1985 FORD GRANADA engine

engine valve clearances must be correct. The
ignition system must also be in good
condition.
3Mixture adjustment is not usual on a routine
basis. If the CO level is incorrect, proceed as
follows.
4Connect the exhaust gas analyser as
instructed by the manufacturers.
5Raise the engine speed to 3000 rpm
approximately and hold it at this speed for
30 seconds, then allow it to idle. Repeat this
procedure every 60 seconds until adjustment
is complete.6Read the CO level when it has stabilised
after the 3000 rpm burst. The desired level is
given in the Specifications of Chapter 4
(Pierburg 2V carburettor).
7If the idle mixture needs adjustment, turn
the mixture adjusting screw. The screw may
be covered by a tamperproof plug.
8Recheck the idle speed after adjusting the
mixture.
9Stop the engine and disconnect the test
gear. 10Fit a new tamperproof plug to the mixture
adjusting screw if required.
2.0 litre SOHC engine
11If mixture adjustment is required, proceed
as described for the 1.8 litre engine above.
12See illustrationfor the location of the
mixture adjusting screw on the Weber 2V
carburettor fitted to this engine
DOHC engine
13Proceed as described for the 1.8 litre
engine, noting the following points (see
illustration).
14Refer to the Specification for the Weber 2V
(TLD) carburettor in Chapter 4.
15The air cleaner must be removed for
access to the mixture adjustment screw.
16Prise the tamperproof seal from the
mixture screw.
17Loosely refit the air cleaner, ensuring that
the vacuum pipe and the camshaft cover
breather hose are securely connected and free
from restrictions (there is no need to secure
the air cleaner in position).
18On completion, fit a new tamperproof seal
to the mixture screw (the service replacement
plug is coloured blue) and refit the air cleaner
assembly.
1Fluid level should be checked with the
transmission at operating temperature (after a
run) and with the vehicle parked on level
ground.
2Open and prop the bonnet. With the engine
idling and the handbrake and footbrake
applied, move the gear selector through all
positions three times, finishing up in position
P.
3Wait one minute. With the engine still idling,
withdraw the transmission dipstick (see
illustration).Wipe the dipstick with a clean
lint-free rag, re-insert it fully and withdraw itagain. Read the fluid level at the end of the
dipstick: it should be between the two
notches.
4If topping-up is necessary, do so via the
dipstick tube, using clean transmission fluid of
the specified type (see illustration).Do not
overfill.
5Stop the engine, refit the dipstick and close
the bonnet.
6Note that if the fluid level was below the
minimum mark when checked or is in constant
need oftopping-up, check around the
transmission for any signs of excessive fluid
leaks.If present, leaks must be rectified
without delay.
7If the colour of the fluid is dark brown or
black this denotes the sign of a worn brakeband or transmission clutches, in which case
have your Ford dealer check the transmission
at the earliest opportunity.
1Place the vehicle over a pit, or raise and
support it at front and rear. The vehicle must
be level for an accurate check.
2If the transmission is hot after a run, allow it
to cool for a few minutes. This is necessary
because the oil can foam when hot and give a
false level reading.
3Wipe clean around the filler/level plug,
which is located on the left-hand side of the
gearbox. Unscrew the plug with a square drive
key and remove it
4Using a piece of bent wire as a dipstick,
check that the oil level is up to the bottom of
the filler/level plug hole, or no more than 5 mm
(0.2 in) below it.
5Top-up if necessary using clean oil of the
specified type. Do not overfill; allow excess oil
to drip out of the plug hole if necessary. Refit
and tighten the filler/level plug.
6Frequent need for topping-up can only be
due to leaks, which should be rectified. The
rear extension oil seal can be renewedin situ
after removing the propeller shaft (N type
only).
7No periodic oil changing is specified, and no
drain plug is fitted.
18Manual gearbox oil level
check
17Automatic transmission fluid
level check
1•11
1
Every 12 000 miles or 12 months
16.13 Idle adjustment screws- Weber 2V
TLD carburettor
A Idle mixtureB Idle speed
16.12 Idle mixture adjustment screw
(arrowed) - Weber 2V carburettor
17.4 Topping up the transmission fluid17.3 The automatic transmission dipstick
Every 12 000 miles or 12 months
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1Work around the vehicle, and lubricate the
hinges and locks with a light machine oil.
