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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
procarmanuals.com

2A•2SOHCengines
Oil pump
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bi-rotor
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .From auxiliary shaft
Operating clearances:
Outer rotor-to-housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.15 to 0.30 mm
Inner-to-outer rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.05 to 0.20 mm
Rotor endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.04 to 0.10 mm
Cylinder block1.8 (REC)2.0 (NEL and NRA)
Cast identification mark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18S20S
Bore diameter:
Standard grade 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.180 to 86.190 mm90.800 to 90.810 mm
Standard grade 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.190 to 86.200 mm90.810 to 90.820 mm
Standard grade 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.200 to 86.210 mm90.820 to 90.830 mm
Standard grade 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.210 to 86.220 mm90.830 to 90.840 mm
Oversize grade 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.690 to 86.700 mm91.310 to 91.320 mm
Oversize grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.700 to 86.710 mm91.320 to 91.330 mm
Oversize grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.710 to 86.720 mm91.330 to 91.340 mm
Standard service grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Not stated90.830 to 90.840 mm
Oversize 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Not stated91.330 to 91.340 mm
Oversize 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Not stated91.830 to 91.840 mm
Crankshaft
Number of main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Main bearing journal diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.970 to 56.990 mm
Undersize 0.25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.720 to 56.740 mm
Undersize 0.50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.470 to 56.490 mm
Undersize 0.75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.220 to 56.240 mm
Undersize 1.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55.970 to 55.990 mm
Main bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.010 to 0.064 mm
Big-end bearing journal diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51.980 to 52.000 mm
Undersize 0.25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51.730 to 51.750 mm
Undersize 0.50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51.480 to 51.500 mm
Undersize 0.75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51.230 to 51.250 mm
Undersize 1.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50.980 to 51.000 mm
Big-end bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.006 to 0.060 mm
Thrustwasher thickness:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.30 to 2.35 mm
Oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.50 to 2.55 mm
Crankshaft endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.08 to 0.28 mm
Connecting rods
Big-end parent bore diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55.000 to 55.020 mm
Small-end bush internal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.964 to 23.976 mm
Pistons1.8 (REC)2.0 (NEL and NRA)
Diameter:
Standard grade 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.145 to 86.155 mm90.765 to 90.775 mm
Standard grade 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.155 to 86.165 mm90.775 to 90.785 mm
Standard grade 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.165 to 86.175 mm90.785 to 90.795 mm
Standard grade 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.175 to 86.185 mm90.795 to 90.805 mm
Service standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.170 to 86.195 mm90.790 to 90.815 mm
Oversize 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86.670 to 86.695 mm91.290 to 91.315 mm
Oversize 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87.170 to 87.195 mm91.790 to 91.815 mm
Clearance in bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.015 to 0.050 mm0.015 to 0.050 mm
Piston ring end gaps:
Top and centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.3 to 0.5 mm0.4 to 0.6 mm
Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.4 to 1.4 mm0.4 to 1.4 mm
Gudgeon pins
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68.0 to 68.8 mm
Diameter:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.994 to 23.997 mm
Blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.997 to 24.000 mm
Yellow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24.000 to 24.003 mm
Clearance in piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.008 to 0.014 mm
Interference in connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.018 to 0.039 mm
procarmanuals.com

3Note that undersize bearings may already
have been fitted, either in production or by a
previous repairer. Check the markings on the
backs of the old bearing shells, and if in doubt
take them along when buying new ones(see
illustrations).Production undersizes are also
indicated by paint marks as follows:
White line on main bearing cap - parent bore
0.40 mm oversize
Green line on crankshaft front counterweight
- main bearing journals 0.25 mm undersize
Green spot on counterweight - big-end
bearing journals 0.25 mm undersize
4If the crankshaft endfloat is more than the
maximum specified amount, new
thrustwashers should be fitted to the centre
main bearings. These are usually supplied
together with the main and big-end bearings
on a reground crankshaft.
5An accurate method of determining bearing
wear is by the use of Plastigage. The
crankshaft is located in the main bearings (and
big-end bearings if necessary) and the
Plastigage filament located across the journal
which must be dry. The cap is then fitted and
the bolts/nuts tightened to the specified
torque. On removal of the cap the width of the
filaments is checked against a scale which
shows the bearing running clearance. This
clearance is then compared with that given in
the Specifications (see illustration).
