1985 FORD GRANADA four wheel drive

6Over-inflation will cause rapid wear of the
centre part of the tyre tread, coupled with
reduced adhesion, harsher ride, and the
danger of shock damage occurring in the tyre
casing.
7Regularly check the tyres for damage in the
form of cuts or bulges, especially in the
sidewalls. Remove any nails or stones
embedded in the tread before they penetrate the
tyre to cause deflation. If removal of a nail does
reveal that the tyre has been punctured, refit the
nail so that its point of penetration is marked.
Then immediately change the wheel, and have
the tyre repaired by a tyre dealer. Do not drive on
a tyre in such a condition. If in any doubt as to
the possible consequences of any damage
found, consult your local tyre dealer for advice.
8Periodically remove the wheels, and clean
any dirt or mud from the inside and outside
surfaces. Examine the wheel rims for signs of
rusting, corrosion or other damage. Light alloy
wheels are easily damaged by “kerbing” whilst
parking, and similarly steel wheels may
become dented or buckled. Renewal of the
wheel is very often the only course of remedial
action possible.
9The balance of each wheel and tyre
assembly should be maintained to avoid
excessive wear, not only to the tyres but also
to the steering and suspension components.
Wheel imbalance is normally signified by
vibration through the vehicle’s bodyshell,
although in many cases it is particularly
noticeable through the steering wheel.
Conversely, it should be noted that wear ordamage in suspension or steering
components may cause excessive tyre wear.
Out-of-round or out-of-true tyres, damaged
wheels, and wheel bearing wear also fall into
this category. Balancing will not usually cure
vibration caused by such wear.
10Wheel balancing may be carried out with
the wheel either on or off the vehicle. If
balanced on the vehicle, ensure that the
wheel-to-hub relationship is marked in some
way prior to subsequent wheel removal, so
that it may be refitted in its original position.
11General tyre wear is influenced to a large
degree by driving style - harsh braking and
acceleration, or fast cornering, will all produce
more rapid tyre wear. Interchanging of tyres
may result in more even wear. However, if this
is completely effective, the added expense is
incurred of replacing all four tyres at once,
which may prove financially-restrictive for
many owners.
12Front tyres may wear unevenly as a result
of wheel misalignment. The front wheels
should always be correctly aligned according
to the settings specified by the vehicle
manufacturer.
13Legal restrictions apply to many aspects
of tyre fitting and usage, and in the UK this
information is contained in the Motor Vehicle
Construction and Use Regulations. It is
suggested that a copy of these regulations is
obtained from your local police, if in doubt as
to current legal requirements with regard to
tyre type and condition, minimum tread depth,
etc.Check the operation of all the electrical
equipment, ie. lights, direction indicators,
horn, washers, etc. Refer to the appropriate
Sections of Chapter 13 for details if any of the
circuits are found to be inoperative.
Visually check all accessible wiring
connectors, harnesses and retaining clips for
security, and for signs of chafing or damage.
Rectify any faults found.
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.
2If a “traditional” type battery is fitted as a
replacement, remove the old cell covers and
check that the plate separators in each cell are
covered by approximately 6 mm (0.25 in) of
electrolyte. If the battery case is translucent,
the cell covers need not be removed to check
the level. Top-up if necessary with distilled or
de-ionized water; do not overfill, and mop up
any spillage at once(see illustration).
6Battery electrolyte level check
5Electrical system check
1•8Weekly checks
Tyre Tread Wear Patterns
Shoulder Wear
Underinflation
(wear on both sides)
Check and adjust pressures
Incorrect wheel camber
(wear on one side)
Repair or renew suspension
parts
Hard cornering
Reduce speed!
Centre Wear
Overinflation
Check and adjust pressures
If you sometimes have to inflate
your car’s tyres to the higher
pressures specified for maximum
load or sustained high speed,
don’t forget to reduce the
pressures to normal afterwards.
Toe Wear
Incorrect toe setting
Adjust front wheel alignment
Note: The feathered edge of
the tread which characterises
toe wear is best checked by
feel.
Uneven Wear
Incorrect camber or castor
Repair or renew suspension
parts
Malfunctioning suspension
Repair or renew suspension
parts
Unbalanced wheel
Balance tyres
Out-of-round brake disc/drum
Machine or renew
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1Firmly apply the handbrake, then jack up the
front and rear of the car and support it
securely on axle stands (see “Jacking”).
