compression ratio FORD MONDEO 1993 Service Repair Manual

cylinder head cover; unscrew it to add oil (see
illustration). When topping-up, use only the
correct grade and type of oil, as given in the
Specifications Section of this Chapter; use a
funnel if necessary to prevent spills. It takes
approximately 0.5 to 1.0 litre of oil to raise the
level from the dipstick’s minimum level notch
to its maximum level notch. After adding the
oil, refit the filler cap hand-tight. Start the
engine, and allow it to idle while the oil is
redistributed around the engine - while you
are waiting, look carefully for any oil leaks,
particularly around the oil filter or drain plug.
Stop the engine; check the oil level again,
after the oil has had enough time to drain from
the upper block and cylinder head galleries.
7Checking the oil level is an important
preventive maintenance step. A continually-
dropping oil level indicates oil leakage through
damaged seals and from loose connections,
or oil consumption past worn piston rings or
valve guides. If the oil looks milky in colour, or
has water droplets in it, the cylinder head
gasket may be blown - the engine’s
compression pressure should be checked
immediately (see Chapter 2A). The condition
of the oil should also be checked. Each time
you check the oil level, slide your thumb and
index finger up the dipstick before wiping off
the oil. If you see small dirt or metal particles
clinging to the dipstick, the oil should be
changed (Section 15).
Coolant
Warning: Do not allow antifreeze
to come in contact with your skin
or painted surfaces of the
vehicle. Flush contaminated areas
immediately with plenty of water. Don’t
store new coolant, or leave old coolant
lying around, where it’s accessible to
children or pets - they’re attracted by its
sweet smell. Ingestion of even a small
amount of coolant can be fatal! Wipe up
garage-floor and drip-pan spills
immediately. Keep antifreeze containers
covered, and repair cooling system leaks
as soon as they’re noticed.8All vehicles covered by this manual are
equipped with a sealed, pressurised cooling
system. A translucent plastic expansion tank,
located on the right-hand side of the engine
compartment, is connected by a hose to the
thermostat housing. As the coolant heats up
during engine operation, surplus coolant
passes through the connecting hose into the
expansion tank; a connection to the radiator
bottom hose union allows coolant to circulate
through the tank and back to the water pump,
thus purging any air from the system. As the
engine cools, the coolant is automatically
drawn back into the cooling system’s main
components, to maintain the correct level.
9While the coolant level must be checked
regularly, remember therefore that it will vary
with the temperature of the engine. When the
engine is cold, the coolant level should be
between the “MAX” and “MIN” level lines on
the tank, but once the engine has warmed up,
the level may rise to above the “MAX” level
line.
10For an accurate check of the coolant
level, the engine must be cold. The level must
be between the “MAX” and “MIN” level lines
on the tank (see illustration). If it is below the
“MIN” level line, the coolant must be topped-
up as follows.
11First prepare a sufficient quantity of
coolant mixture, using clean, soft water and
antifreeze of the recommended type, in the
specified mixture ratio. If you are using
antifreeze to Ford’s specification or equivalent
(see the note at the beginning of Section 2 of
this Chapter), mix equal quantities of water
and antifreeze to produce the 50/50 mixture
ratio specified when topping-up; if using any
other type of antifreeze, follow its
manufacturer’s instructions to achieve the
correct ratio. If only a small amount of coolant
is required to bring the system up to the
proper level, plain water can be used, but
repeatedly doing this will dilute the
antifreeze/water solution in the system,
reducing the protection it should provide
against freezing and corrosion. To maintainthe specified antifreeze/water ratio, it is
essential to top-up the coolant level with the
correct mixture, as described here. Use only
ethylene/glycol type antifreeze, and do not
use supplementary inhibitors or additives.
Warning: Never remove the
expansion tank filler cap when
the engine is running, or has just
been switched off, as the cooling system
will be hot, and the consequent escaping
steam and scalding coolant could cause
serious injury.
12If topping-up is necessary, wait until the
system has cooled completely (or at least 10
minutes after switching off the engine, if lack
of time means it is absolutely necessary to
top-up while the engine may still be warm).
Wrap a thick cloth around the expansion tank
filler cap, and unscrew it one full turn. If any
hissing is heard as steam escapes, wait until
the hissing ceases, indicating that pressure is
released, then slowly unscrew the filler cap
until it can be removed. If more hissing
sounds are heard, wait until they have
stopped before unscrewing the filler cap
completely. At all times, keep your face,
hands and other exposed skin well away from
the filler opening.
13When the filler cap has been removed,
add coolant to bring the level up to the “MAX”
level line (see illustration). Refit the cap,
tightening it securely.
14With this type of cooling system, the
addition of coolant should only be necessary at
very infrequent intervals. If topping-up is
regularly required, or if the coolant level drops
within a short time after replenishment, there
may be a leak in the system. Inspect the
radiator, hoses, expansion tank filler cap,
radiator drain plug and water pump. If no leak is
evident, have the filler cap and the entire
system pressure-tested by your dealer or
suitably-equipped garage; this will usually show
up a small leak not otherwise visible. If
significant leakage is found at any time, use an
antifreeze hydrometer to check the con-
centration of antifreeze remaining in the coolant.
1•7
13.13 Remove the cap to add coolant only
when the engine is cold - top-up to the
“MAX” level line using the specified
coolant mixture3.6 The yellow/black oil filler cap is
screwed into the cylinder head cover.
