1989 FORD FIESTA transmission fluid

25On automatic transmission models, clean
around the unions, then disconnect the fluid
pipes from the transmission. Plug the
openings in the transmission and the pipe
unions after removal.
26 Refer to Chapter 10 and remove the front
suspension crossmember.
27 Unscrew the nuts to disconnect the
exhaust system front downpipe from the
manifold. Undo the nuts securing the catalytic
converter to the rear part of the exhaust
system, and remove the converter and
downpipe assembly.
28 On vehicles fitted with the anti-lock braking
system, refer to Chapter 9 and release the
right-hand modulator from its mounting
bracket without disconnecting the rigid brake
pipes or return hose. Tie the modulator
securely to the bulkhead. Additionally, undo
the three bolts securing the modulator bracket.
29 Disconnect both anti-roll bar links from
their respective suspension struts, and both
track rod end ball joints from their spindle
carriers (see Chapter 10).
30 Unscrew the retaining nut and withdraw
the Torx-type clamp bolt securing the lower
suspension arm to the spindle carrier on each
side.
31 Insert a suitable lever between the right-
hand driveshaft inner joint and the
transmission housing, and prise free the
driveshaft from the transmission; be prepared
for oil spillage from the transmission case
through the vacated driveshaft aperture. As it
is being prised free, simultaneously pull the
roadwheel outwards on that side to enable the
driveshaft inboard end to separate from the
transmission. Once it is free, suspend and
support the driveshaft from the steering gear,
to prevent unnecessary strain being placed on
the driveshaft joints.
32 Insert a suitable plastic plug (or if
available, an old driveshaft joint), into the
transmission driveshaft aperture, to
immobilise the gears of the differential unit.
33 Proceed as described above in
paragraphs 31 and 32, and disconnect the
left-hand driveshaft from the transmission.
34 Remove the oil filter, referring to Chapter 1
if necessary.
35 Connect a suitable lift hoist and sling to
the engine, connecting to the lift eyes. When
securely connected, take the weight of the
engine/transmission unit so that the tension is
relieved from the mountings.
36 Unbolt the engine rear right-hand
mounting from the body (one bolt in the wheel
arch, one nut in the engine compartment),
then unbolt the engine front right-hand
mounting from the alternator mounting
bracket. Unbolt the transmission bearer from
the underbody.
37 The engine/transmission unit should now
be hanging on the hoist only, with all
components which connect it to the rest of
the vehicle disconnected or removed, and
secured well clear of the unit. Make a final
check that this is the case. 38
Lower the engine/transmission to the
ground, and withdraw it from under the
vehicle.
39 Referring to the relevant Part of Chapter 7,
separate the transmission from the engine.
40 While the engine/transmission is removed,
check the mountings; renew them if they are
worn or damaged. Similarly, check the
condition of all coolant and vacuum hoses
and pipes (see Chapter 1); components that
are normally hidden can now be checked
properly, and should be renewed if there is
any doubt at all about their condition. Where
the vehicle is fitted with manual transmission,
take the opportunity to overhaul the clutch
components (see Chapter 6). It is regarded by
many as good working practice to renew the
clutch assembly as a matter of course,
whenever major engine overhaul work is
carried out. Check also the condition of all
components (such as the transmission oil
seals) disturbed on removal, and renew any
that are damaged or worn.
Refitting
41 Refitting is a reversal of removal, however
note the following additional points:
a) Refer to the applicable Chapters and Sections as for removal.
b) Fit new spring clips to the grooves in the
inboard end of the right- and left-hand
driveshaft joints. Lubricate the splines
with transmission oil prior to fitting.
c) Renew the exhaust flange gaskets when reconnecting the exhaust. Ensure that all
wires are routed clear of the exhaust
system, and that the heat shields are
securely and correctly fitted.
d) Ensure that all earth lead connections are
clean and securely made.
e) Tighten all nuts and bolts to the specified
torque.
f) Fit a new oil filter, and refill the engine and transmission with oil, with reference to
Chapter 1.
g) Refill the cooling system with reference to
Chapter 1.
h) Bleed the power steering system with reference to Chapter 10.
42 When engine and transmission refitting is
complete, refer to the procedures described
in Section 19 before restarting the engine.
6 Engine overhaul - preliminary information
It is much easier to dismantle and work on
the engine if it is mounted on a portable
engine stand. These stands can often be hired
from a tool hire shop. Before the engine is
mounted on a stand, the flywheel/driveplate
should be removed so that the stand bolts
can be tightened into the end of the cylinder
block/crankcase. If a stand is not available, it is possible to
dismantle the engine with it suitably supported on a sturdy, workbench or on the
floor. Be careful not to tip or drop the engine
when working without a stand.
If you intend to obtain a reconditioned
engine, all ancillaries must be removed first, to
be transferred to the replacement engine (just
as they will if you are doing a complete engine
overhaul yourself). These components include
the following:
a) Alternator/power steering pump and
mounting brackets.
b) DIS/E-DIS ignition coil unit (and mounting
bracket), distributor, HT leads and spark
plugs.
c) The thermostat and housing cover.
d) Carburettor/fuel injection system
components.
e) Inlet and exhaust manifolds.
f) Oil filter.
g) Fuel pump.
h) Engine mountings.
i) Flywheel/driveplate.
j) Water pump.