2Lightly lubricate the bonnet release
mechanism and exposed sections of inner
cable with a smear of grease.
3Check the security and operation of all
hinges, latches and locks, adjusting them
where required. Where applicable, check the
operation of the central locking system.
4Check the condition and operation of the
tailgate struts, renewing them if either is
leaking or is no longer able to support the
tailgate securely when raised.
SOHC and V6 engines
1The correct functioning of the spark plugs is
vital for the correct running and efficiency of
the engine. It is essential that the plugs fitted
are appropriate for the engine.
2Make sure that the ignition is switched off
before inspecting the HT leads to see if they
carry their cylinder numbers - if not, number
each lead using sticky tape or paint.
3Pull the HT lead connectors off the plugs.
Pull on the connectors, not on the leads.
4Blow away any dirt from around the spark
plug recesses in the cylinder head(s).
5Unscrew and remove the plugs, using a
proprietary plug spanner or a spark plug
socket, extension and ratchet.
6The condition of the plugs will tell much
about the overall condition of the engine. If the
insulator nose of the spark plug is clean and
white, with no deposits, this is indicative of a
weak mixture or too hot a plug (a hot plug
transfers heat away from the electrode slowly,
a cold plug transfers heat away quickly).
7If the tip and insulator nose are covered with
hard black-looking deposits, then this is
indicative that the mixture is too rich. Should
the plug be black and oily, then it is likely that
the engine is fairly worn, as well as the mixture
being too rich.
8If the insulator nose is covered with light tan
to greyish-brown deposits, then the mixture is
correct, and it is likely that the engine is in
good condition.
9Apply a smear of anti-seize compound to
the threads of the new plugs. Make sure that
theinsulators are clean and that the screwed
HT lead adapters are tight. Pay particular
attention to the plug seating surfaces on OHC
engines, since these plugs have no sealing
washers (“taper seat” type) and any dirt will
cause a bad seal.
10Screw each plug into its hole by hand. If a
plug is reluctant to go in, do not force it with a
spanner, but unscrew it and try again. If the
plug is cross-threaded, it is the cylinder head
which will be damaged.11Final tightening of the spark plugs should
ideally be carried out using a torque wrench.
The tightening torques are given in the
Specifications. If a torque wrench is not
available, tighten the plugs beyond the point
where they contact the head as follows:
OHC (taper seat plugs) - One-sixteenth of a
turn maximum
V6 (plugs with washers) - One-quarter of a
turn maximum
12If the taper seat type of plug is
overtightened, the sealing faces will bite
together and removal will be very difficult.
13Refit the HT leads to the plugs, paying
attention to the cylinder numbers. Push each
connector firmly onto its plug.
14Run the engine to verify that the HT leads
have been refitted correctly.
DOHC engines
15Proceed as described above whilst noting
the following points.
a)Remove the air cleaner as described in
Chapter 4.
b)The minimal length of number 3 HT lead
makes removal from the spark plug
difficult. It is advisable to remove this lead
from the distributor prior to removing it
from the spark plug.
c)The spark plugs are deeply recessed in
the cylinder head and it will be necessary
to use a spark plug socket with a long
extension bar. If possible, use a spark plug
socket with a rubber grip inside as this will
hold onto the spark plug once loosened
and will enable the spark plugs to be
withdrawn and refitted more easily.
SOHC and all V6 engines
1All of these engines have one or two
drivebelts which drive the water pump and
alternator from the crankshaft pulley. When
power steering is fitted, the same belts drive
the steering pump. The air conditioning
compressor, when fitted, is driven
independently.
2Periodically inspect the drivebelt(s) for
fraying, cracks, glazing or other damage. Turn
the engine so that the full length of the belt(s)
can be viewed. Renew belts which are in poor
condition. When twin drivebelts are fitted, both
must be renewed together, even if only one is
damaged.
