1984 FORD SIERRA ECO mode

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

Refitting
13Commence refitting by checking that No 1
cylinder is still at the firing point. The relevant
timing marks should be aligned. If the engine
has been turned whilst the distributor has
been removed, check that No 1 cylinder is on
its firing stroke by removing the No 1 cylinder
spark plug and placing a finger over the plug
hole. Turn the crankshaft until compression
can be felt, which indicates that No 1 piston is
rising on its firing stroke. Continue turning the
crankshaft until the relevant timing marks are
in alignment.
14Turn the rotor arm to the position noted in
paragraph 11. If a new distributor is being
fitted, and no alignment marks are present,
transfer the marks from the old distributor to
the new distributor.
15Hold the distributor directly over the
aperture in the cylinder block with the
previously made marks on the distributor
body and cylinder block aligned, then lower
the distributor into position. Again, if a new
distributor is being fitted, transfer the
alignment mark from the old distributor body
to the new distributor body. As the skew gear
drive meshes, the rotor arm will turn
anti-clockwise.
16With the distributor fitted and the marks
on the distributor body and cylinder block
aligned, check that the rotor arm is positioned
as described in paragraph 7 -if not, withdraw
the distributor, re-position the driveshaft and
try again.
17Refit the clamp, then insert and tighten
the bolt. Do not fully tighten the bolt at this
stage.
18Refit the distributor wiring plug, and
where applicable reconnect the vacuum pipe,
and refit the dust cover and/or rotor arm.
19Refit the distributor cap, and reconnect
the HT leads to the spark plugs and coil.
Ensure that the leads are refitted to their
correct cylinders.
20Where applicable, refit the screening can
to the top of the distributor and reconnect the
earth strap. On fuel injection models,
reconnect the air inlet hose, ensuring that the
clips are correctly aligned (refer to illustration,
Section 15, Chapter 4, PartB).21Reconnect the battery negative lead.
22Check and if necessary adjust the ignition
timing.
Early “Economy” models
Removal
23Removal of the distributor fitted to these
models is a similar process to that described
above.
Refitting
24Turn the crankshaft to bring No 1 cylinder
to the firing point, with the 16º BTDC mark on
the crankshaft pulley aligned with the pointer
on the crankshaft front oil seal housing, as
described above.
25Fit the new distributor to the engine as
described above, then proceed as follows.
26Cut the original distributor wiring plug
from the wiring loom. Make the cut close to
the connector.
27Strip back 10 mm of insulation from each
of the wires on the wiring loom, and on the
adapter loom supplied with the new
distributor.
28Solder the adapter loom wires to the
corresponding identically coloured wires in
the main loom.
29Carefully insulate each individual soldered
joint using insulating tape, then apply tape to
cover the join between the looms.
30Fit a new distributor cap (and screening
can, where applicable), and connect the HT
leads.31Connect the adapter loom to the
distributor.
32Start the engine, and adjust the ignition
timing to the value given in the Specifications
at the beginning of this Chapter. Work as
described above whilst noting that the
vacuum pipe must be left connected.
Note: During production the ignition timing is
accurately set using a microwave process,
and sealant is applied to the distributor clamp
bolt. Because the electronic components
require no maintenance, checking the ignition
timing does not constitute part of the routine
maintenance schedule, and the procedure is
therefore only necessary after removal and
refitting of the distributor. A timing light will be
required for this procedure. For details of
ignition timing adjustment in order to operate
vehicles on unleaded petrol refer to the
appropriate Section of this Chapter.
All models except 2.0 litre DOHC
1Before checking the ignition timing, the
following conditions must be met:
a)The engine must be at normal operating
temperature
b)Where applicable, the vacuum pipe to the
distributor vacuum unit or electronic
module (as applicable) must be
disconnected from the vacuum unit or
electronic module and plugged
c)The idle speed must be below 900 rpm
(isolate “idle speed adjustment” wire if
necessary)
d)Any earthed “octane adjustment” wires
must be temporarily isolated
2Wipe clean the crankshaft pulley timing
marks and the pointer on the crankshaft front
oil seal housing. Note that two alternative
types of pulley may be fitted (see
illustration).The desired timing values are
given in the Specifications. If necessary, use
white paint or chalk to highlight the relevant
timing mark(s) (see illustration).
3Connect a stroboscope timing light to the
No 1 cylinder HT lead, following the
manufacturer’s instructions.
4With the engine idling at normal operating
temperature, point the timing light at the
marks on the crankshaft pulley, and check
that the appropriate timing mark appears
stationary in line with the timing cover pointer.