Note: When removing the external
components from the engine, pay close
attention to details that may be helpful or
important during refitting. Note the fitted
positions of gaskets, seals, washers, bolts and
other small items. If you are obtaining a “short” engine
(cylinder block/crankcase, crankshaft, pistons
and connecting rods all assembled), then the
cylinder head, timing chain/belt (together with
tensioner, tensioner and idler pulleys and
covers) sump and oil pump will have to be
removed also. If a complete overhaul is planned, the
engine can be dismantled in the order given
below, referring to Part A, B or C of this
Chapter unless otherwise stated.
a) Inlet and exhaust manifolds.
b) Timing chain/belt, tensioner and
sprockets.
c) Cylinder head.
d) Flywheel/driveplate.
e) Sump.
f) Oil pump.
g) Pistons (with connecting rods).
h) Crankshaft.
i) Camshaft and tappets (HCS engines).
7 Cylinder head - dismantling
4
Note:New and reconditioned cylinder heads
are available from the manufacturers, and from
engine overhaul specialists. Due to the fact
that some specialist tools are required for the
dismantling and inspection procedures, and
new components may not be readily available,
it may be more practical and economical for
the home mechanic to purchase a
reconditioned head, rather than to dismantle,
inspect and recondition the original head.
1 Remove the cylinder head as described in
Part A, B or C of this Chapter (as applicable).
2D•12 Engine removal and overhaul procedures
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Torque wrench settingsNmlbf ft
Thermostat housing to cylinder head: HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 17 to 21 13 to 16
CVH engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 9 to 12 7 to 9
PTE engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 9 7
Zetec engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 17 to 21 13 to 16
Water outlet to thermostat housing (Zetec engines) . . . . . . . . . . . . . . . 9 to 12 7 to 9
Water pump pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . 107.5
Water pump retaining bolts: HCS, CVH and PTE engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 6
Zetec engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 1813
Coolant temperature gauge sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4
Coolant temperature sensor: HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 2317
CVH engines: 1.4 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . 1914
1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . 1511
PTE engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . 1511
Zetec engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 1511
Radiator mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. 20 to 27 15 to 20
Radiator cooling fan shroud retaining bolt . . . . . . . . . . . . . . . . . . . . . . . 3 to 5 2 to 4
Radiator cooling fan motor to shroud nuts . . . . . . . . . . . . . . . . . . . . . . . 9 to 12 7 to 9
Automatic transmission fluid cooling pipe connections to radiator . . . . 17 to 21 13 to 16
3•2 Cooling, heating and ventilation systems
1595Ford Fiesta Remake
1 General information and
precautions
Engine cooling system
The cooling system is of the pressurised
type consisting of a belt-driven pump,
aluminium crossflow radiator, expansion tank,
electric cooling fan and a thermostat. The
system functions as follows. Cold coolant in
the bottom of the radiator passes through the
bottom hose to the water pump, where it is
pumped around the cylinder block and head
passages. After cooling the cylinder bores,
combustion surfaces and valve seats, the
coolant reaches the underside of the
thermostat, which is initially closed. The
coolant passes through the heater and
inlet manifold and is returned to the water
pump. When the engine is cold, the coolant
circulates through the cylinder block, cylinder
head, heater and inlet manifold. When the
coolant reaches a predetermined tempera-
ture, the thermostat opens, and the coolant
then passes through the top hose to
the radiator. As the coolant circulates
through the radiator, it is cooled by the inrush
of air when the car is in forward motion.
Airflow is supplemented by the action of the
electric cooling fan when necessary. Upon
reaching the bottom of the radiator, the
coolant is now cooled, and the cycle is
repeated. When the engine is at normal operating
temperature, the coolant expands, and some
of it is displaced into the expansion tank. This
coolant collects in the tank, and is returned to
the radiator when the system cools.
The electric cooling fan, mounted behind
the radiator, is controlled by a thermostatic switch. At a predetermined coolant
temperature, the switch contacts close, thus
actuating the fan.
Heating/ventilation system
The heating system consists of a blower fan
and heater matrix (radiator) located in the
heater unit, with hoses connecting the heater
matrix to the engine cooling system. Hot
engine coolant is circulated through the
heater matrix. Air is forced through the matrix
by the three-speed fan, dispersing the heat
into the vehicle interior. Fresh air enters the
vehicle through the grille slats between the
windscreen and the rear edge of the bonnet,
and passes through to the heater casing.
Depending on the position of the heater slide
controls, which actuate cable-controlled flap
valves within the heater casing, the air is
distributed, either heated or unheated, via the
ducting to outlet vents. The main outlet vents
in the facia are adjustable. The airflow passes
through the passenger compartment to exit at
the rear of the vehicle.
Precautions
Warning: DO NOT attempt to
remove the expansion tank filler
cap, or to disturb any part of the
cooling system, while it or the
engine is hot, as there is a very great risk
of scalding. If the expansion tank filler cap
must be removed before the engine and
radiator have fully cooled down (even
though this is not recommended) the
pressure in the cooling system must first
be released. Cover the cap with a thick
layer of cloth, to avoid scalding, and slowly
unscrew the filler cap until a hissing sound
can be heard. When the hissing has
stopped, showing that pressure is
released, slowly unscrew the filler cap
further until it can be removed; if more
hissing sounds are heard, wait until they have stopped before unscrewing the cap
completely. At all times, keep well away
from the filler opening.
Warning: Do not allow antifreeze
to come in contact with your
skin, or with the painted
surfaces of the vehicle. Rinse off
spills immediately with plenty of water.
