that the system does not upset
the smooth running of the engine under
normal driving conditions, it is linked by the
pulse-air solenoid valve to the EEC IV module,
so that it only functions during engine warm-
up, when the oxygen sensor is not influencing
the fuel/air mixture ratio.
Catalytic converter
Catalytic converters have been introduced
progressively on all models in the range, to
meet the various emissions regulations.
The catalytic converter is located in the
exhaust system, and operates in conjunction
with an exhaust gas oxygen sensor to reduce
exhaust gas emissions. The catalytic
converter uses precious metals (platinum and
palladium or rhodium) as catalysts to speed
up the reaction between the pollutants and
the oxygen in the vehicle’s exhaust gases, CO
and HC being oxidised to form H
2O and CO2and (in the three-way type of catalytic
converter) NO
xbeing reduced to N2. Note :
The catalytic converter is not a filter in the
physical sense; its function is to promote a
chemical reaction, but it is not itself affected
by that reaction. The converter consists of an element (or
“substrate”) of ceramic honeycomb, coated
with a combination of precious metals in such
a way as to produce a vast surface area over
which the exhaust gases must flow; the whole
being mounted in a stainless-steel box. A
simple “oxidation” (or “two-way”) catalytic
converter can deal with CO and HC only,
while a “reduction” (or “three-way”) catalytic
converter can deal with CO, HC and NO
x.
Three-way catalytic converters are further
sub-divided into “open-loop” (or
“unregulated”) converters, which can remove
50 to 70% of pollutants and “closed-loop”
(also known as “controlled” or “regulated”)
converters, which can remove over 90% of
pollutants.
In order for a closed-loop catalytic
converter to operate effectively, the air/fuel
mixture must be very accurately controlled,
and this is achieved by measuring the oxygen
content of the exhaust gas. The oxygen
sensor transmits information on the exhaust
gas oxygen content to the EEC IV engine management module, which adjusts the
air/fuel mixture strength accordingly.
The sensor has a built-in heating element
which is controlled by the EEC IV module, in
order to bring the sensor’s tip to an efficient
operating temperature as rapidly as possible.
The sensor’s tip is sensitive to oxygen, and
sends the module a varying voltage
depending on the amount of oxygen in the
exhaust gases; if the inlet air/fuel mixture is
too rich, the sensor sends a high-voltage
signal. The voltage falls as the mixture
weakens. Peak conversion efficiency of all
major pollutants occurs if the inlet air/fuel
mixture is maintained at the chemically-
correct ratio for the complete combustion of
petrol - 14.7 parts (by weight) of air to 1 part
of fuel (the “stoichiometric” ratio). The sensor
output voltage alters in a large step at this
point, the module using the signal change as
a reference point, and correcting the inlet
air/fuel mixture accordingly by altering the fuel
injector pulse width (injector opening time). Removal and refitting procedures for
the oxygen sensor are given in Parts B, C
and D of this Chapter according to fuel
system type.
2 Exhaust system - renewal
2
Warning: Inspection and repair
of exhaust system components
should be done only after
enough time has elapsed after
driving the vehicle to allow the system
components to cool completely. This
applies particularly to the catalytic
converter, which runs at very high
temperatures. Also, when working under
the vehicle, make sure it is securely
supported on axle stands.
If the exhaust system components are
extremely corroded or rusted together, they
will probably have to be cut from the exhaust
system. The most convenient way of
accomplishing this is to have a quick-fit
exhaust repair specialist remove the corroded
sections. Alternatively, you can simply cut off
the old components with a hacksaw. If you do
decide to tackle the job at home, be sure to
wear eye protection, to protect your eyes from
metal chips, and work gloves, to protect your
hands. If the production-fit system is still
fitted, it must be cut for the service-
replacement system sections to fit. The best
way of determining the correct cutting point is
to obtain the new centre or rear section first
then, with the old system removed, lay the
two side by side on the ground. It should now
be relatively easy to determine where the old
system needs to be cut, and it can be marked
accordingly. Remember to allow for the
overlap where the two sections will plug
together.
