oil filter FORD SIERRA 1988 2.G SOHC Engines Workshop Manual

1.3 litre engine
General
Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four-cylinder, in-line, single overhead camshaft
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3-4-2
Engine code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JCT
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.02 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.00 mm
Cubic capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1294 cc
Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.0:1
Compression pressure at starter motor speed . . . . . . . . . . . . . . . . . . . . 11 to 13 bar
Maximum continuous engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5800 rpm
Maximum engine power (DIN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kW at 5700 rpm
Maximum engine torque (DIN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Nm at 3100 rpm
Cylinder bore diameter
Standard class 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.000 to 79.010 mm
Standard class 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.010 to 79.020 mm
Standard class 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.020 to 79.030 mm
Standard class 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.030 to 79.040 mm
Oversize class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.510 to 79.520 mm
Oversize class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.520 to 79.530 mm
Oversize class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.530 to 79.540 mm
Standard service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.030 to 79.040 mm
Oversize 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.530 to 79.540 mm
Oversize 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.030 to 80.040 mm
Chapter 2 Part A:
SOHC engines
Auxiliary shaft - removal, inspection and refitting . . . . . . . . . . . . . . .25
Camshaft and cam followers - removal, inspection and refitting . . . .24
Compression test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Crankcase ventilation system - inspection and maintenance . . . . . . .4
Crankshaft and bearings - examination and renovation . . . . . . . . . .35
Crankshaft and main bearings - removal and refitting . . . . . . . . . . . .34
Crankshaft front oil seal - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Crankshaft rear oil seal - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Cylinder block and bores - examination and renovation . . . . . . . . . .36
Cylinder head - dismantling and reassembly . . . . . . . . . . . . . . . . . . .22
Cylinder head - inspection and renovation . . . . . . . . . . . . . . . . . . . . .23
Cylinder head - removal and refitting (engine in vehicle) . . . . . . . . . .20
Cylinder head - removal and refitting (engine removed) . . . . . . . . . . .21
Engine - refitting (automatic transmission in vehicle) . . . . . . . . . . . . .14
Engine - refitting (manual gearbox in vehicle) . . . . . . . . . . . . . . . . . . .13
Engine - removal leaving automatic transmission in vehicle . . . . . . .10
Engine - removal leaving manual gearbox in vehicle . . . . . . . . . . . . . .9
Engine/automatic transmission assembly - reconnection and
refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Engine/automatic transmission assembly - removal and separation .12Engine dismantling,examination, renovation and reassembly - general
information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Engine/manual gearbox - reconnection and refitting . . . . . . . . . . . . .15
Engine/manual gearbox assembly - removal and separation . . . . . .11
Engine mountings - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Engine oil and filter - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Flywheel/driveplate - removal, inspection and refitting . . . . . . . . . . .26
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Initial start-up after overhaul or major repair . . . . . . . . . . . . . . . . . . .37
Major operations possible with the engine in the vehicle . . . . . . . . . . .6
Major operations requiring engine removal . . . . . . . . . . . . . . . . . . . . .7
Method of engine removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Oil pump - dismantling, inspection and reassembly . . . . . . . . . . . . .31
Oil pump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Pistons and connecting rods - examination and renovation . . . . . . .33
Pistons and connecting rods - removal and refitting . . . . . . . . . . . . .32
Sump - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Timing belt and sprockets - removal and refitting . . . . . . . . . . . . . . .19
Valve clearances - checking and adjustment . . . . . . . . . . . . . . . . . . . .3
2A¥1
Specifications Contents
2A
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert
DIY or professional
Degrees of difficulty

Inlet valve stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.025 to 8.043 mm
Oversize 0.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.225 to 8.243 mm
Oversize 0.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.425 to 8.443 mm
Oversize 0.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.625 to 8.643 mm
Oversize 0.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.825 to 8.843 mm
Exhaust valve stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.999 to 8.017 mm
Oversize 0.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.199 to 8.217 mm
Oversize 0.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.399 to 8.417 mm
Oversize 0.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.599 to 8.617 mm
Oversize 0.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.799 to 8.817 mm
Lubrication system
Oil type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Multigrade engine oil, viscosity range SAE 10W/30 to 20W/50 to API
SG/CD or better
Oil capacity:
With filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.75 litres (6.6 pints)
