tire pressure FORD MONDEO 1993 Service Repair Manual

Exhaust system
MStart the engine. With your assistant
holding a rag over the tailpipe, check the
entire system for leaks. Repair or renew
leaking sections.
Jack up the front and rear of the vehicle,
and securely support it on axle stands.
Position the stands clear of the suspension
assemblies. Ensure that the wheels are
clear of the ground and that the steering
can be turned from lock to lock.
Steering mechanism
MHave your assistant turn the steering from
lock to lock. Check that the steering turns
smoothly, and that no part of the steering
mechanism, including a wheel or tyre, fouls
any brake hose or pipe or any part of the body
structure.
MExamine the steering rack rubber gaiters
for damage or insecurity of the retaining clips.
If power steering is fitted, check for signs of
damage or leakage of the fluid hoses, pipes or
connections. Also check for excessive
stiffness or binding of the steering, a missing
split pin or locking device, or severe corrosion
of the body structure within 30 cm of any
steering component attachment point.
Front and rear suspension and
wheel bearings
MStarting at the front right-hand side, grasp
the roadwheel at the 3 o’clock and 9 o’clock
positions and shake it vigorously. Check for
free play or insecurity at the wheel bearings,
suspension balljoints, or suspension mount-
ings, pivots and attachments.
MNow grasp the wheel at the 12 o’clock and
6 o’clock positions and repeat the previous
inspection. Spin the wheel, and check for
roughness or tightness of the front wheel
bearing.
MIf excess free play is suspected at a
component pivot point, this can be confirmed
by using a large screwdriver or similar tool and
levering between the mounting and the
component attachment. This will confirm
whether the wear is in the pivot bush, its
retaining bolt, or in the mounting itself (the bolt
holes can often become elongated).
MCarry out all the above checks at the other
front wheel, and then at both rear wheels.
Springs and shock absorbers
MExamine the suspension struts (when
applicable) for serious fluid leakage, corrosion,
or damage to the casing. Also check the
security of the mounting points.
MIf coil springs are fitted, check that the
spring ends locate in their seats, and that the
spring is not corroded, cracked or broken.
MIf leaf springs are fitted, check that all
leaves are intact, that the axle is securely
attached to each spring, and that there is no
deterioration of the spring eye mountings,
bushes, and shackles.MThe same general checks apply to vehicles
fitted with other suspension types, such as
torsion bars, hydraulic displacer units, etc.
Ensure that all mountings and attachments are
secure, that there are no signs of excessive
wear, corrosion or damage, and (on hydraulic
types) that there are no fluid leaks or damaged
pipes.
MInspect the shock absorbers for signs of
serious fluid leakage. Check for wear of the
mounting bushes or attachments, or damage
to the body of the unit.
Driveshafts
(fwd vehicles only)
MRotate each front wheel in turn and inspect
the constant velocity joint gaiters for splits or
damage. Also check that each driveshaft is
straight and undamaged.
Braking system
MIf possible without dismantling, check
brake pad wear and disc condition. Ensure
that the friction lining material has not worn
excessively, (A) and that the discs are not
fractured, pitted, scored or badly worn (B).
MExamine all the rigid brake pipes
underneath the vehicle, and the flexible
hose(s) at the rear. Look for corrosion, chafing
or insecurity of the pipes, and for signs of
bulging under pressure, chafing, splits or
deterioration of the flexible hoses.
MLook for signs of fluid leaks at the brake
calipers or on the brake backplates. Repair or
renew leaking components.
MSlowly spin each wheel, while your
assistant depresses and releases the
footbrake. Ensure that each brake is operating
and does not bind when the pedal is released.
3Checks carried out
WITH THE VEHICLE RAISED
AND THE WHEELS FREE TO
TURN
0•9MOT Test Checks
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0•10
MExamine the handbrake mechanism,
checking for frayed or broken cables,
excessive corrosion, or wear or insecurity of
the linkage. Check that the mechanism works
on each relevant wheel, and releases fully,
without binding.
MIt is not possible to test brake efficiency
without special equipment, but a road test
can be carried out later to check that the
vehicle pulls up in a straight line.
Fuel and exhaust systems
MInspect the fuel tank (including the filler
cap), fuel pipes, hoses and unions. All
components must be secure and free from
leaks.
MExamine the exhaust system over its entire
length, checking for any damaged, broken or
missing mountings, security of the retaining
clamps and rust or corrosion.
Wheels and tyres
MExamine the sidewalls and tread area of
each tyre in turn. Check for cuts, tears, lumps,
bulges, separation of the tread, and exposure
of the ply or cord due to wear or damage.
Check that the tyre bead is correctly seated
on the wheel rim, that the valve is sound andproperly seated, and that the wheel is not
distorted or damaged.
MCheck that the tyres are of the correct size
for the vehicle, that they are of the same size
and type on each axle, and that the pressures
are correct.
MCheck the tyre tread depth. The legal
minimum at the time of writing is 1.6 mm over
at least three-quarters of the tread width.
Abnormal tread wear may indicate incorrect
front wheel alignment.
Body corrosion
MCheck the condition of the entire vehicle
structure for signs of corrosion in load-
bearing areas. (These include chassis box
sections, side sills, cross-members, pillars,
and all suspension, steering, braking system
and seat belt mountings and anchorages.)
Any corrosion which has seriously reduced
the thickness of a load-bearing area is likely to
cause the vehicle to fail. In this case
professional repairs are likely to be needed.