Always make sure the area around the
opening is clean before unscrewing the
cap, to prevent dirt from contaminating the
engine3.10 The cooling system expansion tank is
located on the right-hand side of the
engine compartment. The coolant level
must be between the tank “MAX” and
“MIN” level lines (arrowed) when the
engine is cold
Weekly checks
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Chapter 2 Part A:
In-car engine repair procedures
Auxiliary drivebelt check and renewal . . . . . . . . . . . . . See Chapter 1
Camshaft oil seals - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Camshafts and hydraulic tappets - removal, inspection
and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Compression test - description and interpretation . . . . . . . . . . . . . . 3
Crankshaft oil seals - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Crankshaft pulley - removal and refitting . . . . . . . . . . . . . . . . . . . . . 8
Cylinder head - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 14
Cylinder head and valve components - cleaning and
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 2B
Cylinder head cover - removal and refitting . . . . . . . . . . . . . . . . . . . 5
Engine oil and filter change . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Engine oil level check . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Engine overhaul - general information . . . . . . . . . . . . . See Chapter 2B
Engine/transmission - removal and refitting . . . . . . . . See Chapter 2B
Engine/transmission mountings - inspection and renewal . . . . . . . . 22
Exhaust manifold - removal, inspection and refitting . . . . . . . . . . . . 7Flywheel/driveplate - removal, inspection and refitting . . . . . . . . . . 21
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inlet manifold - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 6
Oil cooler - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Oil level sensor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . 18
Oil pressure warning light switch - removal and refitting . . . . . . . . . 19
Oil pump - removal, inspection and refitting . . . . . . . . . . . . . . . . . . . 16
Repair operations possible with the engine in the vehicle . . . . . . . . 2
Spark plug renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Sump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Timing belt - removal, refitting and adjustment . . . . . . . . . . . . . . . . 10
Timing belt covers - removal and refitting . . . . . . . . . . . . . . . . . . . . . 9
Timing belt tensioner and toothed pulleys - removal,
inspection and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Top Dead Centre (TDC) for No 1 piston - locating . . . . . . . . . . . . . . 4
Water pump - removal and refitting . . . . . . . . . . . . . . . See Chapter 3
General
Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four-cylinder, in-line, double overhead camshafts
Engine code:
1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIF
1.8 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RKA
2.0 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NGA
Capacity:
1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1597 cc
1.8 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1796 cc
2.0 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1988 cc
Bore:
1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76.0 mm
1.8 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.6 mm
2.0 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84.8 mm
Stroke - all models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88.0 mm
Compression ratio:
1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3:1
1.8 and 2.0 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.0:1
Compression pressure - at starter motor speed, engine fully warmed-up .Not available
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3-4-2 (No 1 cylinder at timing belt end)
Direction of crankshaft rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise (seen from right-hand side of vehicle)
Cylinder head
Hydraulic tappet bore inside diameter . . . . . . . . . . . . . . . . . . . . . . . . . . 28.395 to 28.425 mm
Camshafts and hydraulic tappets
Camshaft bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.960 to 25.980 mm
Camshaft bearing journal-to-cylinder head running clearance . . . . . . . . 0.020 to 0.070 mm
Camshaft endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.080 to 0.220 mm
Hydraulic tappet diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.400 mm
2A•1
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,suitable
for competent DIY
mechanicDifficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert DIY
or professional
Degrees of difficulty
Specifications Contents2A
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Torque wrench settings (continued)Nm lbf ft
Engine/automatic transmission rear mounting:
Mounting bracket-to-transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 to 49 35 to 36
Mounting-to-subframe bolts - stage 1 . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Mounting-to-subframe bolts - stage 2 . . . . . . . . . . . . . . . . . . . . . . . . 48 35
Mounting centre bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 89
Engine/transmission left-hand mounting:
Bracket-to-transmission nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 61
Mounting centre bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not available
Mounting-to-body bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not available
Engine/transmission right-hand mounting:
Bracket-to-engine and mounting nuts . . . . . . . . . . . . . . . . . . . . . . . . 83 to 90 61 to 66
Mounting-to-body bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 62
Note:Refer to Part B of this Chapter for remaining torque wrench settings.
In-car engine repair procedures 2A•3
2A
How to use this Chapter
This Part of Chapter 2 is devoted to repair
procedures possible while the engine is still
installed in the vehicle, and includes only the
Specifications relevant to those procedures.
Since these procedures are based on the
assumption that the engine is installed in the
vehicle, if the engine has been removed from
the vehicle and mounted on a stand, some of
the preliminary dismantling steps outlined will
not apply.
Information concerning engine/transmission
removal and refitting, and engine overhaul, can
be found in Part B of this Chapter, which also
includes the Specifications relevant to those
procedures.
General description - engine
The engine, also known by Ford’s internal
code name “Zetec” (formerly “Zeta”), is of
four-cylinder, in-line type, mounted
transversely at the front of the vehicle, with
the (clutch and) transmission on its left-hand
end (see illustrations).
Apart from the plastic timing belt covers and
the cast-iron cylinder block/crankcase, all
major engine castings are of aluminium alloy.
The crankshaft runs in five main bearings,
the centre main bearing’s upper half
incorporating thrustwashers to control
crankshaft endfloat. The connecting rods
rotate on horizontally-split bearing shells at
their big-ends. The pistons are attached to the
connecting rods by gudgeon pins which are an
interference fit in the connecting rod small-end
eyes. The aluminium alloy pistons are fitted
with three piston rings: two compression rings
and an oil control ring. After manufacture, the
cylinder bores and piston skirts are measured
and classified into three grades, which must be
carefully matched together, to ensure the
correct piston/cylinder clearance; no oversizes
are available to permit reboring.
The inlet and exhaust valves are each
closed by coil springs; they operate in guides
which are shrink-fitted into the cylinder head,
as are the valve seat inserts.Both camshafts are driven by the same
toothed timing belt, each operating eight
valves via self-adjusting hydraulic tappets,
thus eliminating the need for routine checking
and adjustment of the valve clearances. Each
camshaft rotates in five bearings that are line-bored directly in the cylinder head and the
(bolted-on) bearing caps; this means that the
bearing caps are not available separately
from the cylinder head, and must not be
interchanged with caps from another engine.
The water pump is bolted to the right-hand
1 General information
1.3A Longitudinal cross-section through engine - inset showing timing belt details
1 Inlet camshaft
2 Exhaust camshaft
3 Oil galleries
4 Exhaust port
5 Oil strainer and pick-up pipe
6 Oil baffle
7 Crankshaft
8 Piston-cooling oil jet (where
fitted)9 Inlet valve
10 Inlet port
11 Fuel injector
12 Inlet camshaft toothed
pulley
13 Timing belt
14 Exhaust camshaft toothed
pulley15 Timing belt (front) guide
pulley
16 Crankshaft toothed pulley
- behind
17 Crankshaft pulley
18 Oil cooler (where fitted)
19 Timing belt (rear) guide
pulley
20 Timing belt tensioner
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The cylinder head is provided with two oil
galleries, one on the inlet side and one on the
exhaust, to ensure constant oil supply to the
camshaft bearings and hydraulic tappets. A
retaining valve (inserted into the cylinder
head’s top surface, in the middle, on the inlet
side) prevents these galleries from being
drained when the engine is switched off. The
valve incorporates a ventilation hole in its
upper end, to allow air bubbles to escape
from the system when the engine is restarted.