Without filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.25 litres (5.7 pints)
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Champion C102
Oil pump clearances:
Outer rotor to body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.153 to 0.304 mm (0.006 to 0.012 in)
Inner rotor to outer rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.050 to 0.200 mm (0.002 to 0.008 in)
Rotor endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.039 to 0.104 mm (0.002 to 0.004 in)
Torque wrench settingsNmlbf ft
Main bearing cap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 to 10265 to 75
Big-end bearing cap nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 to 4730 to 35
Crankshaft pulley bolt:
Strength class 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 to 6041 to 44
Strength class 10.9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 to 11574 to 85
Camshaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5033 to 37
Auxiliary shaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5033 to 37
Flywheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 to 7047 to 52
Oil pump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 15
Oil pump cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 to 137 to 10
Sump bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 to 20.7 to 1.5
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Stage 3 (after running engine for 20 minutes) . . . . . . . . . . . . . . . . . . .8 to 106 to 7
Sump drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 to 2815 to 21
Oil pressure warning lamp switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 to 159 to 11
Valve adjustment ball-pin locknuts:
7 mm thick nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5033 to 37
8 mm thick nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 to 5537 to 41
Cylinder head bolts:
Splined type bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 to 5530 to 41
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 to 7037 to 52
Stage 3 (after 20 minutes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 to 8354 to 61
Stage 4 (after running engine for 15 minutes at 1000 rpm) . . . . . .95 to 11570 to 85
Torx type bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 to 4026 to 30
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 to 7552 to 55
Stage 3 (after 5 minutes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten through a further 90¼
Camshaft cover bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 to 31.5 to 2
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Stage 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Timing cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 to 1710 to 13
Timing belt tensioner bolts:
Models with tensioner spring:
Spring bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 15
Pivot bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 to 2515 to 18
Models without tensioner spring . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 to 2515 to 18
Oil pick-up tube/strainer-to-oil pump bolts . . . . . . . . . . . . . . . . . . . . . .11 to 148 to 10
Oil pick-up tube/strainer-to-cylinder block bolts . . . . . . . . . . . . . . . . . .17 to 2113 to 15
SOHC engines 2A¥3
2A

Piston ring end gap:
Top:
Up to 1985 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.038 to 0.048 mm
From 1985 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.400 to 0.600 mm
Centre:
Up to 1985 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.038 to 0.048 mm
From 1985 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.400 to 0.600 mm
Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.400 to 1.400 mm
Auxiliary shaft
Endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.050 to 0.204 mm (0.002 to 0.008 in)
Cylinder head
Specifications as for 1.3 litre engine
Valves
Specifications as for 1.3 litre engine except for the following:
Valve clearance (cold engine):
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.20 ±0.03 mm (0.008 ±0.001 in)
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.25 ±0.003 mm (0.010 ±0.001 in)
Valve timing:All except code NAEEngine code NAE
Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24¼ BTDC18¼ BTDC
Inlet closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64¼ ABDC58¼ ABDC
Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70¼ BBDC70¼ BBDC
Exhaust closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18¼ ATDC6¼ ATDC
Lubrication system
Specifications as for 1.3 litre engine
Torque wrench settingsNmlbf ft
Specifications as for 1.3 litre engine except for the following:
Crankshaft pulley bolt:
Fuel injection models up to 1987 . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 to 13085 to 96
Fuel injection models from 1987 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 to 11574 to 85
SOHC engines 2A¥7
2A
The engine is of a four-cylinder, in-line,
single overhead camshaft type, mounted at
the front of the vehicle and available in 1.3,
1.6, 1.8 and 2.0 litre versions.
The crankshaft incorporates five main
bearings. Thrustwashers are fitted to the
centre main bearing in order to control
crankshaft endfloat.
The camshaft is driven by a toothed belt
and operates the slightly angled valves via
cam followers which pivot on ball-pins.
The auxiliary shaft which is also driven by
the toothed belt, drives the distributor, oil
pump and fuel pump.
The cylinder head is of crossflow design
with the inlet manifold mounted on the left-
hand side and the exhaust manifold mounted
on the right-hand side.
Lubrication is by means of a bi-rotor pump
which draws oil through a strainer located
inside the sump, and forces it through a full-
flow filter into the engine oil galleries where it
is distributed to the crankshaft, camshaft and
auxiliary shaft. The big-end bearings are
supplied with oil via internal drillings in the
crankshaft. The undersides of the pistons are
supplied with oil from drillings in the big-ends.