2For a quick check, the front brake disc pads
can be inspected without removing the front
wheels, using a mirror and a torch through the
aperture in the rear face of the caliper. If any
one pad is worn down to the minimum
specified, all four pads (on both front wheels)
must be renewed.
3It is necessary to remove the rear wheels in
order to inspect the rear pads. The pads can
be viewed through the top of the caliper after
removing the spring clip. If any one pad is
worn down to the minimum specified, all four
pads (on both rear wheels) must be renewed.
4For a comprehensive check, the brake pads
should be removed and cleaned. The
operation of the caliper can then also be
checked, and the condition of the brake discs
can be fully examined on both sides. Refer to
Chapter 10 for further information.
5At the same interval, check the function of
the brake fluid level warning light. Chock the
wheels, release the handbrake and switch on
the ignition. Unscrew and raise the brake fluid
reservoir cap whilst an assistant observes the
warning light: it should come on as the level
sensor is withdrawn from the fluid. Refit the
cap.
6On completion, refit the wheels and lower
the car to the ground.
1Visually inspect the engine joint faces,
gaskets and seals for any signs of water or oil
leaks. Pay particular attention to the areas
around the rocker cover, cylinder head, oil
filter and sump joint faces. Bear in mind that
over a period of time some very slight seepage
from these areas is to be expected but what
you are really looking for is any indication of a
serious leak. Should a leak be found, renew
the offending gasket or oil seal by referring to
the appropriate Chapter(s) in this manual.
2Similarly, check the transmission for oil
leaks, and investigate and rectify and
problems found.
3Check the security and condition of all the
engine related pipes and hoses. Ensure that all
cable-ties or securing clips are in place and in
good condition. Clips which are broken or
missing can lead to chafing of the hoses,
pipes or wiring which could cause more
serious problems in the future.
4Carefully check the condition of all coolant,
fuel and brake hoses. Renew any hose which
is cracked, swollen or deteriorated. Cracks will
show up better if the hose is squeezed. Pay
close attention to the hose clips that secure
the hoses to the system components. Hoseclips can pinch and puncture hoses, resulting
in leaks. If wire type hose clips are used, it
may be a good idea to replace them with
screw-type clips.
5With the vehicle raised, inspect the fuel tank
and filler neck for punctures, cracks and other
damage. The connection between the filler neck
and tank is especially critical. Sometimes a
rubber filler neck or connecting hose will leak due
to loose retaining clamps or deteriorated rubber.
6Similarly, inspect all brake hoses and metal
pipes. If any damage or deterioration is
discovered, do not drive the vehicle until the
necessary repair work has been carried out.
Renew any damaged sections of hose or pipe.
7Carefully check all rubber hoses and metal
fuel lines leading away from the petrol tank.
Check for loose connections, deteriorated
hoses, crimped lines and other damage. Pay
particular attention to the vent pipes and
hoses which often loop up around the filler
neck and can become blocked or crimped.
Follow the lines to the front of the vehicle
carefully inspecting them all the way. Renew
damaged sections as necessary.
8From within the engine compartment, check
the security of all fuel hose attachments and
pipe unions, and inspect the fuel hoses and
vacuum hoses for kinks, chafing and
deterioration.
9Where applicable, check the condition of
the oil cooler hoses and pipes.
10Check the condition of all exposed wiring
harnesses.
11Also check the engine and transmission
components for signs of fluid leaks.
Periodically check the belts for fraying or
other damage. If evident, renew the belt.
If the belts become dirty, wipe them with a
damp cloth using a little detergent only.
Check the tightness of the anchor bolts and
if they are ever disconnected, make quite sure
that the original sequence of fitting of washers,
bushes and anchor plates is retained.With the vehicle raised on a hoist or
supported on axle stands (see “Jacking”),
check the exhaust system for signs of leaks,
corrosion or damage and check the rubber
mountings for condition and security. Where
damage or corrosion are evident, renew the
system complete or in sections, as applicable,
using the information given in Chapter 4.
With the wheels on the ground, slacken
each wheel nut by a quarter turn, then
retighten it immediately to the specified
torque.
Remove and clean the oil filler cap of any
sludge build-up using paraffin.