While the crankshaft and camshaft
bearings and the hydraulic tappets receive a
pressurised supply, the camshaft lobes and
valves are lubricated by splash, as are all
other engine components.
Valve clearances - general
It is necessary for a clearance to exist
between the tip of each valve stem and the
valve operating mechanism, to allow for the
expansion of the various components as the
engine reaches normal operating
temperature.
On most older engine designs, this meant
that the valve clearances (also known as
“tappet” clearances) had to be checked and
adjusted regularly. If the clearances were
allowed to be too slack, the engine would be
very noisy, its power output would suffer, and
its fuel consumption would increase. If the
clearances were allowed to be too tight, the
engine’s power output would be reduced,
and the valves and their seats could be
severely damaged.
The engines covered in this manual,
however, employ hydraulic tappets which use
the lubricating system’s oil pressure
automatically to take up the clearance
between each camshaft lobe and its
respective valve stem. Therefore, there is no
need for regular checking and adjustment of
the valve clearances, but it is essential that
onlygood-quality oil of the recommended
viscosity and specification is used in the
engine, and that this oil is always changed at
the recommended intervals. If this advice is
not followed, the oilways and tappets may
become clogged with particles of dirt, or
deposits of burnt (inferior) engine oil, so that
the system cannot work properly; ultimately,
one or more of the tappets may fail, and
expensive repairs may be required.
On starting the engine from cold, there will
be a slight delay while full oil pressure builds
up in all parts of the engine, especially in the
tappets; the valve components, therefore,
may well “rattle” for about 10 seconds or so,
and then quieten. This is a normal state of
affairs, and is nothing to worry about,
provided that all tappets quieten quickly and
stay quiet.
After the vehicle has been standing for
several days, the valve components may
“rattle” for longer than usual, as nearly all the
oil will have drained away from the engine’s
top end components and bearing surfaces.
While this is only to be expected, care mustbe taken not to damage the engine under
these circumstances - avoid high speed
running until all the tappets are refilled with oil
and operating normally. With the vehicle
stationary, hold the engine at no more than a
fast idle speed (maximum 2000 to 2500 rpm)
for 10 to 15 seconds, or until the noise
ceases. Do not run the engine at more than
3000 rpm until the tappets are fully recharged
with oil and the noise has ceased.
If the valve components are thought to be
noisy, or if a light rattle persists from the top
end after the engine has warmed up to
normal operating temperature, take the
vehicle to a Ford dealer for expert advice.
Depending on the mileage covered and the
usage to which each vehicle has been put,
some vehicles may be noisier than others;
only a good mechanic experienced in these
engines can tell if the noise level is typical for
the vehicle’s mileage, or if a genuine fault
exists. If any tappet’s operation is faulty, it
must be renewed (Section 13).
The following major repair operations can
be accomplished without removing the
engine from the vehicle. However, owners
should note that any operation involving the
removal of the sump requires careful
forethought, depending on the level of skill
and the tools and facilities available; refer to
the relevant text for details.
(a) Compression pressure - testing.
(b) Cylinder head cover - removal and
refitting.
(c) Timing belt covers - removal and refitting.
(d) Timing belt - renewal.
(e) Timing belt tensioner and toothed pulleys
- removal and refitting.
(f) Camshaft oil seals - renewal.
(g) Camshafts and hydraulic tappets -
removal and refitting.
(h) Cylinder head - removal, overhaul and
refitting.
(i) Cylinder head and pistons -
decarbonising.
(j) Sump - removal and refitting.
(k) Crankshaft oil seals - renewal.
(l) Oil pump - removal and refitting.
(m) Piston/connecting rod assemblies -
removal and refitting (but see note below).
(n) Flywheel/driveplate - removal and
refitting.
(o) Engine/transmission mountings - removal
and refitting.
Clean the engine compartment and the
exterior of the engine with some type of
degreaser before any work is done. It will
make the job easier, and will help to keep dirt
out of the internal areas of the engine.
Depending on the components involved, it
may be helpful to remove the bonnet, to
improve access to the engine as repairs are
performed (refer to Chapter 11 if necessary).Cover the wings to prevent damage to the
paint; special covers are available, but an old
bedspread or blanket will also work.
If vacuum, exhaust, oil or coolant leaks
develop, indicating a need for component/
gasket or seal replacement, the repairs can
generally be made with the engine in the
vehicle. The intake and exhaust manifold
gaskets, sump gasket, crankshaft oil seals
and cylinder head gasket are all accessible
with the engine in place.
Exterior components such as the intake
and exhaust manifolds, the sump, the oil
pump, the water pump, the starter motor, the
alternator and the fuel system components
can be removed for repair with the engine in
place.
Since the cylinder head can be removed
without lifting out the engine, camshaft and
valve component servicing can also be
accomplished with the engine in the vehicle,
as can renewal of the timing belt and toothed
pulleys.
In extreme cases caused by a lack of
necessary equipment, repair or renewal of
piston rings, pistons, connecting rods and
big-end bearings is possible with the engine
in the vehicle. However, this practice is not
recommended, because of the cleaning and
preparation work that must be done to the
components involved, and because of the
amount of preliminary dismantling work
required - these operations are therefore
covered in Part B of this Chapter.
1When engine performance is down, or if
misfiring occurs which cannot be attributed to
the ignition or fuel systems, a compression
test can provide diagnostic clues as to the
engine’s condition. If the test is performed
regularly, it can give warning of trouble before
any other symptoms become apparent.
2The engine must be fully warmed-up to
normal operating temperature, the oil level
must be correct, the battery must be fully
charged, and the spark plugs must be
removed. The aid of an assistant will be
required also.
3Disable the ignition system by unplugging
the ignition coil’s electrical connector, and
remove fuse 14 to disconnect the fuel pump.
4Fit a compression tester to the No 1
cylinder spark plug hole - the type of tester
which screws into the plug thread is to be
preferred.
5Have the assistant hold the throttle wide
open and crank the engine on the starter
motor; after one or two revolutions, the
compression pressure should build up to a
maximum figure, and then stabilise. Record
the highest reading obtained.
