fuel pressure FORD FIESTA 1989 Service Owner's Manual

Plastigauge to the scale printed on the
Plastigauge envelope, to obtain the running
clearance (see illustration 17.15) . Compare it
to the Specifications, to make sure the
clearance is correct.
14 If the clearance is not as specified, seek
the advice of a Ford dealer or similar engine
reconditioning specialist - if the crankshaft
journals are in good condition it may be
possible simply to renew the shells to achieve
the correct clearance. If this is not possible,
the crankshaft must be reground by a
specialist, who can also supply the necessary
undersized shells. First though, make sure
that no dirt or oil was trapped between the
bearing shells and the connecting rod or cap
when the clearance was measured. Also,
recheck the crankpin diameter. If the
Plastigauge was wider at one end than the
other, the crankpin journal may be tapered.
15 Carefully scrape all traces of the
Plastigauge material off the journal and the
bearing surface. Be very careful not to scratch
the bearing - use your fingernail or the edge of a credit card.
Final piston/connecting rod
refitting
16 Make sure the bearing surfaces are
perfectly clean, then apply a uniform layer of
clean molybdenum disulphide-based grease,
engine assembly lubricant, or clean engine oil,
to both of them. You’ll have to push the piston
into the cylinder to expose the bearing surface
of the shell in the connecting rod.
17 Slide the connecting rod back into place
on the crankpin (big-end) journal, refit the big-
end bearing cap, and then tighten the bolts as
described above.
18 Repeat the entire procedure for the
remaining piston/connecting rod assemblies.
19 The important points to remember are:
a) Keep the backs of the bearing shells and the recesses of the connecting rods and
caps perfectly clean when assembling
them.
b) Make sure you have the correct
piston/rod assembly for each cylinder -
use the etched cylinder numbers to
identify the front-facing side of both the
rod and its cap.
c) The arrow on the piston crown must face the timing belt/chain end of the engine.
d) Lubricate the cylinder bores with clean
engine oil.
e) Lubricate the bearing surfaces when refitting the big-end bearing caps after the
running clearance has been checked. 20
After all the piston/connecting rod
assemblies have been properly installed,
rotate the crankshaft a number of times by
hand, to check for any obvious binding.
21 On HCS engines, if the oil pick-up pipe
and strainer was removed, this is a good time
to refit it. First clean the joint area, then coat
the area indicated with the specified activator
(available from Ford dealers) (see
illustration) . Wait for a period of ten minutes,
then smear the shaded area with the specified
adhesive and immediately press the inlet pipe
into position in the crankcase.
19 Engine - initial start-up after
overhaul
1
1 With the engine refitted in the vehicle,
double-check the engine oil and coolant
levels. Make a final check that everything has
been reconnected, and that there are no tools
or rags left in the engine compartment.
2 With the spark plugs removed and the
ignition system disabled by unplugging the
ignition coil’s electrical connector, remove the
fuel pump fuse (fuel injection engines) to
disconnect the fuel pump (see Chapter 12).
Turn the engine on the starter until the oil
pressure warning light goes out.
3 Refit the spark plugs, and connect all the
spark plug (HT) leads (Chapter 1). Reconnect
the ignition coil. On fuel injection engines, refit the fuel pump fuse, switch on the ignition and
listen for the fuel pump; it will run for a little
longer than usual, due to the lack of pressure
in the system.
4
Start the engine, noting that this also may
take a little longer than usual, due to the fuel
system components being empty.
5 While the engine is idling, check for fuel,
coolant and oil leaks. Don’t be alarmed if
there are some odd smells and smoke from
parts getting hot and burning off oil deposits.
If the hydraulic tappets (where applicable)
have been disturbed, some valve gear noise
may be heard at first; this should disappear as
the oil circulates fully around the engine, and
normal pressure is restored in the tappets.
6 Keep the engine idling until hot water is felt
circulating through the top hose, check that it
idles reasonably smoothly and at the usual
speed, then switch it off.
7 After a few minutes, recheck the oil and
coolant levels, and top-up as necessary
(Chapter 1).
8 If they were tightened as described, there is
no need to re-tighten the cylinder head bolts
once the engine has first run after reassembly
- in fact, Ford state that the bolts must notbe
re-tightened.
9 If new components such as pistons, rings
or crankshaft bearings have been fitted, the
engine must be run-in for the first 500 miles
(800 km). Do not operate the engine at full-
throttle, or allow it to labour in any gear during
this period. It is recommended that the oil and
filter be changed at the end of this period.
Engine removal and overhaul procedures 2D•25
18.21 Oil inlet pipe refitting details on the HCS engine
A Area of sealant application - dimensions in mm
B Edge must be parallel with engine longitudinal axis
2D
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su

the radiator top hose from the thermostat
housing’s water outlet (see illustration).
9 Unscrew the retaining bolts, and remove
the water outlet from the thermostat housing.
10 Withdraw the thermostat from the housing
noting the position of the air bleed valve, and
how the thermostat is installed (which end is
facing outwards) (see illustration).
Testing
General check
11Before assuming the thermostat is to
blame for a cooling system problem, check
the coolant level, auxiliary drivebelt tension
and condition (see Chapter 1) and
temperature gauge operation.
