belt FORD SIERRA 1992 2.G Engine Electrical Systems Workshop Manual

System type
1.3 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
1.6 litre models (except Economy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
1.6 litre Economy models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC system with Lucas “Hall effect” distributor
1.6 litre CVH (R6A type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distributorless controlled by EEC IV system
1.8 litre SOHC models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC II system with Bosch “Hall effect” distributor
1.8 litre CVH models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC Hybrid system
1.8 litre CVH (R6A type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distributorless controlled by EEC IV system
2.0 litre SOHC carburettor models up to 1985 . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
2.0 litre SOHC carburettor models from 1985 (except P100) . . . . . . . . . ESC II system with Bosch “Hall effect” distributor
2.0 litre DOHC carburettor models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESC II system
P100 models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch inductive discharge system
2.0 litre SOHC fuel injection models up to 1987 . . . . . . . . . . . . . . . . . . EEC IV system with Motorcraft “Hall effect” distributor
2.0 litre SOHC fuel injection models from 1987 . . . . . . . . . . . . . . . . . . . EEC IV system with Bosch “Hall effect” distributor
2.0 litre DOHC fuel injection models . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC IV system
Coil
All models except CVH (R6A type) and 2.0 litre DOHC
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohm
Secondary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 7000 ohms
1.6 and 1.8 litre CVH (R6A type)
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 ± 0.05 ohms
2.0 litre DOHC carburettor model
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohms
Secondary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 8600 ohms
2.0 litre DOHC fuel injection model
Output (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0 kilovolts
Primary winding resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 to 0.88 ohms
Secondary resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500 to 8600 ohms
Distributor
Direction of rotor arm rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- 3 - 4 - 2 (No 1 cylinder nearest timing cover)
Dwell angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatically controlled by electronic module (not adjustable)
Chapter 5
Engine electrical systems
Alternator - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Alternator brushes - removal, inspection and refitting . . . . . . . . . . . . .7
Alternator drivebelt(s) - checking, renewal and tensioning . . . . . . . . . .5
Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Battery - testing and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Coil - testing, removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .12
Distributor (OHC models) - removal and refitting . . . . . . . . . . . . . . . .15
Distributor cap and rotor arm (OHC models) - removal and refitting .13
Distributor components (CVH models) - removal and refitting . . . . . .14
EEC IV system components - removal and refitting . . . . . . . . . . . . . .21Electronic modules - removal and refitting . . . . . . . . . . . . . . . . . . . . .18
ESC Hybrid system components - removal and refitting . . . . . . . . . .20
ESC II system components - removal and refitting . . . . . . . . . . . . . .19
General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . . .1
Ignition timing - adjustment for use with unleaded petrol . . . . . . . . .17
Ignition timing (OHC models) - adjustment . . . . . . . . . . . . . . . . . . . .16
Starter motor - brush renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .8
Starter motor - testing in the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . .9
Spark control system components - removal and refitting . . . . . . . .22
Spark plugs and HT leads - removal, inspection and refitting . . . . . .11
5•1
Specifications Contents
5
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

General information
The electrical system is of the 12 volt
negative earth type, and consists of a 12 volt
battery, alternator with integral voltage
regulator, starter motor and related electrical
accessories, components and wiring. The
battery is of the low maintenance or
maintenance-free “sealed for life” type and is
charged by an alternator which is belt-driven
from the crankshaft pulley. The starter motor
is of the pre-engaged type, incorporating an
integral solenoid. On starting the solenoid
moves the drive pinion into engagement with
the flywheel ring gear before the starter motor
is energised. Once the engine has started, a
one-way clutch prevents the motor armature
being driven by the engine until the pinion
disengages from the flywheel.
The ignition system is responsible for
igniting the air/fuel mixture in each cylinder at
the correct moment in relation to engine
speed and load. A number of different ignition
systems are fitted to models within the
Sierra/P100 range, ranging from a basic
breakerless electronic system to a fully
integrated engine management system
controlling ignition and fuel injection systems.
The ignition system is based on feeding low
tension voltage from the battery to the coil
where it is converted to high tension voltage.
The high tension voltage is powerful enough
to jump the spark plug gap in the cylinders
many times a second under high compression
pressures, providing that the system is in
good condition. The low tension (or primary)
circuit consists of the battery, the lead to the
ignition switch, the lead from the ignition
switch to the low tension coil windings
(terminal + /15) and also to the supply terminal
on the electronic module, and the lead from
the low tension coil windings (terminal -/1) to
the control terminal on the electronic module.
