audio FORD MONDEO 1993 Service Repair Manual

0•4Introduction
Introduced in March 1993, the Ford
Mondeo models are available in four-door
Saloon, five-door Hatchback and five-door
Estate configurations. All feature a high
standard of equipment, with driver/passenger
safety in accidents being a particularly high
design priority; all models are fitted with
features such as side impact bars in all doors,
“anti-submarine” seats combined with “seatbelt grabbers” and pre-tensioners, and an
airbag fitted to the steering wheel. Vehicle
security is enhanced, with an in-built alarm
system and engine immobiliser being fitted as
standard, as well as double-locking doors
with shielded locks, and security-coded audio
equipment.
The four-cylinder petrol engine is a new
design, available in 1.6, 1.8 and 2.0 litrecapacities. It is controlled by a sophisticated
engine management system, which combines
multi-point sequential fuel injection and
distributorless ignition systems with
evaporative emissions control, exhaust gas
recirculation and a three-way regulated
catalytic converter (with a pulse-air system for
rapid warm-up) to ensure that the vehicle
complies with the most stringent of the
emissions control standards currently in force,
and yet provides the levels of performance
and fuel economy expected.
The transversely-mounted engine drives
the front roadwheels through either a five-
speed manual transmission with a cable-
operated clutch, or through an electronically-
controlled four-speed automatic transmission.
The fully-independent suspension is by
MacPherson strut on all four roadwheels,
located by transverse lower arms at the front,
and by transverse and trailing arms at the rear;
anti-roll bars are fitted at front and rear. The
Estate rear suspension is of a different design,
to give maximum loadspace inside the
vehicle, with self-levelling suspension units
available as an option. On some models, the
suspension is electronically-controlled
through the Adaptive Damping System.
The steering is power-assisted, the pump
being belt-driven from the engine, and the
rack-and-pinion steering gear mounted
behind the engine.
The vacuum servo-assisted brakes are disc
at the front, with drums at the rear on most
models; disc rear brakes and an
electronically-controlled Anti-lock Braking
System (ABS) are available on some models,
with a Traction Control System (TCS) available
as a further option where ABS is fitted.
Acknowledgements
Thanks are due to Champion Spark Plug,
who supplied the illustrations showing spark
plug conditions. Certain other illustrations are
the copyright of the Ford Motor Company,
and are used with their permission. Thanks
are also due to Sykes-Pickavant Limited, who
provided some of the workshop tools, and to
all those people at Sparkford who helped in
the production of this manual.
Project vehicles
The main project vehicle used in the
preparation of this manual, and appearing in
many of the photographic sequences, was a
1993-model Ford Mondeo 2.0 Si Hatchback.
Additional work was carried out and
photographed on a 1993-model 2.0 Si Saloon
and a 1993-model 2.0 Ghia Estate (with
automatic transmission).
Introduction to the Ford Mondeo
Ford Mondeo 2.0 Ghia Saloon
Ford Mondeo 1.8 GLX Estate
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General information
The engine electrical systems include all
ignition, charging and starting components.
Because of their engine-related functions,
these components are discussed separately
from body electrical devices such as the
lights, the instruments, etc (which are
included in Chapter 12).
Precautions
Always observe the following precautions
when working on the electrical system:
(a) Be extremely careful when servicing
engine electrical components. They are
easily damaged if checked, connected or
handled improperly.
(b) Never leave the ignition switched on for
long periods of time when the engine is
not running.
(c) Don’t disconnect the battery leads while
the engine is running.
(d) Maintain correct polarity when connecting
a battery lead from another vehicle during
jump starting - see the “Booster battery
(jump) starting” section at the front of this
manual.
(e) Always disconnect the negative lead first,
and reconnect it last, or the battery may
be shorted by the tool being used to
loosen the lead clamps (see illustration).
It’s also a good idea to review the safety-
related information regarding the engine
electrical systems located in the “Safety first!”
section at the front of this manual, before
beginning any operation included in this Chapter.
Battery disconnection
Several systems fitted to the vehicle require
battery power to be available at all times, either
to ensure their continued operation (such as
the clock) or to maintain control unit memories
(such as that in the engine management
system’s ECU) which would be wiped if the
battery were to be disconnected. Whenever thebattery is to be disconnected therefore, first
note the following, to ensure that there are no
unforeseen consequences of this action:
(a) First, on any vehicle with central locking, it
is a wise precaution to remove the key
from the ignition, and to keep it with you,
so that it does not get locked in if the
central locking should engage accidentally
when the battery is reconnected!
