ad blue FORD SIERRA 1989 2.G CVH Engines Workshop Manual

Crankshaft
Endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.09 to 0.30 mm (0.004 to 0.012 in)
Main bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.011 to 0.058 mm
Main bearing journal diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57.980 to 58.000 mm
Undersize 0.25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57.730 to 57.750 mm
Undersize 0.50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57.480 mm
Undersize 0.75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57.230 to 57.250 mm
Main bearing thrustwasher thickness:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.301 to 2.351 mm
Oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.491 to 2.541 mm
Big-end bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.006 to 0.060 mm
Big-end bearing journal diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.890 to 47.910 mm
Undersize 0.25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.640 to 47.660 mm
Undersize 0.50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.390 to 47.410 mm
Undersize 0.75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.140 to 47.160 mm
Undersize 1.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46.890 to 46.910 mm
Pistons and piston rings
Piston diameter:
Standard class 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79.915 to 79.925 mm
Standard class 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79.925 to 79.935 mm
Standard class 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79.935 to 79.945 mm
Standard class 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79.945 to 79.955 mm
Oversize class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80.205 to 80.215 mm
Oversize class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80.215 to 80.225 mm
Oversize class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80.225 to 80.235 mm
Piston ring end gap:
Top and centre rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.300 to 0.500 mm (0.012 to 0.020 in)
Bottom (oil control) ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.250 to 0.400 mm (0.010 to 0.016 in)
Camshaft
Endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.050 to 0.150 mm (0.002 to 0.006 in)
Thrustplate thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.990 to 5.010 mm (0.1966 to 0.1974 in)
Bearing journal diameter:
Bearing No 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44.750 mm
Bearing No 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.000 mm
Bearing No 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.250 mm
Bearing No 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.500 mm
Bearing No 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.750 mm
Valves
Valve timing:
Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4º ATDC
Inlet closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32º ABDC
Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38º BBDC
Exhaust closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10º BTDC
Valve spring free length:
Colour code blue/blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.200 mm
Colour code white/blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.400 mm
Inlet valve stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.025 to 8.043 mm
Oversize 0.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.225 to 8.243 mm
Oversize 0.40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.425 to 8.443 mm
Exhaust valve stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.999 to 8.017 mm
Oversize 0.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.199 to 8.217 mm
Oversize 0.40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.399 to 8.417 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.5 litres (6.2 pints)
Without filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.25 litres (5.7 pints)
Oil pump clearances:
Outer rotor-to-body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.060 to 0.190 mm (0.002 to 0.007 in)
Inner rotor-to-outer rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.050 to 0.180 mm (0.002 to 0.007 in)
Rotor endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.014 to 0.100 mm (0.001 to 0.004 in)
2C•2CVH engines

1.8 litre (R2A type)
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 stripped down on the floor.
2Cleanliness is most important, and if the
engine 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
possible losses.
8Retain unserviceable components in order
to compare them with the new components
supplied.
9A suitable Torx socket will be required to
remove the oil pump cover securing screws.
10Before dismantling the main engine
components, the following externally mounted
ancillary components can be removed:
Inlet manifold and carburettor
Exhaust manifold
Fuel pump and operating pushrod
Alternator
Spark plugs
Oil pressure warning lamp switch (see
illustration)
Oil filter
Dipstick
Engine mounting brackets
Clutch
Alternator mounting bracket
Crankshaft speed/position sensor
Engine lifting brackets
Examination and renovation
11Refer to Section 18 in Chapter 2, PartA.
Reassembly
12To ensure maximum life with minimum
trouble from a rebuilt engine, not only must
everything be correctly assembled, but it mustalso 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 engine oil during assembly.
13Before assembly begins, renew any bolts
or studs with damaged threads.
14Gather together a torque wrench, oil can,
clean rag, and a set of engine gaskets and oil
seals, together with a new oil filter.
15If they have been removed, new cylinder
head bolts, big-end bolts/nuts and new
flywheel bolts will be required.
16After reassembling the main engine
components, refer to paragraph 10 and refit
the ancillary components listed. Delicate
items such as the alternator may be left until
after the engine has been refitted.
1.6 and 1.8 litre (R6A type)
Dismantling
17Refer to paragraphs 1 to 9 inclusive.
18Before dismantling the main engine
components, the following ancillary
components can be removed:
Inlet manifold and CFI unit.
Exhaust manifold .
Alternator.
Spark plugs and HT leads.
Ignition coil and mounting bracket.
Oil pressure warning lamp switch.
Oil filter.
Dipstick and tube.
Engine mounting brackets.
Clutch.
Alternator mounting bracket.Crankshaft speed/position sensor.
Engine lifting brackets.
Crankcase ventilation hose.
Examination and renovation
19Refer to Section 18 in Chapter 2, PartA.
Reassembly
20Refer to paragraphs 12 to 16 but note that
new rocker arm nuts will be required, if they
have been removed.
Note: The belt tension should be checked
using Ford special tool No 21-113 after
refitting. A suitable puller may be required to
remove the sprockets. If the camshaft
sprocket is removed, a new retaining bolt
must be used on refitting, and suitable sealant
(Loctite 74 or 274, or Omnifit 30M blue) will be
required to coat the bolt threads.
1.8 litre (R2A type)
Removal
1If the engine is in the vehicle, carry out the
following operations:
a)Disconnect the battery negative lead
b)Remove the alternator drivebelt
c)Remove the distributor cap, rotor arm and
housing
d)Disconnect the wiring plug from the
crankshaft speed/position sensor
e)Unclip the coolant hoses from the timing
cover, and position them across the top
of the camshaft cover out of the way
f)If desired for improved access, remove
the fan shroud and cooling fan assembly,
although this is not essential
2Slacken 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.
3Remove the bolt and washer and withdraw
the pulley (see illustration). If the pulley will
not come off easily, refit the bolt part way and
use a puller, but take care not to damage the
sensor toothed disc.
18Timing belt and sprockets -
removal and refitting
17Engine dismantling,
examination, renovation and
reassembly - general information
2C•10CVH engines
17.10 Removing the oil pressure warning
lamp switch - 1.8 litre (R2A)
18.5 Withdrawing the timing cover -
1.8 litre (R2A)18.3 Withdrawing the crankshaft pulley -
1.8 litre (R2A)