MDamage or corrosion which causes sharp
or otherwise dangerous edges to be exposed
will also cause the vehicle to fail.
Petrol models
MHave the engine at normal operating
temperature, and make sure that it is in good
tune (ignition system in good order, air filter
element clean, etc).
MBefore any measurements are carried out,
raise the engine speed to around 2500 rpm,
and hold it at this speed for 20 seconds. Allow
the engine speed to return to idle, and watchfor smoke emissions from the exhaust
tailpipe. If the idle speed is obviously much
too high, or if dense blue or clearly-visible
black smoke comes from the tailpipe for more
than 5 seconds, the vehicle will fail. As a rule
of thumb, blue smoke signifies oil being burnt
(engine wear) while black smoke signifies
unburnt fuel (dirty air cleaner element, or other
carburettor or fuel system fault).
MAn exhaust gas analyser capable of
measuring carbon monoxide (CO) and
hydrocarbons (HC) is now needed. If such an
instrument cannot be hired or borrowed, a
local garage may agree to perform the check
for a small fee.
CO emissions (mixture)
MAt the time or writing, the maximum CO
level at idle is 3.5% for vehicles first used after
August 1986 and 4.5% for older vehicles.
From January 1996 a much tighter limit
(around 0.5%) applies to catalyst-equipped
vehicles first used from August 1992. If the
CO level cannot be reduced far enough to
pass the test (and the fuel and ignition
systems are otherwise in good condition) then
the carburettor is badly worn, or there is some
problem in the fuel injection system or
catalytic converter (as applicable).
HC emissionsMWith the CO emissions within limits, HC
emissions must be no more than 1200 ppm
(parts per million). If the vehicle fails this test
at idle, it can be re-tested at around 2000
rpm; if the HC level is then 1200 ppm or less,
this counts as a pass.
MExcessive HC emissions can be caused by
oil being burnt, but they are more likely to be
due to unburnt fuel.
Diesel models
MThe only emission test applicable to Diesel
engines is the measuring of exhaust smoke
density. The test involves accelerating the
engine several times to its maximum
unloaded speed.
Note: It is of the utmost importance that the
engine timing belt is in good condition before
the test is carried out.
M
Excessive smoke can be caused by a dirty
air cleaner element. Otherwise, professional
advice may be needed to find the cause.
4Checks carried out on
YOUR VEHICLE’S EXHAUST
EMISSION SYSTEM
MOT Test Checks
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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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5Check all fluid reservoirs, filler caps, drain
plugs and fittings etc, looking for any signs of
leakage of oil, transmission and/or brake
hydraulic fluid, coolant and power steering
fluid. If the vehicle is regularly parked in the
same place, close inspection of the ground
underneath it will soon show any leaks; ignore
the puddle of water which will be left if the air
conditioning system is in use. As soon as a
leak is detected, its source must be traced
and rectified. Where oil has been leaking for
some time, it is usually necessary to use a
steam cleaner, pressure washer or similar, to
clean away the accumulated dirt, so that the
exact source of the leak can be identified.
Vacuum hoses
6It’s quite common for vacuum hoses,
especially those in the emissions system, to
be colour-coded, or to be identified by
coloured stripes moulded into them. Various
systems require hoses with different wall
thicknesses, collapse resistance and
temperature resistance. When renewing
hoses, be sure the new ones are made of the
same material.
7Often the only effective way to check a
hose is to remove it completely from the
vehicle. If more than one hose is removed, be
sure to label the hoses and fittings to ensure
correct installation.
8When checking vacuum hoses, be sure to
include any plastic T-fittings in the check.
Inspect the fittings for cracks, and check the
hose where it fits over the fitting for distortion,
which could cause leakage.
9A small piece of vacuum hose (quarter-inch
inside diameter) can be used as a
stethoscope to detect vacuum leaks. Hold
one end of the hose to your ear, and probe
around vacuum hoses and fittings, listening
for the “hissing” sound characteristic of a
vacuum leak.
Warning: When probing with the
vacuum hose stethoscope, be
very careful not to come into
contact with moving engine
components such as the auxiliary
drivebelt, radiator electric cooling fan, etc.
Fuel hoses
Warning: There are certain
precautions which must be taken
when inspecting or servicing fuel
system components. Work in a well-
ventilated area, and do not allow open
flames (cigarettes, appliance pilot lights,
etc.) or bare light bulbs near the work
area. Mop up any spills immediately, and
do not store fuel-soaked rags where they
could ignite.
10Check all fuel hoses for deterioration and
chafing. Check especially for cracks in areas
where the hose bends, and also just before
fittings, such as where a hose attaches to the
fuel filter.
11High-quality fuel line, usually identified by
the word “Fluoroelastomer” printed on thehose, should be used for fuel line renewal.
Never, under any circumstances, use
unreinforced vacuum line, clear plastic tubing
or water hose for fuel lines.
12Spring-type clamps are commonly used
on fuel lines. These clamps often lose their
tension over a period of time, and can be
“sprung” during removal. Replace all
spring-type clamps with screw clamps
whenever a hose is replaced.
Metal lines
13Sections of metal piping are often used
for fuel line between the fuel filter and the
engine. Check carefully to be sure the piping
has not been bent or crimped, and that cracks
have not started in the line.
14If a section of metal fuel line must be
renewed, only seamless steel piping should
be used, since copper and aluminium piping
don’t have the strength necessary to
withstand normal engine vibration.