3Check the tension of the drivebelt(s) by
pressing firmly with the fingers in the middle of
the longest belt run (engine stopped). Tension
is correct when the belt can be deflected by
10 mm (0.4 in) under firm finger pressure (see
illustration).
4Renewal and adjustment procedures for
models with power steering are given in
Chapter 11. For other models proceed as
follows.
5Disconnect the battery negative lead.
6On models with air conditioning, remove the
compressor drivebelt.
7Slacken the alternator pivot and adjusting
bolts. Swing the alternator towards the engine
and slip the belt(s) off the pulleys.
8Fit the new belt(s) over the pulleys. Move
the alternator away from the engine until the
belt tension is correct, then tighten the
alternator adjusting strap and pivot bolts. If it
is necessary to lever against the alternator to
achieve the correct tension, only do so using a
wooden or plastic lever(seeillustration).
9Refit and tension the air conditioning
compressor drivebelt, when applicable.
10Reconnect the battery. If a new drivebelt
has been fitted, run the engine for a few
minutes, then stop it and recheck the tension.
11Check the tension of new belts again after
a few hundred miles.
21Auxiliary drivebelt check
20Spark plug renewal
19Hinge and lock check and
lubrication
1•12Every 12 000 miles or 12 months
21.3 Checking drivebelt tension
It is very often difficult to insert spark
plugs into their holes without cross-
threading them. To avoid this
possibility, fit a short length of 5/16-
inch internal diameter rubber hose over
the end of the spark plug. The flexible
hose acts as a universal joint to help
align the plug with the plug hole.
Should the plug begin to cross-thread,
the hose will slip on the spark plug,
preventing thread damage to the
aluminium cylinder head. Remove the
rubber hose, and tighten the plug to the
specified torque using the spark plug
socket and a torque wrench. Fit the
remaining spark plugs in the same
manner.
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DOHC engines
12On this engine, the coolant/alternator
drivebelt also drives the power steering pump
and (where applicable) the air conditioning
compressor. The drivebelt tension is set by an
automatic tensioner assembly.
13The condition of the drivebelt should be
checked as described above.
14An idea of the amount of wear which has
taken place on the belt can be gained from the
position of indicator mark (A) on the mounting
bracket in relation to the block (B) on the
tensioner arm (see illustration).When the belt
is new the mark should be aligned with the top
of the tensioner block. As the belt wears, the
tensioner arm moves and the block on the arm
will move slowly up in relation to the mark on
the bracket. When the mark aligns with the
bottom of the tensioner arm block the belt can
be regarded as worn and should be replaced
(see illustration).
15To renew the belt, turn the automatic
tensioner arm clockwise, using a 17 mm
socket and a wrench on the boss in the centre
of the pulley, and slide the belt from the
pulleys, then slowly release the tensioner.
16To fit a new belt, rotate the tensioner
clockwise as during removal, then slide the
belt over the pulleys. With the belt correctly
located, slowly release the tensioner; the
tensioner will automatically set the correct
drivebelt tension.
Caution:Before carrying out any work on the
vehicle battery, read through the precautions
given in “Safety first!” at the beginning of this
manual.
1The battery fitted as original equipment is
“maintenance-free”, and requires no
maintenance apart from having the case kept
clean, and the terminals clean and tight.
2To clean the battery terminals disconnect
them, after having first removed the cover
(later models) -negative earth first. Use a wire
brush or abrasive paper to clean the terminals.
Bad corrosion should be treated with a
solution of bicarbonate of soda, applied with
an old toothbrush. Do not let this solution get
inside the battery.3Coat the battery terminals with petroleum
jelly or a proprietary anti-corrosive compound
before reconnecting them. Reconnect and
tighten the positive (live) lead first, followed by
the negative (earth) lead. Do not overtighten.
4Keep the top of the battery clean and dry.
Periodically inspect the battery tray for
corrosion, and make good as necessary.
5Further information on the battery, charging
and jump-starting can be found in Chapter 5,
and in the preliminary Sections of this manual.
SOHC engines
1Valve clearances are checked with the
engine cold.