The high tension (or secondary) circuit
consists of the high tension coil windings, the
HT (high tension) lead from the coil to the
distributor cap, the rotor arm, the HT leads to
the spark plugs, and the spark plugs.
The system functions in the following
manner. Current flowing through the low
tension coil windings produces a magnetic
field around the high tension windings. As the
engine rotates, a sensor produces an
electrical impulse which is amplified in the
electronic module and used to switch off the
low tension circuit.
The subsequent collapse of the magnetic
field over the high tension windings produces
high tension voltage which is then fed to the
relevant spark plug via the distributor cap and
rotor arm. The low tension circuit is
automatically switched on again by the
electronic module, to allow the magnetic field
to build up again before the firing of the next
spark plug. The ignition is advanced and
retarded automatically to ensure that thespark occurs at the correct instant in relation
to the engine speed and load.
To improve driveability during warm-up
conditions and to reduce exhaust emission
levels, a vacuum-operated,
temperature-sensitive spark control system is
fitted to certain vehicles.Inductive discharge system
This is the least sophisticated system fitted
to the Sierra/P100 range, and comprises a
breakerless distributor and an electronic
switching/amplifier module in addition to the
coil and spark plugs.
The electrical impulse which is required to
switch off the low tension circuit is generated
by a magnetic trigger coil in the distributor. A
trigger wheel rotates within a magnetic stator,
the magnetic field being provided by a
permanent magnet. The magnetic field across
the two poles (stator arm and trigger wheel) is
dependent on the air gap between the two
poles. When the air gap is at its minimum, the
trigger wheel arm is directly opposite the
stator arm, and this is the trigger point. As the
magnetic flux between the stator arm and
trigger wheel varies, a voltage is induced in
the trigger coil mounted below the trigger
wheel, and this voltage is sensed and then
amplified by the electronic module and used
to switch off the low tension circuit. There is
one trigger wheel arm and one stator arm for
each cylinder (4).
The ignition advance is a function of the
distributor and is controlled both mechanically
and by a vacuum operated system. The
mechanical governor mechanism consists of
two weights which move out from the
distributor shaft as the engine speed rises due
to centrifugal force. As they move outwards,
they rotate the trigger wheel relative to the
distributor shaft and so advance the spark.
The weights are held in position by two light
springs and it is the tension of the springs
which is largely responsible for correct spark
advancement.
The vacuum control consists of a
diaphragm, one side of which is connected
via a small bore hose to the carburettor or
inlet manifold and the other side to the
distributor. Depression in the inlet manifold
and/or carburettor, which varies with engine
speed and throttle position, causes the
diaphragm to move, so moving the baseplate
and advancing or retarding the spark. A fine
degree of control is achieved by a spring in
the diaphragm assembly.
ESC (Electronic Spark Control) system
This system is only fitted to early
“Economy” models, and comprises a “Hall
effect” distributor, and an ESC module, in
addition to the coil and spark plugs.
The electrical impulse which is required to
switch off the low tension circuit is generated
by a sensor in the distributor. A trigger vane
rotates in the gap between a permanent
magnet and the sensor. The trigger vane has
four cut-outs, one for each cylinder. When
one of the trigger vane cut-outs is in line with
the sensor, magnetic flux can pass betweenthe magnet and the sensor. When a trigger
vane segment is in line with the sensor, the
magnetic flux is diverted through the trigger
vane away from the sensor. The sensor
senses the change in magnetic flux and sends
an impulse to the ESC module, which
switches off the low tension circuit.
The ignition advance is a function of the
ESC module and is controlled by vacuum. The
module is connected to the inlet manifold by a
vacuum pipe, and a transducer in the module
translates the vacuum signal into electrical
voltage. From the vacuum signal, the ESC
module determines engine load, and engine
speed is determined from the interval
between impulses supplied by the distributor
sensor. The module has a range of spark
advance settings stored in its memory, and a
suitable setting is selected for the relevant
engine speed and load. The degree of
advance can thus be constantly varied to suit
the prevailing engine speed and load
conditions.
ESC II (Electronic Spark Control II)
system
1.8 and 2.0 litre SOHC carburettor models
This system is a development of the ESC
system described previously in this Section,
but it enables more accurate control of engine
operation due to the inclusion of additional
monitoring features and control outputs.