16Where applicable, refit the timing belt
tensioner and coolant pump, locate the timing
belt backplate over the studs, then fit the
camshaft sprocket and the distributor rotor
shaft.
17The camshaft sprocket bolt must be
coated with sealant before installation. The
manufacturers recommend Loctite 74 or 274,
or Omnifit 30M blue. With the sealant applied,
insert the bolt, hold the camshaft sprocket
stationary as during removal, and tighten the
bolt to the specified torque (see illustration).
18Refit the thrustwasher with the convex
side facing forwards, and refit the Woodruff
key, then refit the crankshaft sprocket with the
“FRONT” mark facing forwards.
19Fit the timing belt over the crankshaft
sprocket, but do not engage it with the other
sprockets yet. Be careful not to kink the belt,
and if the old belt is being refitted, observe the
previously noted running direction.20Make sure that the TDC pointer on the
camshaft sprocket is still aligned with the dot
on the cylinder head front face.
21Check that the TDC lug on the crankshaft
sprocket is still in line with the notch in the oil
pump flange. If necessary, refit the crankshaft
pulley bolt, if not already done, and using a
socket on the bolt, turn the crankshaft by the
shortest possible route to align the lug and
notch.
22Starting at the crankshaft and working in
an anti-clockwise direction, fit the timing belt
over the camshaft sprocket, round the
tensioner roller, and over the coolant pump
sprocket.
23Slacken the tensioner bolts, allow the
tensioner roller to rest against the belt, then
tighten the tensioner bolts.
24Refit the crankshaft pulley bolt, if not
already done, and using a socket on the bolt,
turn the engine through two revolutions in a
clockwise direction (to bring No 1 cylinder
back to TDC), then turn the crankshaft 60º
anti-clockwise (No 1 cylinder at 60º BTDC).
25The belt tension should now be checked
by applying Ford tension gauge, tool No 21-
113 to the longest belt run. Desired gauge
readings are:
Used belt - 4 to 6
New belt - 10 to 11
If the tension gauge is not available, a rough
guide is that the belt tension is correct when
the belt can be twisted 90º in the middle of the
longest run with the fingers using moderate
pressure (see illustration). In this case, the
vehicle should be taken to a Ford dealer so
that the belt tension can be checked using the
special gauge at the earliest opportunity.
26If adjustment of belt tension is necessary,
turn the crankshaft clockwise to bring No 1
cylinder to TDC, then slacken the tensioner
bolts and move the tensioner to increase or
decrease the belt tension. Tighten the
tensioner bolts to the specified torque.
27Turn the crankshaft 90º clockwise past
TDC, then anti-clockwise back to the 60º
BTDC position (No 1 cylinder at 60º BTDC).
Check the belt tension again (see
illustration).28Repeat the procedure given in paragraphs
26 and 27 until the belt tension is correct.
29Refit the timing cover and secure with the
two bolts and nuts. Ensure that the earth tag
and the coolant hose clip are fitted under the
relevant nuts (see illustration).
30Unscrew the crankshaft pulley bolt, then
refit the crankshaft pulley and the bolt and
washer. Tighten the crankshaft pulley bolt to
the specified torque, preventing the
crankshaft from turning as described in
paragraph 2.
31If the engine is in the vehicle, reverse the
operations described in paragraph 1.
1.6 and 1.8 litre (R6A type)
32If the engine is in the vehicle, carry out the
following operations.
a)Disconnect the battery negative lead.
b)Remove the alternator drivebelt.
c)Disconnect the HT leads from the spark
plugs, noting their locations; detach the
HT lead bracket from the camshaft cover,
and position the leads out of the way.
d)Move the coolant hoses from the front of
the timing cover, and position them
across the top of the camshaft cover out
of the way.
e)If desired for improved access, remove
the fan shroud and the cooling fan
assembly, although this is not essential.
33Proceed as described in paragraphs 2 to
30 inclusive, noting the following differences
for the 1.6 litre engine (see illustrations).
a)There is no sensor toothed disc on the
crankshaft pulley.
b)A two-piece timing cover is fitted,
consisting of upper and lower sections,
each secured by two bolts. No earth tag
or coolant hose clip is fitted to the bolts.
c)The TDC datum on the oil pump takes the
form of a lug instead of a notch.
d)There is no distributor rotor shaft fitted to
the camshaft sprocket bolt.
e)There is no timing belt backplate.
34On completion, if the engine is in the
vehicle, reverse the operations given in
paragraph 32.
2C•12CVH engines
18.17 Tightening the camshaft sprocket
bolt. Hold the sprocket stationary using an
improvised tool with two bolts engaged in
the sprocket holes - 1.8 litre (R2A)
18.27 No 1 cylinder at 60°BTDC for
checking of timing belt tension -
1.8 litre (R2A)
18.29 Earth tag (1) and coolant hose clip (2)
locations on timing cover -
1.8 litre (R2A)
18.25 Twisting the timing belt to assess its
tension - 1.8 litre (R2A)