15Check the metal brake lines where they
enter the master cylinder and ABS hydraulic
unit (if used) for cracks in the lines or loose
fittings. Any sign of brake fluid leakage calls
for an immediate and thorough inspection of
the brake system.
1With the vehicle parked on level ground,
apply the handbrake firmly and open the
bonnet. Using an inspection light or a small
electric torch, check all visible wiring within
and beneath the engine compartment.
2What you are looking for 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 the
hot engine castings, coolant pipes, etc. In
almost all cases, damage of this sort is
caused in the first instance by incorrect
routing on reassembly after previous work has
been carried out.
3Depending on the extent of the problem,
damaged wiring may be repaired by rejoining
the break or splicing-in a new length of wire,
using solder to ensure a good connection,
and remaking the insulation with adhesive
insulating tape or heat-shrink tubing, as
appropriate. If the damage is extensive, given
the implications for the vehicle’s future
reliability, the best long-term answer may well
be to renew that entire section of the loom,
however expensive this may appear.
4When the actual damage has been
repaired, ensure that the wiring loom is re-
routed correctly, so that it is clear of other
components, and not stretched or kinked, and
is secured out of harm’s way using the plastic
clips, guides and ties provided.
5Check all electrical connectors, ensuringthat they are clean, securely fastened, and
that each is locked by its plastic tabs or wire
clip, as appropriate. If any connector shows
external signs of corrosion (accumulations of
white or green deposits, or streaks of “rust”),
or if any is thought to be dirty, it must be
unplugged and cleaned using electrical
contact cleaner. If the connector pins are
severely corroded, the connector must be
renewed; note that this may mean the renewal
of that entire section of the loom - see your
local Ford dealer for details.
6If the cleaner completely removes the
corrosion to leave the connector in a
satisfactory condition, it would be wise to
pack the connector with a suitable material
which will exclude dirt and moisture,
preventing the corrosion from occurring
again; a Ford dealer may be able to
recommend a suitable product.
7Check the condition of the battery
connections - remake the connections or
renew the leads if a fault is found (see Chap-
ter 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 are
one or two earth points behind each headlight
assembly, and one below the power steering
fluid reservoir.)
8Refer to Section 31 for details of spark plug
(HT) lead checks.
Warning: The air conditioning
system is under high pressure.
Do not loosen any fittings or
remove any components until
after the system has been discharged. Air
conditioning refrigerant must be properly
discharged into an approved type of
container, at a dealer service department
or an automotive air conditioning repair
facility capable of handling R134a
refrigerant. Always wear eye protection
when disconnecting air conditioning
system fittings.
1The following maintenance checks should
be performed on a regular basis, to ensure
that the air conditioner continues to operate at
peak efficiency:
(a) Check the auxiliary drivebelt. If it’s worn
or deteriorated, renew it (see Section 11).
(b) Check the system hoses. Look for cracks,
bubbles, hard spots and deterioration.
Inspect the hoses and all fittings for oil
bubbles and seepage. If there’s any
evidence of wear, damage or leaks, renew
the hose(s).
(c) Inspect the condenser fins for leaves,
insects and other debris. Use a “fin
14 Air conditioning system
check
13 Engine compartment wiring
check
1•15
1
Every 10 000 miles
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safely and with relative ease, and which may
have to be hired or borrowed, includes (in
addition to the engine hoist) a heavy-duty trolley
jack, a strong pair of axle stands, some wooden
blocks, and an engine dolly (a low, wheeled
platform capable of taking the weight of the
engine/transmission, so that it can be moved
easily when on the ground). A complete set of
spanners and sockets (as described in the front
of this manual) will obviously be needed,
together with plenty of rags and cleaning
solvent for mopping-up spilled oil, coolant and
fuel. If the hoist is to be hired, make sure that
you arrange for it in advance, and perform all of
the operations possible without it beforehand.
This will save you money and time.
Plan for the vehicle to be out of use for
quite a while. A machine shop will be required
to perform some of the work which the do-it-
yourselfer can’t accomplish without special
equipment. These establishments often have
a busy schedule, so it would be a good idea
to consult them before removing the engine,
to accurately estimate the amount of time
required to rebuild or repair components that
may need work.
Always be extremely careful when removing
and installing the engine/transmission.
Serious injury can result from careless
actions. By planning ahead and taking your
time, the job (although a major task) can be
accomplished successfully.
Warning: Petrol is extremely
flammable, so take extra
precautions when disconnecting
any part of the fuel system. Don’t
smoke, or allow naked flames or bare light
bulbs in or near the work area, and don’t
work in a garage where a natural gas
appliance (such as a clothes dryer or water
heater) is installed. If you spill petrol on
your skin, rinse it off immediately. Have a
fire extinguisher rated for petrol fires
handy, and know how to use it.Note: Read through the entire Section, as well
as reading the advice in the preceding Section,
before beginning this procedure. The engine
and transmission are removed as a unit,
lowered to the ground and removed from
underneath, then separated outside the vehicle.
Removal
1Park the vehicle on firm, level ground, apply
the handbrake firmly, and slacken the nuts
securing both front roadwheels.
2Relieve the fuel system pressure (see
Chapter 4).
3Disconnect the battery negative (earth) lead
- see Chapter 5, Section 1. For better access
the battery may be removed completely (see
Chapter 5).
4Place protective covers on the wings and
engine compartment front crossmember, then
remove the bonnet (see Chapter 11).
5Whenever you disconnect any vacuum
lines, coolant and emissions hoses, wiring
loom connectors, earth straps and fuel lines
as part of the following procedure, always
label them clearly, so that they can be
correctly reassembled.