12 If the engine seems to be taking a long
time to warm up (based on heater output or
temperature gauge operation), the thermostat
is probably stuck open. Renew the thermostat.
13 If the engine runs hot, use your hand to
check the temperature of the radiator top
hose. If the hose isn’t hot, but the engine is,
the thermostat is probably stuck closed,
preventing the coolant inside the engine from
escaping to the radiator - renew the
thermostat.
Caution: Don’t drive the vehicle without a
thermostat. The lack of a thermostat will
slow warm-up time. The engine
management system’s ECU will then stay
in warm-up mode for longer than
necessary, causing emissions and fuel
economy to suffer. 14
If the radiator top hose is hot, it means
that the coolant is flowing and the thermostat
is open. Consult the “Fault finding” section at
the end of this manual to assist in tracing
possible cooling system faults.
Thermostat test
15 If the thermostat remains in the open
position at room temperature, it is faulty, and
must be renewed as a matter of course.
16 To test it fully, suspend the (closed)
thermostat on a length of string in a container
of cold water, with a thermometer beside it;
ensure that neither touches the side of the
container (see illustration) .
17 Heat the water, and check the temperature
at which the thermostat begins to open;
compare this value with that specified. It’s not
possible to check the fully-open temperature,
because this occurs above the boiling point of
water at normal atmospheric pressure. If the
temperature at which the thermostat began to
open was as specified, then it is most likely
that the thermostat is working properly at all
temperatures. Remove the thermostat, and
allow it to cool down; check that it closes fully.
18 If the thermostat does not open and close
as described, if it sticks in either position, or if
it does not open at the specified temperature,
it must be renewed.
Refitting
All models
19 Refitting is a reversal of removal. Clean
the mating surfaces carefully, and renew the thermostat’s O-ring seal or housing gasket, as
applicable.
20
On Zetec engines, ensure that the
thermostat is fitted with its air bleed valve
uppermost.
21 Tighten the thermostat housing/water
outlet bolts to the specified torque.
22 Refill the cooling system (see Chapter 1).
23 Refit the air cleaner or air inlet components,
as applicable, if removed for access.
24 Start the engine and allow it to reach
normal operating temperature, then check for
leaks and proper thermostat operation.
5 Radiator electric cooling fan assembly - testing, removal
and refitting
2
Note: Refer to the warnings given in Section 1
of this Chapter before starting work.
Testing
1 If it is suspected that the cooling fan is not
operating when high engine temperature
would normally require it to do so, first check
the relevant fuses and relays (see Chapter 12).
2 Detach the wiring multi-plug from the
thermostatic switch, which is located either in
the thermostat housing or at the right-hand end
of the radiator, next to the bottom hose (see
illustration) . Using a suitable piece of wire,
bridge the two connections within the plug.
Switch the ignition on and check if the cooling
fan operates. If the fan now operates, the
thermostatic switch is at fault, and should be
renewed as described in Section 6. Remove the
bridging wire from the plug, and reconnect the
wiring connector to complete the test.
3 If the fan failed to operate in the previous
test, either the fan motor is at fault, or there is
a fault in the wiring loom (see Chapter 12 for
testing details).
Removal
All models except Turbo
4 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
5 Detach the wiring multi-plug from the fan
motor and unclip the wiring from the retaining
clips on the shroud (see illustration).
3•4 Cooling, heating and ventilation systems
5.5 Disconnecting the multi-plug from the
radiator cooling fan motor5.2 Radiator cooling fan thermostatic
switch location on CVH engine thermostat
housing
4.16 Testing the thermostat4.10 Zetec engine thermostat removal4.8 Disconnect the coolant hoses from thewater outlet on a Zetec engine
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su

Fuel pump
Delivery pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 0.24 to 0.38 bars
Carburettor data
Weber (1V) TLM carburettor - 1.0 litre HCS engines
Idle speed and mixture settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1Fast-idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 3400 ± 100 rpm
Float height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 26.0 ± 1.0 mm
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 23 mm
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . 110
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 220
Weber (2V) TLDM carburettor - 1.1 litre HCS engines
Idle speed and mixture settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1Fast-idle speed:
Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 2800 rpm
CTX automatic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2600 rpm
Float height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 29.0 ± 1.0 mm
Throttle kicker speed: Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 1250 to 1350 rpm
CTX automatic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050 to 1150 rpm
PrimarySecondary
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 26 mm 28 mm
Main jet: Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 92122
CTX automatic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92112
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . F113 F75
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 195 155
Weber (2V) TLDM carburettor - 1.3 litre HCS engines
Idle speed and mixture settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1 Fast-idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 2500 rpmFloat height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 29.0 ± 1.0 mm
Throttle kicker speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . 1900 ± 100 rpm
PrimarySecondary
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 19 mm 20 mm
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . 90122
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . F113 F75
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 185 130
Weber (2V) DFTM carburettor - 1.4 litre CVH engines
Idle speed and mixture settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1 Fast-idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 2800 ± 100 rpm
Choke pull-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 2.7 to 3.2 mm
Float height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 8.0 ± 0.5 mm
Throttle kicker speed:
Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . 1300 ± 50 rpm
CTX automatic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1100 ± 50 rpm (in Neutral)
PrimarySecondary
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 21 mm 23 mm
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . 100 125
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 210 155
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . F22 F60
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . 4260
Weber (2V) TLD carburettor - 1.6 litre CVH engines
Idle speed and mixture settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1 Fast-idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 1800 ± 50 rpm (on third step of fast-idle cam)
Choke pull-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 4.7 ± 0.5 mm
Float height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 29.0 ± 0.5 mm
PrimarySecondary
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 2123
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . 117 127
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . F105 F71
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 185 125
Torque wrench settingsNmlbf ft
Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . 16 to 20 12 to 15
Inlet manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . 16 to 20 12 to 15
4A•2 Fuel system – carburettor engines
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su

container which can be sealed (see
illustration) . Where quick-release couplings
are used on the fuel hoses, release the
protruding locking lugs on each union, by
squeezing them together and carefully pulling
the coupling apart. Note that the fuel supply
hose couplings are identified by a white
colour band and the return hose couplings by
a yellow colour band.