4E•2 Exhaust and emission control systems
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Here are some simple guidelines to apply
when repairing the exhaust system: a) Work from the back to the front when
removing exhaust system components
(see illustration) .
b) Apply penetrating fluid to the exhaust
system component fasteners, to make
them easier to remove.
c) Use new gaskets, rubber mountings and clamps.
d) Apply anti-seize compound to the threads
of all exhaust system fasteners
e) Note that on some models, the downpipe is secured to the manifold by two bolts,
with a coil spring, spring seat and self-
locking nut on each. On refitting, tighten
the nuts until they stop on the bolt
shoulders; the pressure of the springs will
then suffice to make a gastight joint. Do
not overtighten the nuts to cure a leak -
the bolts will shear. Renew the gasket and
the springs if a leak is found
(see
illustrations) .
f) Be sure to allow sufficient clearance between newly-installed parts and all
points on the underbody, to avoid overheating the floorpan, and possibly
damaging the interior carpet and
insulation. Pay particularly close attention
to the catalytic converter and its heat
shield.
Warning: The catalytic converter
operates at very high
temperatures, and takes a long
time to cool. Wait until it’s
completely cool before attempting to
remove the converter. Failure to do so
could result in serious burns.
3 Exhaust manifold - removal and refitting
3
Removal
Note: Never work on or near the exhaust
system and in particular, the catalytic
converter (where fitted), while it is still hot. If
this is unavoidable, wear thick gloves, and
protect yourself from burns should you
accidentally touch a hot exhaust component.
All engines except Zetec
Note: On turbocharged engines, removal and
refitting procedures for the exhaust manifold,
complete with turbocharger are given in
Part C, Section 20.
1 Disconnect the battery negative (earth) lead
- see Chapter 5A, Section 1.
Exhaust and emission control systems 4E•3
2.2b Exhaust system downpipe-to- manifold securing nuts (arrowed)
2.2a Typical exhaust system and heat shield arrangement (1.4 litre CVH CFi model shown)
2.2e Release the spring clip to extract thesecuring bolt from the manifold, when
required2.2d Renew the exhaust system
downpipe-to-manifold gasket to prevent
leaks2.2c Showing securing bolts - note coilspring, and shoulder on bolt
4E
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2The exhaust manifold is secured the
cylinder head by studs and nuts, and is
similarly attached to the exhaust downpipe. A
shroud/heat shield is bolted to the manifold,
to direct exhaust-heated air into the air inlet
system when the engine is cold. Access to the
exhaust manifold retaining nuts is gained by
first removing this shroud (see illustration).
3 On vehicles equipped with a pulse-air
system, remove the pulse-air piping as
described in Section 7.
4 Support the exhaust downpipe on a jack or
suitable blocks, and undo the downpipe-to-
manifold retaining nuts. Separate the pipe
from the manifold, and remove the gasket. On
catalytic converter-equipped vehicles with an
oxygen sensor fitted to the exhaust
downpipe, take care not to stretch the sensor
wiring; if necessary, disconnect the sensor’s
multi-plug.
5 Undo the retaining nuts, and withdraw the
manifold from the cylinder head studs.
Remove the manifold gasket.Zetec enginesNote: In addition to the new gasket and any
other parts, tools or facilities needed to carry
out this operation, a new plastic guide sleeve
will be required on reassembly.
6 Disconnect the battery negative (earth) lead
- see Chapter 5A, Section 1.
7 Remove the air inlet components as
described in Part D of this Chapter.
8 Drain the cooling system (see Chapter 1).
9 Disconnect the coolant hose and the
coolant pipe/hose from the thermostat
housing; secure them clear of the working
area.
10 Unbolt the exhaust manifold heat shield,
and withdraw both parts of the shield (see
illustration) .
11 While the manifold can be removed with
the pulse-air system components attached -
unbolt the filter housing and disconnect its
vacuum hose if this is to be done - it is easier
to remove the pulse-air assembly first, as
described in Section 7. 12
Unplug the oxygen sensor electrical
connector, to avoid straining its wiring.
Unscrew the nuts to disconnect the exhaust
system front downpipe from the manifold.
13 Remove the nuts and detach the manifold
and gasket (see illustration) . When removing
the manifold with the engine in the vehicle,
additional clearance can be obtained by
unscrewing the studs from the cylinder head;
a female Torx-type socket will be required.