Inspect the vent hose for blockage or
damage. A blocked hose can cause a build-up
of crankcase pressure, which in turn can
cause oil leaks.
An accurate tachometer (rev. counter) will
be needed to adjust the idle speed. The
engine must be at operating temperature, the
air cleaner element must be clean and the
vacuum hoses fitted, and the engine valve
clearances must be correct. The ignition
system must also be in good condition.
Connect the tachometer to the engine as
instructed by the manufacturers. Start the
engine and allow it to idle. Read the speed
from the tachometer and compare it with the
value in the Specifications of Chapter 4
(Pierburg 2V carburettor).
If adjustment is necessary, turn the idle
speed adjustment screw. Turn the screw
clockwise to increase the speed, and anti-
clockwise to decrease the speed (see
illustration).
1.8 litre engine
1An exhaust gas analyser (CO meter) or other
proprietary device will be needed to adjust the
idle mixture.
2The engine must be at operating
temperature, the air cleaner element must be
clean and the vacuum hoses fitted, and the
16Idle mixture check -
carburettor models only
15Idle speed check - 1.8 litre
SOHC
14Oil filler cap check
13Roadwheel security check
12Exhaust system check
11Seat belt check10Fluid leak check
9Front and rear brake pad
check
1•10Every 6000 miles or 6 months
15.3 Idle adjustment screws - Pierburg 2V
carburettor
A Idle speedB Idle mixture
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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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The engine is of four-cylinder, in-line, single
overhead camshaft type (see illustration). It is
mounted longitudinally at the front of the car.
Three versions are available: 1.8 litre
carburettor, 2.0 litre carburettor and 2.0 litre
fuel-injection.
The crankshaft incorporates five main
bearings. Thrustwashers are fitted to the
centre main bearing in order to control
crankshaft endfloat.
The camshaft is driven by a toothed belt
and operates the slightly angled valve via cam
followers which pivot on ball-pins.
The auxiliary shaft, which is also driven by
the toothed belt, drivesthe distributor, oil
pump and on some models the fuel pump.
1General information
2A•4SOHCengines
Torque wrench settingsNmlbf ft
Main bearing cap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 to 10265 to 75
Big-end bearing cap nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 to 4730 to 35
Crankshaft pulley bolt:
1.8 (REC) and 2.0 (NEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 to 11581 to 85
2.0 (NRA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 to 13085 to 96
Camshaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5033 to 37
Auxiliary shaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5033 to 37
Flywheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 to 7047 to 52
Oil pump-to-cylinder block bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 16
Oil pump cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 to 137 to 10
Sump bolts (see text):
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 to 20.7 to 1.5
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Stage 3 (after 20 minutes running) . . . . . . . . . . . . . . . . . . . . . . . . . . .8 to 106 to 7
Sump drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 to 2816 to 21
Oil pressure switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 to 159 to 11
Valve adjustment ball-pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 to 5537 to 41
Cylinder head bolts (see text):
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 to 4026 to 30
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 to 7552 to 55
Stage 3 (after 5 minutes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten further 90°Tighten further 90°
Rocker cover bolts (see text):
Bolts 1 to 6 - Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Bolts 7 and 8 - Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 to 31.5 to 2
Bolts 9 and 10 - Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Bolts 7 and 8 - Stage 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Front cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 to 1710 to 13
Timing belt tensioner bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 to 2515 to 18
Oil pump pick-up pipe:
To pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 to 148 to 10
To block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 16
Engine mounting to crossmember . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 to 5130 to 38
1.1 Exploded view of the SOHC engine
1 Timing cover
2 Cam follower
3 Retaining spring clip
4 Crankshaft front oil seal housing
5 Auxiliary shaft front cover
6 Thrust plate
7 Auxiliary shaft
8 Thrust plate
9 Vent valve
10 Oil separator
11 Crankshaft rear oil seal
12 Thrust washer
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DOHCengine 2B•3
2B
Torque wrench settingsNmlbf ft
Main bearing cap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 to 10466 to 77
Big-end bearing cap bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 to 1711 to 13
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten further 85°to 95°Tighten further 85°to 95°
Crankshaft pulley bolt:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 to 5833 to 43
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten further 80°to 90°Tighten further 80°to 90°