6Repeat the test on the remaining cylinders,
recording the pressure developed in each.
7At the time of writing, no compression
3 Compression test -
description and interpretation
2 Repair operations possible with
the engine in the vehicle
In-car engine repair procedures 2A•5
2A
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specifications were available from Ford, but a
typical reading would be in excess of 12 bars.
All cylinders should produce very similar
pressures; any difference greater than 10%
indicates the existence of a fault. Note that the
compression should build up quickly in a
healthy engine; low compression on the first
stroke, followed by gradually-increasing
pressure on successive strokes, indicates worn
piston rings. A low compression reading on the
first stroke, which does not build up during
successive strokes, indicates leaking valves or a
blown head gasket (a cracked head could also
be the cause). Deposits on the undersides of the
valve heads can also cause low compression.
8If the pressure in any cylinder is
considerably lower than the others, introduce
a teaspoonful of clean oil into that cylinder
through its spark plug hole, and repeat the
test.
9If the addition of oil temporarily improves
the compression pressure, this indicates that
bore or piston wear is responsible for the
pressure loss. No improvement suggests that
leaking or burnt valves, or a blown head
gasket, may be to blame.
10A low reading from two adjacent cylinders
is almost certainly due to the head gasket
having blown between them; the presence of
coolant in the engine oil will confirm this.
11If one cylinder is about 20 percent lower
than the others and the engine has a slightly
rough idle, a worn camshaft lobe or faulty
hydraulic tappet could be the cause.
12If the compression is unusually high, the
combustion chambers are probably coated
with carbon deposits. If this is the case, the
cylinder head should be removed and
decarbonised.
13On completion of the test, refit the spark
plugs, then reconnect the ignition system and
fuel pump.
General
1Top Dead Centre (TDC) is the highest point
in its travel up-and-down its cylinder bore
that each piston reaches as the crankshaftrotates. While each piston reaches TDC both
at the top of the compression stroke and
again at the top of the exhaust stroke, for the
purpose of timing the engine, TDC refers to
the piston position (usually No 1 piston) at the
top of its compression stroke.
2It is useful for several servicing procedures
to be able to position the engine at TDC.
3No 1 piston and cylinder are at the right-
hand (timing belt) end of the engine (right-
and left-hand are always quoted as seen from
the driver’s seat). Note that the crankshaft
rotates clockwise when viewed from the
right-hand side of the vehicle.
Locating TDC
4Remove all the spark plugs (Chapter 1).
5Disconnect both battery leads - see
Chapter 5, Section 1 - unless the starter
motor is to be used to turn the engine.
6Apply the handbrake and ensure that the
transmission is in neutral, then jack up the
front right-hand side of the vehicle and
support on an axle stand. Remove the
roadwheel.
7Remove the auxiliary drivebelt cover (see
Chapter 1) to expose the crankshaft pulley
and timing marks.
8It is best to rotate the crankshaft using a
spanner applied to the crankshaft pulley bolt;
however, it is possible also to use the starter
motor (switched on either by an assistant
using the ignition key, or by using a remote
starter switch) to bring the engine close to
TDC, then finish with a spanner. If the starter
is used, be sure to disconnect the battery
leads immediately it is no longer required.
9Note the two pairs of notches in the inner
and outer rims of the crankshaft pulley. In the
normal direction of crankshaft rotation
(clockwise, seen from the right-hand side of the
vehicle) the first pair of notches are irrelevant to
the vehicles covered in this manual, while the
second pair indicate TDC when aligned with
the rear edge of the raised mark on the sump.
Rotate the crankshaft clockwise until the
second pair of notches align with the edge of
the sump mark; use a straight edge extended
out from the sump if greater accuracy is
required (see illustrations).10Nos 1 and 4 cylinders are now at TDC,
one of them on the compression stroke.
Remove the oil filler cap; if No 4 cylinder
exhaust cam lobe is pointing to the rear of the
vehicle and slightly downwards, it is No 1
cylinder that is correctly positioned. If the
lobe is pointing horizontally forwards, rotate
the crankshaft one full turn (360°) clockwise
until the pulley notches align again, and the
lobe is pointing to the rear and slightly down.
No 1 cylinder will then be at TDC on the
compression stroke.
11Once No 1 cylinder has been positioned
at TDC on the compression stroke, TDC for
any of the other cylinders can then be located
by rotating the crankshaft clockwise 180° at a
time and following the firing order (see
Specifications).
12An alternative method of locating TDC is
to remove the cylinder head cover (see
Section 5) and to rotate the crankshaft
(clockwise, as described in paragraph 8
above) until the inlet valves for the cylinder
concerned have opened and just closed
again. Insert a length of wooden dowel
(approximately 150 mm/6 in long) or similar
into the spark plug hole until it rests on the
piston crown, and slowly further rotate the
crankshaft (taking care not to allow the dowel
to be trapped in the cylinder) until the dowel
stops rising - the piston is now at the top of
its compression stroke, and the dowel can be
removed.
13There is a “dead” area around TDC (as
the piston stops rising, pauses and then
begins to descend) which makes difficult the
exact location of TDC by this method; if
accuracy is required, either establish carefully
the exact mid-point of the dead area, or refer
to the timing marks (paragraph 9 above).
1Unplug the two electrical connectors and
disconnect the vacuum hose (where fitted),
then remove the air cleaner assembly cover
with the air mass meter, the resonator and the
plenum chamber (see Chapter 4).
2Disconnect the accelerator cable from the
5 Cylinder head cover-
removal and refitting
4 Top Dead Centre (TDC) for
No 1 piston - locating
2A•6 In-car engine repair procedures
4.9A Do not use crankshaft pulley’s first
pair of notches “A” - align second pair of
notches “B” with raised rib on sump “C” . . .4.9B . . . using a straight edge extended
out from the sump (arrowed) if greater
accuracy is required5.4 Disconnecting crankcase breather
hose from cylinder head cover union
procarmanuals.com

1With the vehicle parked on firm level
ground, open the bonnet and disconnect the
battery negative (earth) lead - see Chapter 5,
Section 1 (see illustration).
2Unbolt the power steering high-pressure
pipe from the cylinder head rear support
plate/engine lifting eye, and from the front
support plate/pump bracket.