2On carburettor models, remove the air cleaner.
3On fuel-injection models, remove the
bracing strap which connects the inlet
manifold to the right-hand side of the engine.
4On all models, identify the HT leads and
disconnect them from the spark plugs. Unclip
the leads from the rocker cover.
5Although not essential, it will make the
engine easier to turn if the spark plugs are
removed.
6Remove the ten bolts which secure the
rocker cover, noting the location of the
different shapes of reinforcing plates. Remove
the cover and gasket.7One of the cam lobes will be seen to be
pointing upwards. Measure the clearance
between the base of this cam and the cam
follower, finding the thickness of feeler blade
which gives a firm sliding fit(see illustration).
8The desired valve clearances are given in
the Specifications. Note that the clearances
for inlet and exhaust valves are different.
Numbering from the front (sprocket) end of the
camshaft, the exhaust valves are 1, 3, 5 and 7,
and the inlet valves 2, 4, 6 and 8.
9If adjustment is necessary, slacken the ball-
pin locknut and screw the ball-pin up or down
until the clearance is correct. Hold the ball-pin
stationary and tighten the locknut(see
illustration).Recheck the clearance after
tightening the locknut in case the ball-pin has
moved.
10Turn the engine to bring another cam lobe
to the vertical position and repeat the above
procedure. Carry on until all eight valves have
been checked.
11Access to some of the ball-pins is made
difficult by the carburettor or fuel-injection inlet
manifold. To avoid having to remove the
offending components, double cranked
spanners or cutaway socket spanners can be
used (see illustration).
12When adjustment is complete, refit the
rocker cover using a new gasket. Make sure
that the dovetail sections of the gasket fit
together correctly.
13Fit the rocker cover bolts and reinforcing
plates. Tighten the bolts as described in
Chapter 2A Section 44, paragraph 11.
23Engine valve clearance check
22Battery terminal check
1•13
1
Every 12 000 miles or 12 months
21.14a Water pump/alternator drivebelt
tensioner indicator position - DOHC engine
A Indicator markB Block
21.14b Water pump/alternator drivebelt
tensioner wear indicator location (arrowed)
- DOHC engine21.8 Tightening the alternator strap bolt
23.7 Measuring a valve clearance - SOHC
engine23.9 Adjusting a valve clearance - SOHC
engine
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14Refit the other disturbed components.
15Run the engine and check that there are
no oil leaks from the rocker cover.
2.8 litre engine
16If the engine is in the vehicle, carry out the
preliminary steps:
a)Disconnect the battery negative lead
b)Remove the throttle mechanism cover, air
cleaner cover, airflow meters and inlet
trunking
c)Remove the HT leads from the spark plugs
and unclip them from the rocker cover
d)Unbolt and remove the rocker covers
17Although not essential, it will be easier to
turn the engine if the spark plugs are removed.
18Valve clearances must be adjusted with
the engine cold (less than 40°C/104°F).
19Turn the engine, using a spanner on the
crankshaft pulley bolt, until the crankshaft
pulley timing mark is aligned with the TDC
(zero) pointer on the timing cover and the
valves of No 5 cylinder are overlapping, ie the
exhaust valve is closing and the inlet valve is
opening. (No 5 cylinder is the middle one on
the left-hand bank - left being the vehicle’s
left, not necessarily to operator’s.) (see
illustration).
20When the valves of No 5 cylinder are in
this position, check the valve clearances of
No1 cylinder by inserting a feeler blade of the
specified thickness between the rocker arm
and the valve stem. Adjust the clearance, if
necessary, by turning the rocker arm adjustingscrew until the specified clearance is obtained
(see illustration).Inlet and exhaust valve are
different.
21If the engine is now rotated one-third of a
turn clockwise at the crankshaft, the valves of
No 3 cylinder will be overlapping and the
valves of No4 cylinder can be checked and
adjusted.