Take care not to get the timing light leads,
clothing etc tangled in the cooling fan blades
or other moving parts of the engine.
5If adjustment is necessary, stop the engine,
slacken the distributor clamp bolt, and turn
the distributor body slightly. Turn the
distributor body clockwise to retard the
ignition timing (move the timing closer to TDC)
and anti-clockwise to advance the timing.
16Ignition timing (OHC models)
- adjustment
Engine electrical systems 5•17
5
15.12 Removing distributor driveshaft O-
ring - Motorcraft distributor15.10 Unscrewing distributor clamp bolt -
Bosch distributor
16.2a Highlighted timing marks - SOHC
engine with cast crankshaft pulley

Note that the required distributor body
movement will be half of the required
crankshaft movement (ie an adjustment of 5º
in ignition timing will require the distributor
body to be turned 2º. Tighten the clamp bolt
and re-check the timing.
6On models with inductive discharge ignition
systems, the mechanical and vacuum
advance mechanisms can be checked as
follows. On all other models, proceed to
paragraph 10.
7With the engine idling, timing light
connected, and vacuum pipe disconnected as
described in the preceding paragraphs,
increase the engine speed to approximately
2000 rpm (if desired, connect a tachometer to
the engine in accordance with the
manufacturer”s instructions). Note the
approximate distance which the relevant pulley
mark moves out of alignment with the pointer.
8Reconnect the vacuum pipe to the
distributor or electronic module, as
applicable, and repeat the procedure given in
the previous paragraph, when for the same
increase in engine speed, the alignment
differential between the pulley mark and
pointer should be greater than previously
observed.
9If the pulley mark does not appear to move
during the first part of the check, a fault in the
distributor mechanical advance mechanism is
indicated. No increased movement of the
mark during the second part of the check
indicates a punctured diaphragm in the
distributor vacuum unit, or a leak in the
vacuum line.
10On completion of the adjustments and
checks, stop the engine and disconnect the
timing light. Where applicable, reconnect the
vacuum pipe, if not already done, and
reconnect any “octane adjustment” and “idle
speed adjustment” wires. Make a final check
to ensure that the distributor clamp bolt is
tight.
11Finally, the idle speed and mixture should
be checked and adjusted.2.0 litre DOHC carburettor model
12The ignition timing is controlled by the
ESC II module, and no adjustment is possible.
2.0 litre DOHC fuel injection
model
13The ignition timing is controlled by the
EEC IV module, and no adjustment is
possible.
Note: Refer to the Specifications Section at
the beginning of this Chapter for ignition
timing values for use with unleaded petrol.
1To run an engine on unleaded petrol,
certain criteria must be met, and it may be
helpful to first describe the various terms used
for the different types of petrol:
Normal leaded petrol (4-star, 97 RON):
Petrol which has a low amount of lead added
during manufacture (0.15 g/litre), in addition to
the natural lead found in crude oil.
Unleaded petrol (Premium, 95 RON):
Has no lead added during manufacture, but
still has the natural lead content of crude oil.
Lead free petrol: Contains no lead. It has
no lead added during manufacture, and the
natural lead content is refined out. This
type of petrol is not currently available for
general use in the UK and should not be
confused with unleaded petrol.
2To run an engine continuously on unleaded
petrol, suitable hardened valve seat inserts
must be fitted to the cylinder head.
3The OHC engines fitted to the Sierra/P100
range which have suitable valve seat inserts
fitted at manufacture can be identified by
letters stamped on the cylinder head next to
No 4 spark plug as follows:
1.6 litre enginesM, MM, N, or NN
1.6 litre enginesS or SS
2.0 litre enginesL, P, PP, R, or RR4All CVH engines have suitable valve seat
inserts fitted.
5Vehicles which have no identification letter
stamped on the cylinder head, and are not
fitted with suitable valve seat inserts, may still
be run on unleaded petrol (although
continuous use is not recommended),
provided that every fourth tank filling is of
normal leaded petrol, ie: three tanks of
unleaded petrol followed by one tank of
normal leaded petrol.
6When running an OHC engine on unleaded
petrol (Premium, 95 RON), the ignition timing
must be retarded as described in the
following sub-Sections. There is no
requirement for ignition timing adjustment
when running CVH engines on unleaded
petrol.
Inductive discharge ignition
system and ESC system
7On vehicles fitted with an inductive
discharge ignition system, or the ESC system,
the ignition timing should be retarded as
specified.
ESC II and EEC IV systems
8On vehicles fitted with the ESC II or EEC IV
systems, there is a facility for retarding the
ignition timing without physically disturbing
the distributor.