6Unplug the two electrical connectors,disconnect the vacuum hose (where fitted)
and disconnect the crankcase breather hose
from the cylinder head cover, then remove the
complete air cleaner assembly, with the air
mass meter, the resonator and the plenum
chamber (see Chapter 4).
7Equalise the pressure in the fuel tank by
removing the filler cap, then undo the fuel
feed and return lines connecting the engine to
the chassis (see Chapter 4). Plug or cap all
open fittings (see illustration).
8Disconnect the accelerator cable from the
throttle linkage as described in Chapter 4 -
where fitted, also disconnect the cruise
control actuator cable (see Chapter 12).
Secure the cable(s) clear of the
engine/transmission.
9Releasing its wire clip, unplug the power
steering pressure switch electrical connector,
then unbolt the power steering high-pressure
pipe and the earth lead from the cylinder head
rear support plate/engine lifting eye (see
illustrations).
10Marking or labelling all components as
they are disconnected (see paragraph 5
above), disconnect the vacuum hoses as
follows:
4 Engine/transmission -
removal and refitting
2B•4 Engine removal and general engine overhaul procedures
4.7 Note colour-coding of unions when
disconnecting fuel feed and return lines4.9A Unplug the power steering pressure
switch electrical connector . . .4.9B . . . unbolt the power steering high-
pressure pipe . . .
Whenever any wiring is disconnected, . . . vacuum hoses and pipes should
mark or label it as shown, to ensure be similarly marked
correct reconnection . . .
Masking tape and/or a touch-up paint applicator work well for marking items. Take
instant photos, or sketch the locations of components and brackets.
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15Measure the piston diameter at right-
angles to the gudgeon pin axis, just above the
bottom of the skirt; again, note the results
(see illustration).
16If it is wished to obtain the piston-to-bore
clearance, measure the bore and piston skirt
as described above, and subtract the skirt
diameter from the bore measurement. If the
precision measuring tools shown are not
available, the condition of the pistons and
bores can be assessed, though not quite as
accurately, by using feeler gauges as follows.
Select a feeler gauge of thickness equal to the
specified piston-to-bore clearance, and slip it
into the cylinder along with the matching
piston. The piston must be positioned exactly
as it normally would be. The feeler gauge
must be between the piston and cylinder on
one of the thrust faces (at right-angles to the
gudgeon pin bore). The piston should slip
through the cylinder (with the feeler gauge in
place) with moderate pressure; if it falls
through or slides through easily, the clearance
is excessive, and a new piston will be
required. If the piston binds at the lower end
of the cylinder, and is loose toward the top,
the cylinder is tapered. If tight spots are
encountered as the piston/feeler gauge is
rotated in the cylinder, the cylinder is out-of-
round (oval).
17Repeat these procedures for the
remaining pistons and cylinder bores.
18Compare the results with the
Specifications at the beginning of this
Chapter; if any measurement is beyond the
dimensions specified for that class (check the
piston crown marking to establish the class of
piston fitted), or if any bore measurement is
significantly different from the others
(indicating that the bore is tapered or oval),
the piston or bore is excessively-worn.
19Worn pistons must be renewed; at the
time of writing, pistons are available as Ford
replacement parts only as part of the
complete piston/connecting rod assembly.
See a Ford dealer or engine reconditioning
specialist for advice.
20If any of the cylinder bores are badlyscuffed or scored, or if they are excessively-
worn, out-of-round or tapered, the usual
course of action would be to have the cylinder
block/crankcase rebored, and to fit new,
oversized, pistons on reassembly. See a Ford
dealer or engine reconditioning specialist for
advice.
21If the bores are in reasonably good
condition and not excessively-worn, then it
may only be necessary to renew the piston
rings.
22If this is the case (and if new rings can be
found), the bores should be honed, to allow
the new rings to bed in correctly and provide
the best possible seal; before honing the
bores, refit the main bearing caps (without the
bearing shells), and tighten the bolts to the
specified torque wrench setting. Note:If you
don’t have the tools, or don’t want to tackle
the honing operation, most engine
reconditioning specialists will do it for a
reasonable fee.
23Two types of cylinder hones are
commonly available - the flex hone or “bottle-
brush” type, and the more traditional
surfacing hone with spring-loaded stones.
Both will do the job and are used with a
power drill, but for the less-experienced
mechanic, the “bottle-brush” hone will
probably be easier to use. You will also need
some paraffin or honing oil, and rags.
Proceed as follows:
(a) Mount the hone in the drill, compress the
stones, and slip it into the first bore (see
illustration). Be sure to wear safety
goggles or a face shield!
(b) Lubricate the bore with plenty of honing
oil, switch on the drill, and move the hone
up and down the bore, at a pace that will
produce a fine cross-hatch pattern on the
cylinder walls. Ideally, the cross-hatch
lines should intersect at approximately a
60° angle (see illustration). Be sure to
use plenty of lubricant, and don’t take off
any more material than is absolutely
necessary to produce the desired finish.
Note:Piston ring manufacturers may
specify a different crosshatch angle - readand follow any instructions included with
the new rings.
(c) Don’t withdraw the hone from the bore
while it’s running. Instead, switch off the
drill, and continue moving the hone up
and down the bore until it comes to a
complete stop, then compress the stones
and withdraw the hone. If you’re using a
“bottle-brush” hone, switch off the drill,
then turn the chuck in the normal
direction of rotation while withdrawing the
hone from the bore.