Camshaft sprocket bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 to 6341 to 46
Flywheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 to 9261 to 68
Oil pump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 to 127 to 9
Oil pump sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 to 1912 to 14
Oil pump chain tensioner bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 to 137 to 10
Sump bolts and nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 to 106 to 7
Sump studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Sump drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 to 2815 to 21
Sump front mounting plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 to 2817 to 21
Oil baffle nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 to 2113 to 15
Oil pick-up pipe-to-cylinder block bolts . . . . . . . . . . . . . . . . . . . . . . . . .9 to 137 to 10
Oil pressure warning lamp switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 to 2213 to 16
Cylinder head bolts:
M11 bolts:
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5541
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten further 90°Tighten further 90°
Stage 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tighten further 90°Tighten further 90°
M8 bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 to 3927 to 29
Camshaft cover bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 to 84 to 6
Camshaft bearing cap nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 to 2616 to 19
Lower timing chain guide:
Upper bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 to 137 to 10
Lower bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 to 2818 to 21
Upper and lower timing chain cover bolts . . . . . . . . . . . . . . . . . . . . . . .7 to 105 to 7
Crankshaft rear oil seal housing bolts . . . . . . . . . . . . . . . . . . . . . . . . . .8 to 116 to 8
Engine-to-gearbox/transmission bolts . . . . . . . . . . . . . . . . . . . . . . . . . .29 to 4121 to 30
The 2.0 litre DOHC (Double OverHead
Camshaft) engine was introduced in June
1989 to replace the 2.0 litre SOHC engine
used previously in the Granada range, at the
same time a 2.0 litre version of the Scorpio
model was also introduced. The engine is of
four-cylinder, in-line type.
The crankshaft incorporates five main
bearings. Thrustwashers are fitted to the
centre main bearing in order to control
crankshaft endfloat.
The camshafts are driven by a chain from
the crankshaft and operate the angled valves
via hydraulic cam followers. One camshaft
operates the inlet valves, and the other
operates the exhaust valves.
The distributor is driven directly from the
front of the inlet camshaft, and the oil pump is
driven by a chain from the crankshaft. An
electric fuel pump is mounted in the fuel tank.
Lubrication is by means of a bi-rotor pump
which draws oil through a strainer located
inside the sump, and forces it through a full-
flow filter into the engine oil galleries, from
where it is distributed to the crankshaft and
camshafts. The big-end bearings are supplied
with oil via internal drillings in the crankshaft.
The undersides of the pistons are suppliedwith oil from drillings in the connecting rods.
The hydraulic cam followers are supplied with
oil from passages in the cylinder head. The
camshafts are lubricated by oil from spray
tubes mounted above the camshaft bearing
caps.
A closed crankcase ventilation system is
employed, whereby piston blow-by gases are
drawn from the crankcase, through a breather
pipe into the inlet manifold where they are
burnt with fresh air/fuel mixture.The crankcase ventilation system (see
illustration)consists of an oil separator and
vent valve fitted to the cylinder block on the
left-hand side of the engine. This is connected
by a pipe to the inlet manifold. The system
operates according to the vacuum in the inlet
2Crankcase ventilation system -
general information1General information
2.1 Crankcase ventilation
system - fuel-injection engine
1 Inlet manifold connection
2 Inlet manifold
3 Breather pipe
4 Oil separator
5 Vent valve
6 Connecting hose
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27Remove the starter motor.
28Remove the exhaust downpipe.
29Ensure that the steering wheel is
positioned in the straight-ahead position then,
using a dab of paint or a suitable marker pen,
make alignment marks between the
intermediate shaft lower clamp and steering
gear pinion. Slacken and remove the lower
clamp bolt then disconnect the intermediate
shaft from the steering gear (see illustration).
30Working inside the vehicle, place a
wooden block under the clutch pedal to raise
it fully against the stop, so holding the
automatic adjuster pawl clear of the toothed
quadrant.
31Disconnect the clutch cable from the
clutch release arm, and pass the cable
through the bellhousing.
32Support the gearbox with a trolley jack,
using a block of wood between the jack and
the gearbox to spread the load.
33Unscrew and remove the remaining
engine-to-gearbox bolts, and remove the bolt
from the engine adapter plate (see
illustration). Recover any shims fitted
between the sump and the gearbox when
removing the lower engine-to-gearbox bolts.
34Make a final check to ensure that all
relevant wires, pipes and hoses have been
disconnected and positioned clear of the
engine to facilitate engine removal.