Never leave antifreeze lying around in an
open container, or in a puddle in the
driveway or on the garage floor. Children
and pets are attracted by its sweet smell,
but antifreeze can be fatal if ingested. Warning: If the engine is hot, the
electric cooling fan may start
rotating even if the engine is not
running, so be careful to keep
hands, hair and loose clothing well clear
when working in the engine compartment.
2 Antifreeze -
general information
Note: Refer to the warnings given in Section 1
of this Chapter before proceeding. The cooling system should be filled with a
water/ethylene glycol-based antifreeze
solution, of a strength which will prevent
freezing down to at least -25ºC, or lower if the
local climate requires it. Antifreeze also
provides protection against corrosion, and
increases the coolant boiling point. The cooling system should be maintained
according to the schedule described in
Chapter 1. If antifreeze is used that is not to
Ford’s specification, old or contaminated
coolant mixtures are likely to cause damage,
and encourage the formation of corrosion and
scale in the system. Use distilled water with the
antifreeze, if available - if not, be sure to use
only soft water. Clean rainwater is suitable.
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wrench setting, and reconnect the multi-plug.
25Refit any components disconnected for
access then refill the cooling system (see
Chapter 1).
Radiator electric cooling fan
thermostatic switch
Testing
26 Refer to the procedures contained in
Section 5.
Removal
27 Disconnect the battery negative (earth)
lead (refer to Chapter 5A, Section 1).
28 Drain the cooling system (see Chapter 1).
29 Disconnect the wiring multi-plug from the
thermostatic switch, and then unscrew the
switch from the thermostat housing or
radiator side tank, as applicable. Remove the
sealing washer.
Refitting
30 Refitting is a reversal of removal, but fit a
new sealing washer and tighten the switch
securely. Refill the cooling system as
described in Chapter 1, then reconnect the
battery.
7 Radiator and expansion tank
- removal, inspection and
refitting
2
Note: Refer to the warnings given in Section 1
of this Chapter before starting work.
Radiator
Removal (all models except Turbo)
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Drain the cooling system (see Chapter 1).
3 Remove the radiator cooling fan assembly
as described in Section 5.
4 Release the hose clips and disconnect the
hoses from the radiator. Additionally, on automatic transmission models, disconnect
the transmission fluid cooling pipe
connections fitting blanking plugs to prevent
excessive fluid loss
(see illustration).
5 On Zetec engine models, disconnect the
wiring multi-plug from the cooling fan
thermostatic switch
6 Remove the radiator securing bolts and lift
the radiator out of its locating slots in the body
crossmember. Note rubber insulators fitted to
the locating lugs on the base of the radiator
(see illustrations) .
7 With the radiator removed, it can be
inspected for leaks and damage. If it needs
repair, have a radiator specialist or dealer
service department perform the work, as
special techniques are required.
8 Insects and dirt can be removed from the
radiator with a garden hose or a soft brush.
Don’t bend the cooling fins as this is done.
Removal (Turbo models)
9 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
10 Drain the cooling system (see Chapter 1).
11 Remove the radiator cooling fan assembly
as described in Section 5.
12 Release the hose clips and disconnect the
hoses from the radiator.
13 Disconnect the turbocharger coolant feed
by slackening its clamp and pulling the hose
(at the radiator rear right-hand side) off the
turbocharger’s metal pipe.
14 Remove the intercooler, as described in
Chapter 4C.
15 Remove its three retaining screws, and
withdraw the exhaust manifold heat shield. 16
Lift the radiator out of its locating slots in
the body crossmember. Note rubber
insulators fitted to the locating lugs on the
base of the radiator.
17 Clean and inspect the radiator with
reference to paragraphs 7 and 8 above.
Refitting (all models)
18 Refitting is a reversal of removal, but
check the rubber insulators, and if necessary
renew them. Refill the cooling system with
reference to Chapter 1. On automatic
transmission models check, and if necessary
top-up, the automatic transmission fluid level
(Chapter 1).
Expansion tank
Removal
19 Partially drain the cooling system, so that
the coolant level drops below the expansion
tank. Refer to Chapter 1 for details.
20 Before disconnecting the coolant hoses
from the expansion tank, it is advisable to
clamp them just short of their connections to
the expansion tank, to prevent spillage of
coolant and the ingress of air when they are
detached.
21 Loosen off the coolant hose clips at the
expansion tank, and detach the hoses from it.
If they are not clamped, secure them so that
their ends are raised, to minimise coolant
spillage.
22 Remove the single bolt retaining the
expansion tank, and slide the other side of the
tank free from its retaining bracket (see
illustrations) .
3•6Cooling, heating and ventilation systems
7.22b . . . and release the expansion tank
from its retaining bracket7.22a Remove the single bolt retaining the expansion tank . . .
7.6b Rubber insulator on radiator locating lug7.6a Radiator securing bolt, insulator andwasher7.4 Automatic transmission fluid cooling
pipe connections (arrowed) at the radiator
1595Ford Fiesta Remake
If leakage is the reason for
removing the radiator, bear
in mind that minor leaks can
often be cured using a
radiator sealant with the radiator in
situ.
