1974 FORD CAPRI ignition

Monsurin g plug gnp . gaugo ;;:;;;-;;;"",,',,"," ignition sysICm spccilicalions) should have a sliUht 'drag' when slid between the olocuuch~s. Adjust {[liP if necessary
N orm al. r, dcpo~il~.liUlolly coaled corc nose. increasing by around 0.00 1 in (0.025 mm) pc, 1000 miles (1600 km). Plugs ideally suited to en\j ine. "nd engine in good
condition
Oil fouting. Wet. oily dr~pOl;its. cal,se eventually misfirc. Fllult : wmn bores/ilision 'ingSOf valve guidcs: sometimes OCC"'!! (temj.lO'Hrilyl d .. ring lunning-in
poriOd. Plug~ C()I1 IJ() H! u~ecl "ftc. thorouUh cleaning
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in Electrode demoge. ;;;;,:;;;;;;;:;;;~;~;';::;;i ;;,,, ",,;; h;,
bumed, glazed appearance. Fa ult: pre')gnohon Check: as 101 'Overheating' bllt may be more sovero. Discard plugs ar1d rornedy fault belorc piston or v31vc d~",age occurs
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.. ", . ~,'''':c." ~~:~~~~~~::i, Adjusting plug gap. Tlu, plug gap is, 03rth electrode inwards, or oulwards, as I correct clearance is uillaim!d. NOlO II,,! use 01 tho COlfcct tool
spark ami I I' Chock: cMhulOllor , • sellings, 1I0al level ,lIld iot siles; c hoke (lJlOla lion .mel cltlanli n()ss 01 ai, fillel. Plugs can bo rc­usod :"1 Overhoating EI()cuud'ls h,lVO \Jlilwd ~ppcaf3nce, CO'O noso vely while lew dello~iIS. f;I!I't Ilh,O uvelheatinu. Chec k: plug
vlJlue, iunitiun limill H. I"clu t;lillle I1Itillu (tOO lowl mixture lWQ w('ak). DisC , ,.
i Split cor o noso (mny npllollI i 8 crBck). Damage is
sel f.evide nt, bUI cruc ks will only showalter cloaning. Faul t: pre­ignition 01 wrOIl!) !)ap settin!) technique. Check : ignition liming,
cooling SYStCIl1. 1",,1 O C t;"" .. r alin!) (too low) and fuel mixlure lton woak) . Discilld "Iu!)s. ",Clllv laul t immediately
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Chapter 4 Ignition system 93
8 Distributor (2.8 lilre engine) -overhaul
There arc only two overh"ul jol)s possible. these being the fitling of a t"UUcr carl krtllnd the renewal of the vacuum advance uni\. Excessive
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Fig. 4.5 Exploded view 01 the distrihutor fitted to the 2.6 litru cnginc (Scc 6) 13
, DIS/111m/or Cill' 2 HOIQ'lIrm 3 Du,~1 covtJr 4 Rolf I,m , Clrchjls 6 T,iY(Jt'f ,1m! ,lssl.'ml!l y 7 Tii{Jllt'/ coli 8 SWim 9 Sc/ow
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BaSOI/Mlo
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a·rillg
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SCIOW
" Vacuum ullil
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Dis/li/)uiQl body
'6 Ch,1 c/.ll11/1
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Clip
weM or dllmage to the distri butor body or drivesh"ft wrll I11C r enewal of thO complete distributo •. 2 Refer 10 F'g. 4.5 fo r the order of fomov ~
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94 Chapter 4 Ignition system
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. --8 2A Removill{J the IllnSlre dust COve, (28 hl'c Cllume)
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J 2C W'''I1!j connector i'Uld seCUJlIlg screw (lHOwS)
9 Ignitio n timing -adjustment
Wnh the (.lIs\"OuIO' III!Cd ilS dcscllbed OIl SectIon 6, check Ihilt 1Ill! COHCCt llllllng m;l!ks "'0 ;1119110d. 2 To check the ;1111,,11 (5 t;1I,e) setting, .emovc the (I'51"lIu I0' c;lll [11l\( check IhJllhc rOl0' ;lIm IS PO"1I1119 to the No 1 cylmdc. scgmon!.n the Cill) rndlcmed by the sial on the 11m. 3 On the 3.0 lUre engIne the cont,le l poullS ll\u~1 he ,ust SCI)ilril\U'!J Tho e~ilCt Instant C,1" he checked by connect"'u il 12 vol1 lest lamp between the contilC, brcilke r low tenSIon Iemur),,1 iUl(t O,"lh, W,th the iUnilion Oil, tho d is trlbuto. ShOllld be turn ed nrl\,·clockwisc unlol lho bulb luSlligh(s. " On (he 28 li(re enuule the ("gger arms and stator ;HIllS must bc aligned It not. (um I he (hst"bulOr as necessary . !:i Tighten the (hSI"buto. clamp boll and .ehl the cap 6 Set In thIS way the lUlling WIll be alll)'Olmalely co , ..