(d) Wipe the oil out of the bore, and repeat
the procedure for the remaining cylinders.
(e) When all the cylinder bores are honed,
chamfer the top edges of the bores with a
small file, so the rings won’t catch when
the pistons are installed. Be very careful
not to nick the cylinder walls with the end
of the file.
(f) The entire cylinder block/crankcase must
be washed very thoroughly with warm,
soapy water, to remove all traces of the
abrasive grit produced during the honing
operation. Note:The bores can be
considered clean when a lint-free white
cloth - dampened with clean engine oil -
used to wipe them out doesn’t pick up
any more honing residue, which will show
up as grey areas on the cloth. Be sure to
run a brush through all oil holes and
galleries, and flush them with running
water.
(g) When the cylinder block/crankcase is
completely clean, rinse it thoroughly and
dry it, then lightly oil all exposed
machined surfaces, to prevent rusting.
24The cylinder block/crankcase should now
be completely clean and dry, with all
components checked for wear or damage,
and repaired or overhauled as necessary.
Refit as many ancillary components as
possible, for safekeeping (see paragraphs 9
and 10 above). If reassembly is not to start
immediately, cover the block with a large
plastic bag to keep it clean, and protect the
machined surfaces as described above to
prevent rusting.
2B•16 Engine removal and general engine overhaul procedures
11.15 Measure the piston skirt diameter at
right-angles to the gudgeon pin axis, just
above the base of the skirt11.23A A “bottle-brush” hone will produce
better results if you have never honed
cylinders before11.23B The cylinder hone should leave a
smooth, cross-hatch pattern with the lines
intersecting at approximately a 60º angle
procarmanuals.com

rod’s big-end onto the crankpin. The piston
rings may try to pop out of the ring
compressor just before entering the cylinder
bore, so keep some pressure on the ring
compressor. Work slowly, and if any
resistance is felt as the piston enters the
cylinder, stop immediately. Find out what’s
binding, and fix it before proceeding. Do not,
for any reason, force the piston into the
cylinder - you might break a ring and/or the
piston.
10To check the big-end bearing running
clearance, cut a piece of the appropriate-size
Plastigage slightly shorter than the width of
the connecting rod bearing, and lay it in place
on the No 1 crankpin (big-end) journal, parallel
with the crankshaft centre-line (see illus-
tration 17.6).
11Clean the connecting rod-to-cap mating
surfaces, and refit the big-end bearing cap.
Make sure the etched number on the cap is
on the same side as that on the rod (see
illustration). Tighten the cap bolts evenly -
first use a torque wrench to tighten the bolts
to the specified (first stage) torque setting,
then use an ordinary socket extension bar
and an angle gauge to tighten the bolts
further through the specified (second stage)
angle. Use a thin-wall socket, to avoid
erroneous torque readings that can result if
the socket is wedged between the cap and
nut. If the socket tends to wedge itself
between the nut and the cap, lift up on it
slightly until it no longer contacts the cap.
Don’t rotate the crankshaft at any time during
this operation!
12Unscrew the bolts and detach the cap,
being very careful not to disturb the
Plastigage.
13Compare the width of the crushed
Plastigage to the scale printed on the
Plastigage envelope, to obtain the running
clearance (see illustration 17.10). Compare it
to the Specifications, to make sure the
clearance is correct.
14If 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 bereground 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 Plastigage was wider at one
end than the other, the crankpin journal may
be tapered (see Section 13).
15Carefully scrape all traces of the
Plastigage 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
16Make 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.
17Slide the connecting rod back into place
on the crankpin (big-end) journal, refit the big-
end bearing cap, and then tighten the bolts in
two stages, as described above.
18Repeat the entire procedure for the
remaining piston/connecting rod assemblies.
19The 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 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.
20After 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.1With 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.
2With the spark plugs removed and the
ignition system disabled by unplugging the
ignition coil’s electrical connector, remove
fuse 14 to disconnect the fuel pump. Turn the
engine on the starter until the oil pressure
warning light goes out.
3Refit the spark plugs, and connect all the
spark plug (HT) leads (Chapter 1). Reconnect
the ignition coil wiring, refit the fuel pump fuse,
then 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.
4Start the engine, noting that this also may
take a little longer than usual, due to the fuel
system components being empty.
5While 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 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.
6Keep 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.
7After a few minutes, recheck the oil and
coolant levels, and top-up as necessary
(Chapter 1).
8If 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.
9If 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.
19 Engine -
initial start-up after overhaul
2B•22 Engine removal and general engine overhaul procedures
procarmanuals.com

This Chapter is concerned with those
features of the engine management system
that supply clean fuel and air to the engine,
meter it in the required proportions, and
dispose of the results. Since the emission
control sub-systems modify the functions of
both the fuel and exhaust sub-systems, all of
which are integral parts of the whole engine
management system, there are many cross-
references to Chapters 5 and 6. Information
on the electronic control system, its fault
diagnosis, sensors and actuators, is given in
Chapter 6.
The air intake system consists of several
plastics components designed to eliminate
induction roar as much as possible. The air
intake tube (opening behind the direction
indicator/headlight assembly) is connected,
via small and large resonators located under
the front left-hand wing, to the air cleaner
assembly in the engine compartment. Once it
has passed through the filter element and the
air mass meter, the air enters the plenum
chamber mounted above the throttle housing
and inlet manifold; the resonator mounted in
the engine compartment further reduces noise
levels.