9Adjustment is made by earthing one or two
wires (“octane adjustment” wires) which
terminate in a wiring plug next to the ignition
coil. Ideally a service adjustment lead,
available from a Ford dealer should be used
(see illustration). One end of the lead plugs
into the “octane adjustment” wiring plug, and
the other end should be earthed by fixing to
one of the ignition coil securing screws.
10Cut and insulate the wires in the service
lead which are not to be earthed.
17Ignition timing -adjustmentfor
usewithunleadedpetrol
5•18Engine electrical systems
17.9 Service adjustment lead and plug -
ESC II and EEC IV systems
A Red, blue and yellow wires
B Plug
C Wire cutting point
16.2b Crankshaft pulley timing marks - SOHC engine
A Cast pulleyB Pressed steel pulley

11The amount of ignition retardation
provided by earthing the wire(s) is as shown in
the table above.
12Once the ignition timing has been
retarded, the vehicle can be operated on
either leaded or unleaded petrol.
13On 2.0 litre models, if the yellow wire (“idle
speed adjustment” wire) in the service lead is
earthed, the idle speed will be raised by 75
rpm. If the vehicle already has a single yellow
fly lead connected prior to connecting the
service lead, ensure that the yellow wire in the
service lead is earthed.
14Note that some early models have
coloured “Lucar” connectors fitted in place of
the “octane adjustment” wiring plug (see
illustration). The principle for ignition timing
adjustment on these vehicles is as described
previously for vehicles with the “octane
adjustment” wiring plug.15On completion of ignition timing
adjustment, the idle speed and mixture should
be checked and adjusted as necessary.
Note: Refer to Section 1 for precautions to be
observed when working with electronic
modules.
1Disconnect the battery negative lead.
All ESC modules except ESC
(early “Economy” models)
2All modules except the ESC Hybrid module
are mounted on the left-hand side of the
engine compartment(see illustration).The
ESC Hybrid module is mounted on the
right-hand side of the engine compartment.
3Disconnect the module wiring plug by
pulling on the plug, not the wiring. On ESC IImodules, except those fitted to 1.8 litre
models from February 1987, a locking tab at
the lower end of the wiring plug must be
depressed before unhooking the upper end of
the plug from the module. On ESC II modules
fitted to 1.8 litre models from February 1987
(see illustration)and ESC Hybrid modules,
the wiring plug is secured by a screw which is
integral with the plug (see illustrations).
4Where applicable, disconnect the vacuum
pipe from the module (see illustration).
5Remove the two or three securing screws,
as applicable, and withdraw the module from
the engine compartment. Note that the top
securing screw of the ESC module also
secures the ignition coil strap.
6Refitting is a reversal of removal, but ensure
that the underside of the module and the
corresponding area of the body panel are clean.
ESC module (early “Economy”
models)
7Remove the module complete with its
securing bracket, as described above.
8Fit the new module, slightly behind the old
module position, on the flat vertical surface of
the body panel, and secure with the two
screws supplied. Note that the module must
be mounted against the flat area of the body
panel to prevent distortion of the module, and
to ensure good heat transfer from the module
to the body.
9Reconnect the module vacuum pipe.
10Connect the adapter loom supplied with
the new module between the module and the
old module’s wiring plug.
11Where applicable, refit the coil to its
original location.
18Electronic modules - removal
and refitting
Engine electrical systems 5•19
5
18.4 Disconnecting ESC II module vacuum
pipe18.3c Disconnecting ESC Hybrid module
wiring plug18.3b Disconnecting ESC II module wiring
plug
18.2 ESC module securing screws (arrowed)
A Wiring plug B Vacuum pipe18.3a ESC II module - 1.8 litre models from
February 1987
SystemDegrees of retardation
Blue wireRed wireBlue and red
wires
ESC II (except 1.8 litre)
models from February1987246
ESC II (1.8 litre models from
February 1987)426
EEC IV42617.14 Lucar type “octane
adjustment” connectors -
early models with ESC II
and EEC IV systems
A Red, blue and yellow connectors
B Coil securing screw (earthing point)

3Partially drain the cooling system. There is no
need to remove the cylinder block drain plug.
4Disconnect the sensor wiring plug by
pulling on the plug, not the wiring (see
illustration).
5Unscrew the sensor from the inlet manifold
and remove it.
6Refitting is a reversal of removal. Fill the
cooling system.
2.0 litre DOHC models
7The sensor is located in the side of the inlet
manifold. The removal and refitting
procedures are as described for the 1.6 and
1.8 litre CVH (R6A type) engines in the
relevent Section of this Chapter.