35Attach a suitable hoist to the engine lifting
brackets located at the front and rear of the
cylinder head, and carefully take the weight of
the engine.
36To improve clearance in the engine
compartment when lifting the engine, unbolt
the engine mounting brackets from the
cylinder block, and remove them (see
illustration).
37Detach the brake lines from the front
suspension crossmember (see illustration).
38Support the crossmember with a jack (do
not remove the jack from under the gearbox),
then loosen the bolts securing the
crossmember to the underbody. Remove the
bolts from one side, and carefully lower the
crossmember to allow sufficient room for the
sump to clear the steering rack and
crossmember when pulling the engine
forwards from the gearbox (see illustration).39Gently raise the engine, then pull it
forwards to disconnect it from the gearbox.
Ensure that the gearbox is adequately
supported, and take care not to strain the
gearbox input shaft.
40Once clear of the gearbox, lift the engine
from the vehicle, taking care not to damage
the components in the engine compartment.
Note:Refer to Part A, Section 4 of this
Chapter and to the warning that appears at the
start of Section 5 before proceeding. A
suitable hoist and lifting tackle will be required
for this operation.
1Proceed as described in paragraphs 1 to 21
of Section 5.
2Unscrew and remove the top engine-to-
transmission bolts which are accessible from
the engine compartment. Note the location of
the earth strap, vacuum pipe bracket, and
transmission dipstick tube bracket, as
applicable.
3Proceed as described in paragraphs 23 to 29
of Section 5.4Where applicable, remove the bolt securing
the transmission fluid dipstick tube to the left-
hand side of the cylinder block.
5Working through the starter motor aperture,
unscrew the four torque converter-to-
driveplate nuts. It will be necessary to turn the
crankshaft, using a suitable spanner on the
crankshaft pulley bolt, in order to gain access
to each bolt in turn through the aperture.
6Support the transmission with a trolley jack,
using a block of wood between the jack and
the transmission to spread the load.
7Unscrew and remove the remaining engine-
to-transmission bolts, and remove the bolt
from the engine adapter plate. Recover any
shims fitted between the sump and the
transmission when removing the lower engine-
to-transmission bolts. Where applicable, pull
the blanking plug from the adapter plate.
8Proceed as described in paragraphs 34 to 38
of Section 5.
9Gently raise the engine, then pull the engine
forwards to disconnect it from the
transmission. Ensure that the torque converter
is held firmly in place in the transmission
housing, otherwise it could fall out resulting in
fluid spillage and possible damage. It may be
necessary to rock the engine a little to release
it from the transmission.
10Once clear of the transmission, lift the
engine from the vehicle, taking care not to
damage the components in the engine
compartment.
6Engine - removal leaving
automatic transmission in vehicle
DOHCengine 2B•5
2B
5.29 Intermediate shaft lower clamp bolt
(arrowed)5.33 Engine adaptor plate bolt (arrowed)5.36 Remove the engine mounting brackets
to improve clearance
5.37 Removing a brake line securing clip
from the suspension crossmember5.38 Removing a suspension crossmember
securing bolt
It may be necessary to rock
the engine a little to release it
from the gearbox.
procarmanuals.com

Note: Refer to Part A, Section 4 of this Chapter
and to the warning that appears at the start of
Section 5 before proceeding. A hoist and lifting
tackle will be required for this operation.
1Proceed as described in paragraphs 1 to 21
of Section 5.
2Unscrew the securing bolt, and disconnect
the earth lead from the rear left-hand side of
the cylinder head.
3Unscrew the nuts securing the engine
mountings to the engine mounting brackets.
4Jack up the vehicle and support it securely
on axle stands (see “Jacking”). Ensure that
there is enough working room beneath the
vehicle.
5To improve access, disconnect the exhaust
downpipe from the manifold and remove the
exhaust system.
6Drain the engine oil into a suitable container.
7On models fitted with a catalytic converter,
release the securing clips and withdraw the
exhaust heat shield from under the vehicle for
access to the propeller shaft.
8Remove the propeller shaft.
9Where applicable, bend back the locktabs,
then unscrew the two bolts in each case
securing the two anti-roll bar mounting clamps
to the vehicle underbody. Lower the anti-roll
bar as far as possible.