The fuel system consists of a plastic tank
(mounted under the body, beneath the rear
seats), combined metal and plastic fuel hoses,
an electric fuel pump mounted in the fuel tank,
and an electronic fuel injection system.
The exhaust system consists of an exhaust
manifold, the front downpipe and catalytic
converter and, on production-fit systems, a
rear section incorporating two or three
silencers and the tailpipe assembly. The
service replacement exhaust system consists
of three or four sections: the front
downpipe/catalytic converter, the
intermediate pipe and front silencer, and the
tailpipe and rear silencer. On some versions,
the tailpipe is in two pieces, with two rear
silencers. The system is suspended
throughout its entire length by rubber
mountings.
Extreme caution should be exercised when
dealing with either the fuel or exhaust
systems. Fuel is a primary element for
combustion. Be very careful! The exhaust
system is an area for exercising caution, as it
operates at very high temperatures. Serious
burns can result from even momentary
contact with any part of the exhaust system,
and the fire risk is ever-present. The catalytic
converter in particular runs at very high
temperatures - refer to the information in
Chapter 6.
Warning: Many of the procedures
in this Chapter require the
removal of fuel lines and
connections, which may result in
some fuel spillage. Petrol is extremely
flammable, so take extra precautionswhen you work on any part of the fuel
system. Don’t smoke, or allow open flames
or bare light bulbs, near the work area.
Don’t work in a garage where a natural
gas-type appliance (such as a water
heater or clothes dryer) with a pilot light is
present. If you spill any fuel on your skin,
rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand. Before carrying out any operation
on the fuel system, refer also to the
precautions given in “Safety first!” at the
beginning of this manual, and follow them
implicitly. Petrol is a highly-dangerous and
volatile liquid, and the precautions
necessary when handling it cannot be
overstressed.
Warning: The fuel system will
remain pressurised for long
periods of time after the engine is
switched off - this pressure must
be released before any part of the system
is disturbed. Petrol is extremely
flammable, so take extra precautions
when you work on any part of the fuel
system. Don’t smoke, or allow open flames
or bare light bulbs, near the work area.
Don’t work in a garage where a natural
gas-type appliance (such as a water
heater or clothes dryer) with a pilot light is
present. If you spill any fuel on your skin,
rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand.
1The fuel system referred to in this Chapter
is defined as the fuel tank and tank-mounted
fuel pump/fuel gauge sender unit, the fuel
filter, the fuel injectors and the pressure
regulator in the injector rail, and the metal
pipes and flexible hoses of the fuel lines
between these components. All these contain
fuel, which will be under pressure while the
engine is running and/or while the ignition is
switched on.
2The pressure will remain for some time after
the ignition has been switched off, and must
be relieved before any of these components is
disturbed for servicing work.
3The simplest method is simply to
disconnect the fuel pump’s electrical supply
while the engine is running - either by
removing the fuel pump fuse (number 14), or
by lifting the red button on the fuel cut-off
switch (see Section 13) - and to allow the
engine to idle until it dies through lack of fuel
pressure. Turn the engine over once or twice
on the starter to ensure that all pressure is
released, then switch off the ignition; do not
forget to refit the fuse (or depress the redbutton, as appropriate) when work is
complete.
4The Ford method of depressurisation is to
use service tool 29-033 fitted to the fuel rail
pressure test/release fitting - a Schrader-type
valve with a blue plastic cap, located on the
union of the fuel feed line and the fuel rail - to
release the pressure, using a suitable
container and wads of rag to catch the spilt
fuel. Do notsimply depress the valve core to
release fuel pressure - droplets of fuel will
spray out, with a consequent risk of fire, and
of personal injury through fuel getting into
your eyes.
Warning: Either procedure will
merely relieve the increased
pressure necessary for the
engine to run. Remember that
fuel will still be present in the system
components, and take precautions
accordingly before disconnecting any of
them.
5Note that, once the fuel system has been
depressurised and drained (even partially), it
will take significantly longer to restart the
engine - perhaps several seconds of cranking
- before the system is refilled and pressure
restored.
Warning: The fuel system
pressure must be released before
any part of the system is
disturbed - see Section 2. Petrol
is extremely flammable, so take extra
precautions when you work on any part of
the fuel system. Don’t smoke, or allow
open flames or bare light bulbs, near the
work area. Don’t work in a garage where a
natural gas-type appliance (such as a
water heater or clothes dryer) with a pilot
light is present. If you spill any fuel on your
skin, rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand.
Disconnecting and connecting
quick-release couplings
1Quick-release couplings are employed at all
unions in the fuel feed and return lines.
2Before disconnecting any fuel system
component, relieve the residual pressure in
the system (see Section 2), and equalise tank
pressure by removing the fuel filler cap.
Warning: This procedure will
merely relieve the increased
pressure necessary for the
engine to run - remember that
fuel will still be present in the system
components, and take precautions
accordingly before disconnecting any of
them.
3 Fuel lines and fittings-
general information
2 Fuel system - depressurisation
1 General information and
precautions
4•2 Fuel and exhaust systems
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into the inlet ports, just above the inlet valves,
by four fuel injectors. The system also
includes features such as the flushing of fresh
(ie, cold) fuel around each injector on start-up,
thus improving hot starts.
The amount of fuel supplied by the injectors
is precisely controlled by an Electronic
Control Unit (ECU). The ECU uses the signals
derived from the engine speed/crankshaft
position sensor and the camshaft position
sensor, to trigger each injector separately in
cylinder firing order (sequential injection), with
benefits in terms of better fuel economy and
lower exhaust emissions.