8 2B UtJlle. vIew 01 the l.imJer Mrn .lrld Call (28 lIt Ie enU"Wj
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8 20 Vacuum un.1 sC(:u"ng screw WIth e')Hh lead termmal
10 W,lh Ihe enij1l1e I(lIrng pornt thc \fmlng hgh( at the cr",lksholl1 pulley The wh,le 1),1mte hne
12 To check the mechanrcat adv.1nce. Increase the engIne speed and note whelher the wh,te malk on the pulley moves away Irom the mark on th e pOInter . 11 It docs the mechanical advance is lunctioning 13 W,th the enOlile Idlmu the vnCU\ Jm advance can be checked by suc kIng the oldv~ncu pIpe that W.1S removed from the carburellOI o r air box ThIS should also c.Juse the while rnark on the pulley to move away horn the mar k on the pointer 14 On completIon remove Ihe timlllU hght and rC(:onnec lthe v.1CUUIll pIpe
10 Ignition illlllllifier module (2.8 l i tre enuine) -removal and rClittinu
Thc Iunitlon illl\J}l lflcr module is locmed on Ihe left· hand SIde of the engIne COnlpar tment. tUSI behind Ihe hOnt suspenSIon strut upper mounting.
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Chapter 4 Ignition sys te m 95
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. 2 1!11"I'On ampllf,er mod"l~ .1m1 mull< .pluu eOllllecto,s
2 With til() l~pll!lOn sw'tehud off rhsconner.1 thO two llIulu·plu!) comW(:I 11 Spark 1)lugs -re m oval, servicing and retitling
l' Rem ove the ilir clea ner or inl et duCling ilS rC{luuC tl. 2 Identify Ih c HT leads for posi lion \hen c11Se 0I1I1CCI them from thc sp.,.k I)I!I!J$ hy plllhn!) on the IC'fl,i",11 ends. not Ihc tIIilin leilds (photo) 3 US'''!! a sp;"k pluy Sl)ilnnrlr. unscrew tllf! pluUs 1'0111 the cyhnder
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Ci'ld s (ph"lo~1 4 H Ih'l IIl',,,laIOl no~ of Ilw sp",k pl"H IS dean i'lnd wh,te. wl1h 110 (ICPO$115 tlw;.~ ".dlCo1l1ve of a w,~;,k n"~IUH1. 0' 100 h o t .1 plug (,1 hot plug II;'n~h:ts 1",.11 aWily fWIl' t he I)h.~:I.odc slowly il cold I lhl!1 triHl sle.s ,I ;rw.lY "",dly) <; lhl! IIltl!JS f'l1l:d ilS stimrJi"d a'c ilS hSICd IIllhoJ S pccifleallol1s!lt Ilic ha. d black look",U depos.ls. th..,,, Ih .s .s ,mheilhve Ihilt Ihe m'~I\I.e IS o "eh Should Ihe plllg he h l"ek amI Oily. Ihen II IS lik ely thaI the .I U ine IS fairly W Olfl. (IS well il~ Ihe mixilne benlU 100 Itch 6 If th c lllSuliltor nose '5 cove.ed wnh I I\Jll t Ian 10 glcY ls h blown (ICI>oSIIS. Ihen Ihe mlxllue's CO"I..'CI ,lnd II '5 h kely Ihallhe eng"'e IS ill good condurOll 7 "the.c ilfC illly Iraces of lo"g b.ow n tnpC""1J stilU'S onlhe OUlslde 0 1 Iho wh'le pOl lion ollhe plug. the n th O pl\l\: 1 W ill h,1V(l1O be renewed.