The distributor shaft is intermittently supplied
with oil from the drilled auxiliary shaft. The
camshaft followers are supplied with oil via adrilled spray tube from the centre camshaft
bearing.
A semi-closed crankcase ventilation system
is employed whereby piston blow-by gases
are drawn into the inlet manifold via an oil
separator and control valve.
Refer to Chapter 1, Section 8.
Refer to Chapter 1, Section 23.
Refer to Chapter 1, Section 35.
1When engine performance is poor, or if
misfiring occurs which cannot be attributed to
the ignition or fuel system, a compression test
can provide diagnostic clues. If the test is
performed regularly it can give warning of
trouble before any other symptoms become
apparent.2The engine must be at operating
temperature, the battery must be fully
charged and the spark plugs must be
removed. The services of an assistant will also
be required.
3Disable the ignition system by
disconnecting the coil LT feed. Fit the
compression tester to No 1 spark plug hole.
(The type of tester which screws into the
spark plug hole is to be preferred.)
4Have the assistant hold the throttle wide
open and crank the engine on the starter.
Record the highest reading obtained on the
compression tester.
5Repeat the test on the remaining cylinders,
recording the pressure developed in each.
6Desired pressures are given in the
Specifications. If the pressure in any cylinder
is low, introduce a teaspoonful of clean
engine oil into the spark plug hole and repeat
the test.
7If the addition of oil temporarily improves
the compression pressure, this indicates that
bore, piston or piston ring wear was
responsible for the pressure loss. No
improvement suggests that leaking or burnt
valves, or a blown head gasket, may be to
blame.
8A low reading from the two adjacent
cylinders is almost certainly due to the head
gasket between them having blown.
9On completion of the test, refit the spark
plugs and reconnect the coil LT feed.
5Compression test
4Crankcase ventilation system -
inspection and maintenance
3Valve clearances - checking and
adjustment
2Engine oil and filter - renewal
1General information

4Check that the engine adapter plate is
correctly positioned on its locating dowels.
5Refit the propeller shaft.
6Refit the exhaust system.
7Reconnect the clutch cable to the release
arm, ensuring that it is routed as noted during
removal.
8Fill the engine with the correct grade and
quantity of oil.
9Fill the cooling system.
10Check and if necessary top-up the
gearbox oil level.
11Check and if necessary adjust the tension
of the alternator and where applicable the
power steering pump drivebelt(s).
12Adjust the throttle cable.
1Reverse the removal procedure described
in Section 12, noting the following points.
2Check that the engine adapter plate is
correctly positioned on its locating dowels.
3As the torque converter is only loosely
engaged in the transmission, care must be
taken to prevent the torque converter from
falling out forwards. When the torque
converter hub is fully engaged with the fluid
pump drivegear in the transmission, distance
ÒAÓ in illustration 2.24 of Chapter 7B must be
as shown. Incorrect installation of the torque
converter will result in damage to the
transmission.
4As the engine and transmission are
reconnected, guide the torque converter studs
through the holes in the driveplate, noting that
on the C3 type transmission, the torque
converter fluid drain plug must line up with the
opening in the driveplate (see illustration 2.25
in Chapter 7B). When the engine is positioned
flush with the engine adapter plate and the
transmission housing, check that the torque
converter is free to move axially a small
amount before refitting and tightening the
engine-to-transmission bolts.
5Do not tighten the torque converter-to-
driveplate nuts until the lower engine-to-
transmission bolts have been fitted and
tightened.
6Reconnect and adjust the selector rod.
7Refit the propeller shaft.8Refit the exhaust system.
9Fill the engine with the correct grade and
quantity of oil.
10Fill the cooling system.
11Check and if necessary top-up the
transmission fluid level.
12Check and if necessary adjust the tension
of the alternator and where applicable the
power steering pump drivebelt(s).
13Adjust the throttle cable.
14If applicable, adjust the kickdown cable.
1The engine mountings incorporate
hydraulic dampers and must be renewed if
excessive engine movement is evident.
2Working in the engine compartment,
unscrew the central nuts securing the engine
mounting brackets to the tops of the
mountings. Recover the washers where
applicable.