Vehicles fitted with the ESC II system have an
electric inlet manifold heater which warms the
air/fuel mixture when the engine is cold, thus
reducing the amount of fuel enrichment
required, lowering fuel consumption and
improving driveability when the engine is cold.
The heater is operated by the ESC II module
receiving information on the engine temperature
from an engine coolant temperature sensor
mounted in the inlet manifold.
On 2.0 litre SOHC models, the ESC II
module operates a carburettor stepper motor
to control the engine idle speed. Using
information on engine speed, load,
temperature and throttle position (supplied by
a switch on the carburettor), the module
operates the stepper motor to maintain a
constant idle speed. On models equipped
with automatic transmission and/or air
conditioning, additional inputs are supplied to
the module to allow it to operate the stepper
motor to compensate for the additional engine
load imposed by the automatic
transmission/air conditioning. The ESC II
module also operates a “power hold” relay
which allows the stepper motor to function
briefly after the ignition has been switched off
in order to perform an anti-run-on and
manifold ventilation cycle.
2.0 litre DOHC carburettor models
A development of the ESC II system is used
to control the operation of the engine. The
module receives information from a
crankshaft speed/position sensor (similar to
that described for the ESC Hybrid system),
except that the sensor is activated by a
toothed disc on the rear of the crankshaft,
inside the cylinder block), and an engine
coolant temperature sensor.
1General information and
precautions
Engine electrical systems 5•3
5

Removal
1Disconnect the battery leads.
2Disconnect the multi-plug, or disconnect
the wires from their terminals on the rear of
the alternator, noting their locations (as
applicable), then slacken the mounting and
adjustment bolts and tilt the alternator
towards the engine (see illustrations).
3Remove the drivebelt(s) from the alternator
pulley(s).
4Remove the mounting and adjustment nuts
and bolts, and withdraw the alternator from
the engine.
Refitting
5Refitting is a reversal of removal, noting the
following points.
6To avoid breakage of the alternator
mounting bracket lugs, it is important that the
following procedure is adhered to when
refitting the mounting bolts.
7Always refit the large flat washer (A) (see
illustration).
8Earlier models (before 1985) also have a
small washer (B) which must be fitted between
the sliding bush and the mounting bracket.
9Ensure that the bushes and bolts are
assembled as shown - except on 2.0 litre
DOHC models where a through-bolt is used,
then tension the drivebelt(s) and tighten the
mounting and adjustment bolts as shown in
the relevant illustration in Chapter 3.Refer to Chapter 1, Section 21.
Note: To carry out the complete test procedure
use only the following test equipment - a 0 to
20 volt moving coil voltmeter, a 0 to 100 amp
moving coil ammeter, and a rheostat rated at
30 amps.
1Check that the battery is at least 70%
charged by using a hydrometer.
2Check the drivebelt tension.
3Check the security of the battery leads,
alternator multi-plug, and interconnecting wire.
Cable continuity check
4Pull the multi-plug from the alternator and
switch on the ignition, being careful not to crank
the engine. Connect the voltmeter between a
good earth and each of the terminals in the
multi-plug in turn. If battery voltage is not
indicated, there is an open circuit in the wiring
which may be due to a blown ignition warning
light bulb if on the small terminal.
Alternator output check
5Connect the voltmeter, ammeter and
rheostat as shown (see illustration).Run the
engine at 3000 rpm and switch on the
headlamps, heater blower and, where fitted,
the heated rear window. Vary the resistanceto increase the current and check that the
alternator rated output is reached without the
voltage dropping below 13 volts.
Charging circuit positive side
check
6Connect the voltmeter as shown (see
illustration).Start the engine and switch on
the headlamps. Run the engine at 3000 rpm
and check that the indicated voltage drop
does not exceed 0.5 volt. A higher reading
indicates a high resistance such as a dirty
connection on the positive side of the
charging circuit.
Charging circuit negative side
check
7Connect the voltmeter as shown (see
illustration).Start the engine and switch on
the headlamps. Run the engine at 3000 rpm
and check that the indicated voltage drop
does not exceed 0.25 volt. A higher reading
indicates a high resistance such as a dirty
connection on the negative side of the
charging circuit.
Voltage regulator check
8Connect the voltmeter and ammeter as
shown(see illustration).Run the engine at
3000 rpm and when the ammeter records a
current of 3 to 5 amps check that the voltmeter
records 13.7 to 14.15 volts. If the result is
outside the limits the regulator is faulty.
