1985 FORD GRANADA turn signal

engine coolant temperature sensor. The
crankshaft speed/position sensor is activated
by a toothed disc on the rear of the crankshaft,
inside the cylinder block. The disc has 35
equally spaced teeth (one every 10°), with a
gap in the 36th position. The gap is used by
the sensor to determine the crankshaft
position relative to Top Dead Centre (TDC) of
No 1 piston.
The ignition advance is a function of the
ESC II module, and is controlled by vacuum.
The module is connected to the carburettor by
a vacuum pipe, and a transducer in the
module translates the vacuum signal into an
electrical voltage. From the vacuum signal, the
module determines engine load; engine speed
and temperature are determined from the
crankshaft speed/position sensor and the
engine coolant temperature sensor. The
module has a range of spark advance settings
stored in the memory, and a suitable setting is
selected for the relevant engine speed, load
and temperature. The degree of advance can
thus be constantly varied to suit the prevailing
engine speed and load conditions.
On DOHC fuel-injected engines, a
development of the EEC IV (Electronic Engine
Control IV) engine management system is
used to control both the ignition and fuel-
injection systems. The EEC IV module receives
information from a crankshaft speed/position
sensor (the same as that fitted to the
carburettor models), a throttle position sensor,
an engine coolant temperature sensor, a fuel
temperature sensor, an air charge temperature
sensor, a Manifold Absolute Pressure (MAP)
sensor, and a vehicle speed sensor (mounted
on the gearbox). Additionally, on models with
a catalytic converter, an additional input is
supplied to the EEC IV module from an
exhaust gas oxygen (HEGO) sensor. On
models with automatic transmission,
additional sensors are fitted to the
transmission to inform the EEC IV module
when the transmission is in neutral, and when
the downshift is being operated.
The module provides outputs to control the
fuel pump, fuel-injectors, idle speed, ignition
system and automatic transmission .
Additionally, on models with air conditioning,
the EEC IV module disengages the air
conditioning compressor clutch when starting
the engine or when the engine is suddenly
accelerated. On models fitted with a catalytic
converter, the EEC IV module also controls the
carbon canister purge solenoid valve.
Using the inputs from the various sensors,
the EEC IV module computes the optimum
ignition advance, and fuel-injector pulse
duration to suit the prevailing engine
conditions.
On 2.4 & 2.9 litre V6 engines, the system
operates in much the same way as that fitted
to the DOHC fuel-injected engine, noting the
following points.
a)There is no crankshaft speed/position
sensor.
b)The vehicle speed sensor is only fitted to
models equipped with a catalytic
converter.Precautions
ESC II module
Although it will tolerate all normal under-
bonnet conditions, the ESC II module may be
adversely affected by water entry during
steam cleaning or pressure washing of the
engine bay.
If cleaning the engine bay, therefore, take
care not to direct jets of water or steam at the
ESC II module. If this cannot be avoided,
remove the module completely, and protect its
multi-plug with a plastic bag.
Ignition system HT voltage
Take care to avoid receiving electric shocks
from the HT side of the ignition system. Do not
handle HT leads, or touch the distributor or
coil, when the engine is running. When tracing
faults in the HT system, use well insulated
tools to manipulate live leads. Electronic
ignition HT voltage could prove fatal.
Electronic ignition systems
General
Further details of the various systems are
given in the relevant Sections of this Chapter.
While some repair procedures are given, the
usual course of action is to renew the
component concerned. The owner whose
interest extends beyond mere component
renewal should obtain a copy of the
Automobile Electrical & Electronic Systems
Manual, available from the publishers of this
manual.
It is necessary to take extra care when
working on the electrical system, to avoid
damage to semi-conductor devices (diodes
and transistors), and to avoid the risk of
personal injury. In addition to the precautions
given in Safety first!at the beginning of this
manual, observe the following when working
on the system:
Always remove rings, watches, etc before
working on the electrical system.Even with the
battery disconnected, capacitive discharge
could occur if a component’s live terminal is
earthed through a metal object. This could
cause a shock or nasty burn.
Do not reverse the battery connections.