14 Always fit a new gasket on reassembly, to
carefully-cleaned components. Do not
attempt to re-use the original gasket.
Inspection
15 Use a scraper to remove all traces of old
gasket material and carbon deposits from the
manifold and cylinder head mating surfaces.
Provided both mating surfaces are clean and
flat, a new gasket will be sufficient to ensure
that the joint is gastight. Do not use any kind
of exhaust sealant upstream of the catalytic
converter, where fitted.
16 Note that on some models, the downpipe is
secured to the manifold by two bolts, with a coil
spring, spring seat and self-locking nut on each.
On refitting, tighten the nuts until they stop on
the bolt shoulders; the pressure of the springs
will then suffice to make a gastight joint.
17 Do not overtighten the nuts to cure a leak -
the bolts will shear; renew the gasket and the
springs if a leak is found. The bolts themselves
are secured by spring clips to the manifold,
and can be renewed easily if damaged.
Refitting
18 Refitting is the reverse of the removal
procedure, noting the following points: a) Position a new gasket over the cylinder head studs, and on Zetec engines, fit a
new plastic guide sleeve to the stud
nearest to the thermostat housing, so that
the manifold will be correctly located (see
illustration) . Do notrefit the manifold
without this sleeve.
b) Refit the manifold, and finger-tighten the
mounting nuts.
c) Working from the centre out, and in three or four equal steps, tighten the nuts to the
torque wrench settings given in the
Specifications.
4E•4 Exhaust and emission control systems
3.18 Fit a new plastic guide sleeve to the
stud (arrowed) when refitting the manifold
(Zetec engine models)3.13 Exhaust manifold retaining nuts(Zetec engine models)3.10 Exhaust manifold heat shield bolts(arrowed) (Zetec engine models)
3.2 Exploded view of the exhaust manifold arrangement (1.6 litre CVH E\
Fi engine models)
1 Retaining stud
2 Gasket
3 Heatshield 4 Exhaust manifold
5 Manifold retaining nut
6 Centring hole 7 Heatshield retaining bolt
8 Cylinder head
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d)Refit the remaining parts in the reverse
order of removal. Tighten all fasteners to
the specified torque wrench settings
where given.
e) Where drained, refill the cooling system (see Chapter 1).
f) Run the engine, and check for exhaust
leaks. Check the coolant level when fully
warmed-up to normal operating
temperature.
4 Catalytic converter - general
information and precautions
The catalytic converter is a reliable and
simple device, which needs no maintenance
in itself, but there are some facts of which an
owner should be aware if the converter is to
function properly for its full service life. a) DO NOT use leaded petrol in a vehicle equipped with a catalytic converter - the
lead will coat the precious metals,
reducing their converting efficiency, and
will eventually destroy the converter.
b) Always keep the ignition and fuel systems
well-maintained in accordance with the
manufacturer’s schedule (see Chapter 1).
c) If the engine develops a misfire, do not drive the vehicle at all (or at least as little
as possible) until the fault is cured.
d) DO NOT push - or tow-start the vehicle -
this will soak the catalytic converter in
unburned fuel, causing it to overheat
when the engine does start.
e) DO NOT switch off the ignition at high engine speeds, ie do not “blip” the
throttle immediately before switching off.
f) DO NOT use fuel or engine oil additives - these may contain substances harmful to
the catalytic converter.
g) DO NOT continue to use the vehicle if the
engine burns oil to the extent of leaving a
visible trail of blue smoke.
h) Remember that the catalytic converter
operates at very high temperatures. DO
NOT, therefore, park the vehicle in dry
undergrowth, over long grass or piles of
dead leaves, after a long run.
I) Remember that the catalytic converter is FRAGILE. Do not strike it with tools
during servicing work.
j) In some cases, a sulphurous smell (like
that of rotten eggs) may be noticed from
the exhaust. This is common to many
catalytic converter-equipped vehicles.