22Proceed to adjust the clearances
according to the firing order as follows. The
cylinders are numbered (see illustration)and
the valves are listed in their correct order,
working from the front of the engine:
Valves overlappingValves to adjust
No 5 cylinderNo 1 cylinder (in, ex)
No 3 cylinderNo 4 cylinder (in, ex)
No 6 cylinderNo 2 cylinder (in, ex)
No 1 cylinderNo 5 cylinder (ex, in)
No 4 cylinderNo 3 cylinder (ex, in)
No 2 cylinderNo 6 cylinder (ex, in)
23Refit the rocker covers, using new gaskets
if necessary. Tighten the rocker cover bolts to
the specified torque.
24If the engine is in the vehicle, refit the other
displaced components.
2.4 & 2.9 litre engines
25The operation for these engines is
essentially as described for the 2.8 litre
engine, noting that the valve arrangement is
changed (see illustrations).
Using a spanner of the appropriate size,
check each manifold securing nut in turn
whilst referring to the appropriate Sections in
Chapter 2C for tightening sequences and
torque loading figures.
Remove the radiator grille and clean any
leaves, insects etc. from the condenser coil
and fins. Be very careful not to damage the
condenser fins: use a soft brush, or a
compressed air jet, along (not across) the fins
(see illustration).
25Air conditioner condenser
check
24Engine inlet manifold security
check - V6 only
1•14Every 12 000 miles or 12 months
23.19 Inlet and exhaust valve location -
2.8 litre V6 engine
23.20 Adjusting a valve clearance -
V6 engine
23.11 Cutaway socket spanner
23.25a Valve arrangement for RH cylinder
head - 2.4 & 2.9 litre engines
Upper arrow points to front of engine23.25b Valve arrangement for LH cylinder
head - 2.4 & 2.9 litre engines
Upper arrow points to front of engine
23.22 Cylinder numbering and HT lead
connections - V6 engine
White arrow points to front of engine
25.1 Cleaning the air conditioner
condenser fins
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1Remove the radiator grille being careful not
to damage the condenser fins.
2Check the refrigerant charge as follows. The
engine should be cold and the ambient
temperature should be between 18°and 25°C
(64°and 77°F).
3Start the engine and allow it to idle. Observe
the refrigerant sight glass(see illustration)
and have an assistant switch on the air
conditioning to fan speed III. A few bubbles
should be seen in the sight glass as the
system starts up, but all bubbles should
disappear within 10 seconds. Persistent
bubbles, or no bubbles at all, mean that the
refrigerant charge is low. Switch off the
system immediately if the charge is low and do
not use it again until it has been recharged.
4Inspect the refrigerant pipes, hoses and
unions for security and good condition. Refit
the radiator grille.
5The air conditioning system will lose a
proportion of its charge through normal
seepage typically up to 100 g (4 oz) per year -
so it is as well to regard periodic recharging as
a maintenance operation.
1Check the final drive oil level as follows.
2Position the vehicle over a pit, or raise it at
front and rear on ramps or axle stands (see
“Jacking”). The vehicle must be level.
3Wipe clean around the final drive filler/level
plug (see illustration).Unscrew the plug with
a hexagon key. Using a piece of bent wire as
a dipstick, check that the oil is no more than
10 mm (0.4 in) below the plug hole.
4If topping-up is necessary, use clean gear
oil of the specified type. Do not overfill.
Frequent need for topping-up can only be due
to leaks, which should be rectified.
5When the level is correct, refit the filler/level
plug and tighten it.
6There is no requirement for periodic oil
changing, and no drain plug is provided. Lubricate the transmission selector and
kickdown linkages with engine oil or aerosol
lubricant.
1Examine all steering and suspension
components for wear and damage. Pay
particular attention to dust covers and gaiters,
which if renewed promptly when damaged can
save further damage to the component
protected.
2At the same intervals, check the front
suspension lower arm balljoints for wear by
levering up the arms(see illustration).
Balljoint free movement must not exceed
0.5 mm (0.02 in). The track rod end balljoints
can be checked in a similar manner, or by
observing them whilst an assistant rocks the
steering wheel back and forth. If the lower arm
balljoint is worn, the complete lower arm must
be renewed.
3Check the shock absorbers by bouncing the
vehicle up and down at each corner in turn.