6 Disconnect the filler neck sensing pipe
connection from the rear of the tank (see
illustration) .
7 Support beneath the tank to hold it in
position and remove its four securing bolts
(see illustration) .
8 Partially lower the fuel tank and disconnect
the ventilation tube from the tank top surface
and also disconnect the sender unit multi-
plug. The filler pipe should release from its
fuel tank seal location as the tank is
withdrawn.
Inspection
9 Whilst removed, the fuel tank can be
inspected for damage or deterioration.
Removal of the sender unit (see Section 9) will
allow a partial inspection of the interior. If the
tank is contaminated with sediment or water,
swill it out with clean petrol. Do not under any
circumstances undertake any repairs on a
leaking or damaged fuel tank; this work must
be carried out by a professional who has
experience in this critical and potentially-
dangerous work.
10 Whilst the fuel tank is removed from the
vehicle, it should not be placed in an area
where sparks or open flames could ignite the
fumes coming out of the tank. Be especially
careful inside garages where a natural-gas
type appliance is located, because the pilot
light could cause an explosion.
11 Check the condition of the filler pipe seal
in the fuel tank, and renew it if necessary.
Refitting
All models
12 Refitting is a reversal of the removal
procedure. Apply a light smear of grease to the
filler pipe seal, to ease fitting. Ensure that all
connections are securely fitted. Where quick-
release fuel couplings are fitted, press them together until the locking lugs snap into their
groove. If evidence of contamination was
found, do not return any previously-drained
fuel to the tank unless it is carefully filtered first.
9
Fuel gauge sender unit -
removal and refitting
3
Note: Ford specify the use of their service tool
23-014 (a large box spanner with projecting
teeth to engage the fuel gauge sender unit
retaining ring’s slots) for this task. While
alternatives are possible, in view of the difficulty
experienced in removing and refitting the
sender unit, owners are strongly advised to
obtain the correct tool before starting work. The
help of an assistant will be required. Refer to the
warning note in Section 1 before proceeding.
Removal
1 Remove the fuel tank as described in
Section 8.
2 Engage the special tool into the sender unit
then carefully turn the sender unit and release
it from the top of the tank.
Refitting
3 Refit the sender unit in the reverse order of
removal. Be sure to fit a new seal, and
lubricate it with a smear of grease to prevent it
from distorting when fitting the sender unit.
10 Fuel tank ventilation tube -
removal and refitting
3
Note: Refer to the warning note in Section 1
before proceeding.
Removal
1 The fuel tank ventilation tube runs from the
top surface of the fuel tank to the combined roll-
over/anti-trickle-fill valve assembly mounted in
the left-hand rear wheelarch (see illustration).
Its purpose is to eliminate any possibility of
vacuum or pressure build-up in the fuel tank.
2 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
3 Chock the front wheels then jack up the
rear of the car and support it on axle stands
(see “Jacking and vehicle support” ). Remove
the left-hand rear roadwheel.
4 Support the fuel tank from underneath on a
suitable jack, using a large thick sheet of
board to spread the weight, then undo and
remove the four fuel tank securing bolts.
5 Lower the fuel tank slightly in such a manner
so as to allow access to disconnect the
ventilation tube from the tank top surface.
Ensure that the fuel tank does not foul or strain
any adjacent components as it is lowered;
take appropriate action, as necessary.
6 Disconnect the ventilation tube from the
combined roll-over/anti-trickle-fill valve, release
the tube from its retaining clips and remove.
Refitting
7 Refitting is a reversal of the removal
procedure, ensuring that the fuel tank filler
pipe is located correctly with the tank.
11 Fuel tank filler pipe -
removal and refitting
3
Note: Refer to the warning note in Section 1
before proceeding.
Removal
1 Remove the fuel tank as described in
Section 8.
4A•6 Fuel system – carburettor engines
10.1 Combined roll-over anti-trickle-fill valve assembly
A Tube ventilating to atmosphere
B Ventilation tube from fuel tank
8.7 Fuel tank securing bolts (arrowed)8.6 Filler neck sensing pipe connection at the rear of the fuel tank
1595Ford Fiesta Remake
8.5 Fuel feed and return pipe connections
(arrowed)procarmanuals.com
http://vnx.su

14Prise free and remove the tamperproof
seal, then unscrew and remove the idle
mixture adjustment screw.
15 Undo the retaining screws, and remove
the throttle housing from the carburettor main
body.