3Remove the two bolts or the central nut and
washer (as applicable) in each case securing
the mountings to the crossmember.
4Raise the engine using a hoist and lifting
tackle attached to the engine lifting brackets on
the cylinder head, or a jack with an interposed
block of wood under the sump, until the
mountings can be withdrawn (see illustration).
5Fit the new mountings, then lower the
engine onto them.
6Fit the bolts or the nuts and washers (as
applicable) securing the mountings to the
crossmember, and tighten them.
7Fit and tighten the central nuts, and washers
if applicable, securing the engine mounting
brackets to the tops of the mountings.
Dismantling
1It is best to mount the engine on a
dismantling stand but if this is not available,
stand the engine on a strong bench at a
comfortable working height. Failing this, it will
have to be stripped down on the floor.
2Cleanliness is most important, and if theengine is dirty, it should be cleaned with
paraffin while keeping it in an upright position.
3Avoid working with the engine directly on a
concrete floor, as grit presents a real source
of trouble.
4As parts are removed, clean them in a
paraffin bath. However, do not immerse parts
with internal oilways in paraffin as it is difficult
to remove, usually requiring a high pressure
hose. Clean oilways with nylon pipe cleaners.
5It is advisable to have suitable containers
available to hold small items according to
their use, as this will help when reassembling
the engine and also prevent possible losses.
6Always obtain a complete set of new
gaskets for use during engine reassembly, but
retain the old gaskets with a view to using
them as a pattern to make a replacement if a
new one is not available.
7Where possible, refit securing nuts, bolts and
washers to their locations after removing the
relevant components. This will help to protect
the threads and will also prevent losses.
8Retain unserviceable components in order
to compare them with the new parts supplied.
9Suitable splined sockets will be required for
removal of the oil pump bolts, the timing belt
tensioner bolts on early models (up to mid-
1985), and the cylinder head bolts on early
models (up to early 1984) and a size T55 Torx
socket will be required to remove the cylinder
head bolts on later models (from early 1984).
10Before dismantling the main engine
components the following externally mounted
ancillary components can be removed, with
reference to the relevant Chapters of this
Manual and the relevant Sections of this
Chapter, where applicable:
Inlet manifold (and carburettor, where
applicable
Exhaust manifold
Fuel pump and operating pushrod (where
applicable)
Alternator
Distributor, HT leads and spark plug
Coolant pump, thermostat and housing
Temperature gauge sender and oil pressure
warning lamp switch
Oil filter
Dipstick
Engine mounting brackets (see illustration)
Crankcase ventilation valve and oil separator
Clutch
Alternator mounting bracket (see illustration)
18Engine dismantling,
examination, renovation and
reassembly - general information
17Engine mountings - renewal
16Engine/automatic
transmission assembly -
reconnection and refitting
SOHC engines 2A¥11
2A
18.10b Removing the alternator mounting
bracket18.10a Removing the right-hand engine
mounting bracket
17.4 Withdrawing an engine mounting

Examination and renovation
11With the engine completely stripped,
clean all the components and examine them
for wear. Each part should be checked, and
where necessary renewed or renovated as
described in the relevant Sections. Renew
main and big end shell bearings as a matter of
course, unless it is known that they have had
little wear and are in perfect condition.
12If in doubt as to whether to renew a
component which is still just serviceable,
consider the time and effort which will be
incurred should it fail at an early date.
Obviously the age and expected life of the
vehicle must influence the standards applied.
13Gaskets, oil seals and O-rings must all be
renewed as a matter of routine. Flywheel and
Torx type cylinder head bolts must be
renewed because of the high stresses to
which they are subjected.
14Take the opportunity to renew the engine
core plugs while they are easily accessible.
Knock out the old plugs with a hammer and
chisel or punch. Clean the plug seats, smear
the new plugs with sealant and tap them
squarely into position.
Reassembly
15To ensure maximum life with minimum
trouble from a rebuilt engine, not only must
everything be correctly assembled, but it must
also be spotlessly clean. All oilways must be
clear, and locking washers and spring
washers must be fitted where indicated. Oil all
bearings and other working surfaces
thoroughly with clean engine oil during
assembly.
16Before assembly begins, renew any bolts
or studs with damaged threads.
17Gather together a torque wrench, oil can,
clean rag, and a set of engine gaskets and oil
seals, together with a new oil filter.