When released, it should come to rest within
one complete oscillation. Continued
movement, or squeaking and groaning noises
from the shock absorber suggests that
renewal is required.Position the vehicle over a pit, or raise it at
front and rear on ramps or axle stands.
Examine the driveshaft joint rubber gaiters.
Flex the gaiters by hand and inspect the folds
and clips. Damaged or leaking gaiters must be
renewed without delay to avoid damage
occurring to the joint itself
Check the tightness of the final drive
mounting bolts and the driveshaft flange
screws.
1Except on vehicles with a wax-based
underbody protective coating, have the whole
of the underframe of the vehicle steam-
cleaned, engine compartment included, so
that a thorough inspection can be carried out
to see what minor repairs and renovations are
necessary.
2Steam-cleaning is available at many
garages, and is necessary for the removal of
the accumulation of oily grime, which
sometimes is allowed to become thick in
certain areas. If steam-cleaning facilities are
not available, there are some excellent grease
solvents available which can be brush-applied;
the dirt can then be simply hosed off.
3After cleaning, position the vehicle over a
pit, or raise it at front and rear on ramps or axle
stands.
4Using a strong light, work around the
underside of the vehicle, inspecting it for
corrosion or damage. If either is found, refer to
Chapter 12 for details of repair.
Periodically inspect the rigid brake pipes for
rust and other damage, and the flexible hoses
for cracks, splits or “ballooning”. Have an
assistant depress the brake pedal (ignition on)
and inspect the hose and pipe unions for
leaks. Renew any defective item without delay.
On 2.0 litre engines, good electrical contact
between the carburettor stepper motor
plunger and the adjusting screw is essential to
maintain a regular idle speed.
Clean the plunger and adjusting screw
contact faces with abrasive paper followed by
switch cleaning fluid. Switch cleaning fluid is
available from electronic component shops.
33Idle speed linkage clean
32Brake pipe and hose check
31Underbody inspection
30Driveshaft check
29Steering and suspension
security check
28Automatic transmission
selector linkage lubrication
27Final drive oil level check
26Air conditioner refrigerant
charge check
1•15
1
Every 12 000 miles or 12 months
27.3 Final drive oil filler/level plug (arrowed)
29.2 Checking a front suspension lower
arm balljoint
26.3 Refrigerant sight glass (arrowed)
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Instruments and electrical
equipment
1Check the operation of all instruments and
electrical equipment.
2Make sure that all instruments read
correctly, and switch on all electrical
equipment in turn to check that it functions
properly.
Steering and suspension
3Check for any abnormalities in the steering,
suspension, handling or road “feel”.
4Drive the vehicle, and check that there are
no unusual vibrations or noises.
5Check that the steering feels positive, with
no excessive “sloppiness”, or roughness, and
check for any suspension noises when
cornering, or when driving over bumps.
Drivetrain
6Check the performance of the engine,
clutch, transmission and driveshafts.
7Listen for any unusual noises from the
engine, clutch and transmission.
8Make sure that the engine runs smoothly
when idling, and that there is no hesitation
when accelerating.
9Where applicable, check that the clutch
action is smooth and progressive, that the
drive is taken up smoothly, and that the pedal
travel is not excessive. Also listen for any
noises when the clutch pedal is depressed.
10Check that all gears can be engaged
smoothly, without noise, and that the gear
lever action is not abnormally vague or
“notchy”.
Check the operation and
performance of the braking system
11Make sure that the vehicle does not pull to
one side when braking, and that the wheels do
not lock prematurely when braking hard.
12Check that there is no vibration through
the steering when braking.
13Check that the handbrake operates
correctly, without excessive movement of the
lever, and that it holds the vehicle stationary
on a slope.
14Test the operation of the brake servo unit
as follows. With the engine off, depress the
footbrake four or five times to exhaust the
vacuum. Start the engine, holding the brake
pedal depressed. As the engine starts, there
should be a noticeable “give” in the brake
pedal as vacuum builds up. Allow the engine
to run for at least two minutes, and then
switch it off. If the brake pedal is depressed
now, it should be possible to detect a hiss
from the servo as the pedal is depressed. After
about four or five applications, no further
hissing should be heard, and the pedal should
feel considerably firmer.1The power steering fluid dipstick is
incorporated in the reservoir filler cap. The
reservoir is mounted on the pump. Observe
scrupulous cleanliness when checking the
level or topping-up.