6If the spigot bearing in the rear of the
crankshaft requires renewal extract it with a
suitable puller. Alternatively fill it with heavygrease and use a close fitting metal dowel
driven into the centre of the bearing. Drive the
new bearing into the crankshaft with a soft
metal drift.
1The cylinder bores must be examined for
taper, ovality, scoring and scratches. Start by
examining the top of the bores; if these are
worn, a slight ridge will be found which marks
the top of the piston ring travel. If the wear is
excessive, the engine will have had a high oil
consumption rate accompanied by blue
smoke from the exhaust.
2If available, use an inside dial gauge to
measure the bore diameter just below the
ridge and compare it with the diameter at the
bottom of the bore, which is not subject to
wear. If the difference is more than 0.152 mm
(0.006 in), the cylinders will normally require
reboring with new oversize pistons fitted.
3Proprietary oil control rings can be obtained
for fitting to the existing pistons if it is felt that
the degree of wear does not justify a rebore.
However, any improvement brought about by
such rings may be short-lived.
4If new pistons or piston rings are to be fitted
to old bores, deglaze the bores with abrasive
paper or a “glaze buster” tool. The object is to
produce a light cross-hatch pattern to assist
the new rings to bed in. 5If there is a ridge at the top of the bore and
new piston rings are being fitted, either the top
piston ring must be stepped (“ridge dodger”
pattern) or the ridge must be removed with a
ridge reamer. If the ridge is left, the piston ring
may hit it and break.
6Thoroughly examine the crankcase and
cylinder block for cracks and damage and use
a piece of wire to probe all oilways and
waterways to ensure that they are
unobstructed.
1Examine the pistons for ovality, scoring and
scratches. Check the connecting rods for wear
and damage. The connecting rods carry a
letter indicating their weight class; all the rods
fitted to one engine must be of the same class
(see illustration).
2The gudgeon pins are an interference fit in
the connecting rods, and if new pistons are to
be fitted to the existing connecting rods the
work should be carried out by a Ford garage
who will have the necessary tooling. Note that
the oil splash hole on the connecting rod must
be located on the right-hand side of the piston
(the arrow on the piston crown faces forwards)
(see illustration).
3If new rings are to be fitted to the existing
pistons, expand the old rings over the top of
the pistons. The use of two or three old feeler
blades will be helpful in preventing the rings
dropping into empty grooves. Note that the oil
control ring is in three sections.
4Before fitting the new rings to the pistons,
insert them into the cylinder bore and use a
feeler blade to check that the end gaps are
within the specified limits (see illustrations).
5Clean out the piston ring grooves using a
piece of old piston ring as a scraper. Be
careful not to scratch the aluminium surface of
the pistons. Protect your fingers - piston ring
edges are sharp. Also probe the groove oil
return holes.
6Fit the oil control ring sections with the
spreader ends abutted opposite the front of the
piston. The side ring gaps should be 25 mm
29Pistons and connecting rods
- examination and renovation
28Cylinder block and bores -
examination and renovation
SOHCengines 2A•13
2A
27.3a Undersize crankshaft bearings are
indicated by a spot and/or line on the front
counterweight27.3b Main bearing cap marks (arrowed)
denote oversize parent bore27.5 Checking the width of the Plastigage
filament against the scale on the packet
29.1 Weight class mark (arrowed) on
connecting rod29.2 Relationship of piston crown arrow and
connecting rod oil splash hole (arrowed)
procarmanuals.com

13Apply a sealing compound to the faces of
the cylinder block and sump at the points
indicated(see illustration).
14Apply suitable thread-locking compound
to the sump securing studs and bolts, then
locate the sump on the cylinder block and fit
the securing nuts and bolts, but do not fully
tighten them at this stage.
15Align the sump so that the end faces and
the cylinder block are flush. To do this, use a
straight-edge. If the sump cannot be
positioned so that the faces of the cylinder
block and sump are flush, measure the
difference in height using a feeler blade as
shown (see illustration).
16Tighten the sump securing nuts and bolts
to the specified torque, then repeat the
measurement made in paragraph 15. If the
end faces of the sump and cylinder block are
not flush, suitable shims must be fitted
(available from a Ford dealer) between the
sump and the gearbox/transmission to
eliminate the clearance when mating the
engine to the gearbox/transmission. Note that
shims should be fitted at both sides of the
sump, as required. Select suitable shims from
those listed in the following table.