18If they have been removed, new Torx type
cylinder head bolts and new flywheel bolts will
be required.
19After reassembling the main engine
components, refit the ancillary components
listed, referring to the appropriate Chapters
where necessary. Delicate items such as the
alternator and distributor may be left until after
the engine has been refitted if preferred.20If the crankcase ventilation oil separator
was removed, apply a liquid sealing agent to
its tube before pressing it into the cylinder
block.
Note: Refer to the warning in Section 8 before
proceeding. On models from mid-1985
(without a timing belt tensioner spring) the belt
tension should be checked using Ford special
tool No 21-113 after refitting. On models up to
mid-1985 (with a tensioner spring), a suitable
splined socket will be required for the
tensioner spring bolt. A suitable puller may be
required to remove the sprockets.
Removal
1If the engine is in the vehicle, carry out the
following operations:
a)Disconnect the battery negative lead
b)Remove the thermo-viscous cooling fan
c)Remove the coolant
pump/alternator/power-steering pump
drivebelt(s)
d)For improved access, remove the radiator
and disconnect the radiator top hose from
the thermostat housing
2Unscrew the three securing bolts and
washers and withdraw the timing cover. Note
the position of the fourth bolt above the
crankshaft pulley which can be left in place.
3Using a socket on the crankshaft pulley
bolt, turn the engine clockwise until the TDC
(top dead centre) mark on the crankshaft
pulley is aligned with the pointer on the
crankshaft front oil seal housing (see
illustration 16.2a of Chapter 5) and the pointer
on the camshaft sprocket backplate is aligned
with the indentation on the cylinder head (see
illustration).
4On models up to mid-1985 (with a tensioner
spring), loosen the timing belt tensioner spring
bolt using the special splined socket (see
illustration), then loosen the tensioner pivot
bolt. If necessary for improved access,
remove the thermostat housing. Press the
tensioner against the spring tension and
tighten the pivot bolt to retain the tensioner in
the released position.5On models from mid-1985 (without a
tensioner spring), loosen the timing belt
tensioner bolts (see illustration)and move
the tensioner away from the belt. If necessary
to improve access, remove the thermostat
housing.
6Mark the running direction of the belt if it is
to be re-used, then slip it off the camshaft
sprocket.
7Slacken the crankshaft pulley bolt. Prevent
the crankshaft from turning by engaging top
gear (manual gearbox only) and having an
assistant apply the brake pedal hard, or by
removing the starter motor and jamming the
ring gear teeth with a lever. Alternatively, if the
pulley has peripheral bolt holes, screw in a
couple of bolts and use a lever between them
to jam it. Do not allow the crankshaft to turn
very far, or piston/valve contact may occur.
8Remove the bolt and washer and withdraw
the pulley. If the pulley will not come off easily,
refit the bolt part way and use a puller (see
illustration). A puller will almost certainly be
required on fuel-injection models.
9Remove the guide washer from in front of
the crankshaft sprocket, then remove the
timing belt (see illustration). Do not kink it or
get oil on it if it is to be re-used.
10If desired, the sprocket can be removed as
follows, otherwise proceed to paragraph 21.
11Remove the crankshaft sprocket, refitting
the bolt part way and using a puller if
necessary (see illustration).
12Unscrew the auxiliary shaft sprocket bolt
while holding the sprocket stationary with a
screwdriver inserted through one of the holes.
19Timing belt and sprockets -
removal and refitting
2A¥12SOHC engines
19.3 TDC pointer on camshaft sprocket
backplate aligned with indentation on
cylinder head19.5 Timing belt tensioner bolts (arrowed) -
models from mid-1985
19.8 Using a puller to remove a pressed
type crankshaft pulley
19.4 Loosening the timing belt tensioner
spring bolt using a splined socket - models
up to mid-1985

18Tighten the bolts in the correct sequence
(see illustration)noting the two stages given
in the Specifications. Tighten to the first stage
in a clockwise sequence starting at point ÒAÓ,
then tighten to the second stage in a
clockwise sequence starting at point ÒBÓ.
Tighten to the third stage after the engine has
been running for twenty minutes.
19If the engine is in the vehicle proceed as
follows.
20Carefully lift the crossmember with the
jack, then refit the securing bolts and tighten
to the specified torque.