2The system should be at operating
temperature and the engine switched off.
Wipe clean around the reservoir filler cap.
Unscrew the cap, withdraw the dipstick and
wipe it with a clean lint-free rag. Reinsert the
dipstick, screw the cap home, then unscrew it
again and read the level on the dipstick. It
should be up to the MAX or upper HOT mark
(depending on the dipstick markings) (see
illustration).
3Top-up if necessary with clean fluid of the
specified type. Check for leaks if topping-up is
frequently required.
4If the level is checked cold, use the MIN or
FULL COLD mark on the dipstick for reference.
Recheck the level at operating temperature.
On carburettor models, remove the air
cleaner cover and check that the automatic
choke is opening fully when the engine is hot.
Run the engine until it reaches normal
operating temperature. Stop the engine and
immediately restart it. If the engine fails to start
cleanly and immediately then refer to either
Chapters 4 or 5 and check fuel feed
adjustments.
37Hot starting check
36Automatic choke check
35Power steering fluid level
check34Road test
Carburettor models
SOHC engines
1Remove the screws from the air cleaner
cover(see illustration).
2Release the spring clips (when fitted), then
lift off the cover (see illustration).
3Lift out the air cleaner element(see
illustration). Wipe clean inside the air cleaner
housing, but be careful not to sweep dirt into
the carburettor throat.
4Where it is necessary to remove the air
cleaner body for cleaning or repair, first
disconnect the cold air inlet trunking from the
spout (see illustration). 5Disconnect the vacuum pipe from the inlet
manifold, and the hot air trunking from the
spout or exhaust manifold shroud(see
illustration). 6Remove the remaining screw which secures
the air cleaner to the valve cover, then lift off
the air cleaner.
7Refit by reversing the removal operations.
38Air cleaner filter element
renewal
1•16Every 24 000 miles or 2 years
35.2 Removing the power steering fluid
dipstick
38.2 Releasing an air cleaner cover clip
(carburettor model)38.1 Removing an air cleaner cover screw
(carburettor model)
Every 24 000 miles or 2 years
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DOHC engine
8Proceed as described above whilst noting
that the camshaft cover breather hose must
be disconnected before the air cleaner can be
removed.
Fuel-injection models
SOHC and V6 engines
9Release the four spring clips which secure
the air cleaner cover(see illustration).
10Lift off the cover and move it aside. It is
attached to the vane airflow meter(s): be
careful not to strain the air trunking or meter
wiring. To remove the cover completely,
disconnect the meter(s) or unbolt the cover
(see illustration).
11Remove the air cleaner element, notingwhich way up it is fitted (see illustration).
Wipe clean inside the air cleaner body.
12Where it is necessary to remove the air
cleaner body for cleaning or repair, remove the
three securing nuts which are accessible from
inside the left-hand wheel arch. Disengage the
body from the air pick-up hose and remove it.
13Refit by reversing the removal operations.DOHC engine
14To renewthe element, disconnect the
battery negative lead.
15Disconnect the wiring plug from the idle
speed control valve at the front of the plenum
chamber.
16Loosen the clamp, and detach the air inlet
hose from the air inlet tubing.
17Unscrew the securing nut, and release theair inlet tube from the bracket on the engine
compartment front panel (see illustration).
18Release the air cleaner lid securing clips,
then lift away the air inlet tube, plenum
chamber and air cleaner lid as an assembly,
disconnecting the breather hose from the air
inlet tube.
19Lift out the air cleaner element, then wipe
the inside of the air cleaner lid and casing
clean (see illustration).
20Fit the new element with the sealing lip
uppermost.
21Further refitting is a reversal of removal.
22To remove and refit the air cleaner
housing, refer to paragraph 12.
23Refitting is the reverse of the removal
procedure.
1Before disturbing any part of the ignition
system, disconnect the battery negative lead.