Components such as the alternator, electronic
control units, or any other components having
semi-conductor circuitry, could be irreparably
damaged.
If the engine is being started using jump
leads and a slave battery, connect thebatteries positive-to-positiveand negative-to-
negative(see “Jump starting”). This also
applies when connecting a battery charger.
Never disconnect the battery terminals, the
alternator, any electrical wiring, or any test
instruments, when the engine is running.
Do not allow the engine to turn the alternator
when the alternator is not connected.
Never test for alternator output by “flashing”
the output lead to earth.
Never use an ohmmeter of the type
incorporating a hand-cranked generator for
circuit or continuity testing.
Always ensure that the battery negative lead
is disconnected when working on the
electrical system.
Before using electric-arc welding equipment
on the car, disconnect the battery, alternator,
and components such as the fuel-
injection/ignition electronic control unit, to
protect them from the risk of damage.
Refer to Chapter 13
1In normal use the battery should not require
charging from an external source, unless the
vehicle is laid up for long periods, when it
should be recharged every six weeks or so. If
vehicle use consists entirely of short runs in
darkness it is also possible for the battery to
become discharged. Otherwise, a regular
need for recharging points to a fault in the
battery or elsewhere in the charging system.
2There is no need to disconnect the battery
from the vehicle wiring when using a battery
charger, but switch off the ignition and leave
the bonnet open.
3Domestic battery chargers (up to about 6
amps output) may safely be used overnight
without special precautions. Make sure that
the charger is set to deliver 12 volts before
connecting it. Connect the leads (red or
positive to the positive terminal, black or
negative to the negative terminal) before
switching the charger on at the mains.
4When charging is complete, switch off at
the mains beforedisconnecting the charger
from the battery. Remember that the battery
will be giving off hydrogen gas, which is
potentially explosive.
5Charging at a higher rate should only be
carried out under carefully controlled
conditions. Very rapid or “boost” charging
should be avoided if possible, as it is liable to
cause permanent damage to the battery
through overheating.
6During any sort of charging, battery
electrolyte temperature should never exceed
38°C (100°F). If the battery becomes hot, or
the electrolyte is effervescing vigorously,
charging should be stopped.
3Battery - charging
2Electrical fault-finding - general
information
Engine electrical systems 5•3
5
Warning. The voltages produced
by the electronic ignition system
are considerably higher than those
produced by conventional
systems. Extreme care must be taken when
working on the system with the ignition
switched on. Persons with surgically-
implanted cardiac pacemaker devices
should keep well clear of the ignition
circuits, components and test equipment.
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Models covered in this Manual have disc
brakes fitted all round. The footbrake operates
hydraulically on all four wheels, and the
handbrake operates mechanically on the rear
wheels. Both footbrake and handbrake are
self-adjusting in use.
Ford’s anti-lock braking system (ABS) is
fitted to all models. The system monitors the
rotational speed of each roadwheel. When a
wheel begins to lock under heavy braking, the
ABS reduces the hydraulic pressure to that
wheel, so preventing it from locking. When this
happens a pulsating effect will be noticed at
the brake pedal. On some road surfaces the
tyres may squeal when braking hard even
though the wheels are not locked.
The main components of the system are the
hydraulic unit, the calipers, pads and discs,
the wheel sensors and the “brain” or control
module. The hydraulic unit contains the
elements of a traditional master cylinder, plus
an electric motor and pump, a pressure
accumulator and control valves. The pump is
the source of pressure for the system and
does away with the need for a vacuum servo.
The hydraulic circuit is split front and rear,
as is normal practice with rear-wheel drive
vehicles. In the event that the hydraulic pump
fails, unassisted braking effort is still available
on the front calipers only.
Warning lights inform the driver of low brake
fluid level, ABS failure and (on some models)
brake pad wear. The low fluid level light
doubles as a “handbrake on” light; if it
illuminates at the same time as the ABS
warning light, it warns of low hydraulic
pressure.
ABS cannot overturn the laws of physics:
stopping distances will inevitably be greater on
loose or slippery surfaces. However, the system
should allow even inexperienced drivers to
retain directional control under panic braking.