3Unscrew the six nuts securing the
engine/transmission right-hand mounting
bracket, then withdraw the bracket.
4Slacken the water pump pulley bolts.5Remove the cylinder head cover (see
Section 5).
6Remove the spark plugs, covering their
holes with clean rag, to prevent dirt or other
foreign bodies from dropping in (see Chap-
ter 1).
7Remove the auxiliary drivebelt (see Chap-
ter 1).
8Rotate the crankshaft clockwise until the
second pair of notches in the pulley rim align
with the edge of the sump mark, so that Nos
1 and 4 cylinders are at TDC (see Section 4).9Unbolt and remove the water pump pulley
and the auxiliary drivebelt idler pulley.
10Obtain Ford service tool 21-162, or
fabricate a substitute from a strip of metal
5 mm thick (while the strip’s thickness is
critical, its length and width are not, but
should be approximately 180 to 230 mm by
20 to 30 mm). Check that Nos 1 and 4
cylinders are at Top Dead Centre (TDC) - No 1
on the compression stroke - by resting this
tool on the cylinder head mating surface, and
sliding it into the slot in the left-hand end of
both camshafts (see illustration). The tool
should slip snugly into both slots while resting
on the cylinder head mating surface; if one
camshaft is only slightly out of alignment, it is
permissible to use an open-ended spanner to
rotate the camshaft gently and carefully until
the tool will fit.
11If both camshaft slots (they are machined
significantly off-centre) are below the level of
the cylinder head mating surface, rotate the
crankshaft through one full turn clockwise
and fit the tool again; it should now fit as
described in the previous paragraph.
12With the camshaft aligning tool remaining
in place, remove the crankshaft pulley. Do not
use the locked camshafts to prevent the
crankshaft from rotating - use only the locking
methods described in Section 8.
13Remove the timing belt lower and middle
covers (see Section 9).
14With the camshaft aligning tool still in
place, slacken the tensioner bolt, and use an
Allen key inserted into its centre to rotate the
tensioner clockwise as far as possible away
from the belt; retighten the bolt to secure the
tensioner clear of the timing belt (see
illustration).
15If the timing belt is to be re-used, use
white paint or similar to mark its direction of
rotation, and note from the manufacturer’s
markings which way round it is fitted.
Withdraw the belt (see illustration). Do not
rotate the crankshaft until the timing belt is
refitted.
16If the belt is being removed for reasons
other than routine renewal, check it carefully
for any signs of uneven wear, splitting, cracks
(especially at the roots of the belt teeth) or
In-car engine repair procedures 2A•11
2A
10.10 Fit camshaft aligning tool to ensure
engine is locked with Nos 1 and 4 cylinders
at TDC10.14 Slacken tensioner bolt, and use
Allen key to rotate tensioner away from
timing belt . . .10.15 . . . then withdraw timing belt
10.1 Timing belt and cover details
1 Timing belt upper cover
2 Inlet camshaft toothed pulley
3 Exhaust camshaft toothed pulley
4 Timing belt
5 Timing belt tensioner
6 Crankshaft toothed pulley
7 Timing belt middle cover
8 Timing belt lower cover
9 Crankshaft pulley
10 Water pump pulley
procarmanuals.com

How to use this Chapter
This Part of Chapter 2 is devoted to
engine/transmission removal and refitting, to
those repair procedures requiring the removal
of the engine/transmission from the vehicle,
and to the overhaul of engine components. It
includes only the Specifications relevant to
those procedures. Refer to Part A for
additional Specifications, if required.
General information
The information ranges from advice
concerning preparation for an overhaul and
the purchase of replacement parts, to detailed
step-by-step procedures covering removal
and installation of internal engine components
and the inspection of parts.
The following Sections have been written
based on the assumption that the engine has
been removed from the vehicle. For
information concerning in-vehicle engine
repair, as well as removal and installation of
the external components necessary for the
overhaul, see Part A of this Chapter and
Section 5 of this Part.
When overhauling this engine, it is essential
to establish first exactly what replacement
parts are available. At the time of writing,
components such as the piston rings are not
available separately from the
piston/connecting rod assemblies; pistons,
gudgeon pins and valve guides are not
available separately, and very few under- or
oversized components are available for
engine reconditioning. In most cases, it would
appear that the easiest and most
economically-sensible course of action is to
replace a worn or damaged engine with an
exchange unit.
It’s not always easy to determine when, or
if, an engine should be completely
overhauled, as a number of factors must be
considered.
High mileage is not necessarily an
indication that an overhaul is needed, while
low mileage doesn’t preclude the need for an
overhaul. Frequency of servicing is probably
the most important consideration. An engine
that’s had regular and frequent oil and filter
changes, as well as other required
maintenance, will most likely give many
thousands of miles of reliable service.
Conversely, a neglected engine may require
an overhaul very early in its life.
Excessive oil consumption is an indication
that piston rings, valve seals and/or valve
guides are in need of attention. Make surethat oil leaks aren’t responsible before
deciding that the rings and/or guides are
worn. Perform a cylinder compression check
(Part A of this Chapter, Section 3) to
determine the extent of the work required.
Loss of power, rough running, knocking or
metallic engine noises, excessive valve train
noise and high fuel consumption rates may
also point to the need for an overhaul,
especially if they’re all present at the same
time. If a full service doesn’t remedy the
situation, major mechanical work is the only
solution.
An engine overhaul involves restoring all
internal parts to the specification of a new
engine. Note:Always check first what
replacement parts are available before
planning any overhaul operation; refer to
Section 1 of this Part. Ford dealers, or a good
engine reconditioning specialist/automotive
parts supplier may be able to suggest
alternatives which will enable you to overcome
the lack of replacement parts.
During an overhaul, it is usual to renew the
piston rings, and to rebore and/or hone the
cylinder bores; where the rebore is done by an
automotive machine shop, new oversize
pistons and rings will also be installed - all
these operations, of course, assume the
availability of suitable replacement parts. The
main and big-end bearings are generally
renewed and, if necessary, the crankshaft
may be reground to restore the journals.
Generally, the valves are serviced as well,
since they’re usually in less-than-perfect
condition at this point. While the engine is
being overhauled, other components, such as
the starter and alternator, can be renewed as
well, or rebuilt, if the necessary parts can be
found. The end result should be an as-new
engine that will give many trouble-free miles.