21Withdraw the jack, then lower the engine
and remove the lifting tackle.
22Where applicable, refit the brake lines to
the crossmember.
23Ensure that the front wheels are pointing
straight ahead and that the steering wheel is
centred, then reconnect the intermediate shaft
to the steering column. Secure the clamp
plate with the bolt.
24Refit the engine mounting bolts andtighten to the specified torque.
25Refit the starter motor.
26Lower the vehicle to the ground.
27Ensure that the sump drain plug is fitted,
then fill the engine with the correct quantity
and grade of oil. If necessary, renew the oil
filter before filling the engine with oil.
28Reconnect the battery negative lead.
29Start the engine and check for leaks
around the sump, and where applicable the oil
filter. When the engine is started, there may
be a delay in the extinguishing of the oil
pressure warning lamp while the system
pressurises.
30Run the engine for twenty minutes then
stop the engine and tighten the sump bolts to
the third stage given in the Specifications,
starting at the point ÒAÓ shown and working
clockwise.
31Check the oil level.
32Dispose of any old engine oil safely. Do
not pour it down a drain - this is illegal and
causes pollution.
Removal
1Remove the sump.
2Unscrew the bolt securing the pick-up tube
and strainer to the cylinder block (see
illustration).
3Using a suitable splined socket, unscrew
the two securing bolts and withdraw the oil
pump and strainer (see illustration).
4If desired, the hexagon-shaped driveshaft
can be withdrawn, but note which way roundit is fitted (see illustration). The driveshaft
engages with the lower end of the distributor
driveshaft.
5Thoroughly clean the mating faces of the oil
pump and cylinder block.
Refitting
6Commence refitting by inserting the oil
pump driveshaft into the cylinder block in its
previously noted position.
7Prime the pump by injecting oil into it and
turning it by hand.
8Fit the pump, insert the securing bolts, and
tighten them to the specified torque.
9Fit the pick-up tube securing bolt and
tighten it.
10Refit the sump.
Note: A new pressure relief valve plug and
pick-up tube gasket will be required for
reassembly.
Dismantling
1If oil pump wear is suspected, check the
cost and availability of new parts and the cost
of a new pump. Examine the pump as
described in this Section and then decide
whether renewal or repair is the best course of
action.
2Unbolt the pick-up tube and strainer.
Recover the gasket.
3Unscrew the three securing bolts and
remove the oil pump cover (see illustration).
31Oil pump - dismantling,
inspection and reassembly
30Oil pump - removal and
refitting
SOHC engines 2A¥21
2A
30.2 Unscrewing the oil pick-up tube
securing bolt
30.4 Withdrawing the oil pump driveshaft30.3 Unscrewing an oil pump securing bolt
29.18 Sump bolt tightening sequence -
refer to text29.16 Locate the sump gasket end tabs
beneath the rubber sealing strips
31.3 Exploded view of the oil pump
A Body
B Outer rotor
C Inner rotor
D Cover
E Strainer
F Pick-up tube
G Gasket
H Pressure relief valve

components, but there must be no tight spots
or binding.
28Check that the crankshaft endfloat is
within the specified limits by inserting a feeler
blade between the centre crankshaft web and
the thrustwashers.
29Make sure that the rear oil seal is fully
located onto its seating. Coat the rear main
bearing cap sealing wedges with sealing
compound, then press them into position
using a blunt screwdriver with the rounded
red face towards the cap (see illustration).
30Refit the oil pump and pick-up tube.
31Refit the crankshaft front oil seal housing
and the auxiliary shaft front cover using a new
gasket, and tighten the securing bolts. Smear
the lip of the oil seal with clean engine oil
before fitting; and using a straight edge, ensure
that the bottom face of the oil seal housing is
aligned with the bottom face of the cylinder
block before finally tightening the bolts.
32Refit the pistons and connecting rods.
33Refit the flywheel/driveplate and the
auxiliary shaft sprocket, crankshaft sprocket,
and timing belt.
1Examine the bearing surfaces of the
crankshaft for scratches or scoring and, using
a micrometer, check each journal and
crankpin for ovality. Where this is found to be
in excess of 0.0254 mm (0.001 in) the
crankshaft will have to be reground and
undersize bearings fitted.
2Crankshaft regrinding should be carried out
by a suitable engineering works, who will
normally supply the matching undersize main
and big-end shell bearings.