Cleaning and inspection
16 Wash the carburettor components,
drillings and passages with clean petrol, then
blow them dry using a low-pressure air line. A
high-pressure air line must not be applied to
the accelerator pump discharge assembly or
the pump supply valve, as they each contain a
rubber Vernay valve, and these can easily be
damaged under high pressure. Never use a
piece of wire for cleaning purposes.
17 Examine all of the carburettor
components for signs of damage or wear,
paying particular attention to the diaphragms,
throttle spindle and plates, needle valve and
mixture screw; the power valve jet is adjacent
to the primary main jet. Renew all
diaphragms, sealing washers and gaskets as
a matter of course.
Reassembly
18 Refit the throttle housing to the
carburettor main body (fitting a new gasket),
and secure with its retaining screws.
19 Refit the idle mixture adjustment screw.
Make an initial adjustment by screwing it fully
in (but do not overtighten or screw it onto its
seat), then unscrew it two full turns.
20 Where fitted, reassemble the throttle
kicker, ensuring that its diaphragm lies flat,
and that the relative position of the operating
link to the kicker cover is correct.
21 Fit the power valve, ensuring that its
diaphragm lies flat and the vacuum
gallery aligns with the diaphragm and
housing.
22 Refit the accelerator pump. Take care not
damage the valve as it is inserted, and check
that the O-ring seal is correctly located on the
end of the valve. Check that the valve is not
trapped by the spring.
23 Refit the accelerator pump discharge jet.
Take care not to damage the valve and/or the
O-ring seal, and ensure that they are correctly
located.
24 Commence reassembly of the upper body
by inserting the emulsion tubes and the air
correction jets into their respective ports (as
noted during removal).
25 Screw the anti-dieseling solenoid into
position. Ensure that the aluminium washer is
fitted, and take care not to overtighten the
valve.
26 Refit the needle valve and the float, and
adjust the float setting as described in Sec-
tion 20.
27 Refit the choke control mechanism, and
secure with its three retaining screws.
28 Locate a new gasket onto the mating
face, then refit the carburettor upper body to
the main body. As they are reassembled, take
care not to snag the float on the carburettor main body. Fit and tighten the retaining
screws to secure.
29
On completion, refit the carburettor as
described in Section 23. Where applicable,
check and adjust the throttle kicker setting
(Section 21) after adjusting the idle speed and
mixture settings.
25 Carburettor (Weber DFTM) -
description
The carburettor operates in essentially the
same manner as TLDM instrument described
in Section 18, but the following features
should be noted. A throttle kicker is fitted to both manual
transmission, and CTX automatic trans-
mission models, the operation of the unit is
described in Section 18. The secondary venturi (barrel) is vacuum-
operated on manual transmission models. On
CTX automatic transmission equipped models
it is operated sequentially. A bleed back solenoid (if fitted) is used to
control the amount of fuel being delivered to
the venturi by the action of the accelerator
pump. Idle speed and mixture adjustment
procedures are described in Chapter 1, but it
is important to note that accurate adjustments
can only be made using the necessary
equipment.
26 Carburettor (Weber DFTM) -
fast-idle speed adjustment
4
Refer to the procedure contained in Sec-
tion 19, but note the following points:
a) When removing the air cleaner, do not disconnect the vacuum supply or
crankcase ventilation hoses; the air
cleaner should be positioned clear of the
carburettor assembly.
b) The fast-idle adjusting screw is located
on the side of the linkage (see
illustration) .
27 Throttle kicker unit (Weber
DFTM carburettor) - removal,
refitting and adjustment
4
Refer to the procedure contained in Sec-
tion 21.
28 Carburettor (Weber DFTM) -
removal and refitting
4
Note: Refer to the warning note in Section 1
before proceeding. New gaskets will be
required on refitting, and a tachometer and an
exhaust gas analyser will be required on
completion.
Removal
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Remove the air cleaner as described in
Section 2.
3 Disconnect the choke cable from the
carburettor (Section 6).
4 Carefully prise out the accelerator link
retaining clip, remove both securing bolts,
then detach the cable and bracket assembly.
Position the cable and bracket assembly clear
of the carburettor.
5 Disconnect the fuel feed hose at the
carburettor, and plug its end to avoid spillage
and prevent dirt ingress. If a crimped type
hose clip is fitted, cut this free taking care not
to damage the hose.
6 Disconnect all relevant vacuum pipes from
the carburettor, having labelled them for
subsequent refitting.
7 Disconnect the electrical lead from the anti-
dieseling (fuel cut-off) solenoid, and the bleed
back solenoid (if fitted).
8 Remove the four nuts securing the
carburettor to the inlet manifold, then
withdraw it from the vehicle.
Refitting
9 Clean the carburettor and manifold gasket
mating faces.
10 Refit in the reverse order of removal. Fit a
new gasket, and tighten the retaining screws
securely. Ensure that the fuel supply
hose connection to the carburettor is
securely fitted, using a new screw type
retaining clip.
11 Reconnect the choke cable, and adjust it
as described in Section 6.
12 Refer to Section 2 and refit the air
cleaner.
13 When the battery is reconnected, start
and warm up the engine then check the idle
speed and mixture settings as described in
Chapter 1.