Once the vehicle has covered a few
thousand miles, the problem should
disappear. Low quality fuel with a high
sulphur content will exacerbate this effect.
k) The catalytic converter used on a well-
maintained and well-driven vehicle should
last for between 50 000 and
100 000 miles. If the converter is no
longer effective, it must be renewed.
5 Positive crankcase ventilation system - checking
and component renewal
2
Checking
1 Checking procedures for the system
components are included in Chapter 1.
Component renewal - all
engines except Zetec
Air cleaner components
2 See Chapter 1.
Filter/oil separator and hoses
3All the components relating to the positive
crankcase ventilation system, with the
exception of the HCS engine filter/adapter
located on the underside of the air cleaner,
may be removed by simple disconnection and
withdrawal (having noted all connections for
subsequent refitting).
4 The refitting of all components is a reversal
of the removal procedure, ensuring that the
connections are correctly made.
Component renewal - Zetec
engines
Air cleaner components
5 See Chapter 1.
Positive Crankcase Ventilation (PCV)
valve
6The valve is plugged into the oil separator
on Zetec engines (see illustration).Depending on the tools available, access to
the valve may be possible once the pulse-air
assembly has been removed (see Section 7).
If this is not feasible, proceed as outlined in
paragraph 7 below.
Oil separator
7
Remove the exhaust manifold (see Sec-
tion 3). The positive crankcase ventilation
valve can now be unplugged and flushed, or
renewed, as required, as described in Chap-
ter 1.
8 Unbolt the oil separator from the cylinder
block/crankcase, and withdraw it; remove and
discard the gasket.
9 Flush out or renew the oil separator, as
required (see Chapter 1).
10 Refitting is the reverse of the removal
procedure, but use a new gasket between the
oil separator and cylinder block. Refill the
cooling system (see Chapter 1). Run the
engine, check for exhaust leaks, and check
the coolant level when it is fully warmed-up.
6 Evaporative emissions control system - checking
and component renewal
2
Checking
1 Poor idle, stalling and poor driveability can
be caused by an inoperative canister-purge
solenoid valve, a damaged canister, split or
cracked hoses, or hoses connected to the
wrong fittings. Check the fuel filler cap for a
damaged or deformed gasket.
Exhaust and emission control systems 4E•5
5.6 Crankcase emission control system (Zetec engine models)
1 Oil separator
2 Gasket
3 Positive crankcase ventilation (PCV) valve 4 Cylinder block/crankcase opening
5 Crankcase breather pipe and flexible
hoses
4E
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2Fuel loss or fuel odour can be caused by
liquid fuel leaking from fuel lines, a cracked or
damaged canister, an inoperative canister-
purge solenoid valve, or disconnected,
misrouted, kinked or damaged vapour or
control hoses.
3 Inspect each hose attached to the canister
for kinks, leaks and cracks along its entire
length. Repair or renew as necessary.
4 Inspect the canister. If it is cracked or
damaged, renew it. Look for fuel leaking from
the bottom of the canister. If fuel is leaking,
renew the canister, and check the hoses and
hose routing.
5 If the canister-purge solenoid valve is
thought to be faulty, unplug its electrical
connector and disconnect its vacuum hoses.
Connect a battery directly across the valve
terminals. Check that air can flow through the
valve passages when the solenoid is thus
energised, and that nothing can pass when
the solenoid is not energised.
6 Further testing should be left to a dealer
service department.
Component renewal
Charcoal canister-purge solenoid
valve
7 The solenoid is located at or near to the
bulkhead, behind the engine on the right-hand
side (see illustrations) . Locate the solenoid,
then remove any components as necessary to
improve access. 8
Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1), then unplug
the valve’s electrical connector. Unclip the
valve from its location, then disconnect its
vacuum hoses and withdraw it.
9 Refitting is the reverse of the removal
procedure.
Charcoal canister
10 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1).
11 The canister is located in the front right-
hand corner of the engine compartment.
12 Disconnect the vapour pipe from the unit,
and plug it to prevent the ingress of dirt (see
illustrations)
13 Undo the retaining screw and withdraw
the unit upwards, releasing it from its bracket
(see illustration) .
14 Refit in the reverse order of removal.
Unplug the vapour pipe before reconnecting
it, and ensure that it is clean and securely
connected.