as Ihis shows Ihiltlhere .s il filulty Jom l helween Ihe plug ilnd body and Ihe insulilIO '. and comp. ess.on .s beltlU ilflowed co IC 3
4 \)6
Fig. 4 .6 HT I Cild l)osilion5 o n the 3.0 l i tro C "~Jine (Soc 11)
AllOW III'''(;,lICS ,,,,,,1 ul "'''UtllC
Fig. 4 .7 HT lead posit io ns 011 Iho 2.8 lilro engino (Sec 11)
AllOW imilc,lles I'UII ! 01 ell!}"''''
8 Plugs should be clCilned by.1 So,,,(1 hlilsung n'achme w hich w.lIl.ce thcll' from cil.bon mo.e Iho f
enewcd.
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I • I 2 DlSCOllllCC I thO lIT leild . 11.3A ... unsc.ew the spa.k plug I I 38 and remove 11
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,6 Chapter 4 Ignition system
9 The spark plug gaf} is 01 conside rable impor1~e. as. if it is too lilrge or too small. the size of the spark ilnd its efficiency will be seriously impilired. The spilrk plug should be set to the ligure given in thl} Specifications ill the beginning of this Chapter; IOTa sel it, measure the gilp with a/cere, gauge. and then bend open. or close. the outer plug electrode untillhe correct gap is achieved. The centre electrode should never be benl as this may crack the insulation ilnd cause plug fAilure if nothing worse. 11 Relit the plugs, and re/ilthe leads from the distr ibu tor in the correct I"ing order. which is given in the Specifications. Screw the plugs in by hilnd initiilily then tighten them to the specified torque using the plug spilnnel.
12 Fault diagnosis -ignition system
By lar (he nlo1jori (y 01 brCJkdown and running troubles ilre caused by InUits In the igrlOlron system er(her in (he low (enSlon or high tens ion circuns There LJratlon or fuel Injec tion Setlln(Js, ilre normally tllle to faults in the d,strrllulOr Or 10 Incorrect I(Jrlltion tlllllrl!J .
Engine fails 10 staft 1 If the engine falls to StM( and t he cal was IIJnning norll1t1l1y when.t wns IJst used, first check ther e is fuel in the petrol wnk. If (he engille tums ovel normally on (he starter 1I10tor and the bilHery is evidently well chmged. then the lault mny be in either the high or low tension circuits. Firs( check Ihe HT circuit. Note: If lire hal/cry is known 10 hI! {(Illy ch,}lged, Ihe ignilion liglll cOllies on, ,1I)d Ihe s/arler 1II010r {,lils /() tum IIIe ongine check the tightness o f the le'lds on the biltlely terillinilis ,1I)d <1Iso (lte seCUIIHWSS oflhe e,l,th leold (0 irs cOllllec/ion 10 tire body It is qui(e common for tlie le,1(ls /0 Ii,}ve wOlked loose. l.'vc'1I If Ihey look ,1n(/ lecl seclI,e. /I one 01 the boll/my ((:{minM {Josts [11.'1.1' vC'IV liot wi".." (Iyiny (0 wOlk Ihe s/mler 1II0tOl (his is ;/ sUie IIId'C,7/IUI/ 0/ ;/ I;wlty COllllel;('On 1(1 1h.11Ie"lIillal. 2 One of tile commonest rOilsons lor bad stmtln!J IS wet or d;UllP sp,uk plug lead~ and dlstribu(or. Hemove (he distllblltor cap. H "JOdenSil(Ion is v iSIble IIlte!llillly dry the CJp With il rag and also wIpe ;lCf the leads nelu the cap_ 3 If (he enUiue sull fmls 1 0 St.l.t. check that cunent IS reachlllg (he JUS, by dlscounectln!1 ench plug le,l<1 in turn ilt the sp1Hk plllU end, .. ,ld holdlllg Ihe end olthe callie about 5 mm (0.2 Ill) aWilY from the cylillder block. Spin the enu'ne all the sta rter motor. 