Fuel system – carburettor engines 4A•13
26.1 Manual choke fast-idle adjustment. Inset shows fast-idle adjusting screw (Weber DFTM carburettor)
4A
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su

16Prise out the tamperproof seal covering
the fuel mixture screw, then undo and remove
the mixture screw.
Cleaning and inspection
17 Wash the carburettor components,
drillings and passages with clean petrol, then
blow them dry using a low-pressure air line. A
high-pressure air line must not be applied to
the accelerator pump discharge assembly or
the pump supply valve, as they each contain a
rubber Vernay valve, and these can easily be
damaged under high pressure. Never use a
piece of wire for cleaning purposes.
18 Examine all of the carburettor
components for signs of damage or wear,
paying particular attention to the diaphragms,
throttle spindle and plates, needle valve and
mixture screw; the power valve jet is adjacent
to the primary main jet. Renew all
diaphragms, sealing washers and gaskets as
a matter of course.
Reassembly
19 Refit the fuel mixture screw by fully
winding the screw in, then unwinding three
turns to give an approximate setting.
20 Refit the power valve assembly ensuring
that the diaphragm lies flat, and that the
vacuum gallery lines up correctly with the
diaphragm and housing.
21 Reassemble the secondary barrel
diaphragm into its housing, ensuring that
the diaphragm lies flat and that the vacuum
gallery lines up with the diaphragm and
housing. Also, to assist with installation, do
not reconnect its operating rod until the cover
has been secured.
22 Refit the throttle kicker mounting bracket.
23 Refit the anti-dieseling (fuel cut-off)
solenoid, using a new sealing washer.
24 Refit the accelerator pump assembly,
ensuring that the diaphragm lies flat and is not
kinked.
25 Reassemble the throttle kicker, ensuring
that the diaphragm lies flat and that the relative position of the diaphragm operating
link to the throttle kicker cover is correct. Fully
attach the throttle kicker assembly.
26
Refit the main and idle jets, making
reference to the notes taken during
dismantling to ensure correct fitted locations.
27 Reassemble the carburettor upper body
as described in the following paragraphs.
28 Refit the needle valve housing (using a
new washer if applicable).
29 Refit the needle valve and float assembly,
having ensured that the float tag locates
below the spring clip on the needle valve.
Insert the float retaining pin to secure.
30 Adjust the float level as follows. Ensuring
that a new gasket is fitted to the carburettor
upper body, hold the upper body in the
vertical position; the needle valve must be
shut off. Measure the distance shown (see
illustration) , and adjust by bending the float
tag if the measurement is outside the
specification. Recheck the float level
adjustment after bending the float tag, as
necessary.
31 Refit the choke pull-down diaphragm,
ensuring that the diaphragm lies flat and that
the vacuum gallery lines up correctly with the
diaphragm and housing (see illustration).
32 Adjust the choke pull-down as follows.
Fully close the choke, then manually push the
diaphragm operating rod up to its stop;
measure the distance between the
downdraught side of the choke plate and the
venturi, using a gauge rod or the shank of a
twist drill bit (of known size). If the
measurement is outside specification, remove
the tamperproof seal from the housing, and
adjust the now revealed adjustment screw
accordingly. Fit a new tamperproof seal after
successful adjustment.
33 Refit the fuel feed filter, and secure with
its brass nut and sealing washer.
34 Refit the carburettor upper body to the
carburettor main body, ensuring that its new
gasket seats correctly and that the float does
not foul during assembly. Insert and tighten
the securing screws. 35
Reconnect any vacuum pipes removed
during dismantling (where applicable).
36 On completion, refit the carburettor as
described in Section 28. Where applicable,
check and adjust the throttle kicker setting
(Section 27) after adjusting the idle speed and
mixture settings.
30 Carburettor (Weber TLD) -
description
This carburettor incorporates many of the
features of the TLDM type described in
Section 18. The main differences are that a
throttle kicker is not used, the secondary
venturi (barrel) is vacuum-operated, and that a
coolant-heated automatic choke control
system is fitted. The choke system is fully automatic. When
the engine is cold, the bi-metal spring which
controls the position of the choke plate is fully
wound up, and holds the plate closed. As the
engine warms up, the bi-metal spring is
heated by the coolant and begins to unwind,
thereby progressively opening the choke
plate. A vacuum-operated pull-down
mechanism controls the choke plate under
certain operating conditions, and an internal
fast-idle system is incorporated. Idle speed and mixture adjustment
procedures are described in Chapter 1, but it
is important to note that accurate adjustments
can only be made using the necessary
equipment.
31 Carburettor (Weber TLD) -
fast-idle speed adjustment
4
Note: Before carrying out any carburettor
adjustments, ensure that the spark plug gaps
are set as specified, and that all electrical and
vacuum connections are secure. To carry out
checks and adjustments, an accurate
Fuel system – carburettor engines 4A•15
29.31 Exploded view of the choke pull-down assembly (Weber DFTM carbur\
ettor)
A Housing B Diaphragm
29.30 Float level adjustment (Weber DFTMcarburettor)
A Float level setting dimension
B Adjusting tag
4A
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su

tachometer and an exhaust gas analyser (CO
meter) will be required.
1Check that the idle speed and mixture
settings are as specified (as described in
Chapter 1). These must be correct before
checking/adjusting the fast-idle speed.
2 Switch the engine off, then remove the air
cleaner as described in Section 2.