7 Pulse-air system - checking
and component renewal
2
Checking
1 Poor idle, stalling, backfiring and poor
driveability can be caused by a fault in the
pulse-air system. 2
Inspect the vacuum pipe/hose for kinks,
leaks and cracks along its entire length.
Repair or renew as necessary.
3 Inspect the filter housing and piping. If
either is cracked or damaged, renew it.
4 If the pulse-air solenoid valve is thought to
be faulty, unplug its electrical connector and
disconnect its vacuum hoses. Connect a
battery directly across the valve terminals,
and check that air can flow through the valve
passages when the solenoid is thus
energised, and that nothing can pass when
the solenoid is not energised.
5 Further testing should be left to a dealer
service department.
Component renewal
Pulse-air valve, filter and housing
(HCS engines)
6 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
7 Disconnect the vacuum hose from the rear
of the pulse-air valve assembly (see
illustration) .
8 Undo the retaining screws, and withdraw
the air-valve, filter and housing assembly from
the mounting bracket.
9 To dismantle the filter housing, undo the
four screws and separate the top from the
base of the housing; extract the foam filter,
and clean it in a suitable solvent. If any of the
housing’s components are worn or damaged,
the assembly must be renewed.
4E•6 Exhaust and emission control systems
7.7 Location of pulse-air valve (arrowed) (1.3 litre HCS CFi engine models)6.13 Undo the retaining screw and
withdraw the canister upwards, releasing
the tag (arrowed) from its bracket6.12b Canister location and fuel vapourpipe (arrowed) (Zetec engine models)
6.12a Fuel vapour pipe (A) and canister retaining screw (B) (1.4 litre CVH CFi engine models)6.7b Canister purge solenoid valve(arrowed) (Zetec engine models)6.7a Canister purge solenoid valve (A) and multi-plug (B) (1.4 litre CVH CFi engine models)
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10Refitting is the reverse of the removal
procedure.
Pulse-air valve, filter and housing
(Zetec engines)
11 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1).
12 Chock the rear wheels then jack up the
front of the car and support it on axle stands
(see “Jacking and vehicle support” ).
13 Disconnect the vacuum hose from
the base of the filter housing (see illustration).
14 Remove the air cleaner air inlet components
for access (refer to Part D of this Chapter).
15 Remove the screws securing the filter
housing to the piping, unscrew the mounting
bolt, then withdraw the housing.
16 To dismantle the filter housing, undo the
four screws and separate the top from the
base of the housing. Extract the foam filter,
and clean it in a suitable solvent. If any of the
housing’s components are worn or damaged,
the assembly must be renewed.
17 Refitting is the reverse of the removal
procedure.
Pulse-air solenoid valve
18 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1).
19 Releasing its wire clip, unplug the
electrical connector, then release the valve
from its mounting bracket. Withdraw the
valve, then label and disconnect the two
vacuum hoses (see illustration) .
20 Refitting is the reverse of the removal
procedure; ensure that the hoses are correctly
reconnected.
Pulse-air piping (HCS engines)
21 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1). 22
Remove the air cleaner if necessary for
improved access (refer to Part B of this
Chapter).
23 Disconnect the vacuum hose from the
pulse-air valve.
24 Unbolt and detach the air tube from its
fixing to the exhaust manifold, cylinder head
and transmission, according to engine type.
25 Loosen off the four nuts securing the air
delivery tubes to the cylinder head exhaust
ports, then carefully withdraw the delivery
tubes as a unit (see illustration) . Do not apply
undue force to the tubes as they are
detached.
26 Carefully clean the piping, particularly its
threads and those of the manifold. Remove all
traces of corrosion, which might prevent the
pipes seating properly, causing air leaks when
the engine is restarted.
27 On refitting, insert the piping carefully into
the cylinder head ports, taking care not to
bend or distort it. Apply anti-seize compound
to the threads, and tighten the retaining
sleeve nuts while holding each pipe firmly in
its port.
28 The remainder of the refitting procedure is
the reverse of removal.
Pulse-air piping (Zetec engines)
29 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1).
30 Remove the air cleaner air inlet
components for access (refer to Part D of this
Chapter).