Note:Critical cooling system components
such as the hoses, drivebelt, thermostat and
water pump MUST be replaced with new
parts when an engine is overhauled. The
radiator should be checked carefully, to
ensure that it isn’t clogged or leaking (see
Chapter 3). Also, as a general rule, the oil
pump should be renewed when an engine is
rebuilt.
Before beginning the engine overhaul, read
through the entire procedure to familiarise
yourself with the scope and requirements of
the job. Overhauling an engine isn’t difficult,
but it is time-consuming. Plan on the vehicle
being off the road for a minimum of two
weeks, especially if parts must be taken to an
automotive machine shop for repair or
reconditioning. Check on availability of parts,
and make sure that any necessary special
tools and equipment are obtained in advance.
Most work can be done with typical hand
tools, although a number of precision
measuring tools are required, for inspecting
parts to determine if they must be replaced.
Often, an automotive machine shop will
handle the inspection of parts, and will offer
advice concerning reconditioning andreplacement. Note:Always wait until the
engine has been completely dismantled, and
all components, especially the cylinder
block/crankcase, have been inspected, before
deciding what service and repair operations
must be performed by an automotive machine
shop. Since the block’s condition will be the
major factor to consider when determining
whether to overhaul the original engine or buy
a rebuilt one, never purchase parts or have
machine work done on other components
until the cylinder block/crankcase has been
thoroughly inspected.As a general rule, time
is the primary cost of an overhaul, so it
doesn’t pay to install worn or sub-standard
parts.
As a final note, to ensure maximum life and
minimum trouble from a rebuilt engine,
everything must be assembled with care, in a
spotlessly-clean environment.
If you’ve decided that an engine must be
removed for overhaul or major repair work,
several preliminary steps should be taken.
Locating a suitable place to work is
extremely important. Adequate work space,
along with storage space for the vehicle, will
be needed. If a workshop or garage isn’t
available, at the very least, a flat, level, clean
work surface made of concrete or asphalt is
required.
Cleaning the engine compartment and
engine/transmission before beginning the
removal procedure will help keep tools clean
and organized.
The engine can only be withdrawn by
removing it complete with the transmission;
the vehicle’s body must be raised and
supported securely, sufficiently high that the
engine/transmission can be unbolted as a
single unit and lowered to the ground; the
engine/transmission unit can then be
withdrawn from under the vehicle and
separated. An engine hoist or A-frame will
therefore be necessary. Make sure the
equipment is rated in excess of the combined
weight of the engine and transmission. Safety
is of primary importance, considering the
potential hazards involved in removing the
engine/transmission from the vehicle.
If this is the first time you have removed an
engine, a helper should ideally be available.
Advice and aid from someone more
experienced would also be helpful. There are
many instances when one person cannot
simultaneously perform all of the operations
required when removing the engine/
transmission from the vehicle.
Plan the operation ahead of time. Arrange for,
or obtain, all of the tools and equipment you’ll
need prior to beginning the job. Some of the
equipment necessary to perform
engine/transmission removal and installation
3 Engine/transmission removal -
methods and precautions
2 Engine overhaul -
general information
1 General information
Engine removal and general engine overhaul procedures 2B•3
2B
procarmanuals.com

to the engine bearings, the acid attacks and
corrodes the bearing material.
7Incorrect shell refitting during engine
assembly will lead to bearing failure as well.
Tight-fitting shells leave insufficient bearing
running clearance, and will result in oil
starvation. Dirt or foreign particles trapped
behind a bearing shell result in high spots on
the bearing, which lead to failure. Do not
touch any shell’s bearing surface with your
fingers during reassembly; there is a risk of
scratching the delicate surface, or of
depositing particles of dirt on it.
1Before reassembly begins, ensure that all
new parts have been obtained, and that all
necessary tools are available. Read through
the entire procedure, to familiarise yourself
with the work involved, and to ensure that all
items necessary for reassembly of the engine
are at hand. In addition to all normal tools and
materials, suitable sealant will be required for
two of the joint faces (Ford recommend
Hylosil 102 for the cylinder block/crankcase-
to-sump/oil pump/oil seal carrier joints, and
Loctite 518 for the camshaft right-hand
bearing caps). In all other cases, provided the
relevant mating surfaces are clean and flat,
new gaskets will be sufficient to ensure joints
are oil-tight. Do notuse any kind of silicone-
based sealant on any part of the fuel system
or inlet manifold, and neveruse exhaust
sealants upstream of the catalytic converter.
2In order to save time and avoid problems,
engine reassembly can be carried out in the
following order:
(a) Crankshaft (Section 17).
(b) Piston/connecting rod assemblies
(Section 18).
(c) Oil pump (Part A of this Chapter, Section
16).
(d) Sump (Part A of this Chapter, Section 15).
(e) Flywheel/driveplate (Part A of this
Chapter, Section 21).
(f) Cylinder head (Part A of this Chapter,
Section 14).(g) Timing belt inner cover, tensioner and
toothed pulleys, and timing belt (Part A of
this Chapter).
(h) Engine external components.
3At this stage, all engine components should
be absolutely clean and dry, with all faults
repaired; they should be laid out (or in
individual containers) on a completely-clean
work surface.
1Before installing new piston rings, check
the end gaps. Lay out each piston set with a
piston/connecting rod assembly, and keep
them together as a matched set from now on.
2Insert the top compression ring into the first
cylinder, and square it up with the cylinder
walls by pushing it in with the top of the piston
(see illustration). The ring should be near the
bottom of the cylinder, at the lower limit of
ring travel.
3To measure the end gap, slip feeler gauges
between the ends of the ring, until a gauge
equal to the gap width is found (see
illustration). The feeler gauge should slide
between the ring ends with a slight amount of
drag. Compare the measurement to the value
given in the Specifications Section of this
Chapter; if the gap is larger or smaller than
specified, double-check to make sure you
have the correct rings before proceeding. If
you are assessing the condition of used rings,
have the cylinder bores checked and
measured by a Ford dealer or similar engine
reconditioning specialist, so that you can be
sure of exactly which component is worn, and
seek advice as to the best course of action to
take.