3 With the engine at its normal operating
temperature and a tachometer connected in
accordance with its manufacturer’s
instructions, hold the throttle linkage partly
open, then close the choke plate until the fast-
idle adjusting screw aligns with the third
(middle) step on the fast-idle cam (see
illustration) . Release the throttle linkage so
that the fast-idle speed adjusting screw rests
on the cam. Release the choke plate. The
linkage will hold it in the fast-idle speed
setting position, as long as the accelerator
pedal is not depressed.
4 Without touching the accelerator pedal,
start the engine and record the fast-idle speed
achieved. If adjustment is required, turn the
fast-idle speed adjusting screw until the
specified fast-idle speed is obtained.
5 When the throttle linkage is opened, the
choke plate should return to its fully-open
position. If this does not happen, either the engine is not at its normal operating
temperature, or the automatic choke
mechanism is faulty.
6
Switch off the engine and disconnect the
tachometer. Refit the air cleaner.
32 Needle valve and float (Weber
TLD carburettor) - removal,
refitting and adjustment
4
1 Refer to Section 20 and proceed as
described, noting the following difference.
2 In paragraph 4, ignore the instruction to
detach the choke cable (an automatic choke
is fitted to the TLD type carburettor). Instead,
clamp the coolant supply and return hoses
which lead to the automatic choke unit to
minimise coolant loss, then ensure that the
cooling system is not pressurised (see
Chapter 1). Identify then detach both of the
coolant hoses at the automatic choke
housing. Catch any coolant spillage in a
suitable container .
Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk
of scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first
be released. Cover the cap with a thick
layer of cloth, to avoid scalding, and slowly
unscrew the filler cap until a hissing sound
can be heard. When the hissing has
stopped, showing that pressure is
released, slowly unscrew the filler cap
further until it can be removed; if more
hissing sounds are heard, wait until they
have stopped before unscrewing the cap
completely. At all times, keep well away
from the filler opening.
3 On completion, reconnect the hoses to the
automatic choke unit, and remove the clamps
from the hoses. Check and top-up the coolant
level on completion (see “Weekly Checks”and
Chapter 1).
33 Automatic choke (Weber TLD carburettor) - adjustment
3
1Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Remove the air cleaner as described in
Section 2.
3 Disconnect the coolant hoses to the choke
unit as described in paragraph 2 of the
previous Section.
4 Note the position of the choke coil housing
alignment marks, then undo the three
retaining screws and withdraw the automatic
choke bi-metal coil housing (see illustration).
5 Remove the inner heat shield (see
illustration) . To check and adjust the choke
vacuum pull-down, secure the choke plate
lever in the closed position by fitting a rubber
band, open the throttle to allow the choke
plate to fully close, then release the throttle.
6 Using a screwdriver, push the operating
arm to the right against its spring, and
measure the clearance between the lower
edge of the choke plate and the venturi using
a twist drill or other suitable gauge rod (see
illustration) . Where the clearance is outside
that specified, remove the plug from the
diaphragm housing, and turn the adjusting
screw (now exposed) in the required direction.
7 Fit a new diaphragm housing plug and
remove the rubber band.
8 Refit the heat shield so that its slotted hole
engages over the choke housing peg.
9 Refit the bi-metal coil housing by first
connecting the bi-metal spring to the choke
lever (ensuring correct engagement), locate
the housing and hand-tighten the three
retaining screws. Rotate the housing to align
the index line on the housing with the dot
mark on the choke main body, then retighten
the retaining screws.
10 Reconnect the coolant hoses with
reference to paragraph 3 in the previous
Section.
11 Refit the air cleaner as described in
Section 2.
4A•16 Fuel system – carburettor engines
33.6 Choke plate pull-down adjustment (Weber TLD carburettor)
A Twist drill C Adjusting screw
B Diaphragm held fully open33.5 Automatic choke internal heatshield (Weber TLD carburettor)33.4 Automatic choke housing alignment(Weber TLD carburettor)
A Dot punch mark
B Choke housing alignment mark
1595Ford Fiesta Remake
31.3 Fast-idle speed adjustment
(Weber TLD carburettor) (Housing cut away for illustration clarity)
A Fast-idle cam
B Fast-idle speed adjusting screw on third step of cam
procarmanuals.com
http://vnx.su

34 Automatic choke (WeberTLD carburettor) - removal,
inspection and refitting
4
Note: Refer to the warning note in Section 1
before proceeding. A new carburettor upper
body gasket will be required when
reassembling. On completion, a tachometer
will be required to check the fast-idle speed
adjustment.
Removal
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Remove the air cleaner as described in
Section 2.
3 To prevent excess coolant loss, clamp the
coolant supply and return hoses to the
automatic choke unit, and ensure that the
cooling system is not pressurised (see
Chapter 1). Identify then detach both of the
coolant hoses at the automatic choke
housing. Catch any coolant spillage in a
suitable container.
Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk
of scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first
be released. Cover the cap with a thick
layer of cloth, to avoid scalding, and slowly
unscrew the filler cap until a hissing sound
can be heard. When the hissing has
stopped, showing that pressure is
released, slowly unscrew the filler cap
further until it can be removed; if more
hissing sounds are heard, wait until they
have stopped before unscrewing the cap
completely. At all times, keep well away
from the filler opening.