(b) The engine management system’s ECU will
lose the information stored in its memory -
referred to by Ford as the “KAM” (Keep-
Alive Memory) - when the battery is
disconnected. This includes idling and
operating values, and any fault codes
detected - in the case of the fault codes, if it
is thought likely that the system has
developed a fault for which the
corresponding code has been logged, the
vehicle must be taken to a Ford dealer for
the codes to be read, using the special
diagnostic equipment necessary for this (see
Chapter 6). Whenever the battery is
disconnected, the information relating to idle
speed control and other operating values will
have to be re-programmed into the unit’s
memory. The ECU does this by itself, but
until then, there may be surging, hesitation,
erratic idle and a generally inferior level of
performance. To allow the ECU to relearn
these values, start the engine and run it as
close to idle speed as possible until it
reaches its normal operating temperature,
then run it for approximately two minutes at
1200 rpm. Next, drive the vehicle as far as
necessary - approximately 5 miles of varied
driving conditions is usually sufficient - to
complete the relearning process.
(c) If the battery is disconnected while the
alarm system is armed or activated, the
alarm will remain in the same state when
the battery is reconnected. The same
applies to the engine immobiliser system
(where fitted).
(d) If a trip computer is in use, any
information stored in memory will be lost.
(e) If a Ford “Keycode” audio unit is fitted,
and the unit and/or the battery is
disconnected, the unit will not function
again on reconnection until the correct
security code is entered. Details of thisprocedure, which varies according to the
unit and model year, are given in the
“Ford Audio Systems Operating Guide”
supplied with the vehicle when new, with
the code itself being given in a “Radio
Passport” and/or a “Keycode Label” at
the same time. Ensure you have the
correct code before you disconnect the
battery. For obvious security reasons, the
procedure is not given in this manual. If
you do not have the code or details of the
correct procedure, but can supply proof
of ownership and a legitimate reason for
wanting this information, the vehicle’s
selling dealer may be able to help.
Devices known as “memory-savers” (or
“code-savers”) can be used to avoid some of
the above problems. Precise details vary
according to the device used. Typically, it is
plugged into the cigarette lighter, and is
connected by its own wires to a spare battery;
the vehicle’s own battery is then disconnected
from the electrical system, leaving the
“memory-saver” to pass sufficient current to
maintain audio unit security codes and ECU
memory values, and also to run permanently-
live circuits such as the clock, all the while
isolating the battery in the event of a short-
circuit occurring while work is carried out.
Warning: Some of these devices
allow a considerable amount of
current to pass, which can mean
that many of the vehicle’s systems are still
operational when the main battery is
disconnected. If a “memory-saver” is used,
ensure that the circuit concerned is
actually “dead” before carrying out any
work on it!
Note:See also the relevant Sections of
Chapter 1.
1Disconnect the battery leads, negative
(earth) lead first - see Section 1.
2Remove the battery hold-down clamp (see
illustrations).
3Lift out the battery. Be careful - it’s heavy.
4While the battery is out, inspect the tray for
corrosion (see Chapter 1).
2 Battery- removal and refitting
1 General information,
precautions and battery
disconnection
5•2 Engine electrical systems
1.2 Always disconnect battery - negative
(earth) lead first - to prevent the possibility
of short-circuits2.2A Unscrew hold-down nuts (one of two
arrowed) . . .2.2B . . . and withdraw hold-down clamp
to release battery
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24Ford specify the use of their STAR (Self-
Test Automatic Readout) tester; most Ford
dealers should have such equipment, and the
staff trained to use it effectively. The only
alternatives are as follows:
(a) To obtain one of those proprietary readers
which can interpret EEC-IV three-digit
codes - at present, such readers are too
expensive for the DIY enthusiast, but are
becoming more popular with smaller
specialist garages.
(b) To use an analogue voltmeter, whereby
the stored codes are displayed as sweeps
of the voltmeter needle. This option limits
the operator to a read-out of any codes
stored - ie, there is no control of sensors
and/or actuators - but can still be useful in
pinpointing the faulty part of the engine
management system. The display is
interpreted as follows. Each code
(whether fault code or
command/separator) is marked by a
three-to-four second pause - code “538”
would therefore be shown as long (3 to
4 seconds) pause, five fast sweeps of the
needle, slight (1 second) pause, three fast
sweeps, slight pause, eight fast sweeps,
long pause.
(c) Owners without access to such
equipment must take the vehicle to a Ford
dealer, or to an expert who has similar
equipment and the skill to use it.
25Because of the variations in the design of
fault code readers, it is not possible to give
exact details of the sequence of tests; the
manufacturer’s instructions must be followed,
in conjunction with the codes given below.
The following ten paragraphs outline the
procedure to be followed using a version of
the Ford STAR tester, to illustrate the general
principles, as well as notes to guide the owner
using only a voltmeter.