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4A
1595Ford Fiesta Remake
General
System type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . Rear-mounted fuel tank, mechanical fuel pump, single Webercarburettor
Carburettor
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . . . . . . . . . . Single or twin choke, downdraught
Application:1.0 litre HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. Weber (1V) TLM
1.1 litre HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. Weber (2V) TLDM
1.3 HCS engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . Weber (2V) TLDM
1.4 litre CVH engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. Weber (2V) DFTM
1.6 litre CVH engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. Weber (2V) TLD
Fuel grade
Fuel octane requirement:Engines without catalytic converter* . . . . . . . . . . . . . . . . . . . . . . . . . . 95 RON unleaded or 97 RON leaded
Engines with catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 RON unleaded (leaded fuel must notbe used)
*Refer to dealer for latest recommendations
Chapter 4 Part A:
Fuel system - carburettor engines
Accelerator cable (CTX automatic transmission models) -
adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . . 4
Accelerator cable (manual transmission models) - removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . 3
Accelerator pedal - removal and refitting . . . . . . . . . . . . . . . . . . . . . 5
Accelerator pump diaphragm (Weber TLM carburettor) - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Air cleaner - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air cleaner element renewal . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
Automatic choke (Weber TLD carburettor) - adjustment . . . . . . . . . 33
Automatic choke (Weber TLD carburettor) - removal, inspection and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 34
Carburettor (Weber DFTM) - description . . . . . . . . . . . . . . . . . . . . . 25
Carburettor (Weber DFTM) - dismantling, cleaning, inspection and reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . 29
Carburettor (Weber DFTM) - fast-idle speed adjustment . . . . . . . . . 26
Carburettor (Weber DFTM) - removal and refitting . . . . . . . . . . . . . . 28
Carburettor (Weber TLD) - description . . . . . . . . . . . . . . . . . . . . . . . 30
Carburettor (Weber TLD) - dismantling, cleaning, inspection and reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . 36
Carburettor (Weber TLD) - fast-idle speed adjustment . . . . . . . . . . . 31
Carburettor (Weber TLD) - removal and refitting . . . . . . . . . . . . . . . . 35
Carburettor (Weber TLDM) - description . . . . . . . . . . . . . . . .\
. . . . . . 18
Carburettor (Weber TLDM) - dismantling, cleaning, inspection and
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 24
Carburettor (Weber TLDM) - fast-idle speed adjustment . . . . . . . . . 19
Carburettor (Weber TLDM) - removal and refitting . . . . . . . . . . . . . . 23
Carburettor (Weber TLM) - description . . . . . . . . . . . . . . . . . . . . . . . 12 Carburettor (Weber TLM) - dismantling, cleaning, inspection and
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .\
. . . . . . 17
Carburettor (Weber TLM) - fast-idle speed adjustment . . . . . . . . . . 13
Carburettor (Weber TLM) - removal and refitting . . . . . . . . . . . . . . . 15
Choke cable - removal, refitting and adjustment . . . . . . . . . . . . . . . 6
Fuel gauge sender unit - removal and refitting . . . . . . . . . . . . . . . . . 9
Fuel pump - testing, removal and refitting . . . . . . . . . . . . . . . . . . . . 7
Fuel tank - removal, inspection and refitting . . . . . . . . . . . . . . . . . . . 8
Fuel tank filler pipe - removal and refitting . . . . . . . . . . . . . . . . . . . . 11
Fuel tank ventilation tube - removal and refitting . . . . . . . . . . . . . . . 10
General fuel system checks . . . . . . . . . . . . . . . . . . . . . .See Chapter 1
General information and precautions . . . . . . . . . . . . . . . . . . . . . . . . 1
Idle speed and mixture check and adjustment . . . . . . . .See Chapter 1
Inlet manifold - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 37
Needle valve and float (Weber TLD carburettor) -
removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 32
Needle valve and float (Weber TLDM carburettor) - removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 20
Needle valve and float (Weber TLM carburettor) - removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 14
Throttle kicker control solenoid (Weber TLDM carburettor) -
removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Throttle kicker unit (Weber DFTM carburettor) - removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 27
Throttle kicker unit (Weber TLDM carburettor) - removal, refitting and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 21
Underbody fuel/brake line check . . . . . . . . . . . . . . . . . . .See\
Chapter 1
Underbonnet check for fluid leaks and hose condition . . .See Chapter 1
4A•1
Specifications Contents
Easy, suitable for
novice with little
experience Fairly easy,
suitable
for beginner with
some experience Fairly difficult,
suitable for competent
DIY mechanic
Difficult,
suitable for
experienced DIY
mechanic Very difficult,
suitable for expert DIY
or professional
Degrees of difficulty
54321
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This is used to refine the calculations made by
the module, when determining the correct
amount of fuel required to achieve the ideal
air/fuel mixture ratio.A throttle position sensor is mounted on the
end of the throttle valve spindle, to provide
the EEC IV module with a constantly-varying
(analogue) voltage signal corresponding to the
throttle opening. This allows the module to
register the driver’s input when determining
the amount of fuel required by the engine. Road speed is monitored by the vehicle
speed sensor. This component is a Hall-effect
generator, mounted on the transmission’s
speedometer drive. It supplies the EEC IV
module with a series of pulses corresponding
to the vehicle’s road speed, enabling the
module to control features such as the fuel
shut-off on overrun. A manifold absolute pressure sensor
measures inlet manifold vacuum, and supplies
this information to the module for calculation
of engine load at any given throttle position. Where power steering is fitted, a pressure-
operated switch is screwed into the power
steering system’s high-pressure pipe. The
switch sends a signal to the EEC IV module to
reduce engine speed should the power
steering fluid pressure become excessively
high. Certain later engines may be fitted with a
heater in the inlet manifold. This is controlled
by the EEC IV module to ensure that, even
before the effect of the coolant heating
becomes apparent, the manifold is warmed-
up. This prevents fuel droplets condensing in
the manifold, thus improving driveability and
reducing exhaust emissions when the engine
is cold.