6Alternator - testing
5Alternator drivebelt(s) - checking,
renewal and tensioning4Alternator - removal and
refitting
5•6Engine electrical systems
4.2a Disconnecting the multi-plug from a
Bosch alternator4.7 Alternator mounting bracket
arrangement
A Large flat washer
B Small flat washer (models up to 1985 only)
C Mounting bracket (engine)
D Mounting lugs (alternator)
6.7 Alternator negative check circuit6.6 Alternator positive check circuit6.5 Alternator output test circuit
4.2b Removing the insulating cap from the
main wiring terminal on a Lucas A127
alternator (CVH model)

sprocket bolt. Note that there is no need to
remove the timing belt or the sprockets.
Note: During production the engine ignition
timing is accurately set using a microwave
process, and sealant is applied to the
distributor clamp bolt. Removal of the
distributor should be avoided except where
excessive bearing wear has occurred due to
high mileage or during major engine overhaul.
A timing light will be required to check the
ignition timing after refitting the distributor.
All models except early
“Economy”
Removal
1Disconnect the battery negative lead.
2If necessary, identify each HT lead for
position, so that the leads can be refitted to
their correct cylinders, then disconnect the
leads from the spark plugs by pulling on the
connectors, not the leads.
3Where applicable, unclip the screening can
from the top of the distributor and disconnect
the earth strap. On fuel injection models,
disconnect the crankcase ventilation hose
from the air inlet hose, then disconnect the air
inlet hose from the inlet manifold and the
airflow meter for improved access.4Prise away the spring clips with a
screwdriver, or remove the two securing
screws, as applicable, and lift off the
distributor cap.
5Disconnect the HT lead from the coil by
pulling on the connector, not the lead, then
slide the HT lead holder from the clip on the
camshaft cover, and withdraw the distributor
cap.
6Where applicable, disconnect the vacuum
pipe from the vacuum advance unit on the
side of the distributor (see illustration).
7Using a suitable socket or spanner on the
crankshaft pulley bolt, turn the crankshaft to
bring No 1 cylinder to the firing point. If the
distributor cap is secured by clips, make sure
that the clips stay clear of the distributormoving parts. No 1 cylinder is at the firing
point when:
a)The relevant timing marks are in
alignment.
b)The tip of the rotor arm is pointing to the
position occupied by the No 1 cylinder HT
lead terminal in the distributor cap. Note
that the position of No 1 HT lead terminal
is identified by a pip or a number “1”
c)On Lucas distributors, the cut-out in the
trigger vane is aligned with the sensor
(see illustration)
d)On Bosch distributors, the tip of the rotor
arm is aligned with the scribed line on the
distributor body (where applicable,
remove rotor arm and dust cover, then
refit rotor arm to check alignment with
scribed line) (see illustration)
e)On Motorcraft distributors, the tip of the
rotor arm is aligned with a notch in the
distributor body. Mark the relevant notch
(there may be several) for reference when
refitting. Also, the leading edge of one of
the trigger vane segments is aligned with
the rib on the sensor (remove the two
securing screws and lift off the rotor arm
to view the trigger vane and sensor) (see
illustration).
8Disconnect the distributor wiring plug,
where applicable depressing the locking
tab(s). Pull on the plug, not the wiring (see
illustration).
9Make alignment marks between the
distributor body and the cylinder block.
10Scrape the sealant from the distributor
clamp bolt, then unscrew and remove the bolt
and clamp (see illustration).
11Withdraw the distributor from the cylinder
block. As the distributor is removed, the rotor
arm will turn clockwise due to the skew gear
drive. Note the new position of the rotor arm
relative to the distributor body, if necessary
making an alignment mark (some distributors
already have an alignment mark).
12Check the distributor spindle for
excessive side-to-side movement. If evident,
the distributor must be renewed, as the only
spares available are the cap, rotor arm,
module (where applicable), and driveshaft
O-ring (see illustration).
15Distributor (OHC models) -
removal and refitting
5•16Engine electrical systems
14.9 Removing the rotor housing
15.7a Lucas distributor showing trigger
vane position No 1 cylinder at firing point
A Trigger vane cut
-outB Sensor
15.8 Disconnecting distributor wiring plug
- Bosch distributor15.7c Trigger vane segment leading edge
aligned with sensor rib - Motorcraft
distributor15.7b Rotor arm tip aligned with scribed
line on distributor body - Bosch distributor
15.6 Disconnecting vacuum pipe from
vacuum advance unit - Bosch distributor