From August 1986 the following
modifications were made to the braking
system.
a)The relays differ from earlier versions.b)The hydraulic pump is constructed of iron
rather than alloy.
c)A new pressure warning switch is used.
d)The earlier high pressure rubber hose is
replaced by a steel pipe.
To overcome the problem of excessive rear
brake pad wear, Ford introduced a differential
valve which is screwed into the ABS valve
block.The valve limits the pressure applied to
the rear brake calipers and so reduces brake
pad wear. From 1988 onwards, the valve has
been fitted during production. The differential
valve can also be fitted to earlier models. Refer
to your Ford dealer for further information.
From April 1992 onwards, the models
covered in this Manual were equipped with a
new Teves MK IV anti-lock braking system
instead of the Teves MK II system fitted to the
earlier models.
The Teves MK IV system differs from the
earlier MK II system in the following ways.
a)The source of hydraulic pressure for the
system is a conventional master cylinder
and vacuum servo assembly.
b)A valve block and pump assembly is used
instead of the hydraulic control unit. The
block contains the inlet and outlet
solenoid valves that control the hydraulic
system. There are three pairs of valves,
one for each brake circuit (paragraph c).
c)The hydraulic braking system consists of
three separate circuits; one for each front
brake (which are totally independent of
each other), and a joint circuit which
operates both rear brakes.
d)A G (gravity) switch is incorporated in the
system. This is an inertia type switch and
informs the control module when the
vehicle is decelerating rapidly.
e)A Pedal Travel Sensor (PTS) is fitted to the
vacuum servo unit. The PTS informs the
control module of the position of the brake
pedal when the anti-lock sequence starts
and ensures that a constant pedal height
is maintained during the sequence.
The MK IV system operates as follows.
During normal operation the system
functions in the same way as a non-ABS
system would. During this time the three inlet
valves in the valve block are open and theoutlet valves are closed, allowing full hydraulic
pressure present in the master cylinder to act
on the main braking circuit. If the control
module receives a signal from one of the
wheel sensors and senses that a wheel is
about to lock, it closes the relevant inlet valve
in the valve block which then isolates the
brake caliper on the wheel which is about to
lock from the master cylinder, effectively
sealing in the hydraulic pressure. If the speed
of rotation of the wheel continues to decrease
at an abnormal rate, the control module will
then open the relevant outlet valve in the valve
block; this allows the fluid from the relevant
hydraulic circuit to return to the master
cylinder reservoir, releasing pressure on the
brake caliper so that the brake is released. The
pump in the valve block also operates to assist
in the quick release of pressure. Once the
speed of rotation of the wheel returns to an
acceptable rate the pump stops, the outlet
valve closes and the inlet valve is opened,
allowing the hydraulic master cylinder
pressure to return to the caliper which then
reapplies the brake. This cycle can be carried
many times a second. The solenoid valves
connected to the front calipers operate
independently, but the valve connected to the
rear calipers operates both calipers
simultaneously.
The operation of the ABS system is entirely
dependent on electrical signals. To prevent
the system responding to any inaccurate
signals, a built-in safety circuit monitors all
signals received by the control module. If an
inaccurate signal or low battery voltage is
detected, the ABS system is automatically
shut down and the warning lamp on the
instrument cluster is illuminated to inform the
driver that the ABS system is not operational.
Whilst in this state the system functions in the
same way as a non-ABS system would. If a
fault does develop in the ABS system, the car
must be taken to a Ford dealer for fault
diagnosis and repair. The system is equipped
with a diagnostic plug into which a special
diagnostic (STAR) tester can be plugged. This
allows faults to be easily traced.
1General information
10•2Braking system
Torque wrench settingsNmlbf ft
Front caliper:
To stub axle carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 to 6138 to 45
Slide bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 to 2515 to 18
Rear caliper:
Bracket to carrier plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 to 6138 to 45
Slide bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 to 3523 to 26
Hydraulic unit to bulkhead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 to 5130 to 38
Accumulator to pump body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 to 4526 to 33
Pump mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 to 95 to 7
High pressure hose banjo bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 to 2412 to 18
Reservoir mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 to 63 to 4
Wheel sensor fixing bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 to 116 to 8
Vacuum servo unit retaining nuts (Teves MK IV) . . . . . . . . . . . . . . . . . .35 to 4526 to 33
Master cylinder retaining nuts (Teves MK IV) . . . . . . . . . . . . . . . . . . . . .20 to 2515 to 18
Valve block and pump assembly mounting nuts (Teves MK IV) . . . . . . .21 to 2815 to 21
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High frequency units
14Remove the instrument panel surround
and the facia top.