10Proceed as described in paragraphs 30
and 31 of Section 5.
11Support the gearbox with a trolley jack,
using a block of wood between the jack and
the gearbox to spread the load.
12Unscrew the four nuts securing the
gearbox crossmember to the vehicle
underbody. Unscrew the central bolt securing
the crossmember to the gearbox, and remove
the crossmember. Note the position of the
earth strap, where applicable. Recover the
mounting cup, and the exhaust mounting
bracket and heat shield (as applicable).
13Lower the gearbox slightly on the jack,
then remove the circlip, and disconnect the
speedometer drive cable from the gearbox.
14Disconnect the wiring from the reversing
lamp switch, and on models with fuel-injection,
disconnect the wiring from the vehicle speed
sensor mounted in the side of the gearbox.
15Slacken and remove the two bolts and
washers (one either side) securing the gear
linkage support bracket to the gearbox.
16Using a pin punch, drive out the roll pin
securing the gearchange rod to the gear linkage.
17Attach a hoist to the engine lifting brackets
located at the front and rear of the cylinder head,
and slowly take the weight of the engine. Arrange
the lifting tackle so that the engine/gearbox
assembly will assume a steep angle of
approximately 40°to 45°as it is being removed.
18To improve clearance in the engine
compartment when lifting the engine, unboltthe engine mounting brackets from the
cylinder block, and remove them.
19Ensure that the steering wheel is positioned
in the straight-ahead position then, using a dab
of paint or a marker pen, make alignment marks
between the intermediate shaft lower clamp
and steering gear pinion. Slacken and remove
the lower clamp bolt then disconnect the
intermediate shaft from the steering gear.
20Detach the brake lines from the front
suspension crossmember.
21Support the crossmember with a jack (do not
remove the jack from under the gearbox), then
loosen the bolts securing the crossmember to the
underbody. Remove the crossmember securing
bolts, and carefully lower the crossmember to
allow sufficient room for the engine sump to clear
the steering rack and crossmember as the
engine/gearbox assembly is removed.
22Make a final check to ensure that all
relevant wires, pipes and hoses have been
disconnected to facilitate removal of the
engine/gearbox assembly.
23Raise the engine/gearbox, at the same
time lowering the trolley jack which is
supporting the gearbox.
24Place a suitable rod across the vehicle
underbody to support the gear linkage support
bracket whilst the gearbox is removed.
25Tilt the engine/gearbox assembly using
the hoist and the trolley jack, until the
assembly can be lifted from the vehicle. Take
care not to damage surrounding components.
26If the vehicle is to be moved, with the
engine/gearbox assembly removed, temporarily
refit the suspension crossmember and the anti-
roll bar to the underbody, and reconnect the
steering column to the intermediate shaft.
27To separate the engine from the gearbox,
proceed as follows.
28Remove the starter motor.
29Support the engine and gearbox
horizontally on blocks of wood.
30Unscrew the engine-to-gearbox bolts,
noting the locations of the bolts, and the
positions of the earth strap and any wiring clips
attached to the bolts. Recover any shims fitted
between the sump and the gearbox when
removing the lower engine-to-gearbox bolts.
31Unscrew the bolt from the engine adapter
plate.
32Pull the engine and gearbox apart, taking
care not to strain the gearbox input shaft. It
may be necessary to rock the units slightly to
separate them.
Note: Refer to Part A, Section 4 of this
Chapter and to the warning that appears at the
start of Section 5 before proceeding. A
suitable hoist and lifting tackle will be required
for this operation. Any suspected faults in the
automatic transmission should be referred to a
Ford dealer or automatic transmissionspecialist before removal of unit, as the
specialist fault diagnosis equipment is
designed to operate with the transmission in
the vehicle.
1Proceed as described in paragraphs 1 to 21
of Section 5.
2Unscrew the securing bolt, and disconnect
the earth lead from the rear left-hand side of
the cylinder head.
3Unscrew the nuts securing the engine
mountings to the engine mounting brackets.
4Jack up the vehicle and support it securely
on axle stands (see “Jacking”). Ensure that
there is enough working room beneath the
vehicle.
5To improve access, disconnect the exhaust
downpipe from the manifold and remove the
exhaust system .
6Drain the engine oil into a suitable container.
7On models fitted with a catalytic converter,
release the securing clips and withdraw the
exhaust heat shield from under the vehicle for
access to the propeller shaft.