1 Spa,klllg between the end of the cable ilnd Ihe block should he fa"ly strong With J strong leuulm blue spark_ (Hold (he lead WI(h wbber to ilvold elec(IIc shocks) If Clluelll is reilching (he plugs. then rel110Ve them and clean and reg,lp them. Tho engine should now SWrt 5 If there is no spilrk ilt the plug leilds. wke of! the HT lead from the cenlre of the d'sltibutor C 6 If Ihere me no spmks Irom the end of the lend 110m the coil check the connections atlhe coil end of the lead. If il is in order 5(31 1 checking (he low tension circuit. 7 Use iI 12V voltmeler or a 12V bulb ilnd two leng(hs of w ire. On conventional distributors switch on the ignilion i1nd ensure tha t the points arc open. On breakerless dlstlibulOlS ensure thilt Ihe segments on the rOlor are nOt adJilcenl to (he triggel coil. Make a tes t between the low tension wire to the COil ( + ) terminal nnd eilrth. A leading of 7 (0 8 'lollS should be obtained. N o reJding indiCiites a break in the supply from the ignition swilCh or il f,1UIl in the ballast resiswnce wire. A correct rending indicn(es a faulty cojl or condensel, or n blok en lend between the coil ilnd the distrIbutor. On breokedess ignition systems the (rigger coil and ilmplificr module are suspect . H~ve (hem checked by a Ford dealer. . 8 Take the condenser wire off the points assembly Jnd with the points open test between the moving point ilnd eMth. If there is now a leildrng then the tault is in (he condenser. Fit a new one as dcsclibed in this Chapter, Section 5 9 W,th no reilding from the moving point to eilrth, wke ,1 reildrng between eil/th ,1nd the ell or negiltive ( - ) teminal ot (he COIl. A rendm(J here shows a broken wire which will need to be renewed hetween (he COil ilnd dis(rihutor. No retlding confirms thil1the coil hilS failed ilnd must be renewed, afler which the eno"te wdl run once more Rcmtmher (0 rel,t tho condenser wire 10 the pomt$ ilssemhly.
Engine misfires 10 If the enOlnr. mlsfues re!Julariy. run It ilt a f~st irllrng speed. Pull off eilch 01 the plu(! C,lpS III hUll nnd hsten t o (he note 01 the engrne. Hold the phl(J cnp In il dry cloth or with a rubber g love other Pollt of the dlstllhu(or. These lilles J,e p,lths which now conduct electllcit y Jcross the CJp lhus lewng it run to e,,'th. Tile only answer IS a new distllbutor CilP_ 16 APilit frorn the Ignition tll1l1ng being Incorrect. other Ciluses of rlllsl,,,ng hilve already been denl( w l(h under Ihe section dealrng with the f,lriUre of Ihe enuine to star I. To reCi!p - these 0110 Ih,lt:
(,J) The cOllm.lV be {,lufly giving ,111 iniNmil/elll mislile (b) Thele limy he ,1 (/iJmiJged wile or loose cOrlflee/ioll in till! low (eflsion circuil (c) The condensel /II,lY I;e shOll circuiling (i{ filled) (d) There nwy be a meehanic,lllolUI! IiI Ihe dis/flbll/or (bfOken dliving spindle or eOlllac/bleaker spring. if filled)
17 If the ignition (iming is too far reto1lded, it should be noted thallhe engine will tend to overheat. and there will he a quite no(iceable drop in powel. If the engine is overheating and Ihe power is down, and Ihe ,oni(ion tim in!) is correct. then Ihe carburenor or fuel injection should be checked, i1S ,I is likely that this is where the Iilult lies.