26The vehicle must be prepared by applying
the handbrake, switching off the air
conditioning (where fitted) and any other
electrical loads (lights, heated rear window,
etc), then selecting neutral (manual
transmission) or the “P” position (automatic
transmission). Where the engine is required to
be running, it must be fully warmed-up to
normal operating temperature before the test
is started. Using any adaptors required,
connect the fault code reader to the system
via the (triangular, three-pin) self-test
connector on the right-hand end of the engine
compartment bulkhead (see illustration). If a
voltmeter is being used, connect its positive
lead to the battery positive terminal, and its
negative lead to the self-test connector’s
output terminal, pin 17. Have a pen and paper
ready to write down the codes displayed.
27Set the tester in operation. For the Ford
STAR tester, a display check will be carried
out and the test mode requirements must be
entered. If a voltmeter is being used, connect
a spare length of wire to earth the self-test
connector’s input terminal, pin 48. Be very
careful to ensure that you earth the correctterminal - the one with the white/green wire.
The first part of the test starts, with the
ignition switched on, but with the engine off.
On pressing the “Mem/test” button, the tester
displays “TEST” and the ready code “000”,
followed by a command code “010” - the
accelerator pedal must be fully depressed
within 10 seconds of the command code
appearing, or fault codes “576” or “577” will
appear when they are called up later. If a
voltmeter is being used, code “000” will not
appear (except perhaps as a flicker of the
needle) and “010” will appear as a single
sweep - to ensure correct interpretation of the
display, watch carefully for the interval
between the end of one code and the
beginning of the next, otherwise you will
become confused and misinterpret the read-
out.
28The tester will then display the codes for
any faults in the system at the time of the test.
Each code is repeated once; if no faults are
present, code “111” will be displayed. If a
voltmeter is being used, the pause between
repetitions will vary according to the
equipment in use and the number of faults in
the system, but was found to be
approximately 3 to 4 seconds - it may be
necessary to start again, and to repeat the
read-out until you are familiar with what you
are seeing.
29Next the tester will display code “010”
(now acting as a separator), followed by the
codes for any faults stored in the ECU’s
memory; if no faults were stored, code “111”
will be displayed.
30When prompted by the tester, the
operator must next depress the accelerator
pedal fully; the tester then checks several
actuators. Further test modes include a
“wiggle test” facility, whereby the operator
can check the various connectors as
described in paragraph 19 above (in this case,
any fault will be logged and the appropriate
code will be displayed), a facility for recalling
codes displayed, and a means for clearing the
ECU’s memory at the end of the test
procedure when any faults have been
rectified.
31The next step when using the Ford STAR
tester is to conduct a test with the engine
running. With the tester set in operation (see
paragraph 26 above) the engine is started and
allowed to idle. On pressing the “Mem/test”
button, the tester displays “TEST”, followed
by one of two codes, as follows.
32If warning code “998” appears, followed
by the appropriate fault code, switch off and
check as indicated the coolant temperature
sensor, the intake air temperature sensor, the
air mass meter, the throttle potentiometer
and/or their related circuits, then restart the
test procedure.
33If command code “020” appears, carry
out the following procedure within ten
seconds:
(a) Depress the brake pedal fully.
(b) Turn the steering to full-lock (either way)and centre it again, to produce a signal
from the power steering pressure switch -
if no signal is sent, fault code “521” will
be displayed.
(c) If automatic transmission is fitted, switch
the overdrive cancel button on and off,
then do the same for the
“Economy/Sport” mode switch.
(d) Wait for separator code “010” to be
displayed, then within 10 seconds,
depress the accelerator pedal fully,
increasing engine speed rapidly above
3000 rpm - release the pedal.
34Any faults found in the system will be
logged and displayed. Each code is repeated
once; if no faults are present, code “111” will
be displayed.
35When the codes have been displayed for
all faults logged, the ECU enters its “Service
Adjustment Programme”, as follows:
(a) The programme lasts for 2 minutes.
(b) The idle speed control valve is
deactivated, and the idle speed is set to
its pre-programmed (unregulated) value. If
the appropriate equipment is connected,
the base idle speed can be checked
(note, however, that it is not adjustable).
(c) The ignition timing can be checked if a
timing light is connected (note, however,
that it is not adjustable).
(d) Pressing the accelerator pedal fully at any
time during this period will execute a
cylinder balance test. Each injector in turn
is switched off, and the corresponding
decrease in engine speed is logged -
code “090” will be displayed if the test is
successful.
(e) At the end of the 2 minutes, the
completion of the programme is shown
by the engine speed briefly rising, then
returning to normal idling speed as
the idle speed control valve is
reactivated.