Inlet manifold heater
Note: When refitting the heater, a new gasket
and O-ring must be used.
8Do not attempt to remove the heater while it
is hot.
9For improved access, remove the air
cleaner.
10Disconnect the wiring from the heater.
11Unscrew the three securing bolts and
remove the heater. Recover the gasket and
O-ring (see illustration).
12Refitting is a reversal of removal, using a
new gasket and O-ring, but be careful to
tighten the securing bolts evenly, otherwise
the heater may tilt and jam in its recess.
Carburettor stepper motor (2.0
litre models)
Note: Irregular idle is not necessarily caused by
a faulty or badly adjusted stepper motor. Good
electrical contact between the stepper motor
plunger and the adjusting screw (which from the
throttle position switch) is essential. Before
attempting adjustment or renewal of the motor,
try the effect of cleaning the plunger and
adjusting screw contact faces with abrasive
paper followed by switch cleaning fluid. Switch
cleaning fluid is available from electronic
component shops. Refer to the precautions in
Chapter 3 before proceeding.
13Remove the air cleaner.
14Depress the locking tab and disconnect
the stepper motor wiring plug. Pull on the
plug, not the wiring.
15Remove the four securing screws and
withdraw the stepper motor and bracket from
the carburettor.
16If desired, the stepper motor can be
separated from the bracket by removing thefour securing screws (see illustration).
17Commence refitting by securing the
stepper motor to the bracket, where
applicable.
18Refit the stepper motor and bracket to the
carburettor and secure with the four screws.
19Reconnect the wiring plug.
20Reconnect the air cleaner vacuum hose to
the inlet manifold, and position the air cleaner
to one side to allow access to the carburettor
and stepper motor.
21Reconnect the battery negative lead.
22Connect a tachometer to the engine in
accordance with the manufacturer’s
instructions.
23Start the engine, then check and if
necessary adjust the idle mixture.
24Ensure that all electrical loads are
switched off (headlamps, heater blower etc). If
the “idle speed adjustment” wire is earthed,
temporarily isolate it. Where applicable,
ensure that the automatic transmission gear
selector lever is in the “N” or “P” position.
25Accelerate the engine to a speed greater
than 2500 rpm, allow it to return to idle, then
repeat. Insert a feeler blade of 1.0 mm (0.04
in) thickness between the stepper motor
plunger and the adjusting screw (see
illustration). With the feeler blade in place the
engine speed should be 875 ±25 rpm.
26If adjustment is necessary, remove the
tamperproof cap from the adjusting screw
locknut. Slacken the locknut, then turn the
adjusting screw to achieve the correct enginespeed and tighten the locknut.
27Repeat the procedure given in paragraph
24 and check that the engine speed is still
correct. Readjust if necessary.
28Stop the engine, remove the feeler blade,
and disconnect the tachometer.
29Refit the air cleaner, ensuring that the
vacuum hose is securely connected. If the
“idle speed adjustment” wire was previously
earthed, reconnect it.
30Re-start and then stop the engine,
observing the movement of the stepper motor
plunger. Immediately after stopping the
engine, the plunger should move to the
“anti-dieselling” position, and after a few
seconds it should extend to the “vent
manifold/start” position (see illustration).
31Re-check and adjust the idle mixture.
32If necessary, refit the tamperproof caps to
the mixture adjustment screw and the stepper
motor adjustment screw locknut.
Crankshaft speed/position sensor
(2.0 litre DOHC models)
33The sensor is located at the right-hand
rear of the cylinder block behind the oil filter.
34Disconnect the battery negative lead.
35Access is most easily obtained from
underneath the vehicle. To improve access,
apply the handbrake, then jack up the front of
the vehicle and support it securely on axle
stands (see “Jacking and Vehicle Support”).
36Disconnect the wiring plug from the sensor.
37Remove the securing screw, and
withdraw the sensor from its location in the
cylinder block (see illustration).
Engine electrical systems 5•21
5
19.25 Carburettor stepper motor adjustment
- 2.0 litre models with ESC II system
A LocknutB Feeler blade
19.37 Removing the crankshaft
speed/position sensor (engine removed)
19.30 Carburettor stepper motor plunger
positions - 2.0 litre models with ESC II
system
A Vent manifold/start
B Anti-dieselling
C Normal idle
19.16 Carburettor stepper motor adjustment
- 2.0 litre models with ESC II system19.11 Removing inlet manifold heater -
ESC II system

25Remove the two securing screws and
detach the throttle damper and bracket
assembly from the carburettor (see
illustration).