The oxygen sensor in the exhaust system
provides the EEC IV module with constant
feedback - “closed-loop” control - which
enables it to adjust the mixture to provide the
best possible conditions for the catalytic
converter to operate.
Precautions
Warning: Petrol is extremely
flammable - great care must be
taken when working on any part
of the fuel system. Do not
smoke or allow any naked flames or
uncovered light bulbs near the work area.
Note that gas powered domestic
appliances with pilot flames, such as
heaters, boilers and tumble dryers, also
present a fire hazard - bear this in mind if
you are working in an area where such
appliances are present. Always keep a
suitable fire extinguisher close to the work
area and familiarise yourself with its
operation before starting work. Wear eye
protection when working on fuel systems
and wash off any fuel spilt on bare skin
immediately with soap and water. Note
that fuel vapour is just as dangerous as
liquid fuel; a vessel that has just been
emptied of liquid fuel will still contain vapour and can be potentially explosive.
Petrol is a highly dangerous and volatile
liquid, and the precautions necessary
when handling it cannot be overstressed.
Many of the operations described in this
Chapter involve the disconnection of fuel
lines, which may cause an amount of fuel
spillage. Before commencing work, refer
to the above Warning and the information
in “Safety first” at the beginning of this
manual. When working with fuel system
components, pay particular attention to
cleanliness - dirt entering the fuel system
may cause blockages which will lead to
poor running.
Note: Residual pressure will remain in the fuel
lines long after the vehicle was last used,
when disconnecting any fuel line, it will be
necessary to depressurise the fuel system as
described in Section 2 .
2 Fuel system-
depressurisation
1
Note: Refer to the warning note in Section 1
before proceeding.
Warning: The following
procedure will merely relieve the
pressure in the fuel system -
remember that fuel will still be present in
the system components, and take
precautions accordingly before
disconnecting any of them.
1 The fuel system referred to in this Chapter
is defined as the fuel tank and tank-mounted
fuel pump/fuel gauge sender unit, the fuel
filter, the fuel injector, fuel pressure regulator,
and the metal pipes and flexible hoses of the
fuel lines between these components. All
these contain fuel, which will be under
pressure while the engine is running and/or
while the ignition is switched on.
2 The pressure will remain for some time after
the ignition has been switched off, and must
be relieved before any of these components is
disturbed for servicing work.
3 The simplest depressurisation method is to
disconnect the fuel pump electrical supply by
removing the fuel pump fuse (No 19) and
starting the engine; allow the engine to idle
until it dies through lack of fuel pressure. Turn
the engine over once or twice on the starter to
ensure that all pressure is released, then
switch off the ignition; do not forget to refit the
fuse when work is complete.
4 Note that, once the fuel system has been
depressurised and drained (even partially), it
will take significantly longer to restart the
engine - perhaps several seconds of cranking
- before the system is refilled and pressure
restored.
3 Fuel lines and fittings -
general information
Note: Refer to the warning note in Section 1
before proceeding.
Disconnecting and connecting
quick-release couplings
1 Quick-release couplings are employed at
many of the unions in the fuel feed and return
lines.
2 Before disconnecting any fuel system
component, relieve the residual pressure in
the system (see Section 2), and equalise tank
pressure by removing the fuel filler cap.
Warning: This procedure will
merely relieve the increased
pressure necessary for the
engine to run - remember that
fuel will still be present in the system
components, and take precautions
accordingly before disconnecting any of
them.
3 Release the protruding locking lugs on each
union, by squeezing them together and
carefully pulling the coupling apart. Use rag to
soak up any spilt fuel. Where the unions are
colour-coded, the pipes cannot be confused.
Where both unions are the same colour, note
carefully which pipe is connected to which,
and ensure that they are correctly
reconnected on refitting.
4 To reconnect one of these couplings, press
them together until the locking lugs snap into
their groove. Switch the ignition on and off
five times to pressurise the system, and check
for any sign of fuel leakage around the
disturbed coupling before attempting to start
the engine.
Checking
5 Checking procedures for the fuel lines are
included in Chapter 1.
Component renewal
6 If any damaged sections are to be renewed,
use original-equipment replacement hoses or
pipes, constructed from exactly the same
material as the section being replaced. Do not
install substitutes constructed from inferior or
inappropriate material; this could cause a fuel
leak or a fire.
7 Before detaching or disconnecting any part
of the fuel system, note the routing of all
hoses and pipes, and the orientation of all
clamps and clips. Replacement sections must
be installed in exactly the same manner.
8 Before disconnecting any part of the fuel
system, be sure to relieve the fuel system
pressure (see Section 2), and equalise tank
pressure by removing the fuel filler cap. Also
disconnect the battery negative (earth) lead -
see Chapter 5A, Section 1. Cover the fitting
being disconnected with a rag, to absorb any
fuel that may spray out.