Air induction system
The air system consists of an air filter
housing, an air mass meter, an intake
resonator and plenum chamber, and a throttle
housing. The air mass meter is an information-
gathering device for the ECU; it uses a “hot-
wire” system to send the ECU a constantly-
varying (analogue) voltage signal
corresponding to the volume of air passing
into the engine. Another sensor in the air mass
meter measures intake air temperature. The
ECU uses these signals to calculate the mass
of air entering the engine.
The throttle valve inside the throttle housing
is controlled by the driver, through the
accelerator pedal. As the valve opens, the
amount of air that can pass through the
system increases. The throttle potentiometer
opens further, the air mass meter’s signal
alters, and the ECU opens each injector for a
longer duration, to increase the amount of fuel
delivered to the inlet ports.
Electronic control system
The ECU controls the fuel injection system,
as well as the other sub-systems which make
up the entire engine management system. It
receives signals from a number of information
sensors, which monitor such variables as
intake air mass and temperature, coolant
temperature, engine speed and position,
acceleration/deceleration, and exhaust gas
oxygen content. These signals help the ECU
determine the injection duration necessary for
the optimum air/fuel ratio. These sensors and
associated ECU-controlled relays are located
throughout the engine compartment. For
further information regarding the ECU and its
control of the engine management system,
see Chapter 6.
Idle speed and mixture
adjustment - general
Both the idle speed and mixture are under
the control of the ECU, and cannot be
adjusted. Not only can they not be adjusted,
they cannot even be checked, except with the
use of special diagnostic equipment (see
Chapter 6) - this makes it a task for a Ford
dealer service department. Do notattempt to
“adjust” these settings in any way without
such equipment.
If the idle speed and mixture are thought tobe incorrect, take the vehicle to a Ford dealer
for the complete system to be tested.
On models equipped with a heated
windscreen, an idle-increase solenoid valve is
fitted, which raises the idle speed to
compensate for the increased load on the
engine when the heated windscreen is
switched on. When the valve is open, air from
the plenum chamber bypasses the throttle
housing and idle speed control valve, passing
directly into the inlet manifold through the
union on its left-hand end. The system is
active only for the four minutes that the
heated windscreen circuit is live, and is
supplementary to the main (ECU-controlled)
idle speed regulation.
Warning: Petrol is extremely
flammable, so extra precautions
must be taken when working on
any part of the fuel system. Do
not smoke, or allow open flames or bare
light bulbs, near the work area. Don’t work
in a garage if a natural gas-type appliance
with a pilot light is present. While
performing any work on the fuel system,
wear safety glasses, and have a dry
chemical (Class B) fire extinguisher on
hand. If you spill any fuel on your skin,
rinse it off immediately with soap and
water.
Note: This is an initial check of the fuel delivery
and air induction sub-systems of the engine
management system, to be carried out in
conjunction with the operational check of the
fuel pump (see Section 8), and as part of the
preliminary checks of the complete engine
management system (see Section 3 of
Chapter 6).
1Check the earth wire connections for
tightness. Check all wiring and electrical
connectors that are related to the system.
Loose electrical connectors and poor earths
can cause many problems that resemble
more serious malfunctions.
2Check to see that the battery is fully-
charged. The ECU and sensors depend on an
accurate supply voltage to properly meter the
fuel.
3Check the air filter element - a dirty or
partially-blocked filter will severely impede
performance and economy (see Chapter 1).
4If a blown fuse is found, renew it and see if
it blows again. If it does, search for a short-
circuited wire in the harness related to the
system (see Chapter 6).
5Check the air intake duct from the intake to
the inlet manifold for leaks, which will result in
an excessively-lean mixture. Also check the
condition of the vacuum hoses connected to
the inlet manifold.
6Remove the plenum chamber from the
throttle housing. Check the throttle valve for
dirt, carbon or other residue build-up. If it’sdirty, seek the advice of a Ford dealer - since
the electronic control system is designed to
compensate for factors such as the build-up
of dirt in the throttle housing, it may well be
best to leave it dirty, unless the deposits are
extensive. Note: A warning label on the
housing states specifically that the housing
bore and the throttle valve have a special
coating, and must not be cleaned using
carburettor cleaner, as this may damage it.
7With the engine running, place a
screwdriver or a stethoscope against each
injector, one at a time. Listen through the
screwdriver handle or stethoscope for a
clicking sound, indicating operation.
8If an injector isn’t operating (or sounds
different from the others), turn off the engine,
and unplug the electrical connector from the
injector. Check the resistance across the
terminals of the injector, and compare your
reading with the resistance value listed in this
Chapter’s Specifications. If the resistance
isn’t as specified, renew the injector.
9A rough idle, diminished performance
and/or increased fuel consumption could also
be caused by clogged or fouled fuel injectors.
Fuel additives that can sometimes clean
fouled injectors are available at car accessory
shops.
10The remainder of the system checks
should be left to a dealer service department
or other qualified repair specialist, as there is
a chance that the ECU may be damaged if
tests are not performed properly.
Warning: The fuel system
pressure must be released before
any part of the system is
disturbed - see Section 2. Petrol
is extremely flammable, so take extra
precautions when you work on any part of
the fuel system. Don’t smoke, or allow
open flames or bare light bulbs, near the
work area. Don’t work in a garage where a
natural gas-type appliance (such as a
water heater or clothes dryer) with a pilot
light is present. If you spill any fuel on your
skin, rinse it off immediately with soap and
water. When you perform any kind of work
on the fuel system, wear safety glasses,
and have a Class B type fire extinguisher
on hand.