31 Unbolt the exhaust manifold heat shield;
unclip the coolant hose to allow the upper
part to be withdrawn.
32 Chock the rear wheels then jack up the
front of the car and support it on axle stands
(see “Jacking and vehicle support” ).33
Disconnect the vacuum hose at the base
of the pulse-air filter housing.
34 Unscrew the two bolts securing the pipe
assembly to the support bracket and the four
sleeve nuts securing the pipes into the
exhaust manifold (see illustration). Remove
the pipes and filter housing as an assembly,
taking care not to distort them.
35 Carefully clean the piping, particularly its
threads and those of the manifold. Remove all
traces of corrosion, which might prevent the
pipes seating properly, causing air leaks when
the engine is restarted.
36 On refitting, insert the piping carefully into
the cylinder head ports, taking care not to bend
or distort it. Apply anti-seize compound to the
threads, and tighten the retaining sleeve nuts
while holding each pipe firmly in its port; if a
suitable spanner is available, tighten the
sleeve nuts to the specified torque wrench
setting.
37 The remainder of the refitting procedure is
the reverse of removal.
Exhaust and emission control systems 4E•7
7.25 Pulse-air piping sleeve nuts (3 of 4
arrowed) (1.3 litre HCS CFi engine models)7.19 Pulse-air solenoid valve location (arrowed) under ignition module7.13 Disconnecting the vacuum hose fromthe base of the filter housing - note the
housing retaining bolts (arrowed) (Zetec engine models)
7.34 Pulse-air piping sleeve nuts (arrowed)
(Zetec engine models)
4E
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4E•8 Exhaust and emission control systems
1595Ford Fiesta Remake
Notes
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5A
1595Ford Fiesta Remake
General
System type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . 12 volt, negative earth
Battery
Rating - Cold cranking/Reserve capacity . . . . . . . . . . . . . . . . . . . . . . . . 270 A/50 RC, 360 A/60 RC, 500 A/70 RC, 590 A/90 RC or 650 A/130 RC
Charge condition:
Poor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . . 12.5 volts
Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . 12.6 volts
Good . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . . 12.7 volts
Alternator
Make/type:
Bosch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . K1-55A, K1-70A, KC-70A or KC-90A
Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . A127/55 or 127/70
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . A5T or A002T
Output (nominal at 13.5 volts with engine speed of 6000 rpm) . . . . . . . 55, 70 or 90 amps
Regulating voltage at 4000 rpm engine speed and 3 to 7 amp load . . . 14.0 to 14.6 volts
Minimum brush length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 5.0 mm
Starter motor
Make/type:
Bosch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . DM, DW or EV
Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . M79 or M80R
Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . No type numbers given
Minimum brush length:
Bosch and Magneti-Marelli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0 mm
Nippondenso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . 9.0 mm
Torque wrench settingsNm lbf ft
Alternator mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
25 18
Alternator adjustment bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 9
Alternator adjustment centre lockbolt . . . . . . . . . . . . . . . . . . . . . . . . . . 22 16
Adjuster link-to-mounting bracket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . 12 9
Alternator pulley nut:
With key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . 50 37
Without key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 60 44
Starter motor mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26
Starter motor support bracket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Chapter 5 Part A:
Starting and charging systems
Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Alternator brushes and voltage regulator - renewal . . . . . . . . . . . . . 7
Auxiliary drivebelt check and renewal . . . . . . . . . . . . . . .See Chapter 1
Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Battery - testing and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Battery, bulbs and fuses . . . . . . . . . . . . . . . . . . .See
“Weekly Checks” Charging system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Electrical fault finding - general information . . . . . . . . . . . . . . . . . . . 2
General information, precautions and battery disconnection . . . . . . 1
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . 9
Starter motor - testing and overhaul . . . . . . . . . . . . . . . . . . . . . . . . . 10
Starting system - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5A•1
Specifications Contents
Easy,
suitable for
novice with little
experience Fairly easy,
suitable
for beginner with
some experience Fairly difficult,
suitable for competent
DIY mechanic
Difficult,
suitable for
experienced DIY
mechanic Very difficult,
suitable for expert DIY
or professional
Degrees of difficulty
54321
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