Fuel system - central fuel injection engines 4B•3
4B
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Engine temperature information is supplied
by the coolant temperature sensor. This
component is an NTC (Negative Temperature
Coefficient) thermistor - that is, a semi-
conductor whose electrical resistance
decreases as its temperature increases. It
provides the EEC IV module with a constantly-
varying (analogue) voltage signal, corre-
sponding to the temperature of the engine
coolant. This is used to refine the calculations
made by the module, when determining the
correct amount of fuel required to achieve the
ideal air/fuel mixture ratio. Inlet air temperature information is supplied
by the inlet air temperature sensor. This
component is also an NTC thermistor - see the
previous paragraph - providing the module with
a signal corresponding to the temperature of air
passing into the engine. This is used to refine
the calculations made by the module, when
determining the correct amount of fuel required
to achieve the ideal air/fuel mixture ratio. A throttle position sensor is mounted on the
end of the throttle valve spindle, to provide
the EEC IV module with a constantly-varying
(analogue) voltage signal corresponding to the
throttle opening. This allows the module to
register the driver’s input when determining
the amount of fuel required by the engine. Road speed is monitored by the vehicle
speed sensor. This component is a Hall-effect
generator, mounted on the transmission’s
speedometer drive. It supplies the module with a
series of pulses corresponding to the vehicle’s
road speed, enabling the module to control
features such as the fuel shut-off on overrun. A manifold absolute pressure sensor
measures inlet manifold vacuum, and supplies
this information to the EEC IV module for
calculation of engine load at any given throttle
position. Where power steering is fitted, a pressure-
operated switch is screwed into the power
steering system’s high-pressure pipe. The
switch sends a signal to the EEC IV module to
reduce engine speed should the power steering
fluid pressure become excessively high. On models with a catalytic converter, the
oxygen sensor in the exhaust system provides
the EEC IV module with constant feedback -
“closed-loop” control - which enables it to
adjust the mixture to provide the best possible
conditions for the catalytic converter to operate. On turbocharged engines, control of the
turbocharger boost pressure is also governed
by the EEC IV module, acting through the
boost control valve. This allows inlet manifold
depression to be applied to the turbocharger
wastegate control. The turbocharger consists of a turbine that
is driven by the exhaust gases, to suck air
through the air filter and to compress it into the
engine. An air-cooled intercooler, mounted
next to the radiator, cools the inlet air (heated
by its passage through the turbocharger); this
increases the density of the compressed
fuel/air mixture entering the engine, thus
improving the engine’s power output.Precautions
Warning: Petrol is extremely
flammable - great care must be
taken when working on any part
of the fuel system. Do not
smoke or allow any naked flames or
uncovered light bulbs near the work area.
Note that gas powered domestic
appliances with pilot flames, such as
heaters, boilers and tumble dryers, also
present a fire hazard - bear this in mind if
you are working in an area where such
appliances are present. Always keep a
suitable fire extinguisher close to the work
area and familiarise yourself with its
operation before starting work. Wear eye
protection when working on fuel systems
and wash off any fuel spilt on bare skin
immediately with soap and water. Note
that fuel vapour is just as dangerous as
liquid fuel; a vessel that has just been
emptied of liquid fuel will still contain
vapour and can be potentially explosive.
Petrol is a highly dangerous and volatile
liquid, and the precautions necessary
when handling it cannot be overstressed. Many of the operations described in this
Chapter involve the disconnection of fuel
lines, which may cause an amount of fuel
spillage. Before commencing work, refer
to the above Warning and the information
in “Safety first” at the beginning of this
manual. When working with fuel system
components, pay particular attention to
cleanliness - dirt entering the fuel system
may cause blockages which will lead to
poor running.
Note: Residual pressure will remain in the fuel
lines long after the vehicle was last used,
when disconnecting any fuel line, it will be
necessary to depressurise the fuel system as
described in Section 2 .
Note: Refer to Section 16 for specific
precautions relating to turbocharged engines.
2 Fuel system -
depressurisation
1
Refer to Part B, Section 2.
3 Fuel lines and fittings -
general information
Refer to Part B, Section 3.
4 Air cleaner assembly and air inlet components - removal
and refitting
1
Note: Air cleaner element renewal and air
cleaner temperature control system checks
(where applicable) are described in Chapter 1.
Air cleaner assembly
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 If the idle speed control valve is mounted
on the air cleaner, disconnect the multi-plug
and the air bypass hose from the valve.
3 Disconnect the flexible hose between the
air cleaner lid and the air inlet duct or
turbocharger air inlet.
4 Disconnect the crankcase breather hose
from the front of the air cleaner housing.
5 Unclip and remove the air cleaner lid, then
withdraw the element.
6 Remove the two bolts securing the forward
end of the air cleaner housing, free the
rearward end of the housing from its location
and carefully withdraw from the vehicle (see
illustration) .
7 Refitting is a reversal of the removal
procedure.
Air inlet components
8 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
9 If the idle speed control valve is mounted
on the air cleaner, disconnect the multi-plug
and the air bypass hose from the valve (see
illustration) .
10 Disconnect the HT leads from the spark
plugs, labelling them if necessary to avoid
confusion on refitting.
Fuel system - electronic fuel injection engines 4C•3
4.9 General view of the air inlet
components on non-Turbo models
A Air inlet duct
B Air inlet duct securing bolts
C Spark plug HT lead connectors
D Air cleaner lid
E Idle speed control valve multi-plug
F Air bypass hose
4.6 Air cleaner housing attachments A Bolts B Grommet
4C
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1 General information andprecautions
General information
The fuel system consists of a fuel tank
(mounted under the body, beneath the rear
seats), fuel hoses, an electric fuel pump
mounted in the fuel tank, and a sequential
electronic fuel injection system.