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Chapter 6 Manual gearbox and automatic transmissio n 127
2 Select position O' th en pri$e off the selector level escutcheon nnd. Irom under th e cnr. re move the plug in the side 01 the selector housing. 3 Adjust the inhibito r cnble locknut X to giv e a dimension of 0.1 to 0.2 mm (0.004 to 0 .008 in) (Fig. 6 .36). 4 Refit the plug nnd escutcheon. S With the trnn smission shih lever and the mnnunl selector lever in '0'. ndJust th e selector rod link until it cnll be reconnected without strain .
23 Downshift cable -removal. refitting and adjustment
Support till! front o f th e cm on Jxle Slng brncke!. pull b~ck the outer sheilth and unhook the c;rble hom the slol. 3 Unsc!Cw the nut at the trnnsrnissiorl rnoun trr\\) hracko::t and unhook the outer she,l th. 4 Unhook the inner callie from the tranSl\\ls s,on lever , 90::1011,n(l ,$ a reversal of the ,lllovc. but the II1Il!.:r nut nt the upper should be screwed on conlp!ctcly. nnd th e OllH:r nu t only il few turns. 6 'p,ess the acceter;-rt{)r \lo::dal hIlly. ,,,,d chcc k thnt the thlOttle plate is ' ... ,y open 7 Us,n\) a screwdrrver. Icvo::r the downsl,,!t cab le lever UPWMt!S. pulling t he mner cahle lully upw,uds 8 Tum th e adjust in\) nut 10 lenuthen or shorten the cnhle to (Jiv e J clearance 01 0.5 to 1.3 mm (0 .02 to 005 Ill) between the downshlf, lever nnd th e accelerator shnl! (Fig. 637) TI\Jhwn the locknut
24
S lnrter inhibitor/reverse Inml) switch -removal and re fitting
1 Pull the cable connector off the switch" 2 Unscrew the slnrter inhihitor swilch and remove the a"int[ 3 To rel'llhe swilCh. fil a new a·ring nnd screw the switch into lhe housing longer. tight. T'gh ten Ihe switch 10 the lorque wrench settin g
given ,n the Specilicntions. I t is imporlnl11 ,hn t thiS torque is not excee dud, 4 Ro::I't the cnhle plug conn ector to the sw,tch,
5 Chuc k th,ll th e en!J"'c will st",t only w,th the lever '" the '1" and "N' posilions and in no other POSlt'on. S TlIIn 0 " the ignition without startll1g th e engine, Check IhM the
r ' ;inU light comes 0 11 in th e "R" po~rtlon, but not in any other.
25 .tension housing o il senl-renew,,1
1 Remove the propeller shnl!. ns do::scrrhed III Chi,pter 7.
2 Jnck t he r enr of Ihe c,u to [1Hn",HSe the loss of 011 from the
transmission . then carefully pr ise out the od seill. being cJrtJIut not to (JamJ,Je the machined recess into which the sc,rI I,ts, 3 E'lslIfe that the recess is cle ig.
6.37 Adjusting the downshift cable (Sec 23)
Depress Ihlollle hJlly (bloken arIOw). Pivol/he downshilllev,·( ,)wuy frum Ihe ,1ccelef,1{Qr sllMI lind UdjllS! Ih e clcarance at Ihe MljllSling nul (solid arrow)
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Fig. 6,38 Inhibito r switc h renewal (Sec 24)
A Wiling connector B Inhibl/Ul swilch C O-riny
26 Fault dingl10sis -nutornatic Ir FJuit in these units Me most commonly the result of low fiu,d level. Incorrect adJustmen l of the selecto r linkage or downshift cable. or ,j ,
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