8Remove the propeller shaft.
9Where applicable, bend back the locktabs,
then unscrew the two bolts in each case
securing the two anti-roll bar mounting clamps
to the vehicle underbody. Lower the anti-roll
bar as far as possible.
10Support the transmission with a trolley
jack, using a block of wood between the jack
and the transmission to spread the load.
11Unscrew the four bolts securing the
transmission crossmember to the vehicle
underbody. Unscrew the central bolt securing
the crossmember to the transmission, and
remove the crossmember. Note the position of
the earth strap, where applicable. Recover the
mounting cup, and the exhaust mounting
bracket and heat shield (as applicable).
12Lower the transmission slightly on the jack.
13Unscrew the unions and disconnect the
fluid cooler pipes from the transmission. Plug
the open ends of the pipes and the
transmission to prevent dirt ingress and fluid
leakage. Where applicable, detach the fluid
cooler pipe bracket from the engine mounting
bracket, and move it to one side.
14Remove the two clips securing the
selector rod, and detach the selector rod from
the manual selector lever, and the selector
lever on the transmission.
15Disconnect the wiring from the starter
inhibitor switch, downshift solenoid, lock-up
clutch, reversing lamp switch, and where
applicable, the 3rd/4th gearchange solenoid.
16Remove the securing screw, and
disconnect the speedometer cable (where
fitted) from the transmission extension
housing. Plug the opening in the transmission
to prevent dirt ingress.
17Proceed as described in paragraphs 17 to 26
of Section 7, substituting transmission for
gearbox and ignoring paragraph 24.
18To separate the engine from the
transmission, proceed as follows.
19Remove the starter motor.
20Support the engine and transmission
horizontally on blocks of wood.
8Engine/automatic
transmission assembly -
removal and separation
7Engine/manual gearbox
assembly - removal and
separation
2B•6DOHCengine
procarmanuals.com

21Working through the starter motor
aperture, unscrew the four torque converter-
to-driveplate nuts. It will be necessary to turn
the crankshaft using a spanner on the
crankshaft pulley bolt in order to gain access
to each nut in turn through the aperture.
22Where applicable, remove the bolt
securing the transmission fluid dipstick tube to
the left-hand side of the cylinder block.
23Unscrew the engine-to-transmission bolts,
noting the locations of the bolts, and the
positions of the earth strap and any wiring
clips attached to the bolts. Recover any shims
fitted between the sump and the transmission
when removing the lower engine-to-
transmission bolts.
24Unscrew the bolt from the engine adapter
plate and, where applicable, pull the blanking
plug from the adapter plate.
25Pull the engine and the transmission apart,
ensuring that the torque converter is held firmly
in place in the transmission housing, otherwise
it could fall out resulting in fluid spillage and
possible damage. It may be necessary to rock
the units slightly to separate them.
1Reverse the procedure described in
paragraphs 1 to 40 ofSection 5, noting the
following points.
2Before attempting to refit the engine, check
that the clutch friction disc is centralised.
3Check that the clutch release arm and
bearing are correctly fitted, and lightly grease
the input shaft splines.
4Check that the engine adapter plate is
correctly positioned on the locating dowels. If
necessary, a cable-tie can be used to
temporarily secure the adapter plate in
position on the cylinder block using one of the
engine-to-gearbox bolt holes.
5If shims were fitted between the sump and
the gearbox, refit them in their original
locations when mating the engine to the
gearbox. If the engine has been overhauled,
where applicable fit the relevant shims as
calculated during engine reassembly .
6Reconnect the clutch cable to the release arm,
ensuring that it is routed as noted during removal.
7Ensure that the roadwheels and the steering
wheel are in the straight-ahead position then
align the marks made on removal and reconnect
the intermediate shaft to the steering gearing.
Tighten the clamp bolt to the specified torque.
8Refit the exhaust downpipe.
9Fill the engine with the correct grade and
quantity of oil.
10Check the throttle cable adjustment. Where
necessary, also adjust the speed control cable
in the same way so that there is only a small
amount of slack present in the cable.
11Reconnect the coolant hoses to the water
pump housing.
12Fill the cooling system .
13Tighten all fixings to the specified torque,
where applicable.1Reverse the procedure described in Section 6,
noting the following points.