4If the end gap is still too small, it must be
opened up by careful filing of the ring ends
using a fine file. If it is too large, this is not as
serious, unless the specified limit is exceeded,
in which case very careful checking is
required of the dimensions of all components,
as well as of the new parts.
5Repeat the procedure for each ring that will
be installed in the first cylinder, and for eachring in the remaining cylinders. Remember to
keep rings, pistons and cylinders matched up.
6Refit the piston rings as follows. Where the
original rings are being refitted, use the marks
or notes made on removal, to ensure that
each ring is refitted to its original groove and
the same way up. New rings generally have
their top surfaces identified by markings
(often an indication of size, such as “STD”, or
the word “TOP”) - the rings must be fitted with
such markings uppermost (see illustration).
Note:Always follow the instructions printed
on the ring package or box - different
manufacturers may require different
approaches. Do not mix up the top and
second compression rings, as they usually
have different cross-sections.
7The oil control ring (lowest one on the
piston) is usually installed first. It is composed
of three separate elements. Slip the
spacer/expander into the groove (see
illustration). If an anti-rotation tang is used,
make sure it is inserted into the drilled hole in
the ring groove. Next, install the lower side
rail. Don’t use a piston ring installation tool on
the oil ring side rails, as they may be
damaged. Instead, place one end of the side
rail into the groove between the
spacer/expander and the ring land, hold it
firmly in place, and slide a finger around the
piston while pushing the rail into the groove
16 Piston rings - refitting
15 Engine overhaul -
reassembly sequence
Engine removal and general engine overhaul procedures 2B•19
2B
16.7A Installing the spacer/expander in
the oil control ring groove
16.2 When checking piston ring end gap,
the ring must be square in the cylinder
bore (this is done by pushing the ring down
with the top of a piston, as shown)
16.3 With the ring square in the bore,
measure the end gap with a feeler
gauge16.6 Look for etched markings (“STD” -
indicating a standard-sized ring - shown
here) identifying piston ring top surface
procarmanuals.com

(see illustration). Next, install the upper side
rail in the same manner.
8After the three oil ring components have
been installed, check that both the upper and
lower side rails can be turned smoothly in the
ring groove.
9The second compression (middle) ring is
installed next, followed by the top
compression ring - ensure their marks are
uppermost, and be careful not to confuse
them. Don’t expand either ring any more than
necessary to slide it over the top of the piston.
10With all the rings in position, space the
ring gaps (including the elements of the oil
control ring) uniformly around the piston at
120° intervals. Repeat the procedure for the
remaining pistons and rings.
1Crankshaft refitting is the first major step in
engine reassembly. It is assumed at this point
that the cylinder block/crankcase and
crankshaft have been cleaned, inspected and
repaired or reconditioned as necessary.
Position the engine upside-down.
2Remove the main bearing cap bolts, and liftout the caps. Lay the caps out in the proper
order, to ensure correct installation.
3If they’re still in place, remove the old
bearing shells from the block and the main
bearing caps. Wipe the bearing recesses of
the block and caps with a clean, lint-free
cloth. They must be kept spotlessly-clean!
Main bearing running clearance
check
4Clean the backs of the new main bearing
shells. Fit the shells with an oil groove in each
main bearing location in the block; note the
thrustwashers integral with the No 3 (centre)
main bearing upper shell. Fit the other shell
from each bearing set in the corresponding
main bearing cap. Make sure the tab on each
bearing shell fits into the notch in the block or
cap. Also, the oil holes in the block must line
up with the oil holes in the bearing shell (see
illustration).
Caution: Don’t hammer the shells
into place, and don’t nick or gouge
the bearing faces. No lubrication
should be used at this time.
5Clean the bearing surfaces of the shells inthe block and the crankshaft main bearing
journals with a clean, lint-free cloth. Check or
clean the oil holes in the crankshaft, as any
dirt here can go only one way - straight
through the new bearings.
6Once you’re certain the crankshaft is clean,
carefully lay it in position in the main bearings.
Trim several pieces of the appropriate-size
Plastigage (they must be slightly shorter than
the width of the main bearings), and place one
piece on each crankshaft main bearing
journal, parallel with the crankshaft centre-line
(see illustration).
7Clean the bearing surfaces of the cap
shells, and install the caps in their respective
positions (don’t mix them up) with the arrows
pointing to the timing belt end of the engine.
Don’t disturb the Plastigage (see illustration).
8Working on one cap at a time, from the
centre main bearing outwards (and ensuring
that each cap is tightened down squarely and
evenly onto the block), tighten the main
bearing cap bolts to the specified torque
wrench setting. Don’t rotate the crankshaft at
any time during this operation!
9Remove the bolts, and carefully lift off the
main bearing caps. Keep them in order. Don’t
disturb the Plastigage or rotate the
crankshaft. If any of the main bearing caps are
difficult to remove, tap them gently from side-
to-side with a soft-faced mallet to loosen
them.
10Compare the width of the crushed
Plastigage on each journal with the scale
printed on the Plastigage envelope to obtain
the main bearing running clearance (see
illustration). Check the Specifications to
make sure that the clearance is correct.
11If 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 (see Sec-
tion 13), 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 supply the
necessary undersized shells. First though,
17 Crankshaft-
refitting and main bearing
running clearance check
2B•20 Engine removal and general engine overhaul procedures
16.7B DO NOT use a piston ring
installation tool when installing the oil ring
side rails17.4 Tab on each bearing shell must
engage with notch in block or cap, and oil
holes in upper shells must align with block
oilways17.6 Lay the Plastigage strips (arrowed) on
the main bearing journals, parallel to the
crankshaft centre-line
17.7 Refit the main bearing caps and
tighten the bolts as specified
17.10 Compare the width of the crushed
Plastigage to the scale on the envelope to
determine the main bearing oil clearance
(always take the measurement at the
widest point of the Plastigage). Be sure to
use the correct scale; Imperial and metric
scales are included
procarmanuals.com

constantly monitors the oxygen content of the
exhaust gas. If the percentage of oxygen in
the exhaust gas is incorrect, an electrical
signal is sent to the ECU. The ECU processes
this information, and then sends a command
to the fuel injection system, telling it to change
the air/fuel mixture; the end result is an air/fuel
mixture ratio which is constantly maintained
at a predetermined ratio, regardless of driving
conditions. This happens in a fraction of a
second, and goes on almost all the time while
the engine is running - the exceptions are that
the ECU cuts out the system and runs the
engine on values pre-programmed
(“mapped”) into its memory both while the
oxygen sensor is reaching its normal
operating temperature after the engine has
been started from cold, and when the throttle
is fully open for full acceleration.