Throttle housing
Check
1Remove the plenum chamber (see Sec-
tion 4), and verify that the throttle linkage
operates smoothly.
2If the housing bore and valve are dirty
enough for you to think that this might be the
cause of a fault, seek the advice of a Ford
dealer. Do notclean the housing (see the
notes in the checking procedure given in
Section 15).
16 Fuel system components-
check and renewal
15 Fuel injection system/engine
management system - check
Fuel and exhaust systems 4•9
4
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Idle-increase solenoid valve
Check
43If this valve is thought to be faulty, unplug
its electrical connector and disconnect its
vacuum hoses, then connect a battery directly
across the valve’s terminals. Check that air
can flow through the valve’s passages when
the solenoid is energised, and that nothing
can pass when the solenoid is not energised.
Alternatively, connect an ohmmeter to
measure the resistance between the valve’s
terminals, and compare this reading to that
listed in the Specifications Section at the
beginning of this Chapter. Renew the valve if
it is faulty (see illustration).
44The solenoid’s diode is fitted to control
any voltage “spikes” which might occur as the
solenoid is switched off. A faulty diode would
not, therefore, necessarily interfere with the
operation of the valve. If the diode is thought
to be faulty, however, it can be checked by
unplugging it and connecting an ohmmeter
across its terminals, to check that continuity
exists in one direction only. If continuity is
found in both directions, or in neither, the
diode is faulty, and must be renewed.
Renewal
45If better access is required, remove the
plenum chamber (see Section 4).
46Disconnect the battery negative (earth)
lead - see Section 1 of Chapter 5.
46Unplug the valve’s electrical connector.
Unclip the valve from the bulkhead, then
disconnect its vacuum hoses and withdraw it.
47Refitting is the reverse of the removal
procedure.
Warning: Inspection and repair of
exhaust system components
should be done only after enough
time has elapsed after driving the vehicle
to allow the system components to cool
completely. This applies particularly to the
catalytic converter, which runs at very
high temperatures. Also, when working
under the vehicle, make sure it is securely
supported on axle stands.
1The exhaust system is composed of an
exhaust manifold, the front downpipe and
catalytic converter, and a rear section
incorporating two silencers (three on some
versions) and the tailpipe assembly. The
service replacement exhaust system consists
of three or four sections: the front
downpipe/catalytic converter, the
intermediate pipe and front silencer, and the
tailpipe and rear silencer. On some versions,
the tailpipe is in two pieces, with two rear
silencers. The system is suspended
throughout its entire length by rubber
mountings.
2If any of these parts are damaged ordeteriorated, excessive noise and vibration
will occur.
3Conduct regular inspections of the exhaust
system, to keep it safe and quiet. Look for any
damaged or bent parts, open seams, holes,
loose connections, excessive corrosion, or
other defects which could allow exhaust
fumes to enter the vehicle. Deteriorated
exhaust system components should not be
repaired - they should be replaced with new
parts.
4If the exhaust system components are
extremely corroded or rusted together, they
will probably have to be cut from the exhaust
system. The most convenient way of
accomplishing this is to have a quick-fit
exhaust repair specialist remove the corroded
sections. If, however, you want to save money
by doing it yourself (and you don’t have an
oxy/acetylene welding outfit with a cutting
torch), simply cut off the old components with
a hacksaw. If you have compressed air,
special pneumatic cutting chisels can also be
used. If you do decide to tackle the job at
home, be sure to wear eye protection, to
protect your eyes from metal chips, and work
gloves, to protect your hands. If the
production-fit system is still fitted, it must be
cut at the points shown (see illustrations) for
the service-replacement system sections to fit.
5Here are some simple guidelines to apply
when repairing the exhaust system:
Warning: The catalytic converter
operates at very high
temperatures, and takes a long
time to cool. Wait until it’s completely cool
before attempting to remove the
converter. Failure to do so could result in
serious burns.
(a) Work from the back to the front when
removing exhaust system components.
(b) Apply penetrating fluid to the exhaustsystem component fasteners, to make
them easier to remove.
(c) Use new gaskets, rubber mountings and
clamps when installing exhaust system
components.
(d) Apply anti-seize compound to the threads
of all exhaust system fasteners during
reassembly.
(e) Note that the downpipe is secured to the
manifold by two bolts, with a coil spring,
spring seat and self-locking nut on each.
On refitting, tighten the nuts until they
stop on the bolt shoulders; the pressure
of the springs will then suffice to make a
leakproof joint (see illustration). Do not
overtighten the nuts to cure a leak - the
bolts will shear. Renew the gasket and the
springs if a leak is found (also see Chap-
ter 2, Part A).
(f) Be sure to allow sufficient clearance
between newly-installed parts and all points
on the underbody, to avoid overheating the
floorpan, and possibly damaging the
interior carpet and insulation. Pay
particularly close attention to the catalytic
converter and its heat shield.
17 Exhaust system -
general information and
component renewal
4•12 Fuel and exhaust systems
17.4A Cutting point for renewal of production-fit exhaust system - 1.6 and 1.8 models
17.4B Cutting points for renewal of production-fit exhaust system - 2.0 models
17.5 Tighten exhaust system front
downpipe-to-manifold nuts as described -
do not overtighten them
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