The electric fuel pump supplies fuel under
pressure to the fuel rail, which distributes fuel
evenly to all injectors. A pressure regulator
controls the system pressure in relation to
inlet tract depression. From the fuel rail, fuel is
injected into the inlet ports, just above the
inlet valves, by four fuel injectors. The system
also includes features such as the flushing of
fresh (ie, cold) fuel around each injector on
start-up, thus improving hot starts. The amount of fuel supplied by the injectors
is precisely controlled by the EEC IV engine
management module. The module uses the
signals derived from the crankshaft position
sensor and the camshaft position sensor, to
trigger each injector separately in cylinder
firing order (sequential injection), with benefits
in terms of better fuel economy and lower
exhaust emissions. The EEC IV module is the heart of the entire
engine management system, controlling the
fuel injection, ignition and emissions control
systems. The module receives information
from various sensors which is then computed
and compared with pre-set values stored in
it’s memory, to determine the required period
of injection. Information on crankshaft position and
engine speed is generated by a crankshaft
position sensor. The inductive head of the
sensor runs just above the engine flywheel
and scans a series of 36 protrusions on the
flywheel periphery. As the crankshaft rotates,
the sensor transmits a pulse to the system’s
ignition module every time a protrusion
passes it. There is one missing protrusion in
the flywheel periphery at a point
corresponding to 90° BTDC. The ignition
module recognises the absence of a pulse
from the crankshaft position sensor at this
point to establish a reference mark for
crankshaft position. Similarly, the time interval
between absent pulses is used to determine
engine speed. This information is then fed to
the EEC IV module for further processing. The camshaft position sensor is located in
the cylinder head so that it registers with a
lobe on the camshaft. The camshaft position
sensor functions in the same way as the
crankshaft position sensor, producing a series
of pulses; this gives the EEC IV module a
reference point, to enable it to determine the
firing order, and operate the injectors in the
appropriate sequence. The mass air flow sensor is based on a “hot-
wire” system, sending the EEC IV module a constantly-varying (analogue) voltage signal
corresponding to the mass of air passing into
the engine. Since air mass varies with
temperature (cold air being denser than warm),
measuring air mass provides the module with
a very accurate means of determining the
correct amount of fuel required to achieve the
ideal air/fuel mixture ratio.
Engine temperature information is supplied by
the coolant temperature sensor. This
component is an NTC (Negative Temperature
Coefficient) thermistor - that is, a semi-
conductor whose electrical resistance
decreases as its temperature increases. It
provides the EEC IV module with a constantly-
varying (analogue) voltage signal, corresponding
to the temperature of the engine coolant. This is
used to refine the calculations made by the
module, when determining the correct amount
of fuel required to achieve the ideal air/fuel
mixture ratio. Inlet air temperature information is supplied
by the inlet air temperature sensor. This
component is also an NTC thermistor - see
the previous paragraph - providing the
module with a signal corresponding to the
temperature of air passing into the engine.
This is used to refine the calculations made by
the module, when determining the correct
amount of fuel required to achieve the ideal
air/fuel mixture ratio. A throttle position sensor is mounted on the
end of the throttle valve spindle, to provide
the EEC IV module with a constantly-varying
(analogue) voltage signal corresponding to the
throttle opening. This allows the module to
register the driver’s input when determining
the amount of fuel required by the engine.
Road speed is monitored by the vehicle
speed sensor. This component is a Hall-effect
generator, mounted on the transmission’s
speedometer drive. It supplies the module
with a series of pulses corresponding to the
vehicle’s road speed, enabling the module to
control features such as the fuel shut-off on
overrun.
Where power steering is fitted, a pressure-
operated switch is screwed into the power
steering system’s high-pressure pipe. The
switch sends a signal to the EEC IV module to
reduce engine speed should the power
steering fluid pressure become excessively
high.
The oxygen sensor in the exhaust system
provides the module with constant feedback -
“closed-loop” control - which enables it to
adjust the mixture to provide the best possible
conditions for the catalytic converter to
operate. The air inlet side of the system consists of
an air cleaner housing, the mass air flow
sensor, an inlet hose and duct, and a throttle
housing. The throttle valve inside the throttle housing
is controlled by the driver, through the
accelerator pedal. As the valve opens, the
amount of air that can pass through the
system increases. As the throttle valve opens further, the mass air flow sensor signal alters,
and the EEC IV module opens each injector
for a longer duration, to increase the amount
of fuel delivered to the inlet ports.
Both the idle speed and mixture are under
the control of the EEC IV module, and cannot
be adjusted. Not only can they not be
adjusted, they cannot even be checked,
except with the use of special Ford diagnostic
equipment.
Precautions
Warning: Petrol is extremely
flammable - great care must be
taken when working on any part
of the fuel system. Do not
smoke or allow any naked flames or
uncovered light bulbs near the work area.
Note that gas powered domestic
appliances with pilot flames, such as
heaters, boilers and tumble dryers, also
present a fire hazard - bear this in mind if
you are working in an area where such
appliances are present. Always keep a
suitable fire extinguisher close to the work
area and familiarise yourself with its
operation before starting work. Wear eye
protection when working on fuel systems
and wash off any fuel spilt on bare skin
immediately with soap and water. Note
that fuel vapour is just as dangerous as
liquid fuel; a vessel that has just been
emptied of liquid fuel will still contain
vapour and can be potentially explosive.
Petrol is a highly dangerous and volatile
liquid, and the precautions necessary
when handling it cannot be overstressed. Many of the operations described in this
Chapter involve the disconnection of fuel
lines, which may cause an amount of fuel
spillage. Before commencing work, refer
to the above Warning and the information
in “Safety first” at the beginning of this
manual. When working with fuel system
components, pay particular attention to
cleanliness - dirt entering the fuel system
may cause blockages which will lead to
poor running.
Note: Residual pressure will remain in the fuel
lines long after the vehicle was last used,
when disconnecting any fuel line, it will be
necessary to depressurise the fuel system as
described in Section 2 .