In the event of a sensor malfunction, a
back-up circuit will take over, to provide
driveability until the problem is identified and
fixed.
Precautions
(a) Always disconnect the power by
uncoupling the battery terminals - see
Section 1 of Chapter 5 - before removing
any of the electronic control system’s
electrical connectors.
(b) When installing a battery, be particularly
careful to avoid reversing the positive and
negative battery leads.
(c) Do not subject any components of the
system (especially the ECU) to severe
impact during removal or installation.
(d) Do not be careless during fault diagnosis.
Even slight terminal contact can invalidate
a testing procedure, and damage one of
the numerous transistor circuits.
(e) Never attempt to work on the ECU, to test
it (with any kind of test equipment), or to
open its cover.
(f) If you are inspecting electronic control
system components during rainy weather,
make sure that water does not enter any
part. When washing the engine
compartment, do not spray these parts or
their electrical connectors with water.
General
The various components of the fuel, ignition
and emissions control systems (not forgetting
the same ECU’s control of sub-systems such
as the radiator cooling fan, air conditioning
and automatic transmission, where
appropriate) are so closely interlinked that
diagnosis of a fault in any one component is
virtually impossible using traditional methods.
Working on simpler systems in the past, the
experienced mechanic may well have been
able to use personal skill and knowledge
immediately to pinpoint the cause of a fault, or
quickly to isolate the fault, by elimination;however, with an engine management system
integrated to this degree, this is not likely to
be possible in most instances, because of the
number of symptoms that could arise from
even a minor fault.
So that the causes of faults can be quickly
and accurately traced and rectified, the ECU
is provided with a built-in self-diagnosis
facility, which detects malfunctions in the
system’s components. When a fault occurs,
three things happen: the ECU identifies the
fault, stores a corresponding code in its
memory, and (in most cases) runs the system
using back-up values pre-programmed
(“mapped”) into its memory; some form of
driveability is thus maintained, to enable the
vehicle to be driven to a garage for attention.
Any faults that may have occurred are
indicated in the form of three-digit codes
when the system is connected (via the built-in
diagnosis or self-test connectors, as
appropriate) to special diagnostic equipment -
this points the user in the direction of the
faulty circuit, so that further tests can pinpoint
the exact location of the fault.
Given below is the procedure that would be
followed by a Ford technician to trace a fault
from scratch. Should your vehicle’s engine
management system develop a fault, read
through the procedure and decide how much
you can attempt, depending on your skill and
experience and the equipment available to
you, or whether it would be simpler to have
the vehicle attended to by your local Ford
dealer. If you are concerned about the
apparent complexity of the system, however,
remember the comments made in the fourth
paragraph of Section 1 of this Chapter; the
preliminary checks require nothing but care,
patience and a few minor items of equipment,
and may well eliminate the majority of faults.
(a) Preliminary checks
(b) Fault code read-out *
(c) Check ignition timing and base idle
speed. Recheck fault codes to establish
whether fault has been cured or not *
(d) Carry out basic check of ignition system
components. Recheck fault codes to
establish whether fault has been cured or
not *
(e) Carry out basic check of fuel system
components. Recheck fault codes to
establish whether fault has been cured or
not *
(f) If fault is still not located, carry out system
test *
Note:Operations marked with an asterisk
require special test equipment.
Preliminary checks
Note:When carrying out these checks to
trace a fault, remember that if the fault has
appeared only a short time after any part of
the vehicle has been serviced or overhauled,
the first place to check is where that work was
carried out, however unrelated it may appear,
to ensure that no carelessly-refitted
components are causing the problem.If you are tracing the cause of a “partial”
engine fault, such as lack of performance, in
addition to the checks outlined below, check
the compression pressures (see Part A of
Chapter 2) and bear in mind the possibility
that one of the hydraulic tappets might be
faulty, producing an incorrect valve clearance.
Check also that the fuel filter has been
renewed at the recommended intervals.
If the system appears completely dead,
remember the possibility that the
alarm/inhibitor system may be responsible.
1The first check for anyone without special
test equipment is to switch on the ignition,
and to listen for the fuel pump (the sound of
an electric motor running, audible from
beneath the rear seats); assuming there is
sufficient fuel in the tank, the pump should
start and run for approximately one or two
seconds, then stop, each time the ignition is
switched on. If the pump runs continuously all
the time the ignition is switched on, the
electronic control system is running in the
back-up (or “limp-home”) mode referred to by
Ford as “Limited Operation Strategy” (LOS).
This almost certainly indicates a fault in the
ECU itself, and the vehicle should therefore be
taken to a Ford dealer for a full test of the
complete system using the correct diagnostic
equipment; do not waste time trying to test
the system without such facilities.
2If the fuel pump is working correctly (or not
at all), a considerable amount of fault
diagnosis is still possible without special test
equipment. Start the checking procedure as
follows.
3Open the bonnet and check the condition
of the battery connections - remake the
connections or renew the leads if a fault is
found (Chapter 5). Use the same techniques
to ensure that all earth points in the engine
compartment provide good electrical contact
through clean, metal-to-metal joints, and that
all are securely fastened. (In addition to the
earth connection at the engine lifting eye and
that from the transmission to the
body/battery, there is one earth connection
behind each headlight assembly, and one
below the power steering fluid reservoir.)
4Referring to the information given in
Chapter 12 and in the wiring diagrams at the
back of this manual, check that all fuses
protecting the circuits related to the engine
management system are in good condition.
Fit new fuses if required; while you are there,
check that all relays are securely plugged into
their sockets.
5Next work methodically around the engine
compartment, checking all visible wiring, and
the connections between sections of the
wiring loom. What you are looking for at this
stage is wiring that is obviously damaged by
chafing against sharp edges, or against
moving suspension/transmission components
and/or the auxiliary drivebelt, by being
trapped or crushed between carelessly-
refitted components, or melted by being
forced into contact with hot engine castings,
3 Diagnosis system -
general information
6•4 Emissions control systems
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