Clearance measuredShims required
0 to 0.25 mmNo shims required
0.25 to 0.29 mm0.15 mm (silver)
0.30 to 0.44 mm0.30 mm (light blue)
0.45 to 0.59 mm0.45 mm (red)
0.60 to 0.75 mm0.60 mm (black)
17If the engine is in the vehicle, reverse the
procedure described in paragraphs 3 to 8,
noting the following points.
a)Ensure that the roadwheels and the
steering wheel are in the straight-aheadposition then align the marks made on
removal and reconnect the intermediate
shaft to the steering gear. Tighten the
clamp bolt to the specified torque.
b)Fill the engine with the correct grade and
quantity of oil.
c)Refit the engine adapter plate and the
flywheel/driveplate.
d)Refit the gearbox or automatic
transmission, as applicable, ensuring that
the required shims are fitted between the
sump and the gearbox/transmission.
e)Tighten all fixings to the specified torque
where applicable.
Note: A suitable puller will be required to
remove the crankshaft pulley. A new
crankshaft pulley bolt, a new lower timing
chain cover gasket and a new oil pump gasket
must be used on refitting.
1If the engine is in the car, carry out the
following operations.
a)Disconnect the battery negative lead.
b)To Improve access, remove the radiator. It
will be difficult to remove the crankshaft
pulley with the radiator in place.
c)On fuel-injection models, remove the air
inlet hose, plenum chamber and air
cleaner lid as an assembly.
2Proceed as described in paragraphs 3 to 10
of Section 15.3Unscrew the four securing bolts and
withdraw the oil pump from the cylinder block
(see illustration). Recover the gasket and
discard it.
4If desired, the pump can now be dismantled
and inspected.
5Thoroughly clean the mating faces of the
pump and the cylinder block.
6Prime the pump by injecting clean engine oil
into it and turning it by hand.
7Place a new gasket on the oil pump flange,
ensuring that the gasket is correctly located so
that the holes align with the oil passages in the
pump.
8Fit the oil pump, and tighten the securing
bolts to the specified torque.
9Proceed as described in paragraphs 28 to 40
of Section 15.
10If the engine is in the vehicle, reverse the
operations described in paragraph 1.
1The oil pump can be dismantled for
cleaning, but if any of the components are
worn, the pump must be renewed as an
assembly.
2To dismantle the pump, proceed as follows.
3Unscrew the two securing bolts, and
remove the pump cover (see illustration).
4Lift the inner and outer rotors from the
pump casing.
5Unscrew the pressure relief valve plug from
27Oil pump - dismantling,
inspection and reassembly
26Oil pump - removal and
refitting
2B•16DOHCengine
25.13 Apply sealing compound to the
sump/cylinder block mating faces at the
points indicated (2)
Dimensions are for guidance only
27.3 Removing the oil pump cover27.5a Unscrew the pressure relief valve
plug and washer . . .
25.15 Measuring the clearance between the
cylinder block and sump end faces26.3 Oil pump securing bolts (arrowed)
procarmanuals.com

2C•2V6 engines
Oil pump
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bi-rotor
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .From camshaft
Operating clearances:
Outer rotor-to-housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.15 to 0.30 mm
Inner-to-outer rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.05 to 0.20 mm
Rotor endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.03 to 0.10 mm
Cylinder block
Cast identification mark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E
Bore diameter:
Standard grade 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.010 to 93.020 mm
Standard grade 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.020 to 93.030 mm
Standard grade 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.030 to 93.040 mm
Standard grade 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.040 to 93.050 mm
Oversize grade A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.520 to 93.530 mm
Oversize grade B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.530 to 93.540 mm
Oversize grade C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.540 to 93.550 mm
Standard service grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.040 to 93.050 mm
Oversize 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.540 to 93.550 mm
Oversize 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94.040 to 94.050 mm
Main bearing parent bore:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60.620 to 60.640 mm
Oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61.000 to 61.020 mm
Camshaft bearing bore (without bushes):
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47.025 to 47.060 mm
Front centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46.645 to 46.680 mm
Rear centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46.265 to 46.300 mm
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45.885 to 45.920 mm
Crankshaft
Number of main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Main bearing journal diameter (standard) . . . . . . . . . . . . . . . . . . . . . . . .56.980 to 57.000 mm
Main bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.008 to 0.062 mm
No 3 (thrust) bearing shoulder width (standard) . . . . . . . . . . . . . . . . . . .26.390 to 26.440 mm
No 3 (thrust) flanged bearing shell width (standard) . . . . . . . . . . . . . . . .26.240 to 26.290 mm
Crankshaft endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.08 to 0.20 mm
Big-end bearing journal diameter (standard) . . . . . . . . . . . . . . . . . . . . .53.980 to 54.000 mm
Big-end bearing running clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.006 to0.064 mm
Pistons
Diameter:
Standard grade 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92.972 to 92.982 mm
Standard grade 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92.982 to 92.992 mm
Standard grade 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92.992 to 93.002 mm