2Check that the engine adapter plate is
correctly positioned on the locating dowels. If
necessary, a cable-tie can be used to
temporarily secure the adapter plate in
position on the cylinder block using one of the
engine-to-transmission bolt holes.
3As the torque converter is only loosely
engaged in the transmission, care must be taken
to prevent the torque converter from falling out
forwards. When the torque converter hub is fully
engaged with the fluid pump drivegear in the
transmission, distance A (see illustration 2.20 in
Chapter 7B)must be as specified. Incorrect
installation of the torque converter will result in
damageto the transmission.
4If shims were fitted between the sump and
the transmission, refit them in their original
locations when mating the engine to the
transmission. If the engine has been
overhauled, where applicable fit the relevant
shims as calculated during engine reassembly.
5As the engine is installed, guide the torque
converter studs through the holes in the
driveplate. When the engine is positioned flush
with the engine adapter plate and the
transmission housing, check that the torque
converter is free to move axially a small
amount before refitting and tightening the
engine-to-transmission bolts.
6Do not tighten the torque converter-to-
driveplate nuts until the lower engine-to-
transmission bolts have been fitted and
tightened.
7Ensure that the roadwheels and the steering
wheel are in the straight-ahead position then
align the marks made on removal and
reconnect the intermediate shaft to the
steering gearing. Tighten the clamp bolt to the
specified torque.
8Refit the exhaust downpipe.
9Fill the engine with the correct grade and
quantity of oil.
10Check the throttle cable adjustment. Where
necessary, also adjust the speed control cable
in the same way so that there is only a small
amount of slack present in the cable.
11Reconnect the coolant hoses to the water
pump housing.
12Fill the cooling system.
13Tighten all fixings to the specified torque,
where applicable.
1Reverse the procedure described in Section 7,
noting the following points.
2Before attempting to reconnect the engine
to the gearbox, check that the clutch friction
disc is centralised.
3Check that the clutch release arm andbearing are correctly fitted, and lightly grease
the input shaft splines.
4Check that the engine adapter plate is
correctly positioned on the locating dowels. If
necessary, a cable-tie can be used to
temporarily secure the adapter plate in
position on the cylinder block using one of the
engine-to-gearbox bolt holes.
5If shims were fitted between the sump and
the gearbox, refit them in their original
locations when mating the engine to the
gearbox. If the engine has been overhauled,
where applicable fit the relevant shims as
calculated during engine reassembly.
6Ensure that the roadwheels and the steering
wheel are in the straight-ahead position then
align the marks made on removal and
reconnect the intermediate shaft to the
steering gearing. Tighten the clamp bolt to the
specified torque.
7Reconnect the clutch cable to the release
arm, ensuring that it is routed as noted during
removal.
8Refit the propeller shaft.
9Refit the exhaust system.
10Fill the engine with the correct grade and
quantity of oil.
11Check the throttle cable adjustment. Where
necessary, also adjust the speed control cable
in the same way so that there is only a small
amount of slack present in the cable.
12Reconnect the coolant hoses to the water
pump housing.
13Fill the cooling system.
14Check and if necessary top-up the
gearbox oil level.
15Tighten all fixings to the specified torque,
where applicable.
1Reverse the procedure described in Section 8,
noting the following points.
2Check that the engine adapter plate is
correctly positioned on the locating dowels. If
necessary, a cable-tie can be used to
temporarily secure the adapter plate in
position on the cylinder block using one of the
engine-to-transmission bolt holes.
3As the torque converter is only loosely
engaged in the transmission, care must be taken
to prevent the torque converter from falling out
forwards. When the torque converter hub is fully
engaged with the fluid pump drivegear in the
transmission, distance A (see illustration 2.20 in
Chapter 7B)must be as specified. Incorrect
installation of the torque converter will result in
damage to the transmission.
4If shims were fitted between the sump and
the transmission, refit them in their original
locations when mating the engine to the
transmission. If the engine has been
overhauled, where applicable fit the relevant
shims as calculated during engine reassembly.
5As the engine and transmission are mated
12Engine/automatic
transmission assembly -
reconnection and refitting
11Engine/manual gearbox
assembly - reconnection and
refitting
10Engine - refitting (automatic
transmission in vehicle)
9Engine - refitting (manual
gearbox in vehicle)
DOHCengine 2B•7
2B
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