4 Detach the fuel pipe and the anti-dieseling
solenoid wiring connector. Any crimped type
hose clips must be replaced with a screw
clamp type clips during reassembly.
5 Unscrew and remove the retaining screws (two conventional, and four Torx type), then lift
the carburettor upper body clear and remove it.
6
Note the position of the choke housing
alignment marks, then undo the three retaining
screws and remove the choke bi-metal coil
unit. Remove the internal heat shield.
7 To remove the automatic choke unit, undo
the three retaining screws and detach the
choke link from the operating lever (see
illustration) .
8 Undo the three retaining screws to remove
the vacuum diaphragm unit.
9 If dismantling the choke mechanism any
further, note the component fitment as an aid
to reassembly, but do not detach the choke
spindle.
Inspection
10 Clean and inspect all components for
wear, damage and/or distortion. Pay
particular attention to the condition of the
vacuum (pull-down) diaphragm and the choke
housing O-ring. Renew any items that are
defective (or suspect).
Refitting
11 Reassemble the automatic choke
mechanism, making references to the notes
taken during dismantling. Note that no
lubricants must be used (see illustration).
12 Refit the vacuum unit, making reference to
the notes taken during dismantling. Ensure
that the diaphragm is lying flat before
tightening the housing retaining screws.
13 Locate the O-ring (ensuring that it is
correctly seated), then reconnect the choke
link. Refit the automatic choke unit, and secure
with the retaining screws. Check and adjust
the choke vacuum pull-down as described
in the previous Section (paragraphs 5 and 6).
14 Refit the inner heat shield, ensuring that
the location peg is securely engaged in its
notch.
15 Refit the automatic choke housing and the
bi-metal spring unit as described in the
previous Section (paragraph 9).
16 Refit the carburettor upper body, ensuring
that a new gasket is used and that the mating
surfaces are clean. Fit the retaining screws to
secure.
17 Reconnect the fuel hose to the carburettor,
using new screw type hose clips to secure it.
18 Reconnect the anti-dieseling solenoid
wiring connector.
19 Reconnect the coolant hoses to the
automatic choke unit, then check and if necessary top-up the cooling system as
described in “
Weekly Checks ” and Chapter 1.
20 Reconnect the battery negative lead, then
check and adjust the fast-idle speed as
described in Section 31.
21 Refit the air cleaner (Section 2).
35 Carburettor (Weber TLD) -
removal and refitting
4
Note: Refer to the warning note in Section 1
before proceeding. New gaskets will be required
on refitting and a tachometer and an exhaust gas
analyser will be required on completion.
Removal
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Remove the air cleaner as described in
Section 2.
3 Release any pressure remaining in the
cooling system (see Chapter 1), and then
detach the two coolant hoses from the
automatic choke unit. Catch any coolant
spillage in a suitable container. Identify each
hose for subsequent refitting, then plug their
ends or position them as high as possible to
prevent coolant leakage. Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk of
scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first be
released. Cover the cap with a thick layer of
cloth, to avoid scalding, and slowly unscrew
the filler cap until a hissing sound can be
heard. When the hissing has stopped,
showing that pressure is released, slowly
unscrew the filler cap further until it can be
removed; if more hissing sounds are heard,
wait until they have stopped before
unscrewing the cap completely. At all times,
keep well away from the filler opening.
4 Disconnect the accelerator cable from the
linkage at the carburettor, as described in
Section 3.
5 Detach the anti-dieseling solenoid wiring
connector.
6 Detach the fuel feed hose at the carburettor.
Fuel system – carburettor engines 4A•17
34.11 Exploded view of the automatic choke linkage (Weber TLD carburet\
tor)
34.7 Automatic choke assembly
(Weber TLD carburettor)
A Pull-down diaphragm housing
B Securing screws
4A
1595Ford Fiesta Remake
A Operating link/fast-idle cam
B Fast-idle cam return spring
C Spindle sleeve
D Connecting rod and lever assembly
E Pull-down kink
F Actuating lever
G Automatic choke housing
procarmanuals.com
http://vnx.su

4B
1595Ford Fiesta Remake
General
System type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . Central Fuel injection (CFi)
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . 1.1 and 1.3 litre HCS engines and 1.4 litre CVH engines
Fuel grade
Fuel octane requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. 95 RON unleaded
Fuel system data
Regulated fuel pressure - engine running at idle speed . . . . . . . . . . . . . 1.0 ± 0.1 bars
Hold pressure - engine stopped after 1 minute . . . . . . . . . . . . . . . . . . . 0.5 bars minimum
Torque wrench settingsNmlbf ft
CFi unit-to-inlet manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
12 to 15 9 to 11
Inlet manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . 16 to 20 12 to 15
Inlet air temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 to 25 15 to 18
Oxygen sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 50 to 70 37 to 52
Chapter 4 Part B:
Fuel system - central fuel injection engines
Accelerator cable - removal, refitting and adjustment . . . . . . . . . . . 5
Accelerator pedal - removal and refitting . . . . . . . . . . . . . . . . . . . . . 6
Air cleaner assembly and air inlet components - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . 4
Air cleaner element renewal . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Fuel cut-off switch - removal and refitting . . . . . . . . . . . . . . . . . . . . 12
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . .See Chapter 1
Fuel injection system - checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Fuel injection system components - removal and refitting . . . . . . . . 14
Fuel lines and fittings - general information . . . . . . . . . . . . . . . . . . . 3