2 Fuel system-
depressurisation
1
Refer to Part B, Section 2.
3 Fuel lines and fittings -
general information
Refer to Part B, Section 3.
4D•2 Fuel system - sequential electronic fuel injection engines
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needed not to spill the fluid onto the hands -
wear suitable protective gloves. Plug or cap
the disconnected pipes and valve openings,
to prevent dirt ingress and further fluid loss.
4Unbolt the valve from its mounting bracket,
unhook the linkage from the rear axle, then
withdraw the valve (see illustration). The
intermediate bracket may be unbolted if
required.
Refitting
5 Refitting is the reverse of the removal
procedure; adjust the valve as described in
Section 22, then bleed the complete hydraulic
system as described in Section 13. Check the
operation of the brakes before taking the
vehicle out on the road.
22 Light-laden valve (Courier models) - adjustment
2
Note:To adjust the valve accurately, the
vehicle must be at a known rear axle loading -
owners who cannot determine the loading
with sufficient accuracy must have this check
made by a Ford dealer or similar expert.
1 For this operation, the vehicle must be
raised for access underneath at the rear, but
must be standing on its wheels. Suitable
ramps (or an inspection pit) will therefore be
required. If positioning the vehicle on a pair of
ramps, chock the front roadwheels.
2 Measure the distance between the inner
radius of the linkage’s hooked end and the
first shoulder (see illustration) . If the
dimension is not as specified for the axle
loading, adjustment is required.
3 To adjust the setting, slacken the locknut
on the valve linkage, move the rod until the
setting is correct, then tighten the locknut
securely (see illustration) . Check the
operation of the brakes before taking the
vehicle out on the road.
23 Anti-lock braking system (ABS) - general information
A mechanically-driven, two-channel anti-
lock braking system is available as a factory-
fitted option on certain model variants within
the Fiesta range.
The system comprises four main
components; two modulators, one for each
brake circuit, and two rear axle load-
apportioning valves, again, one for each brake
circuit. Apart from the additional hydraulic
piping, the remainder of the braking system is
the same as for conventional models. The modulators are located in the engine
compartment with one mounted on each side
of the transmission, directly above the
driveshaft inner constant velocity joints. Each
modulator contains a shaft which actuates a
flywheel by means of a ball and ramp clutch. A rubber toothed belt is used to drive the
modulator shaft from the driveshaft inner
constant velocity joint.
During driving and under normal braking
the modulator shaft and the flywheel rotate
together and at the same speed through the
engagement of a ball and ramp clutch. In this
condition hydraulic pressure from the master
cylinder passes to the modulators and then to
each brake in the conventional way. In the
event of a front wheel locking the modulator
shaft rotation will be less than that of the
flywheel and the flywheel will overrun the ball
and ramp clutch. This causes the flywheel to
slide on the modulator shaft, move inward and
operate a lever which in turn opens a dump
valve. Hydraulic pressure to the locked brake
is released via a de-boost piston allowing the
wheel to once again revolve. Fluid passed
through the dump valve is returned to the
master cylinder reservoir via the modulator
return hoses. At the same time hydraulic
pressure from the master cylinder causes a
pump piston to contact an eccentric cam on
the modulator shaft. The flywheel is then
decelerated at a controlled rate by the
flywheel friction clutch. When the speed of the
modulator shaft and flywheel are once again
equal the dump valve closes and the cycle
repeats. This complete operation takes place
many times a second until the vehicle stops or
the brakes are released. The load-apportioning valves are mounted
on a common bracket attached to the rear
body, just above the rear axle twist beam
location, and are actuated by linkages
attached to the axle beam. The valves
regulate hydraulic pressure to the rear brakes,
in accordance with vehicle load and attitude,
so that the braking force available at the rear
brakes will always be lower than that available
at the front. A belt-break warning switch is fitted to the
cover which surrounds each modulator
drivebelt. The switch contains an arm which is
in contact with the drivebelt at all times. If the
belt should break, or if the adjustment of
the belt is too slack, the arm will move out
closing the switch contacts and informing the
driver via an instrument panel warning light.
24 Anti-lock braking system (ABS) components - removal
and refitting
3
Modulator
Note: Before starting work, refer to the
warning at the beginning of Section 13
concerning the dangers of hydraulic fluid.
1 Disconnect the battery negative (earth) lead
(refer to Chapter 5A, Section 1).
2 Minimise hydraulic fluid loss by
disconnecting the wiring multi-plug from the
fluid level warning indicator in the master
cylinder reservoir filler cap, then remove the
filler cap. Note that the filler cap must not be
inverted. Place a piece of plastic film over the
reservoir and seal it with an elastic band.
3 Disconnect the modulator return hoses
from the master cylinder reservoir, collecting
any fluid spillage from the hoses in a suitable
tray. The modulator return hose unions should
be disconnected by first pushing the hose
into the reservoir, then retaining the collar
against the reservoir body whilst withdrawing
the hose. Note that the hoses are colour
coded - the left-hand modulator has a black
return hose and connector, and should be
fitted to the forward section of the reservoir,
whilst the right-hand modulator has a grey
return hose and connector, and should be
fitted to the rear section of the reservoir.
9•14 Braking system
22.3 Light-laden valve linkage adjustment locknut (arrowed)
22.2 Light-laden valve adjustment details
With rear axle load at 400 kg, “X” should be 147 mm
With rear axle load at 850 kg,
“X” should be 166 mm
21.4 Light-laden valve mounting bolts (arrowed)
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