26Commence refitting by securing the
throttle damper and bracket assembly to the
carburettor with the two screws. Ensure that
the throttle lever is correctly positioned in the
slot in the throttle damper actuating arm.
27Reconnect the vacuum pipe to the throttle
damper.
28Reconnect the air cleaner vacuum hose to
the inlet manifold, and reconnect the air
change temperature sensor wiring plug, then
place the air cleaner to one side to allow
access to the throttle damper.
29Reconnect the battery negative lead.
30Connect a tachometer to the engine in
accordance with the manufacturer’s
instructions.
31Start the engine, then check and if
necessary adjust the idle speed and mixture.
32Earth the “service adjustment” lead,
located in the battery negative wiring loom
(see illustration), for a minimum of 10
seconds. The throttle damper actuating arm
should move to the fully retracted position,
raising the engine speed.
33The engine speed should stabilise at 1700
±100 rpm. If adjustment is necessary, turn
the adjusting screw on the end of the throttle
damper actuating arm to give the correct
speed. Turn the screw clockwise to increase
the engine speed, or anti-clockwise to reduce
the engine speed.34On completion of adjustment, stop the
engine and disconnect the tachometer.
35Where necessary, ensure that any
tamperproof seals are refitted, then refit the
air cleaner, ensuring that the vacuum hose is
securely connected. Isolate the “service
adjustment” lead.
36Start the engine and check that normal
idle speed is resumed, then stop the engine.
Note:Procedures for removal and refitting of
the ignition system components and
electronic module are given elsewhere in the
relevant Sections of this Chapter.
Engine coolant temperature
sensor
2.0 litre SOHC fuel injection models
1For details of engine coolant temperature
sensor removal and refitting, refer to the
Section appertaining to the ESC II system.
1.6 and 1.8 litre (R6A type) CVH models
2The sensor is located in the side of the inlet
manifold.
3Disconnect the battery negative lead.
4Partially drain the cooling system.
5Disconnect the sensor wiring plug by
pulling on the plug, not the wiring (see
illustration).
6Unscrew the sensor from the inlet manifold
and remove it.
7Refitting is a reversal of removal. Refill the
cooling system.
2.0 litre DOHC fuel injection models
8The sensor is located in the side of the inlet
manifold, behind the throttle body. The
removal and refitting procedure is as
described for the 1.6 and 1.8 litre (R6A type)
CVH models above.
Crankshaft speed/position sensor
1.6 and 1.8 litre (R6A type) CVH
models
1.6 litre
9The sensor is located at the left-hand rear
of the cylinder block, above the starter motor
(see illustration).10Disconnect the battery negative lead.
11Remove the securing screw, and
withdraw the sensor shroud.
12Disconnect the sensor wiring plug.
13Remove the Torx securing screw, and
withdraw the sensor.
14Refitting is a reversal of removal.
1.8 litre
15Proceed as described for the ESC Hybrid
module. If a new sensor (not the original unit)
is being fitted, position it in the mounting
bracket so that it is in actual contact with one
of the teeth of the toothed wheel on the
crankshaft. Hold the sensor in this position,
and tighten the clamping screw. New sensors
have projections on their base, which will
wear away when the engine is cranking, and
automatically set the specified clearance.
2.0 litre DOHC fuel injection models
16This procedure is as described for the 2.0
litre DOHC carburettor models (ESC II
module).
Air charge temperature sensor
1.6 and 1.8 litre (R6A type) CVH
models
17The sensor is located in the side of the
CFI unit on 1.6 litre engines (see illustration),
and on the inlet manifold on 1.8 litre engines.
18Disconnect the battery negative lead.
19Disconnect the sensor wiring plug by
pulling on the plug, not the wiring.
20Unscrew the sensor from its location, and
remove it.
21Refitting is a reversal of removal, but coat
the threads of the sensor with suitable sealant
before fitting.
2.0 litre DOHC fuel injection models
22The sensor is located in the upper section
of the inlet manifold.
23Disconnect the battery negative lead.
24Disconnect the sensor wiring plug by
pulling on the plug, not the wiring (see
illustration).
25Unscrew the sensor from the inlet
manifold, and remove it.
26Refitting is a reversal of removal, noting
the torque setting for the sensor.
21EEC IV system components -
removaland refitting
Engine electrical systems 5•23
5
21.9 Crankshaft speed/position sensor
(arrowed) viewed from front of engine with
shroud removed21.17 Air charge temperature sensor
location on 1.6 litre engines (arrowed)
21.5 Disconnecting the engine coolant
temperature sensor wiring plug20.32 Service adjustment lead location
(arrowed) - ESC Hybrid system