Standard grade 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.002 to 93.012 mm
Service standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.000 to 93.020 mm
Oversize 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.500 to 93.520 mm)
Oversize 1.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94.000 to 94.020 mm
Clearance in bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.020 to 0.050 mm
Piston ring end gaps:
Top and centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.38 to 0.58 mm
Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.40 to 1.40 mm
Gudgeon pins
Diameter:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.994 to 23.997 mm
Blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.997 to 24.000 mm
Clearance in piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.008 to 0.014 mm
Interference in connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.018 to 0.042 mm
Connecting rods
Big-end parent bore diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.820 to 56.840 mm
Small-end bush internal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.958 to 23.976 mm
Cylinder heads
Cast identification mark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EN
Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44°30’ to 45°00’
Valve seat width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.61 to 2.33 mm
Valve guide bore:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.063 to 8.088 mm
Oversizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+0.2, 0.4, 0.6 and 0.8 mm
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V6 engines 2C•3
2C
Camshaft
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Gear
Gear backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.17 to 0.27 mm
Valve timing:
Inlet opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26°30’ BTDC
Inlet closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69°30’ ABDC
Exhaust opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75°30’ BBDC
Exhaust closes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22°30’ ATDC
Cam lift:
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.7 mm
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6 mm
Cam length:
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35.995 to 36.165 mm
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35.895 to 36.065 mm
Thrust plate thickness:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.960 to 3.985 mm
Blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.986 to 4.011 mm
Spacer thickness:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.075 to 4.100 mm
Blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.101 to 4.125 mm
Camshaft endfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.02 to 0.10 mm
Bearing journal diameter:
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.903 to 43.923 mm
Front centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.522 to 43.542 mm
Rear centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.141 to 43.161 mm
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42.760 to 42.780 mm
Bearing bush internal diameter:
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.948 to 43.968 mm
Front centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.567 to 43.587 mm
Rear centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.186 to 43.206 mm
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42.805 to 42.825 mm
Valve clearances (cold)
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.35 mm (0.014 in)
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.40 mm (0.016 in)
Inlet valves
Head diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41.85 to 42.24 mm
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105.25 to 106.95 mm
Stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.025 to 8.043 mm
Oversizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+0.2, 0.4, 0.6 and 0.8 mm
Stem-to-guide clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.020 to 0.063 mm
Valve stem oil seal type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rubber, one size
Exhaust valves
Head diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35.83 to 36.21 mm
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105.20 to 106.20 mm
Stem diameter:
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.999 to 8.017 mm
Oversizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+0.2, 0.4, 0.6 and 0.8 mm
Stem-to-guide clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.046 to 0.089 mm
Valve stem oil seal:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Nylon, selective sizes
Identification:
Standard size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .White
+ 0.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Red
+ 0.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Blue
+ 0.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Green
+ 0.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Black
Torque wrench settingsNmlbf ft
Main bearing cap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 to 10466 to 77
Big-end cap nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 to 3319 to 24
Crankshaft pulley/damper central bolt . . . . . . . . . . . . . . . . . . . . . . . . . .115 to 13085 to 96
Camshaft gear bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 to 5031 to 37
Camshaft thrust plate bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 16
Timing cover to cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 16
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The exhaust system fitted in production is
made of aluminised steel, with stainless steel
used in the endplates and baffles of the rear
silencer. Individual sections of the system are
easily renewed in service.
Emission control for the UK market is
achieved largely by the inherent efficiency of
the fuel, ignition and engine management
systems. A welcome spin-off from such
efficiency is remarkably good fuel economy for
a vehicle of such size and weight.