2Identify and clearly mark all HT leads before
disconnecting them from the spark plugs.
All engines except DOHC
3On V6 models, remove the screening can lid
(see illustration).
4Remove the coil-to-distributor HT lead
(sometimes called the king lead) by
disconnecting it from the coil tower and the
distributor cap.
5Disconnect the other HT leads from the
39Ignition system component
check
1•17
1
Every 24 000 miles or 2 years
38.4 Disconnecting the air cleaner cold air
inlet trunking (carburettor model)38.5 Air cleaner hot air trunking and
manifold shroud (carburettor model)38.3 Removing the air cleaner element
(carburettor model)
38.17 Air intake tube retaining nut
(fuel-injection DOHC)38.19 Removing the air cleaner element
(fuel-injection DOHC)38.11 Removing the air cleaner element
(fuel-injection SOHC and V6)
38.9 Air cleaner cover spring clip
(fuel-injection SOHC and V6)38.10 Airflow meter to cover bolts
(arrowed) (fuel-injection SOHC and V6)
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distributor cap, making a sketch if necessary
so that they can be reconnected to the same
terminals. Remove the leads.
6On V6 models, remove the distributor
screening can (see illustration).
7Release the two clips or screws which
secure the distributor cap. Remove the cap
(see illustration).
8Note that if the distributor cap is secured by
clips, the engine must not be cranked with the
cap removed. This is because it is possible for
a spring clip to foul the rotating parts of the
distributor and cause damage.
9Remove the rotor arm. It may simply pull off,
or it may be secured by two screws (see
illustration). The rotor arm tips may be coated
with silicone grease - if so, do not rub it off.
10Clean the HT leads and distributor capwith a dry cloth. Scrape any corrosion or other
deposits from the connectors and terminals.
Also clean the coil tower.
11Renew the HT leads if they are cracked,
burnt or otherwise damaged. If a multi-meter
is available, measure the resistance of the
leads. The desired value is given in the
Specifications of Chapter 5.
12Renew the distributor cap if it is cracked
or badly burnt inside, or if there is evidence of
“tracking” (black lines marking the path of HT
leakage). If there is a carbon brush at the
centre of the cap, make sure that it moves
freely, and is not excessively worn.
13Clean the metal track of the rotor arm with
abrasive paper (but see paragraph 9 first).
Renew the arm if it is cracked or badly burnt.
14Commence reassembly by fitting the rotorarm to the distributor. It is positively located by
a notch or shaped pegs so it cannot be fitted
the wrong way round. Tighten the securing
screws, when applicable.
15Refit the distributor cap and secure it with
the clips or screws.
16On V6 models, refit the screening can.
17Reconnect the HT leads to the distributor
cap, making sure that they are correctly fitted.
The No 1 connector on the cap is marked (see
illustration).
18On V6 models, refit the screening can lid.
19Reconnect the HT leads to the spark plugs
and coil.
20Reconnect the battery and run the engine.
DOHC engines
21Unclip the lower section of the distributor
shield from the upper section, then unscrew
the two securing nuts, and withdraw the upper
section of the shield from the studs on the
upper timing chain cover (see illustrations).
22Disconnect the HT leads from the spark
plugs by pulling on the connectors, not the
leads. Similarly, disconnect the HT lead from
the coil, and release it from the clip on the
timing chain cover.
23Using a suitable Torx key or socket,
unscrew the two distributor cap securing
screws, then lift off the cap.
24The rotor arm is a push-fit on the end of
the rotor shaft (see illustration).
25If desired, the rotor housing can be pulled
from the timing chain cover.
26Inspect all components as described in
1•18Every 24 000 miles or 2 years
39.6 Removing a distributor screening can
- V6 engine39.7 Removing a distributor cap39.3 Removing a distributor can screening
lid - V6 engine
39.21b . . . and the upper section of the
distributor shield - DOHC engine39.24 Removing the distributor cap and
rotor arm - DOHC engine39.21a Unclipping the lower section . . .
39.9 Removing a rotor arm39.17 HT lead identification at distributor
cap - V6 engine
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