36As with the engine-off test, further test
modes include a “wiggle test” facility,
whereby the operator can check the various
connectors as described in paragraph 19
above (in this case, any fault will be logged
and the appropriate code will be displayed), a
facility for recalling codes displayed, and a
means for clearing the ECU’s memory at the
end of the test procedure when any faults
have been rectified. If equipment other than
the Ford STAR tester is used, the ECU’s
memory can be cleared by disconnecting the
battery - if this is not done, the code will
reappear with any other codes in the event of
subsequent trouble, but remember that other
systems with memory (such as the clock and
audio equipment) will also be affected. Should
it become necessary to disconnect the
battery during work on any other part of the
vehicle, first check to see if any fault codes
have been logged.
37Given overleaf are the possible codes,
their meanings, and where relevant, the action
to be taken as a result of a code being
displayed.
Emissions control systems 6•7
6
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headlamp washer pump, from the reservoir
(see illustration).
7Remove the rubber seals.
Washer nozzle (windscreen)
8With the bonnet supported in its open
position, carefully disconnect the washer tube
from the bottom of the nozzle.
9Using a screwdriver and working from
under the bonnet, carefully prise out the
nozzle. Where necessary, disconnect the
wiring for the nozzle heater.
Washer nozzle (rear window)
10With the tailgate open, carefully pull off
the inner trim panel from the top of the
tailgate.
11Pull the washer tube from the bottom of
the nozzle (see illustration).
12Carefully prise the nozzle out of the
tailgate glass, then prise out the rubber
grommet (see illustrations). Where
necessary, disconnect the wiring for the
nozzle heater.
Refitting
13Refitting is a reversal of the removal
procedure. In the case of the washer nozzles,
press them in until they are fully engaged. The
rear window washer nozzle must rest against
the rubber seal.
Note:Special tools are required to remove the
radio.
Coding
1If a Ford “Keycode” unit is fitted, and the
unit and/or the battery is disconnected, the
unit will not function again on reconnection
until the correct security code is entered.
Details of this procedure are given in the
“Ford Audio Systems Operating Guide”
supplied with the vehicle when new, with the
code itself being given in a “Radio Passport”
and/or a “Keycode Label” at the same time.
2For obvious security reasons, the re-coding
procedure is not given in this manual - if youdo not have the code or details of the correct
procedure, but can supply proof of ownership
and a legitimate reason for wanting this
information, the vehicle’s selling dealer may
be able to help.
3Note that these units will allow only ten
attempts at entering the code - any further
attempts will render the unit permanently
inoperative until it has been reprogrammed by
Ford themselves. At first, three consecutive
attempts are allowed; if all three are incorrect,
a 30-minute delay is required before another
attempt can be made. Each of any
subsequent attempts (up to the maximum of
ten) can be made only after a similar delay.
Removal
4Disconnect the battery negative (earth)
lead.
5Where fitted, prise the cover/surround from
the front of the radio/cassette player. Note
that the cover is not fitted to all models.
6In order to release the radio retaining clips,
two U-shaped rods must be inserted into the
special holes on each side of the radio (see
illustration). If possible, it is preferable to
obtain purpose-made rods from an audio
specialist, as these have cut-outs which snap
firmly into the clips so that the radio can be
pulled out. Pull the unit squarely from its
aperture, or it may jam. If the unit proves
difficult to withdraw, remove the cassette tray
(or where applicable, the CD player) frombeneath the unit, then reach through the
aperture and ease it out from behind.
7With the radio partly withdrawn, disconnect
the feed, earth, aerial and speaker leads.
Where applicable, also detach and remove
the plastic support bracket from the rear of
the unit.
Refitting
6Refitting is a reversal of removal. With the
leads reconnected to the rear of the unit,
press it into position until the retaining clips
are felt to engage. Reactivate the unit by
entering the correct code in accordance with
the maker’s instructions.
Removal
1Disconnect the battery negative (earth)
lead. See Chapter 5, Section 1.
2Unscrew the screws and remove the lower
facia panel.
3The radio/cassette player power amplifier is
located beneath the facia.
4Unscrew the cross-head screws, dis-
connect the wiring and remove the amplifier.
Refitting
5Refitting is a reversal of the removal
procedure.
24 Radio/cassette player
power amplifier -
removal and refitting
23 Radio/cassette player -
coding, removal and refitting
Body electrical system 12•21
12
22.12B . . . and prise out the rubber
grommet23.6 Using the special U-shaped rods to
remove the radio
22.6 Pulling the windscreen washer pump
from the reservoir22.11 Pull the washer tube from the
bottom of the nozzle22.12A Remove the nozzle from the
tailgate glass . . .
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