Precautions
Fuel
Many of the procedures in this Chapter
require the removal of fuel lines and
connections which may result in some fuel
spillage. Residual pressure in fuel-injection
systems will remain in the fuel lines long after
the vehicle was last used, therefore extra care
must be taken when disconnecting a fuel line
hose. Loosen any fuel hose slowly to avoid a
sudden release of pressure which may cause
fuel spray. As an added precaution place a rag
over each union as it is disconnected to catch
any fuel which is forcibly expelled. Before
carrying out any operation on the fuel system
refer to the precautions given in “Safety first!”
at the beginning of this Manual and follow
them implicitly. Petrol is a highly dangerous
and volatile liquid and the precautions
necessary when handling it cannot be
overstressed
Tamperproof adjustment screws
Certain adjustment points in the fuel system
(and elsewhere) are protected by tamperproof
caps, plugs or seals. The purpose of such
tamperproofing is to discourage, and to deter,
adjustment by unqualified operators.
In some EU countries (though not yet in the
UK) it is an offence to drive a vehicle with
missing or broken tamperproof seals. Before
disturbing a tamperproof seal, satisfy yourself
that you will not be breaking local or national
anti-pollution regulations by doing so. Fit a
new seal when adjustment is complete when
this is required by law.
Do not break tamperproof seals on a vehicle
which is still under warranty.
Catalytic converter
The catalytic converter is a reliable and
simple device which needs no maintenance in
itself, but there are some facts of which an
owner should be aware if the converter is to
function properly for the full service life.
a)DO NOT use leaded petrol in a car
equipped with a catalytic converter the
lead will coat the precious metals,
reducing their converting efficiency and
will eventually destroy the converter.
b)Always keep the ignition and fuel systems
well-maintained in accordance with the
manufacturer’s schedule - particularly,
ensure that the air cleaner filter element,
the fuel filter and the spark plugs are
renewed at the correct interval - if the inletair/fuel mixture is allowed to become too
rich due to neglect, the unburned surplus
will enter and burn in the catalytic
converter, overheating the element and
eventually destroying the converter.
c)If the engine develops a misfire, do not
drive the car at all (or at least as little as
possible) until the fault is cured - the
misfire will allow unburned fuel to enter
the converter, which will result in
overheating, as noted above.
d)DO NOT push- or tow-start the car - this
will soak the catalytic converter in
unburned fuel, causing it to overheat when
the engine does start - see b) above.
e)DO NOT switch off the ignition at high
engine speeds - if the ignition is switched
off at anything above idle speed,
unburnedfuel will enter the (very hot)
catalytic converter, with the possible risk
of igniting on the element and damaging
the converter.
f)DO NOT use fuel or engine oil additives -
these may contain substances harmful to
the catalytic converter.
g)DO NOT continue to use the car if the
engine burns oil to the extent of leaving a
visible trail of blue smoke - the unburned
carbon deposits will clog the converter
passages and reduce the efficiency; in
severe cases the element will overheat.
h)Remember that the catalytic converter
operates at very high temperatures -
hence the heat shields on the car’s
underbody and the casing will become hot
enough to ignite combustible materials
which brush against it - DO NOT,
therefore, park the car in dry undergrowth,
over long grass or piles of dead leaves.
i)Remember that the catalytic converter is
FRAGILE, do not strike it with tools during
servicing work, take great care when
working on the exhaust system, ensure
that the converter is well clear of any jacks
or other lifting gear used to raise the car
and do not drive the car over rough
ground, road humps, etc, in such a way as
to “ground” the exhaust system.
j)In some cases, particularly when the car is
new and/or is used for stop/start driving, a
sulphurous smell (like that of rotten eggs)may be noticed from the exhaust. This is
common to many catalytic converter-
equipped cars and seems to be due to the
small amount of sulphur found in some
petrols reacting with hydrogen in the
exhaust to produce hydrogen sulphide
(H
2S) gas; while this gas is toxic, it is not
produced in sufficient amounts to be a
problem. Once the car has covered a few
thousand miles the problem should
disappear - in the meanwhile a change of
driving style or of the brand of petrol used
may effect a solution.
k)The catalytic converter, used on a well-
maintained and well-driven car, should
last for between 50 000 and 100 000 miles
- from this point on, careful checks should
be made at all specified service intervals
of the CO level to ensure that the
converter is still operating efficiently - if
the converter is no longer effective it must
be renewed.
See Chapter 1, Section 38.
1On carburettor models only, the air cleaner
can take in both hot and cold air. Hot air is
obtained from a shroud bolted to the exhaust
manifold.