15Remove the two screws which secure the
speaker bracket. Disconnect the wiring and
withdraw the speaker and bracket together.
The screws which secure the speaker to the
bracket can then be removed (see
illustration).
16Refit by reversing the removal operations.
Hatchback
1The heated rear window element is used as
the radio aerial. To produce a good signal at
the radio a pre-amplifier, mounted in the
tailgate, is used.
2Remove the tailgate interior trim panel,
which is secured by eleven screws.
3Remove the two screws which secure the
pre-amplifier (see illustration). Disconnect the
wiring from the pre-amplifier and remove it.
4Refit by reversing the removal operations.
Saloon
5On these models the pre-amplifier unit is
located under the rear parcel shelf and can be
accessed from within the boot.
6To remove the unit, from within the boot,
slacken and remove the two retaining screwsthen lower the pre-amplifier out of position
and disconnect the wiring connectors (see
illustration).
7Refitting is the reverse of removal.
Estate
8On Estate models the pre-amplifier unit is
situated in the roof, just in front of the tailgate.
9To remove the pre-amplifier, open up the
tailgate then carefully release the headlining
from all the relevant trim panels and peel it
back until access to the unit can be gained.
10Undo the two retaining screws then lower
the unit out from the roof and disconnect the
wiring connectors.
11Refitting is a reverse of the removal
procedure ensuring that the headlining is
neatly fitted and correctly located behind all
the relevant trim panels.
1This Section deals with the facia-mounted
control. On models with a graphic equaliser, the
joystick fader is incorporated in the equaliser.
2Remove the instrument cluster.
3Prise out the fader surround and detach the
bulbholder (see illustration).
4Release the fader control by turning its
retaining clip anticlockwise. Withdraw it from
the facia and disconnect its multi-plug.
5Refit by reversing the removal operations.1Pull the heater control knob off its lever.
Remove the two retaining screws from the top
corners of the rear console faceplate.
2Pull off the balance and volume control
knobs. Withdraw the console and disconnect
the wiring from it.
3The console may be removed from the face
plate if wished by undoing the three retaining
screws.
4To renew the console bulbs, extract the
bulbholders by grasping with pliers and
turning them anti-clockwise.
5Refit by reversing the removal operations.
1The rear headphone relay is located behind
the facia, next to the AWS control assembly
and the speed control module (when fitted). Its
function is to mute the loudspeakers when the
headphones are plugged into the rear
entertainment console.
2To remove the relay, first remove the AWS
control assembly and (if applicable) the speed
control unit.
3Disconnect the relay multi-plug, undo its
securing screw and nut and remove it.
4Refit by reversing the removal operations.
The alarm system is available as an optional
extra. On vehicles so equipped, the alarm is
automatically set by locking the driver’s or
front passenger’s door with the key. After a
brief delay (approximately 20 seconds), the
alarm will be set off if the doors, bonnet or
tailgate are opened.
The only way to disarm the alarm system is
by unlocking one of the front doors with the
key. Even if the key is used to open the
tailgate, if the alarm is set it will go off.
36Anti-theft alarm system
components - removal and
refitting
35Rear headphone relay -
removal and refitting
34Rear entertainment console -
removal and refitting
33Joystick fader control -
removal and refitting
32Radio aerial pre-amplifier
(original equipment) - removal
and refitting
13•22Body electrical system
31.8 Removing a rear speaker retaining
bolt
32.6 Radio aerial pre-amplifier retaining
screws (arrowed)33.3 Removing the joystick fader
31.15 High frequency loudspeaker located
under the facia top. One bracket securing
screw (arrowed) is visible32.3 Radio aerial pre-amplifier mounted in
the tailgate
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