3Note that undersize bearings may already
have been fitted, either in production or by a
previous repairer. Check the markings on the
backs of the old bearing shells, and if in doubt
take them along when buying new ones.
Production undersizes are also indicated by
paint marks as follows:
White line on main bearing cap - parent bore
0.40 mm oversize
Green line on crankshaft front counterweight
- main bearing journals 0.25 mm
undersize
Green spot on counterweight - big-end
bearing journals 0.25 mm undersize4If the crankshaft endfloat is more than the
maximum specified amount, new
thrustwashers should be fitted to the centre
main bearings. These are usually supplied
together with the main and big-end bearings
on a reground crankshaft.
5An accurate method of determining bearing
wear is by the use of Plastigage. The
crankshaft is located in the main bearings
(and big-end bearings if necessary) and the
Plastigage filament located across the journal
which must be dry. The cap is then fitted and
the bolts/nuts tightened to the specified
torque. On removal of the cap the width of the
filaments is checked against a scale which
shows the bearing running clearance. This
clearance is then compared with that given in
the Specifications (see illustration).
6If the spigot bearing in the rear of the
crankshaft requires renewal, extract it with a
suitable puller. Alternatively fill it with heavy
grease and use a close fitting metal dowel
driven into the centre of the bearing. Drive the
new bearing into the crankshaft with a soft
metal drift.
1The cylinder bores must be examined for
taper, ovality, scoring and scratches. Start by
examining the top of the bores; if these are
worn, a slight ridge will be found which marks
the top of the piston ring travel. If the wear is
excessive, the engine will have had a high oil
consumption rate accompanied by blue
smoke from the exhaust.
2If available, use an inside dial gauge to
measure the bore diameter just below the
ridge and compare it with the diameter at the
bottom of the bore, which is not subject to
wear. If the difference is more than 0.152 mm
(0.006 in), the cylinders will normally require
reboring with new oversize pistons fitted.
3Proprietary oil control rings can be obtained
for fitting to the existing pistons if it is felt that
the degree of wear does not justify a rebore.
However, any improvement brought about by
such rings may be short-lived.
4If new pistons or piston rings are to be fitted
to old bores, deglaze the bores with abrasive
paper or a Òglaze busterÓ tool. The object is to
produce a light cross-hatch pattern to assistthe new rings to bed in.
5If there is a ridge at the top of the bore and
new piston rings are being fitted, either the
top piston ring must be stepped (Òridge
dodgerÓ pattern) or the ridge must be
removed with a ridge reamer. If the ridge is
left, the piston ring may hit it and break.
6Thoroughly examine the crankcase and
cylinder block for cracks and damage and use
a piece of wire to probe all oilways and
waterways to ensurethatthey are
unobstructed.
1Make a final check to ensure that
everything has been reconnected to the
engine and that no rags or tools have been left
in the engine bay.
2Check that oil and coolant levels are
correct.
3Start the engine. This may take a little
longer than usual as fuel is pumped up to the
engine.
4Check that the oil pressure light goes out
when the engine starts.
5Run the engine at a fast tickover and check
for leaks of oil, fuel or coolant. Also check
power steering and transmission fluid cooler
unions, where applicable. Some smoke and
odd smells may be experienced as assembly
lubricant burns off the exhaust manifold and
other components.
6Bring the engine to normal operating
temperature, then check the ignition timing
and the idle speed (where applicable) and
mixture.
7If splined type cylinder head bolts have
been used, stop the engine after it has been
running for 15 minutes, then remove the
crankshaft cover and tighten the cylinder
head bolts to the fourth stage given in the
Specifications, in the correct order.
8When the engine has completely cooled,
re-check the oil and coolant levels, and
check, and if necessary adjust, the valve
clearances.
9If new bearings, pistons etc have been
fitted, the engine should be run-in at reduced
speeds and loads for the first 500 miles (800
km) or so. It is beneficial to change the engine
oil and filter after this mileage.
37Initial start-up after overhaul or
major repair
36Cylinder block and bores -
examination and renovation35Crankshaft and bearings -
examination and renovation
2A¥24SOHC engines
34.24 Fitting a thrustwasher to the centre
main bearing cap35.5 Checking the width of the filament
against the scale of the packet34.29 Fitting a sealing wedge to the rear
main bearing cap