2A flap valve in the air cleaner spout
determines the mix of hot and cold air. The
valve is operated by a vacuum diaphragm.
Vacuum is obtained from the inlet manifold
and is applied via a heat-sensing valve, which
cuts off the vacuum as the temperature of the
incoming air rises. Thus the air cleaner takes in
only hot air on starting from cold, changing
progressively to cold air as the engine warms
up (see illustrations).
3If the system fails, either the engine will take
a long time to warm up (flap stuck in “cold”
position), or it may run roughly and not
develop full power when warm (flap stuck in
“hot” position). Check it as follows.
3Air cleaner temperature control
- description and testing
2Air cleaner and element -
removal and refitting
4•4Fuel and exhaust systems
3.2b Air cleaner heat sensor3.2a Air cleaner vacuum diaphragm unit
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2Disconnect the battery negative lead.
3Drain the cooling system (Chapter 3). Save
the coolant if it is fit for re-use.
4Disconnect the multi-plug from the sensor.
Pull on the plug, not on the wiring (see
illustration).
5Unscrew the sensor and remove it.
6Refit by reversing the removal operations.
Refill the cooling system.
Note: The manifold heater must not be
removed while it is hot.
1Disconnect the battery negative lead. 2Remove the air cleaner to improve access.
3Remove the three bolts which secure the
heater to the underside of the manifold.
4Disconnect the electrical feed from the heater.
5Remove the heater. Recover the gasket and
O-ring (see illustration).
6Use a new gasket and O-ring when refitting.
Offer the heater to the manifold, insert the
three bolts and tighten them evenly, making
sure that the heater does not tip or jam.
7Reconnect the electrical feed.
8Refit the air cleaner and reconnect the
battery.
All relays are located behind the facia panel.
Access is gained by removing the facia top
(see illustration).
Testing of a suspect relay is by substitution
of a known good unit.
1All models have a facility for retarding the
ignition timing by up to six degrees without
physically disturbing the distributor. The
adjustment is intended for use when the
correct grade of fuel is not available.
2Adjustment is made by earthing one or two
leads (sometimes called “octane adjustment”
leads) which terminate in a multi-plug next to
the ignition coil (see illustrations). Ideally a
service adjustment lead, available from a Ford
dealer, should be used. Cut and insulate the
wires in the adjustment lead which are not to
be earthed.
3The amount of ignition retardation is as
follows:
Wire(s) Degrees retard
earthed Carb. injection V6
Blue 2 4 6
Red 4 2 3
Blue and red 6 6 Forbidden
4Performance and efficiency will suffer as a
result of this adjustment. Normal timing should
be restored (by isolating the adjustment leads)
when the correct grade of fuel is available.
5If the yellow adjustment lead is earthed, thiswill raise the idle speed by 75 rpm (OHC) or 50
rpm (V6). It may be found that the yellow lead
has already been earthed in production, in
which case disconnecting it will lower the idle
speed by the same amount. This adjustment
does not apply to 1.8 litre carburettor models.
1.8 models from January 1987
6The effect of the “octane adjustment” leads
on these models fitted with the ESC Hybrid
Module is as follows.
Red lead earthed2°retarded
Blue lead earthed4°retarded
Red and blue leads earthed6°retarded
1Fitted to DOHC engines,the sensor is
located at the right-hand rear of the cylinder
block, behind the oil filter (see illustration).
2To remove the sensor, first disconnect the
battery negative lead.
3Access 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”).
4Disconnect the wiring plug from the sensor.
5Remove the securing screw and withdraw the
sensor from the location in the cylinder block.
6Refitting is a reversal of removal, using a
new sensor O-ring and tightening the retaining
screw to the specified torque setting.
24Crankshaft speed/position
sensor - removal and refitting
23Ignition timing and idle speed
adjustments
22Engine management system
relays - testing
21Manifold heater (carburettor
models) - removal and refitting
Engine electrical systems 5•11
5
20.4 Coolant temperature sensor multi-plug21.5 Removing the manifold heater22.1 Engine management system relays
A Power holdB Manifold heater
23.2a Octane adjustment lead multi-plug
23.2b Service adjustment lead for timing
and idle adjustment
A Earthing point (coil
screw)
B Multi-plugC Cut wires not to be
earthed
24.1 Crankshaft speed/position sensor
(viewed from underneath)
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