Fuel pump/fuel gauge sender unit - removal and refitting . . . . . . . . 9 Fuel pump/fuel pressure - checking . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fuel system - depressurisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel tank - removal, inspection and refitting . . . . . . . . . . . . . . . . . . . 8
Fuel tank filler pipe - removal and refitting . . . . . . . . . . . . . . . . . . . . 11
Fuel tank ventilation tube - removal and refitting . . . . . . . . . . . . . . . 10
General fuel system checks . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . 1
Inlet manifold - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 15
Underbody fuel/brake line check . . . . . . . . . . . . . . . . . . .See\
Chapter 1
Underbonnet check for fluid leaks and hose condition . .See Chapter 1
4B•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
procarmanuals.com
http://vnx.su

1 General information andprecautions
General information
The fuel system consists of a fuel tank
(mounted under the body, beneath the rear
seats), fuel hoses, an electric fuel pump
mounted in the fuel tank, and a central fuel
injection (CFi) system. Fuel is supplied from the tank by an integral
electric fuel pump (and combined fuel gauge
sender unit). The fuel is passed through an in-
line filter within the engine compartment, then
to the fuel injection unit. The fuel is maintained
at the required operating pressure by a
pressure regulator unit. The CFi unit itself is a relatively simple
device when compared with a conventional
carburettor. Fuel is injected by a single
solenoid valve (fuel injector) which is mounted
centrally on top of the unit. It is this feature
which gives the system CFi (or Central Fuel
injection) its name (see illustration).The injector is energised by an electrical
signal sent from the EEC IV engine
management module. When energised, the
injector pintle is lifted from its seat, and
atomised fuel is delivered into the inlet
manifold under pressure. The electrical
signals take two forms of current - a high
current to open the injector, and a low current
to hold it open for the duration required. At
idle speed, the injector is pulsed at every
other inlet stroke, rather than with every
stroke as during normal operation.
The air-to-fuel mixture ratio is regulated by
the EEC IV module, based on inputs from the
various engine sensors. No adjustments to
the fuel mixture are possible.
The throttle plate control motor (mounted
on the side of the CFi unit) regulates the idle
speed by reacting to the signals sent by the
EEC IV module. The signals are calculated by
the values and information provided from the
engine sensors. When the throttle position
sensor indicates that the throttle is closed, the
module enters the idle speed mode or
dashpot mode (according to engine speed).
The module maintains the idle speed at a constant value, making minor adjustments as
necessary for different loads and conditions.
The base idle speed can only be adjusted by a
dealer or fuel injection specialist with the
necessary equipment to link up to the engine
management module.
To prevent the engine from running on (or
dieseling) when it is switched off, the EEC IV
module sends a signal to the throttle plate
control motor, to fully close the throttle plate
and return it to its preset position ready for
restarting. When the ignition is switched on
to restart the engine, the motor repositions
the throttle plate to the position required
according to the prevailing conditions. The EEC IV module is the heart of the entire
engine management system, controlling the
fuel injection, ignition and emissions control
systems. The module receives information
from various sensors to determine engine
temperature, speed and load, and the
quantity of air entering the engine. The
sensors also inform the module of throttle
position, inlet air temperature and exhaust gas
oxygen content. All the information supplied
to the module is computed and compared
with pre-set values stored in it’s memory, to
determine the required period of injection. Information on crankshaft position and
engine speed is generated by the distributor
on pre-1990 CVH engine models, or by a
crankshaft position sensor on all other
models. The inductive head of the crankshaft
position sensor runs just above the engine
flywheel and scans a series of 36 protrusions
on the flywheel periphery. As the crankshaft
rotates, the sensor transmits a pulse to the
system’s ignition module every time a
protrusion passes it. There is one missing
protrusion in the flywheel periphery at a point
corresponding to 90º BTDC. The ignition
module recognises the absence of a pulse
from the crankshaft position sensor at this
point to establish a reference mark for
crankshaft position. Similarly, the time interval
between absent pulses is used to determine
engine speed. This information is then fed to
the EEC IV module for further processing. Engine temperature information is supplied
by the coolant temperature sensor. This
component is an NTC (Negative Temperature
Coefficient) thermistor - that is, a semi-
conductor whose electrical resistance
decreases as its temperature increases. It
provides the EEC IV module with a constantly-
varying (analogue) voltage signal,
corresponding to the temperature of the
engine coolant. This is used to refine the
calculations made by the module, when
determining the correct amount of fuel
required to achieve the ideal air/fuel mixture
ratio. Inlet air temperature information is supplied
by the inlet air temperature sensor. This
component is also an NTC thermistor - see
the previous paragraph - providing the EEC IV
module with a signal corresponding to the
temperature of air passing into the engine.
4B•2 Fuel system - central fuel injection engines
1.3 Exploded view of the CFi unit
1 Fuel injector assembly
2 Fuel pressure regulator
assembly 3 Fuel feed connector
4 Intake air temperature
sensor 5 Throttle-plate control
motor
6 Throttle position sensor
7 Fuel injector wiring
1595Ford Fiesta Remakeprocarmanuals.com
http://vnx.su